/tritonnews | www.The-Triton.com | October 2016
Describe these mariners as pros, not females From the Bridge Dorie Cox
When we decided to gather a group of women for a Triton From the Bridge lunch, it sounded like a great idea, but as soon as we all sat down, one of our guests wondered why we felt the need. “There is nothing to apologize for,” this woman said. “We are all doing our
Opening yacht doors, cutting power surprise firefighters, crew
jobs like everyone else.” Another woman noted that it is other people who notice there’s a woman at the helm. In fact, right before the lunch began, a vendor onboard made a point of saying he was glad to see a female captain. “You don’t hear conversations about women firefighters or police officers because they went through that 20 years ago,” she said. “This [lunch] is our chance to stand up and say I am a person
that just happens to be a female who drives a boat. And I do it really well.” Individual comments are not attributed to any one woman in particular in order to encourage frank and open discussion. The attendees, identified in an accompanying photograph, ranged from captains and officers to a chief stew and chef. Women in yachting – at least veterans like we gathered for the lunch – think of
See WOMEN, page 42
See FIRE, page 40
Join the Triton Expo on Oct. 12 The Triton's popular Expo is a chance for crew and industry to connect. Read more on page 47.
Captain left legacy Charter Capt. Bob Hartman, who helped start the VI rescue group VISAR, died Aug. 24.
What is ‘seaworthy’? Just what it means differs between mariners, insurers, flag states.
Where in the World
CREW OPTIONS BRIDGE THE ATLANTIC
Not so fast
Malta worth a stop, with lots for yachts, guests to see, do.
By Dorie Cox As part of the fire team on M/Y Archimedes, Bosun Max Haynes knows how to fight fire onboard the 222-foot (68m) Feadship. But he was surprised to learn some of the challenges land-based firefighters could face if they respond to help, including the critical issue of being able to open the myriad type of doors on a yacht. Crew from both M/Y Archimedes and S/Y Zenji, a 187-foot Perini Navi, took part in a training program organized by AIG’s Private Client Group in association with Resolve Maritime Academy and Newport Shipyard. The training, led by retired U.S. Navy firefighter Tom
Next Triton Networking First Wednedsay: MPT Third Wednesday: Ward’s
Triton Expo Crew network with Bluewater in Ft. Lauderdale in late September. The former Crew Unlimited and ICT have partnered under the name PHOTO/LUCY REED of the Antibes-based company. More on page 4.
‘Old salt’ runs yacht more than four decades with one family By Dorie Cox The yacht that Capt. Larry Hastings works on is for sale. It has been home to him for more than half of his life. Capt. Hastings is 75 years old. He
set down his cigar, stopped sanding the yacht’s old nameplate and talked about his 43 years working for the same owners on M/Y Buckpasser.
See CAPTAIN, page 44
Triton Survey What’s the best way for a yacht to spend the summer? Relax 27% Go exploring 73%
October 2016 The-Triton.com
What’s Inside Columnists Career
7 Capt. Bob Hartman died in late August. He was 64.
1 Captains lunch 1,4-7 News 7 Obituary 9 Boats / Brokers 11 Crew News 28 Fuel prices 30 Triton Survey 31 Tech briefs
11 Publisher’s Point 12 Owner’s View 22 On Course 23 Crew Compass 36 Taking the Helm 37 Crew Coach
14 Rules of the Road 15 Engineer’s Angle 20 Diesel Digest 21 Sea Science
47 It’s time for Triton Expo again.
51 Calendar 18,19 Networking photos 47-49 Next Triton events
Where in the World
16 Malta 38 Cuba, W. Caribbean 58 Triton Spotter 23 The joy of crew cabins.
Old Cantiere shipyard in Italy taken over, revived.
Write to Be Heard
52 Letters to the Editor 52 Crew Eye 53 Guest Opinion
26 Stew Cues 27 Culinary Waves 28 Top Shelf 29 Crew’s Mess 29 Guest chef recipe 24 Sea Sick 25 Take It In 35 The Yachtie Glow
Advertising Sales Catalina Bujor, email@example.com Production Manager Patty Weinert, firstname.lastname@example.org The Triton Directory Catalina Bujor, email@example.com
American tourists pour in.
Editor Dorie Cox, firstname.lastname@example.org
Publisher Lucy Chabot Reed, email@example.com
38 Cuba changing fast as
Carol Bareuther, Capt. Gianni Brill, Rebecca Castellano, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Chef Mark Godbeer, Peter Herm, Chief Stew Alene Keenan, Brian Luke, Scott McDowell, Stew Melissa McMahon, Rich Merhige, Capt. Brian Mitchell, Capt. Sue Mitchell, Keith Murray, Chief Stew Angela Orecchio, Michael Ratigan, Pam Stolarz, Chef James Tancrell, Capt. John Wampler, Capt. Jeff Werner
54 Business Cards 57 Advertisers Directory Vol. 13, No. 7
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2016 Triton Publishing Group Inc. All rights reserved.
Contact us at: Mailing address: 757 S.E. 17th St., #1119 Ft. Lauderdale, FL 33316 Visit us at: 1043 S.E. 17th St., Suite 201 Ft. Lauderdale, FL 33316 Call us at: (954) 525-0029 FAX (954) 525-9676 Online at: www.the-triton.com
The-Triton.com October 2016
Crew, industry expect much as training, placement firms merge By Dorie Cox Yacht crew and industry professionals anticipate benefits from the partnership of a European and two U.S. companies for yacht crew training, placement and other yacht services. Crew placement agency Crew Unlimited and maritime training school ICT in Ft. Lauderdale have partnered with Antibes-based Bluewater to expand services on both sides of the Atlantic Ocean. The official change took place Sept. 19 when the Ft. Lauderdale companies changed their names to the Bluewater brand. Bluewater's main offices in Antibes and Palma de Mallorca provide yacht charter, yacht brokerage, crew training, crew placement and yacht management. Crew Unlimited has been a placement agency since 1983 and ICT, formerly known as International Crew Training, has offered courses for about two decades. Ami Ira, owner of the former Crew Unlimited, will work with recruitment, brokerage and charter yachts in the United States as president of Bluewater USA, retaining her current staff. Her company will merge its database of about 60,000 registered crew with Bluewater's list for a total of more than 100,000 yacht crew. Deckhand Michael Haines holds an American passport and expects this
expanded list will give him access to more jobs because the more diverse list of crew nationalities will give captains better access to specific crew. "There are a lot of jobs not looking for American crew," Haines said. "And a lot of jobs look for American only." Bluewater and ICT will combine resources to provide training courses for yacht crew in several locations. Yachts will have the option to redeem vouchers for crew training courses earned through a subscription program and money spent on crew placement. Jay Lasner, CEO of ICT, will continue in the same capacity as CEO of Bluewater’s crew training in the United States. His current staff will remain. “Bluewater’s new worldwide reach means that crew can rely on the Bluewater model of training and recruitment regardless of which timezone they are in," said Peter Bennett, managing director of Bluewater in Europe, in a press release. Stew Nicole Edwardes works aboard a 105-foot yacht that primarily stays in South Florida. She expects to see a benefit from the expanded database, placement and training as she moves forward in her career. "My opportunities will open up when I decide to move back to charter yachts," Edwardes said. Veteran yacht Chef Neal Salisbury has used the placement services of the The team of Bluewater in the U.S. include Ami Ira (front left), former president of Crew Unlimited, and Jay Lasner (behind Ira to the left), former CEO of ICT. PHOTO/LUCY REED
October 2016 The-Triton.com
Industry acknowledges new firm ‘will be hard to compete against’ former Crew Unlimited for years and expects the partnership to make for a smoother path to jobs and training. And he sees the chance for more personal recommendations from people in the Bluewater partnership. "This industry talks," Salisbury said. "They say, 'I had a good one, you've got to see this one'." He also likes that he can take classes with the same company in both the United States and Europe. "That helps because as yacht crew, our business is all over the world," he said. More potential candidates for jobs gives an employer more options, but also more to weed through, he said. "It is good for captains to have double the crew base," Salisbury said. "But, they have double the crew base." Capt. Carde Savas signed up with Crew Unlimited in 2009 but said he has found most of his work through word of mouth. "But I see potential, leverage with this partnership," Capt. Savas said. "I like this." Yet he still questions the future for this and other companies as crew find
positions on social media. "You can find a job on Facebook pretty quick," he said. "It will be harder for this and other land-based operations." Yacht industry veteran Kitty McGowan works to promote yachting as manager of the U.S. Superyacht Association and thinks the partnership is beneficial. "Our industry has been very regionally focused for so long that I welcome the opportunity to be internationally engaged," McGowan said. "It's good for the industry, for crew, and for South Florida. To be part of something bigger does nothing but benefit us. It rolls out the red carpet to say, 'Come see us'." The training aspect of the partnership has started. "The Bluewater group of training centers will adopt each other’s best practices for our MCA, RYA and PYA courses," said Brian Luke, formerly president at ICT and now president of Bluewater’s crew training in the United States. “Although courses are developed according to specified course models, we will take the best of each center and
combine them for unique delivery in Antibes, Palma de Mallorca and Ft. Lauderdale. Crew can now license, certify, educate, train and find placement with one stop shopping." Instructor Dan St.Denis has worked for the former ICT for the past year and is excited about new opportunities for enriching his abilities. "I might get to teach there and their instructors may come here," St.Denis said. "We will see how they do things and bring them back to our school and make it better. Some of our courses are better and some of theirs are." The schools will exchange Powerpoint presentations and books. There will be many benefits for crew, he said. "For example, navigation and radar will be exactly the same in the Med and here," St.Denis said. "If anything happened to an instructor, I could go and pick up teaching on day two or three to cover." Linda Turner has been competing in the crew placement industry since 1982 as owner and director of Crewfinders International. She has both prompted
and weathered changes. "Back then there was Sea Berth, which didn't last, Crewfinders and Crew Unlimited," Turner said. "We made owners accept crew agencies and not just find crew on the docks." But she said the industry was new and growing more than 30 years ago. "At that time, people didn't even lock their boats." Ira credits Turner with helping her get her start in the industry, and the two have remained friends as well as competitors. "I want what is best for Ami, but this new merger will be hard to compete against," Turner said. "But, we'll persevere and adjust," said Heather Chase, data manager and placement officer for Turner's company. "We'll adapt,” Turner said. “We've competed against full service companies for more than 20 years. The only thing different is the schooling. Is that a big difference? We'll find out." Dorie Cox is editor of The Triton. Comments on this story are welcome at firstname.lastname@example.org.
The-Triton.com October 2016
Yacht capsizes, crew missing; Britannia may come back Yacht capsizes, one crew missing
A crew member of the 31m M/Y UN1K remained missing four days after the yacht apparently caught fire, exploded and capsized off the coast of Malaysia, according to news reports. Three other crew members were injured in the early-morning accident. Brazilian Lucas Bondezan, 24, jumped from the burning vessel just after midnight on Sept. 16 just before it capsized about 15nm from Mukah Head on Penang Island, according to the Malaysian Maritime Enforcement Agency. The yacht was en route to Singapore from Langkawi. The three other crew were injured and rescued from the life raft by fishermen. They were treated at a hospital and discharged. According to New Straits Times, they are Jaroslav Horejsek, 37, from the Czech Republic; Rudolf Kolic, 61, from Croatia; and Novak Novakovic,28, from Serbia.
Cayman recognizes UL yacht ticket
The Cayman Islands Shipping Registry officially recognized a yacht captain unlimited master license offered
by the Republic of the Marshall Islands (RMI) during a ceremony this week in George Town, Cayman Islands. The Capstone Course certification, a Master (Yachts) Unlimited Tonnage Certificate of Competency (CoC), serves as a yacht-specific assessment. It is designed for captains who meet 14 prerequisites that are based on STCW requirements and includes sea time to allow captains to gain their commercial unlimited license without reference to the cargo elements of the license. The assessment takes five days, includes time in a simulator, focuses on RMI maritime law and is handled through Maritime Professional Training in Ft. Lauderdale.
UK to fight for Britannia
M/Y Britannia, the 413-foot vessel launched in 1953 that served the British Royal Family for 44 years and now sits as a tourist attraction in Scotland, is being considered for service again as Britain navigates its post-Brexit future. Conservative members of parliament are pushing for the yacht to be recommissioned to help the country
secure trade deals, according to news reports. The parliament is expected to address the issue this month. The royal yacht was decommissioned in 1997.
Florida-Cuba flights begin
Three commercial airlines began service to Cuba recently. JetBlue ran the first U.S. flight to Cuba in more than 50 years on Aug. 31. Ft. Lauderdale-based Silver Airways began its regularly scheduled flight between Ft. Lauderdale and Santa Clara the next day. This summer, the U.S. government OKd Silver to fly into nine Cuban cities, but the Cuban government only authorized four: Santa Clara, Camagüey, Cienfuegos and Holguin. Those flights are scheduled to begin in October. Silver’s flight starts at $98 one way and will run with its 34-passenger Saab 340B Plus turbo-prop aircraft. American Airlines launched its service from Miami on Sept. 7.
Hermine whips through Fla., Ga.
Weather system Hermine, which hit Florida’s panhandle as a hurricane and passed through Georgia as a
tropical storm, hit parts of the Bahamas, Caribbean and U.S. East Coast with high winds and lots of rain from late August to early September. Thunderbolt Marine in Savannah, Ga., closed for a day after Hermine passed by and knocked out power. "Thankfully, we had no damage at the yard even though we had strong winds come through," said Judy Salzman, project administrator at Thunderbolt. "Our guys did a great job of making sure the yard and yachts were secure. The power was out for about a day in Thunderbolt, even less in surrounding areas." The road to Tybee Island made the front page of the New York Times on Saturday. "It’s prone to serious flooding as are many coastal and barrier island highways," Salzman said. "Nearby Skidaway Island was hit by a tornado, and 11 houses sustained serious damage. For the most part, we were very lucky." From Thunderbolt north to Virginia, more than a quarter million people lost power because of the storm. – Dorie Cox
October 2016 The-Triton.com
Charter, hydrofoil and yacht captain Bob Hartman dies By Dorie Cox Capt. Bob Hartman died of pancreatic cancer Aug. 24 in Ft. Lauderdale. He was 64. Capt. Hartman and his wife, Sandy, owned a charter boat company in Virgin Gorda in the 1980s and ’90s running day and resort sails for 16 years. Capt. Hartman Later, Capt. Hartman was head captain for a fleet of five hydrofoil boats in St. Thomas for three years. The couple settled in Ft. Lauderdale where they often worked together on yachts, including M/Y Bottom Line and M/Y Big Don Carlos, a Trinity. “Bob captained our corporate yacht, the Bottom Line, for three-plus years and did an excellent job, as did Sandy who was first mate,” said Bill Mahoney, president of Mahoney & Associates. “They made a great team, and I never had to worry about the Bottom Line when they were on board. Bob was always focused on keeping all of our many guests safe and making certain they had a good time while on board. “He was honest, hardworking, meticulous and a great personality,”
Mahoney said in a comment on thetriton.com. “It’s a definite loss to the yachting community and the boating industry.” Capt. Hartman was instrumental in creating a maritime assistance network for boaters in the Virgin Islands. "There was no coast guard there," Sandy Hartman said. "But all these boaters and charters would go on a reef or need help. We would go out and get them. “Bob and the guys got in big inflatables, timing waves, to get them off safely and transfer them to bigger boats," she said. "The reef was not marked or lit, so they would pick people off at night, especially when the north swell came in. "They were a group of guys that just decided to do it, and then it grew into VISAR," she said of the Virgin Islands Search And Rescue. Capt. Hartman also was one of three founders of Moor Seacure, she said. "They got the government to agree to place moorings as a way to preserve the environment for tourism in the islands," she said. "They put them in from of restaurants and hotels." To see photos and more of the Hartmans’ careers in yachting, visit www. hartmanmarine.net. Dorie Cox is editor of The Triton. Comment at email@example.com.
Cantiere yard taken over; La Ciotat yard adds dry docks New Italian yard open
A new refit yard has opened in Pesaro, Italy, on the site of the former Cantiere Navale di Pesaro on the Adriatic coast. About 15 million euros have been invested to revive the yard, renamed Cantiere Rossini. A covered dock with seven stern-to berths are available for yachts up to 55m. Cantiere Rossini offers a range of services, including paint jobs, mechanical and electronic work, system updates, and interior rebuilds. By the end of the year, the yard will have a 15,000-square-meter haul-out area and a 600-ton lift. In 2018, the shipyard plans to have two paint sheds and welcoming spaces for crews including 16 apartments and a bar, gym, lounge and rooftop terrace.
Capt. Stewart Parvin is CEO; Alfonso Postorino, former director of the refit division at ISA Yachts, is shipyard director; and Gianluca Devicienti is operations manager. For more details, visit www.cantiererossini.com
La Ciotat yard expands
Compositeworks, a shipyard in La Ciotat in the South of France, has an agreement with the Atlantic Refit Center to operate in its two dry docks in La Rochelle. The dry docks measure 107m and 176m in length and comprise the only megayacht facility on the French Atlantic Coast. Plans are under way to build a 35m-high hangar to cover the 176m dry-dock, with delivery scheduled for September 2018.
October 2016 The-Triton.com
Boats / Brokers Yachts sold
M/Y Charisma, a 153-foot (47m) Feadship built in 1985, by Merle Wood & Associates. M/Y Scorpion 2, a 40m Sanlorenzo, sold by Camper & Nicholsons brokers Adam-Michael Papadakis and Richard Higgins. M/Y Loose Ends, a 124-foot (37m) Delta built in 1998, listed with Fraser Yachts for $4.9 million. M/Y Foam, a 116-foot (35.6m) yacht built by Admiral in 2014, listed with Fraser Yachts for 6.9 million euros. M/Y Seychelle, a 111-foot (34m) Northcoast built in 1993, listed with Fraser Yachts for $2.75 million. M/Y Casual Water, a 109-foot (33.5m) Feadship, by Camper & Nicholsons brokers Michael Rafferty (seller) and Jim Wallace (buyer). S/Y Eclipse, a 107-foot (32.6m) yacht built in 1999 by Alloy Yachts, sold by Northrop & Johnson sellerâ€™s broker Michael Geraghty. M/Y Sandy II, a 101-foot (30m) Sunseeker, by co-central agents Gaston Lees-Buckley of Camper & Nicholsons and Alexis Colin of ABYS Yachting. Benetti sold its third Delfino 95foot (29m) model at the Cannes show. The yacht, as well as her sister ships, is expected to be delivered in 2018. In related news, the 64m Benetti FB264 won the World Yacht Trophies Award for Best Layout, honored at the show. M/Y FX29, a 94-foot (29m) yacht built by FX Yachts in 2014, listed with Fraser Yachts for 3.25 million euros. M/Y Gloria Maris, an 86-foot (26m) Nordhavn built in 2010, listed with Fraser Yachts for $6.5 million. M/Y Press Buy, an 80-foot (24.5m) Pershing, sold by Northrop & Johnson sellerâ€™s broker Mathias Chouraki. M/Y Silver Lining, a 78-foot (24m) yacht built by AB Yachts, by Northrop & Johnson brokers Mathias Chouraki (seller) and Paul Burgess (buyer). M/Y Vendetta (below), the 57-foot (17.4m) custom commuter yacht built in 2005 by Derecktor, was donated by its owner, rock and roll icon Billy Joel,
to the International SeaKeepers Society (ISS). Northrop & Johnson broker Bruce Leffers assisted with the transaction. She was last listed for $1.2 million and exhibited at the Palm Beach International Boat Show in March. ISS promotes oceanographic research, conservation, and education through direct involvement with the yachting community, primarily through its Discovery program where yacht owners can donate time on their yachts to provide access to the ocean. It plans to sell the yacht and use the proceeds to supports its programs.
New to the sales fleet
M/Y Ester III, a 216-foot (66m) Lurssen launched in 2014, listed with Fraser Yachts.
M/Y Faribana V (above), a 178-foot (54.5m) Amels built in 1998, listed with Glen Villis and Paul Cave of Londonbased Yacht & Villa International for 17 million euros. S/Y Parsifal III, the award-winning 176-foot (53.8m) Perini Navi launched in 2005, listed with Camper & Nicholsons broker Alex Lees-Buckley for an asking price of 20.5 million euros. M/Y Lady Petra, a 153-foot (46.7m) Heesen built in 2012, now listed with Ocean Independence for 22.5 million euros. S/Y Heureka, a 148-foot (45m) Holland Jachtbouw built in 2014, listed with YPI Brokerage broker Will Bishop. M/Y Checkmate, a 145-foot (44m) Benetti delivered in 2013, listed with Northrop & Johnson broker Jonathan Chapman for $19.7 million. M/Y Star, a 138-foot (40m) yacht built by Kingship Marine in 2012, listed with Denison Yacht Sales broker Alex Clarke and Fraser Yachts (joint central listing) for $13.5 million. M/Y Okko, a 135-foot (41m) Mondomarine launched in 2013, listed with Camper & Nicholsons for 16 million euros. M/Y Kuikila, a 115-foot (35m) Pershing built in 2011, listed with Fraser Yachts for 8.9 million euros. S/Y Naiade, a 112-foot (34m) Nautor's
See BOATS / BROKERS, page 13
The-Triton.com October 2016
Real stew steps into reality TV, weighs in on time ‘Below Deck’ Bravo reality TV show “Below Deck” began its fourth season on Sept. 6, portraying life among yacht crew and charter guests. The 14-episode series takes place on the 154-foot M/Y Valor in the British Virgin Islands under the command of veteran mariner Capt. Lee Rosbach. We asked Stew Emily WarburtonAdams, 21, a few questions about her experience onboard. Her responses have been edited by Bravo. To follow Warburton-Adams, visit her website at www.english-emily.com. Q. What is your yachting history? I've worked in yachting for nearly three years. I made my way up to second stew on a 160-foot yacht after my first season, and then took a position as stew/ masseuse on a 200-foot yacht. Over my time on boats, I have cruised around the Med, passaged through the Corinth Canal to Greece, and traveled to Turkey. I then crossed the Atlantic to the Caribbean and the British Virgin Islands. My yachting experiences have been incredible, and I've seen things that I could have never witnessed on land. It is tough work and very tiring, but I love to embrace what we’re lucky enough to be offered. I used any free time I had to explore the locations, swim and take in the beautiful views. Q. What did challenges did you expect to face on “Below Deck”? I was preparing myself for the
challenge of being thrown into a charter almost immediately, without knowing the other crew members. Q. What do you wish people knew about the show? The work is as Warburton-Adams hard, if not harder, than chartering on a normal superyacht. There is the added pressure of cameras in the already tight spaces on board, and your every move is being watched by a load of producers. Q. What surprised you most? I learned a lot about myself; my tolerance to pressure, my ability to think rapidly and how good I was at reading people. Q. What was the same as work on another yacht? Everything, from bed-making and suitcase unpacking to toilet paper . folding, turn-arounds after charter, restocking crew areas and provisioning. You name it, we had to do it. It’s a fully functioning yacht with functioning yacht crew being filmed, and put under more pressure than normal. Q. What was different? Other than being filmed? I had less time for myself. And it was harder to get to know my crew mates properly. Also, the guests were more interested in me as a person, rather than being another stew.
PASS IT ALONG
A ton of food was collected from yachts during the Yachts du Coeur in Cannes on Sept. 18. Volunteers formed a line along the docks to pass the donated goods to a food bank truck. The food, typically thrown out at the end of the season, will be distributed to local charities. Since 2010, the event has collected 20 tons of food in and around Cannes on PHOTO PROVIDED the French Riviera.
October 2016 The-Triton.com
In yachting, there is a lot to know and there is always more to learn Publisher’s Point Lucy Chabot Reed
A captain invited me recently to sail with a yacht crew from Ft. Lauderdale to Boston, a four-day offshore repositioning. Though I have been asked along vaguely in the past – “You should join us one of these days.” – this was the first time it actually came together. I was nervous and excited. I’ve been known to get sea sick, even on large vessels, but I was confident the trip would outlast any uneasiness. Unfortunately, weather forced us to reroute and pull into Charleston, a mere 24 hours after we began. While I got to meet the crew and spend two watches as look-out, I didn’t get to experience the crew dynamic that evolves when mariners are out at sea together, even for four days. One day just didn’t do it. Besides, I slept at least half those hours. Still, I did learn a few things, the most significant of which is that it was clear that I don’t have my STCW. I felt in the way as the
crew went through a MOB drill. (I never did spot the bit of trash our captain identified as our missing crew member.) And although I quickly learned how to plot our course, the radar and passing ships’ lights continued to confuse me. I guess my point is, despite how much I know (or think I know) about yachting, there’s still much more to learn. Next up for me: schedule my STCW. Lucy Chabot Reed is publisher of The Triton. Comments are welcome at firstname.lastname@example.org.
The-Triton.com October 2016
Even non-boat shows great for making contacts, learning stuff Owner’s View Peter Herm
As readers may recall, I am a big believer that captains and crew should attend all of the major boat shows. I believe we learn things and meet people we will not find anywhere else. I cannot imagine missing the Ft. Lauderdale, Miami or Palm Beach shows. And for those in Europe, why would anyone not want to go to Monaco, Boot Dusseldorf or METS in Amsterdam? I have not visited the Asian events, but hear that Australia shows are growing, too. Last month, I went to a new sort of show for me: Surf Expo in Orlando. While not yacht focused, any captain with toys onboard should put this one on the calendar. Exhibitors were targeting resorts, beach retailers and rental operators with everything from the latest bikini fashions and skateboards to $75,000 ski boats. Flip flops, hats and even customized shot glasses to put in the Yeti ice chest were also on display. The dominant exhibitors were from the fastest growing category in water sports: stand-up paddleboards or SUP. There were literally dozens of SUP manufacturers at the Surf Expo showing an amazing array of low maintenance, low injury-risk SUPs that are quieter than a JetSki and with lower maintenance. These ranged from inflatable, foam core, polyethylene, fiberglass and even bamboo. Several manufacturers displayed 16-foot-long, four-plus-foot-wide SUPs for groups of six or more paddlers. And for those who don’t like to paddle, or don’t need the core-building exercise, several offered battery-powered integrated jet propulsion units. (See one at www.SupJet.com.) Another interesting category were the LayBags (www.laybag.com) and various knock offs. I guess these are the GenX version of the bean bag chair, but without the beans. The rip-stop nylon “bags” capture air to become a chair or couch on the beach or in the water. They are cheap (under $50), comfortable and easy to store. For those guests who demand onthe-beach picnics they see on TV, a new product might make these slightly more pleasant for guests and crew. The WindWarrior (www.windwarrior.com)
is a portable, collapsible windscreen with posts that screw into the sand or ground. It is purportedly good for winds up to 50mph, but it seems like it might reduce the sandblasted guests’ problem. The sales guy said their biggest market so far though is police forces who use them to shield views of gruesome accidents. Really. One exhibitor from Zurich pitched a jellyfish sting kit. I don’t know about the jellyfish problem in Switzerland, but this solution seemed pretty logical. Essentially it is a package of concentrated vinegar with a credit cardshaped piece of plastic to scrape off the sting. Odd, but it sells for $30. One toy that might make it to our fleet if I can convince the boss (my wife) is the iFloats (www.ifloats.com). Despite the rip-off name, this looked pretty cool for the little kids. Like the foam float mat many may already have, these have an integrated towing system and can be bought in lengths up to 150 feet. Not sure how you will store one of these, but the 15-foot version rolls up into an unwieldy cylinder about 2 feet in diameter and 6 feet tall. They had a video in their booth showing about 20 people being towed down the lake having fun on one about 50 feet long. For land-based toys, the magic of lithium ion batteries continues in the numerous electric skateboards. And don’t forget electric bicycles. One that avoids the nerd effect is the RayVolt (www.rayvolt.com), which looks suspiciously like an old Harley Davidson of the 1940s. The sales guy said it goes 40 miles at 30mph on a single charge, but also has pedals for when it runs out of juice. I will wait until they come out with a sidecar for my cooler. And finally, crew gripped with fear that the owner will want the inflatable slides now seen on high-dollar charter boats will want to take a look at Wibit (www.wibitsports.com). It’s an inflatable and somewhat portable water park. I am sure we will see one on a yacht at FLIBS this year. And I will be there to look for the exasperated crew that had to assemble this thing for guests who will use it once before asking to move anchorages for that lunch on the beach. High tide and bow west only. Peter Herm is the pen name for a veteran yacht owner who is an entrepreneur based on the East Coast of the U.S. Comment: email@example.com.
October 2016 The-Triton.com
Boats / Brokers
BOATS / BROKERS from page 9 Swan built in 2003, listed with Fraser Yachts for 5.85 million euros. M/Y Kimochiii, a 110-foot (33.5m) Mangusta built in 2013, listed with Camper & Nicholsons for $6.7 million. M/Y Pamalama, a 101-foot (30m) Hargrave built in 2010, listed with Camper & Nicholsons for $5 million. M/Y Pokrov II, a 100-foot (30.7m) Heesen built in 2000, listed with Camper & Nicholsons for $2.4 million. M/Y Islander (below), a 96-foot (29m) new build from Icon Yachts set to launch in 2018, listed with Northrop & Johnson brokers Philip Bell and Ed Dickinson for 10.5 million euros. S/Y Patea, a 92-foot (29m) yacht built in 2012 by Alia Yachts, listed with Fraser Yachts for 5.5 million euros. M/Y Triple Net, a 92-foot (28m) Monte Fino built in 2001, listed with Fraser Yachts for $1.75 million. A 77-foot (23.5m) new build Bering 77 set to launch in 2017, listed with Northrop & Johnson broker Hugo van Schaik at $3.5 million. S/V Picon, a 77-foot (23.5m) catamaran launched in 2013, listed with Northrop & Johnson broker Jochen Brill at $3.8 million. M/Y Sheer Madness (above), a 72foot (22m) Nordhavn built in 2004,
listed with Northrop & Johnson broker Michael Nethersole for $2.5 million.
News in the charter fleet
S/Y Mutiara Laut, a 150-foot (46m) two-masted wooden schooner launched in 2009, now listed with Camper & Nicholsons and available in Southeast Asia winter and summer. M/Y King Baby, the 140-foot (42.7m) yacht built by IAG Yachts, is now for charter with Northrop & Johnson in New England in summer, the Bahamas and Caribbean in winter. Susan Harris has recently joined Denison as charter fleet manager. Denison recently added M/Y Lady Carmen, a 102-foot Hatteras in the Caribbean this winter.
Recently launched, delivered
Feadship launched the 301-foot (92m) M/Y Aquarius (above) in a private ceremony at its yard in Aalsmeer on Sept. 3. Dutch company Sinot Exclusive Yacht Design created the profile and interior design. The owner is an experienced owner who previously owned 50m and 60m vessels. Aquarius has six staterooms for 12 guests and will run with 34 crew. Turkish builder Numarine has launched the first two units of its 105foot hardtop model. Dutch builder Rapsody Yachts has launched the 9m Rapsody Tender, an elegant dayboat built for speed and class. The underwater hull is designed to be fast, but without a spray. This, combined with a strong Volvo Penta diesel engine, creates a top speed of 34 knots.
Brokers on the move
Michael GrĂ¤ff has joined Northrop & Johnson's Palma office as a sales broker. A former yacht crew member, he worked on both charter and private yachts. This is his first land-based yachting industry job.
The-Triton.com October 2016
Mariners, insurers, class all define ‘seaworthy’ differently Rules of the Road Capt. Jake DesVergers
The word seaworthy is loosely thrown around amongst captains, crew, surveyors, attorneys, insurance, and everyone in between. For the average person and many yacht owners, the meaning of the word usually boils down to if the yacht can float on the water and move itself off the dock. Actually, it means just a bit more than that. When we use seaworthy in relation to maritime law, it takes on a different definition. Maritime law, also referred to as admiralty law, is a centuries-old, specific body of law based primarily on precedents issued by the courts. Because of this, what is seaworthy can be a complicated and somewhat ambiguous topic. If one has access to a certificate of insurance coverage for a yacht, we will see the definition for seaworthy references a common phrase: “reasonably fit for its intended purpose.” That definition, along with seaworthy, is not clear. In comparison to documented case law, the handling of seaworthiness is a large gray area. It allows for an enormous amount of interpretation and subjectivity. In general, U.S. courts have defined seaworthy as a vessel that is built, equipped and manned for a voyage at sea. This definition is consistent with the “fit for its intended purpose.” While an owner or captain may feel that their yacht is in tip-top condition and thus seaworthy, a minor deficiency can immediately change that status. Something as simple as a slippery teak deck, loose ladder rung, or even incomplete crew training can create an unseaworthy condition. To illustrate this example, let’s theoretically look at a 130-foot (40m) yacht. She operates privately, no charter, but is classed by a major society. The yacht operates in the Bahamas and discovers one of the many sandbars that do not appear on the chart. The yacht’s hull lightly touches bottom. Thankfully, the hull is not breached. There is no ingress of water. The captain sends a diver down to take some pictures. According to the captain, all appears in order, minus some
bottom paint. About two months later, the yacht undergoes her periodical bottom survey for classification. The attending class surveyor is conducting an inspection of the hull and notices several large sections of bottom paint missing, plus an indentation in the hull near the keel. The surveyor asks the captain about his observations. The captain relates his Bahamas story.
More than it seems
The surveyor reviews the yacht’s file and asks when the captain notified class about the incident. The captain states that it was a non-issue and he did not notify the class society. The surveyor then cites his society’s classification rules: Since the date of the incident, because it was not reported, the yacht’s classification status was automatically suspended. For the yacht’s insurance policy, classification must be maintained to keep the policy valid. In addition, the yacht’s mortgage dictates that classification must be kept current to remain in good standing with the bank. A supposedly harmless sandbar encounter has now morphed into a major financial issue for the yacht. Where the captain felt the yacht was seaworthy, the absence of notification had the opposite effect. The yacht has been declared unseaworthy. From this discussion, we can see that the definition of seaworthiness is far from perfect. To help eliminate some potential issues, it is important for yachts to complete constant maintenance, plus compliance with all regulatory matters. To provide verification of this practice, it is equally important to have regular inspections. These inspections should be done by the captain, crew, flag inspectors, class surveyors, insurance representatives, or any combination of the same. If in doubt, err on the side of at least notifying those involved. An owner must remember that he is legally responsible to ensure that the yacht is seaworthy. This cannot be delegated, even to the captain. Failure to guarantee seaworthiness of the yacht exponentially increases the risk of liability. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (www. yachtbureau.org). Comments are welcome at firstname.lastname@example.org.
October 2016 The-Triton.com
Importance of valves and maintenance vital for operations Engineer’s Angle Rich Merhige
Valves aren’t always appreciated for the vital role they play in a vessel’s functioning. It’s vital they be maintained – so much, in fact, that class society has guidelines on how to care for them. A valve is a device that controls the flow of fluid. In marine applications, there are several types of valves grouped into four main categories: linear shaft valves, rotary shaft valves, check valves, and control valves. Linear shaft valves have a closure member that operates in a straight line to regulate flow. Gate and globe valves fall under this category. A gate valve consists of a body having inlet and outlet connections, a bonnet, and a gate-like disk attached to a threaded stem. A disk fits between two tapered seats within the valve to seal it closed. They are low resistance and don’t throttle fluids well. Globe valves, like gate valves, are fitted with a disk that is mounted on the end of a threaded stem. The valve is closed when the stem is screwed into the bonnet, which forces the sealing surface of the disk, against a mating seat in the valve’s globular-shaped body. These valves throttle fluids well. Rotary shaft valves have a passage or passages that rotate in a transverse plug to regulate the flow of liquids. Butterfly and ball valves are two types of these valves. A butterfly valve has an internal disk that tends to be equal the size of the connecting pipe’s diameter. The disk can be rotated from a fully closed position, which is perpendicular to the flow, or to a fully open position parallel to the flow. Ball valves consist of a spherically shaped plug with a round hole passing through it that can be moved from a full open position to a fully closed position by rotating the handle. The sealing surfaces become exposed when trying to control the flow of fluids, making erosion a problem. For this reason, they should not be used to throttle fluid. Check valves are used to prevent reverse flow through a line. The pressure of the fluid entering the inlet side opens the valve, and the valve is closed by the fluid entering from the discharge side. Lift check, ball check, swing check and stop check are all types of check valves. In lift check valves, a piston or disk raises and lowers from the pressure of the fluid coming from underneath it. Ball check valves operate in much the same
fashion, but have a guide for the ball. Swing check valves have a disk mounted on a hinge that swings off the seat by pressure from the inlet of the valve. Stop check valves are similar to globe valves, except its disk is not attached to the valve stem. When the stem is screwed tightly into the valve body it prevents the check valve from opening. Control valves automatically regulate flow through a system by maintaining a required pressure, flow-rate level, temperature or some other parameter. They use a spring, diaphragm or bellows to control the valve position. Regardless the valve, there is common maintenance required to ensure they are kept in good working order. l Valve stems should always be kept
clean and free of rust and paint. Check flange connections for leakage. Tighten bolts accordingly. l If grease fittings are provided, the valve should be greased periodically. l Valves should be exercised monthly and more frequently if the vessel is sitting for long periods. In butterfly valves, seat leakage can occur due to foreign material in the line. If this occurs, open valve 5-10 degrees to get high velocity flushing action. Close and repeat several times to clear seats for a tight shutoff. l For gate and globe valves, inspect packing and tighten or replace if necessary. If the stuffing box leaks and if the packing is fully tightened, it is time to replace the packing. l Every five years, valves should be
removed, inspected and pressure tested to ensure proper operation. Valve wear and maintenance varies a lot on how the vessel is run. When the vessel sits alongside for a while, there tends to be more growth inside the through-hull valves due to less flow through the valves. Stagnant water inside ball valves leads to crevice corrosion, which can be detrimental to its sealing. Always exercise precise care when maintaining valves. They’re much easier to maintain then replace. Rich Merhige is owner of Advanced Mechanical Enterprises and Advanced Maintenance Engineering in Ft. Lauderdale (www.AMEsolutions.com). Comment at email@example.com.
16 Where in the World
The-Triton.com October 2016
Small island big on yacht draws; Malta delivers on diving, harbors By Capt. Gianni Brill Last summer, I had the privilege to captain the catamaran Ranger on its Malta expedition as part of the ocean advocacy organization Oceana (oceana. org). I was lucky to be surrounded by brilliant marine biologists and ROV pilots as well as talented underwater photographers, videographers and experienced divers. We spent two months around the Maltese archipelago doing research down to 1,000 meters. Malta is a southern European island country comprising an archipelago in the Mediterranean Sea. It lies 50 miles (80 km) south of Italy, 176 miles (284 km) east of Tunisia, and 207 miles (333 km) north of Libya. The country covers just over 122 square miles (316 square kilometers) and has a population of just under 450,000, making it one of the world's most densely populated countries. The capital is Valletta, which, at 0.8 square kilometers, is the smallest national capital in the European Union. Malta's location has historically given it great strategic importance as a naval base, and a succession of powers, including the Phoenicians, Romans, Moors, Normans, Sicilians, Spanish, Knights of St. John, French and British. Malta was admitted to the United Nations in 1964 and to the European Union in 2004. In 2008, it became part of the Eurozone. Malta is a popular tourist destination with its warm climate, numerous recreational areas, and architectural and historical monuments, including three Unesco World Heritage Sites, and seven
Megalithic temples, which are some of the oldest free-standing structures in the world. If old churches are of interest, Malta has 365 of the most exquisite churches, one for each day of the year. Malta has three large natural harbors on its main island: l The Grand Harbor at the eastern side of the capital city of Valletta has been a harbor since Roman times. It has several extensive docks and wharves, a cruise liner terminal, as well as a number of marinas. Grand Harbor Marina accommodates the largest yachts. It also has a terminal that serves ferries that connect Malta to Pozzallo and Catania in Sicily. l Marsamxett Harbor on the western side of Valletta has a number of yacht marinas, Manoel Island Yacht Marina being the largest, able to accommodate yachts to 80m. It is centrally located in Gzira so chandlery shops, shopping malls, supermarkets and tourist services are all accessible within a short walking distance. In the vicinity, one also finds numerous restaurants, bars and
Where in the World 17
October 2016 The-Triton.com
convenience shops. l Marsaxlokk Harbor (Malta Freeport) at Birżebbuġa on the southeastern side of Malta, is the island’s main cargo terminal. Malta Freeport is the 11th busiest container port in Europe and 46th busiest in the world. There are also two manmade harbors that serve a passenger and car ferry service that connects Ċirkewwa Harbor on Malta and Mġarr Harbor on Gozo. There is a marina in Mgarr that accommodates smaller yachts to about 22m. Although on this trip we didn’t use an agent, there are three prominent yacht agencies there: FL Yachting, Vella Marine and Nautica Yacht services. Depths are not an issue in and around Malta. Anchoring is difficult, though, as depths reach 40m and more just 4.5m from shore. Malta is a huge dive destination for Europeans. There are many artificial reefs made by sunken ships and numerous cave dive sites. Although the waters are extremely clear, do not expect as much coral and sea life as one would see in the Caribbean. Many seaside resorts in crystal clear water-bays surround the islands. The food generally has an Italian influence and in most places, one can order in Italian language, as it is the third unofficial language, after the official languages of Maltese and English.
Fishing is not one of the islands’ advantages, as we found out on our research. Most fresh fish is from multiple floating farms strategically placed around the islands. Beware of them as they are moved around and may cause navigation hazards.
There are plenty of other things to do and one should tour all three major Islands, as each has different things to offer. This was my second trip to Malta, and I have found the Maltese people to be friendly, warm and eager to share their islands with visitors. Visitors total about 1.5 million a year, so traffic can be unpleasant. Local transportation, on the other hand, is organized and affordable. Capt. Gianni Brill has been in yachting more than 35 years. Comments are welcome at firstname.lastname@example.org.
18 Triton Networking
ate summer Triton Networking brought nearly 200 captain, crew and industry professionals together at Longbow Marine, a chandlery company in Ft. Lauderdale, on the first Wednesday in September. Join us for our regular first and third Wednesday events throughout the year at various locations. Visit www.the-triton.com to sign up for weekly emails or to see marine event listings. PHOTOS/LUCY REED and DORIE COX
The-Triton.com October 2016
Triton Networking 19
October 2016 The-Triton.com
ore than 300 captains, crew and industry professionals were on hand to network and learn more about Bluewater USA on the third Wednesday in September. The company, formerly known as Crew Unlimited, has partnered with Antibes-based Bluewater to offer placement and charter services in Ft. Lauderdale. Please PHOTOS/LUCY REED see page 4 for more details on the partnership.
The-Triton.com October 2016
Expect growth for solar-powered fuel maintenance system options Diesel Digest Capt. Jeff Werner
Imagine you are the chief engineer aboard a superyacht, and the owner corrals you one day to talk about the new island hideaway she just purchased in the Bahamas. Her new cottage has a standby diesel-powered generator for when, not if, the power goes out on the island. Knowing how meticulously clean you keep the fuel aboard her yacht, she wants you to find a reliable fuel polishing system that will maintain the diesel fuel in the tank of her cottageâ€™s standby generator even if there is a power failure. What would you advise? Imagine you and your family decided to chuck it all and leave the rat race, sell all your belongings and buy a 45-foot catamaran to sail around the world for the next five years. Being on a tight budget, you want the most economical diesel fuel polishing system on the market. What would you purchase? The answer for both these scenarios is a solar-powered fuel maintenance system. A compact, standalone fuel polishing system using solar cells to reliably charge a 12-volt DC battery is the perfect solution for fuel tanks up to 200 gallons. Whether operating in a remote location or aboard a small boat by an ecologically conscious owner, solar-powered fuel polishers that are programmable and fully automated are the newest concept in diesel fuel maintenance. Like any new technology, manufacturers start small and then scale up as their technology gets accepted. Manufacturers may, in the next five to 10 years, begin to offer solar powered fuel polishing systems with pumps that can circulate the higher volumes of fuel necessary to polish the thousands of gallons of fuel found in tanks aboard yachts in a timely fashion. The fuel polishing system itself is housed in its own closed cabinet. Depending on the application, the unit can be bulkhead mounted aboard a boat or the weatherproof enclosure can be located ashore. The powder-coated steel cabinet and the fuel polishing system it holds weighs 40 pounds, and has a footprint the size of the average multifunction printer/copier/scanner. The thin flat solar panel weighs 10 pounds, and is less than two feet long on each side for
easy mounting. A non-spillable lead acid battery is secured in the steel cabinet. Battery charging is regulated by a smart solar power controller which feeds the proper amount of electricity from the 50-watt solar panel to keep the battery at full charge. The multistage filtration system is designed to remove particles from the fuel, both organic and inorganic, down to three microns in diameter. Remember that a human hair is about 75 microns thick, while a red blood cell is five microns across. The filtering system also has water block capability, which removes entrained water droplets that are suspended in the fuel. This is an important feature that helps prolong the life of the fuel injectors. The fuel polisher can be operated in either the manual or automatic mode. Using a programmable digital timer, it will automatically turn the system on or off for a specified run time, and can be set for a variety of weekly maintenance programs. The timer also has memory back-up, so the programmed polishing schedule is never lost. Whether running on an automated program schedule or by the push of a button, the system will shut down and not pump any more fuel through the polisher if a leak, high vacuum or high pressure is detected. High vacuum can be caused if the systemâ€™s pump, which sucks diesel out of the fuel tank, is trying to lift heavily contaminated fuel or fuel that has excessive water in it. High pressure can be caused if the systemâ€™s pump, which also pushes the diesel through a fine filter, encounters a clogged filter that needs to be changed. As the popularity of solar-powered fuel maintenance systems increases, manufacturers will probably begin offering higher capacity pumps that will accommodate larger size fuel tanks. For the foreseeable future, engines and generators aboard yachts and emergency standby generators on land will continue to be fueled by diesel power. And solar power will allow operators a greener method of cleaning fuel at sea and other locations that are off the grid. Capt. Jeff Werner has been in yachting for almost 25 years, and is the owner of Diesel Doctor (MyDieselDoctor.com). All Triton readers receive a 10 percent discount on online orders. Comments are welcome at email@example.com.
October 2016 The-Triton.com
Chances for lightning strike are higher than a major lottery win Sea Science Scott McDowell
Because of severe injuries and death caused by convective (rising warm-air) storms, the National Weather Service has compiled accurate statistics on the incidence of reported lightning casualties in the United States. Interesting conclusions from this database include: l Summer months have the highest number of lightning-related deaths, with July being the maximum, likely a result of outdoor recreation. l Males experience 84 percent of lightning fatalities; more than four times that of females. l 91 percent of all lethal lightning strikes result in a single fatality. l Over the past 35 years, there has been a 30 percent decrease in lightning casualties because of improved storm forecasting and public warnings. Florida has twice as many lightningbased casualties than any other U.S. state, with 468 fatalities reported in 53 years (8.8 per year). High air temperatures
and frequency of convective storms drive these statistics, as do the popularity of outdoor recreational activity in the countryâ€™s southernmost state. In New England and along the West Coast, the probability of lightning fatalities is low and seasonal. In Hawaii and Alaska, it is improbable. These reportings have been supplemented in recent years by data from new satellitebased meteorological sensors. Each year in the U.S., there are roughly 25 million lightning strikes. Worldwide, there are more than 100 strikes per second. The majority of strikes occur over land where air rises from solar heating. Strikes are rare over the open ocean but more common in coastal areas where warm waters can induce atmospheric convection, like over land. A few anecdotes: People in lowlatitude U.S. coastal states are more likely to be killed by lightning than to win a major lottery. Furthermore, men enjoying the Florida outdoors at about 4 p.m. on a Sunday in July are tempting fate as that scenario is when the chances of being struck by lightning are optimized. (The good news is that man
will most likely be the only person to die from that lighting strike.) BoatUS has compiled statistics on lightning strikes of vessels (not persons) from insurance claims submitted by their members. While its database does not include all vessel strikes for the entire nation, its 2010 analysis of claims submitted between 2000-2005 provides interesting results: l Nationally, the odds of a vessel being struck by lightning are about 1.2 in 1,000. In Florida, however, the strike rate is three times higher. A third of all BoatUS lightning claims were in Florida. l Chesapeake Bay has the secondhighest incidence of vessel strikes due to convection over the warm, shallow waters of the bay in summer. l The majority of strikes occur on sailboats (4 per 1,000) on account of their tall masts. l Power boats are struck less (0.5 per 1,000) but trawlers have the highest number of strikes of all powerboats (2 per 1,000), likely because they have higher antennae and superstructures than smaller vessels, which exist in greatest number in the database.
l Wide, multihull sailboats are struck twice as often as monohull sailboats, probably because they are berthed alone rather than beside other vessels that can provide â€œshieldingâ€? (e.g., act as adjacent targets for lightning). Vessels with lower structure and antennae than their neighbors can still be hit directly by lightning so shielding is not a guaranteed deterrent. Lightning damage to a vessel is often readily apparent from physical damage and/or inoperable electronics. However, there are cases when lightning-damaged wiring or electrical components did not present themselves for many years, then finally failed or shorted out when least expected or desired. Recommendations for lightning preparedness for boaters are provided in my Marinas guidebook (see reference below).
Scott E. McDowell has a doctorate degree in ocean physics, is a licensed captain and author of Marinas: A Complete Guide, available at www.scottemcdowell.com. Comment at firstname.lastname@example.org.
The-Triton.com October 2016
Training should â€“ and does â€“ increase as vessels get more complex On Course Capt. Brian Luke
Superyachts have come a long way in the past 30 years. Vessels are much larger and more complex than ever before, whether in their integrated bridge systems, complex steering and engine control systems, or integrated information and entertainment systems. On both superyachts and commercial ships, these complex integrated systems onboard have reduced the number of crew required. The fact that most superyachts are more complex, coupled with reduced crew, has created a substantially greater requirement for more formal training and education. So, has onboard training and education kept pace with this level of sophistication? I like to make comparisons with aviation as a good litmus test to determine where we might be in the maritime community. Years ago, airlines used to have four crew members on the flight deck: a captain, a first officer, a
navigation officer and a flight engineer. As the aircraft navigation systems became more sophisticated, the navigator was eliminated with the captain and first officer assuming those duties. Years later, aircraft systems became more automated and the flight engineer was eliminated. The control and monitoring of these newly automated systems could also now be managed by the captain and first officer. Today, all major airlines operate with a two-pilot crew. Contrary to what many believe, this automation increases the responsibility and workload of the two pilots. However, in conjunction with an essential increase in training and education, the automation has improved the level of safety in airline operations. Like our friends in aviation, yacht systems have also become more complex, thereby necessitating the need for greater automation. This increased automation has reduced the number of crew required to operate a far more complex vessel. And just like in aviation, the need for training and education is greater than ever before to efficiently, effectively and safely run a complex superyacht.
The MCA has attempted to drive us in the right direction by requiring all OOWs, chief mates and captains to have an ECDIS endorsement to their Certificate of Competency. And all OOWs are now required to hold EDH (Efficient Deck Hand) for 18 months prior to receiving their OOW CoC. However, these courses are just a couple of examples of specific land-based training requirements, and does not address the need for onboard training for a specified vessel. Land-based training only provides half the solution to safely operate a superyacht today. The other half involves both onboard training and developing and effectively following a well-designed, vessel-specific Safety Management System (SMS). Training and the SMS should be used for every operation where safety is an issue. It is of little use to have a vesselspecific SMS but not train crew using it. The SMS ensures that the multiple complex systems and tasks onboard our yachts are managed in a safe, consistent, effective and efficient manner. And that can only occur if there is an SMS in place and the crew are trained consistent with
the standards of the procedures defined in that management system. The young men and women signing on as crew today have grown up with rapid technological advancement, and most are comfortable with technology. Many in the older generation had some difficulty with such technological advances and resisted it for years, but young crew embrace this technology and are therefore eager to learn and work with the complexity of a superyacht. Letâ€™s give them the tools and knowledge they need and it will reward our industry. This younger generation is the future of superyachting and they are poised to take advantage of all the advances in equipment and systems. Land-based maritime education and training, coupled with onboard training and Safety Management Systems, are the keys to keeping your ship running safely and efficiently. So train often and follow your SMS to keep your career on course. Capt. Brian Luke is president of Bluewater Training USA (formerly ICT) in Ft. Lauderdale. Comments welcome at email@example.com.
October 2016 The-Triton.com
Tight quarters can hurt or enhance relations onboard Crew Compass Melissa McMahon
One of the challenges of living on a yacht is the confined small space called crew cabins we all have to live in. Bunk beds, one small bathroom, and a closet the size of a school locker is all we get. When I started in yachting, I showed up with a decent-sized suitcase and a backpack. Most of it I never touched since crew spend most of the time in uniform. All I really needed was a couple of my favorite shirts, some clothes to go out, stuff for the beach and something to sleep in. There’s always a chance to buy new and lovely things at every port. I left my first yacht with more than I came with. A couple tips for people just getting started in yachting: Pack light, fitting all belongings in one softsided duffel bag; bring a hard drive to back up the thousands of photos off of smartphones and laptops. I was given one of the smallest cabins onboard. Organization skills go a long way when living onboard a yacht. My roommate and I tried a curtain rod to hang up a closet organizer to put more stuff away. I rolled my clothes to make more space and to fit more. We also got foldable boxes to put our gym/random equipment in such as boxing gloves, protein powder, snorkel gear, etc. Every little bit of organization helps.
Being in close quarters with another person can be quite a challenge. Respecting others and doing things in a fair way make the job better. We used charts to show who cleans the room or bathroom each week. It worked great. I think they should be mandatory on every boat. With working long hours, there are times we just need a few quiet moments in our own rooms to relax and unwind from the crazy work days. My roommate and I took turns giving each other alone time in our cabin, which worked out great to decompress and talk to family members or friends. Having a break from people onboard is hard – you have to work for it – but it’s necessary to keep tensions at bay. Besides trying to squeeze in all our belongings and juggle some personal time below deck, another struggle about the tiny spaces is accidentally banging into doors, counters, tables and people. It’s fun when under way, too. Balancing becomes a priority skill to learn. The spaces may be small, people may disagree, but the beauty of yachting is that it brings people together from all over the world. Bruises come and go, but our “sea family” can stay forever. Melissa McMahon is a stew from Long Island, N.Y., who loves to travel at sea (www.longislandmermaid.com). Comments are welcome at editor@ the-triton.com.
24 Crew Health
The-Triton.com October 2016
Allergic reactions require a quick response plus follow up Sea Sick Keith Murray
The news in the United States has been filled with stories about the high cost of the EpiPen, a life-saving medication that if administered quickly could save the life of someone suffering from anaphylaxis. Anaphylaxis (pronounced ana-fi-laxis) is a life-threatening allergic reaction that can occur quickly – as fast as within a couple of minutes of exposure to an allergen. Common triggers are food such as peanuts and shellfish, ant bites, insect stings, medications and latex. Exerciseinduced anaphylaxis is also possible. Sometimes, there is no known cause of anaphylaxis. The EpiPen is an injection containing epinephrine, a chemical that narrows blood vessels and opens airways in the lungs. These effects can reverse severe low blood pressure, wheezing, severe skin itching, hives, and other symptoms of an allergic reaction. Anaphylaxis can be different for everyone. Sometimes it is a mild allergic reaction, or it can be fatal. I have seen people who accidentally eat food with peanuts or shrimp and they often feel a tingling in their lips and watery eyes that eventually go away. I have also seen severe reactions with difficulty breathing, weak pulse, shortness of breath, fainting and hives that, if not treated quickly, may result in death. According to the American College of Allergy, Asthma & Immunology, anaphylaxis symptoms occur suddenly and can progress quickly. The early symptoms may be mild, such as a runny nose, a skin rash or a “strange feeling” These symptoms can quickly lead to more serious problems, including trouble breathing, hives or swelling, tightness of the throat, hoarse voice, nausea, vomiting, abdominal pain, diarrhea, dizziness, low blood pressure, rapid heartbeat, and cardiac arrest. Allergists and emergency physicians have teamed up to create the Be S.A.F.E. action guide to help us remember steps to take during and after an allergic emergency. Seek immediate medical help. Call 911 or radio for help while at sea and get to the nearest emergency facility at
the first sign of anaphylaxis, even if you have already administered epinephrine. Anyone who has had an anaphylactic reaction in the past is at risk of future reactions. Identify the Allergen. Think about what the victim might have eaten or come in contact with – food, insects, medication, latex – to trigger an allergic reaction. It is important to identify the cause because the best way to prevent anaphylaxis is to avoid its trigger. Follow up with an allergist/ immunologist, a physician who specializes in treating asthma and allergies. It is important to consult an allergist for testing, diagnosis and ongoing management of an allergic disease. Carry Epinephrine for emergencies. Kits containing fast-acting, selfadministered epinephrine are commonly prescribed for people at risk of anaphylaxis. Those people must make sure that family, crew, and friends know of the condition, the triggers and how to use the EpiPen. Many people at risk of anaphylaxis wear an emergency medical bracelet or necklace identifying them as such. To effectively use an EpiPen, hold it firmly by the middle in a fist. An EpiPen is a single-use device. Once it is triggered, it cannot be re-used. Avoid placing a finger over either end to avoid accidentally triggering the device. Pull off the blue activation cap on the opposite end from the orange tip that holds the needle. Inject into the mid-outer-thigh, halfway between the knee and the hip. Remove the EpiPen and discard. Prepare for possible side effects, and get the patient to a hospital as quickly as possible. Crew should consider asking guests to fill out a medical questionnaire to see if they have life-threatening allergies, and if they will bring epinephrine onboard. Most people with these types of allergies carry their medication with them, and most of the yachts I have conducted CPR classes onboard have epinephrine in the first aid kit. Trained as an emergency medical technician, Keith Murray owns The CPR School, which provides onboard CPR, AED and first-aid training as well as AED sales and service (www.TheCPRSchool. com). Comment at firstname.lastname@example.org.
Crew Health 25
October 2016 The-Triton.com
Pre-agriculture foods of Paleo diet are simple, effective yet costly Take It In Carol Bareuther
The Paleo Diet, also called the Caveman or Stone Age diet, continues as a hot trend in the weight loss world. The good news is that some preliminary research shows eating like our ancestors can have other health benefits beyond weight loss. The bad news is that, like other types of fad diets, there can be risks to eating this way. Lots of lean meats, fish, eggs, nuts, seeds, fruits, vegetables and healthier fats make up the Paleo eating plan. Foods to avoid include dairy products, grain-based foods, legumes (dried beans and peas), processed foods, salt, alcohol and coffee. This way of eating was first proposed by Dr. Walter Voegtlin in his 1975 book named the “Stone Age Diet” and popularized more recently by Loren Cordain in his 2002 book, the “Paleo Diet”. It is based on a theory of evolutionary medicine. That is, that the foods we’ve eaten since agriculture was introduced 10,000 years ago are responsible for chronic diseases since there hasn’t been enough time for our bodies to evolve to be able to digest and use these foods property. No definitive data to date supports this theory, yet that doesn’t mean that eating paleo-style to some extent isn’t beneficial in some ways.
1. Simple eating. An emphasis on lean protein, fruits and vegetables fits what many countries’ dietary guidelines recommend. The modern-day industrialized nation diet represented by an over indulgence on calories, fats, sugars and salts clearly isn’t the optimal way to eat or there wouldn’t be epidemics of obesity, diabetes and heart disease. Instead, a simpler way of eating that calls for shopping the perimeters of the supermarket (produce, meat and seafood) instead of the middle aisles (cookies, chips and processed food) is recommended by many government health agencies. In fact, U.S. researchers published an article in the “Journal of Nutrition” earlier this year that showed eating styles that are Paleolithic- and Mediterraneanlike are associated with lower levels of chronic inflammation that can cause cancer and other chronic ills. Also, since
the Paleo diet doesn’t allow added salt, it can help people with or who are prone to high blood pressure. 2. Weight loss. Research shows that diets with plenty of lean proteins, fruits and vegetables can create a feeling of satiety (fullness) that can indeed curb overeating and lead to weight loss. Beyond this, Swedish scientists published an article in “Diabetes Metabolism Research Reviews” this spring that showed eating Paleo-style may help those with Type II diabetes to better control their blood sugar. However, when Australian researchers looked at blood sugar control, weight loss and heart health indices in 39 women who ate the Paleo way compared to recommendations of the Australian
Guide to Healthy Eating, their article published this year in the journal “Nutrients” reported no significant differences between groups. Australia’s guide, like that of the U.S. and other countries, includes rather than excludes dairy and whole grains as the Paleo diet does.
1. Dollars and time. The sheer amount of protein called for in this diet can put a strain on the pocketbook. The strict forbiddance of processed foods means every meal is a cook-from-scratch effort. 2. Risk of deficiencies. Eliminating any basic food group such as dairy or grains can lead to a deficit of vitamins and minerals. In fact, the British
Dietetic Association in its review of Top 5 Worst Celebrity Diets to Avoid in 2015 called the Paleo Diet a Jurassic fad, especially because without careful planning, the lack of good groups such as dairy can lead to a lack of calcium and compromised bone health. Other research shows that Vitamin D, also found widely in dairy, as well as the B vitamins and folate available in grains, can also be dangerously lacking. Therefore, if you definitely want to go Paleo, take a multivitamin-multimineral daily. Carol Bareuther is a registered dietitian and freelance health and nutrition writer. Comments are welcome at editor@ the-triton.com.
The-Triton.com October 2016
Take pride in proper care of yacht’s exquisite linens and fabrics Stew Cues Alene Keenan
Fine linens are meant to be used and enjoyed. Previously, we discussed the components of a perfect bed for restful sleep, but what about the fine linens and fabrics we care for? What is the proper way to care for the expensive bedding, table linens and towels onboard? Top-quality products require special care and must be washed, dried, ironed and stored properly to maintain their value and quality. Here are the Golden Rules for basic laundry care: l Bed linens, table linens, and towels should be pre-washed separately before initial use. Read the care labels and follow instructions. l Separate colors and fabric types properly. Launder polyester and terry cloth separately from 100 percent cotton or linen to prevent pilling. l Pretreat stains quickly. l Avoid overloading machines. This prevents excessive fabric abrasion and
fiber breakdown. Overloading creates wrinkles, and fabrics do not get clean. l Use gentle soap or detergent, and measure correctly. Too much detergent weakens fabrics, leaves a residue and causes oxidation spots. Set the second cycle to remove any excess. Avoid additives, chlorine bleaches and softeners. Use oxygen bleach if needed. l Fabric softener causes buildup and makes towels less absorbent. It can build up in dryer vent and create a fire hazard. l Temperature matters. Too much heat causes shrinkage, and damages and weakens fibers.
l Wash in warm water on the gentle cycle with a cold water rinse. l Shake out wrinkles before placing items in the dryer. l Dry sheets on warm cycle, remove them while slightly damp to minimize wrinkles. Smooth and hang to dry or press with an iron. Line drying is best but good luck with that on a yacht, however.
l To ensure towels are clean and sanitized, do not overload machines.
l Wash on medium heat or sanitize on hot cycle. Tumble dry on low to medium heat.
l Wash delicate or lace-embellished linens in a zippered bag to avoid damage. l Avoid twisting.
l Luxury fibers such as cashmere, merino and alpaca, and formal items such as matelassé should be dry cleaned by a reputable professional.
l Iron items on the reverse side while they are still slightly damp. The steam vents on a steam iron can leave marks. l Iron cotton on warm or hot. Linen needs to be damper, and use a higher temperature. Spritz with water instead of using the steam function on the iron. l For damask table linens, iron first on the reverse side, then on the front side to bring out the sheen. l Lay embroidered linens and fabrics face down on a towel and iron on the reverse side to keep the threedimensional effect.Use a pressing cloth to prevent tearing delicate lace and cutwork.
l Make sure towels, sheets and table linens are fully dry before storing in a cool, dry and well-ventilated space. l Creases should not be pressed into napkins and table linens. This weakens the fibers. Table cloths should be rolled onto cardboard tubes or hung on tissue paper-covered hangers. Stews should understand the quality of the linens onboard and learn the proper treatment methods for different kinds. Linen care is one of the most important parts of our jobs. With proper care and storage, fine linens will last a lifetime. We become rather fond of these fine fabrics and see them as the heirloom quality items that they are. Having exquisite-looking linens provides a sense of satisfaction and makes our jobs more fun.
Alene Keenan is lead instructor of interior courses at Maritime Professional Training in Ft. Lauderdale. She wrote, “The Yacht Guru’s Bible: The Service Manual for Every Yacht”, available at amazon.com. Comment at email@example.com.
October 2016 The-Triton.com
No longer passé, creativity slices through revival of cheese platter Culinary Waves Mary Beth Lawton Johnson
Just a few years ago, serving a cheese platter to yacht guests was considered passé. Too easy, too boring, too simple. Other items stole our creative attention and thus center stage. But since artisan cheese makers have become so popular, a chef can take usually find a great cheese and make it the star of the evening. The key to choosing the best cheese is to trust the old taste buds. But don’t forget to think down the road an hour or two. Simple cheddar or goat cheese add a great dimension to the starter salad, but how will its flavor pair with dinner? Dessert? The owner’s favorite wine? Think, too, what will be served alongside the cheese. Some great options include crackers, olives, fruit, quince paste, and honeycomb to really savory items such as poached eggs, chicken liver, duck or pork pate, or even olive pate. When selecting hard cheeses, make sure it is firm to the touch, has no mold and has an aroma that is consistent with the type of cheese. A cheddar will crumble easily, and its color should be consistent. Ask for a sample. Most cheese shops want their customers to try the cheese. Soft, ripened cheeses all vary in taste, degrees of softness and ripeness. White mold cheese should be a milky, creamy white, not brown. One of my favorite cheeses is the soft French cheese Epoisses, a ripened rindwashed cheese that has a pungent smell and taste. Such cheeses should have a bulging center that is soft, and a melt-inthe-mouth consistency. Leave this sort of cheese out at room temperature for an hour before serving. If it melts and looks soft on the plate, then you know it is a ripened cheese served during its maturity. There is nothing more disappointing than buying a cheese that is not ripened. I recommend serving most cheeses at room temperature to experience their true taste. The enjoyment of cheese is a matter of personal preference. When making a cheese platter, I like to keep similar cheeses together. Mixing different types of cheeses together is risky. One could influence the taste of another if the two do not compliment each other. We would not want a cheddar next to a blue cheese and eat both in one mouthful. Instead, make a small platter of
various cheddars, and another platter of similar blues. Have separate utensils for each cheese. There is much information on this subject, and many of the ways stem from personal preference. My brother-in-law has containers that seem to work well with the hard cheeses. I use cheese wraps and cheese papers as well as zip-lock bags. One accepted rule is to not wrap cheese in plastic wrap. If it comes that way, unwrap it and use cheese paper.
If there is no cheese paper, wrap it in parchment paper and then put in a loose bag or zip-lock bag. It makes a difference. Cheese wrapped in cheese paper lasts longer. For watery cheeses or cheeses that come in a water bath, I transfer to a container and, preferably, the milk or water it came in such as the burrata or the mozzarella. My best advice when it comes to cheese is not to buy it in a supermarket,
which wants items to last a long time so it’s stocked too soon. If that is the only option, stick to a wash rind cheese and buy it as close to its expiration date as possible to ensure a more ripe cheese. Here's to happy cheese eating. Mary Beth Lawton Johnson, a certified executive pastry chef and Chef de Cuisine, has worked on yachts for more than 25 years. Comments are welcome at editor@ the-triton.com.
The-Triton.com October 2016
Mushroom Quinoa Burger
Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Sept. 15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 451/482 Savannah, Ga. 517/NA Newport, R.I. 662/NA Caribbean St. Thomas, USVI 704/NA St. Maarten 663/NA Antigua 436/NA Valparaiso 511/NA North Atlantic Bermuda (Ireland Island) 565/NA Cape Verde 432/NA Azores 490/1,123 Canary Islands 647/692 Mediterranean Gibraltar 472/NA Barcelona, Spain 429/1,062 Palma de Mallorca, Spain NA/1,078 Antibes, France 429/1,242 San Remo, Italy 582/1,557 Naples, Italy 653/1,588 Venice, Italy 658/1,816 Corfu, Greece 546/1,252 Piraeus, Greece 502/1,174 Istanbul, Turkey 592/NA Malta 813/1,297 Tunis, Tunisia 439/NA Bizerte, Tunisia 437/NA Oceania Auckland, New Zealand 454/NA Sydney, Australia 471/NA Fiji 488/513
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Sept. 15, 2015 Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 461/503 Savannah, Ga. 462/NA Newport, R.I. 617/NA Caribbean St. Thomas, USVI 789/NA St. Maarten 736/NA Antigua 695/NA Valparaiso 700/NA North Atlantic Bermuda (Ireland Island) 721/NA Cape Verde 556/NA Azores 574/1,359 Canary Islands 653/1,022 Mediterranean Gibraltar 561/NA Barcelona, Spain 619/1,399 Palma de Mallorca, Spain NA/856 Antibes, France 534/1,335 San Remo, Italy 622/1,605 Naples, Italy 610/1,559 Venice, Italy 619/1,578 Corfu, Greece 426/947 Piraeus, Greece 436/953 Istanbul, Turkey 483/NA Malta 584/1,043 Tunis, Tunisia 738/NA Bizerte, Tunisia 738/NA Oceania Auckland, New Zealand 550/NA Sydney, Australia 527/NA Fiji 554/NA
*When available according to local customs.
Top Shelf Chef Mark Godbeer
Last month, I shared a recipe for my day kickstarter, The Green Flash, a metabolism-boosting shake I drink nearly every day on charter. The problem with this bad boy is that it works so well, if you don’t have a follow-up meal soon after consumption, there is a high chance of nausea. Not eating meat on charter (unless I’m tasting) means that I turn to vegetables and grains to obtain the energy and nutrients my body requires. In doing so, I highlight these ingredients in unique ways, making the less desirable ingredients fun. This quinoa burger has the look, taste and feel of a regular burger. The moistness achieved from the quinoa locking in the mushroom stock applies heaps of earthy sweet flavor and lends a juicy characteristic to this burger paradigm. When my focus is not mainly on a mushroom flavor as in this dish, I use this recipe to use up leftover vegetables, grains and stocks in my galley fridges. Feel free to change the stocks from vegetable to chicken or beef and the flour from all-purpose to gluten free to adhere to any dietary requirements. I always change up the accompaniments, from pesto to good old barbecue sauce. I ate my patties
recently on a whole wheat bun with Sriracha aioli, watercress and salted cucumbers with lemon. Makes 12 patties. Ingredients: 1 cup coconut oil 1 red onion, finely diced 3 cups portobello mushrooms, finely diced 2 garlic cloves, crushed 1 Tbsp fresh thyme leaves 1 Tbsp fresh rosemary, chopped 4 Tbsp sweet chili 4 Tbsp Kecap manis 4 cups chicken stock 2 cups quinoa 2 eggs, beaten 1-2 cups all-purpose flour 1.5 cups goat cheese, crumbled In a heavy-bottomed pot, heat 4 tablespoons of the coconut oil and sauté the onions until cooked and beginning to brown. Add the mushrooms and sauté 3-5 minutes. The mushrooms should be soft and cooked. Add the garlic, thyme, rosemary, sweet chili, Kecap manis, salt and pepper. Mix well over a high heat for 2 minutes. Add the chicken stock and bring to a boil. Once boiling add the quinoa, lower to simmer and cook, covered, until done, about 15 minutes. Turn out onto a baking sheet to cool. Once cooled, mix in beaten egg, 1 cup of flour, and goat cheese until the mixture is no longer sticky, adding
more flour as needed. Salt and pepper to taste. Form the mixture into 12 patties. Place on an oiled baking sheet and place in freezer for 20 minutes. Heat oven to 375 degrees F. In a pan set on medium-high, heat 1/3 cup coconut oil. Whilst oil is heating, pull the patties from the freezer and dip each one in flour, coating evenly. Cook four patties at a time until crispy, adding more coconut oil as needed. Place cooked patties back on the baking tray and bake for 45 minutes. Serve immediately. If you won’t be serving or eating all the patties right away, allow to cool then individually wrap and put them back in the freezer. Reheat in a 400-degree oven for 15 minutes to have a ready-to-go healthy meal anytime. Mark Godbeer has been a yacht chef for more than 10 years (chefmarkgodbeer. com). His recipes are designed for the owner and guests. Comments are welcome at firstname.lastname@example.org.
October 2016 The-Triton.com
Kalua Pulled Pork Sandwiches Crew’s Mess Capt. John Wampler
Early in my maritime career, I served as an engineer in the U.S. Coast Guard. One of my duty stations was aboard a 378-foot cutter based in Honolulu. We would spend three months patrolling the fishing grounds in Alaska from Ketchikan to Kodiak along the Aleutian chain and north in the Bering Sea. It was a shock to leave the warm, clear waters of Hawaii for the frigid north. Being homeported in Hawaii certainly had its advantages. Besides the beaches, excellent diving and surfing, I always enjoyed the Hawaiian culture, the music and, oh, the food. I made it a point to attend as many hukilau or luau as I could. This month, I am slow roasting pork tenderloin with island flair.
1 (1 1/4 oz.) dry packet teriyaki marinade 1 Tbsp. paprika 1 tsp. fresh ground pepper
3 1/2 lbs. pork shoulder 1/2 cup chicken broth 1/2 cup brown sugar 1/4 cup soy sauce 1 cup chili sauce 1 (6 oz.) can pineapple juice 1 medium onion, chopped big 2 carrots, chopped big 1 package Kings Hawaiian rolls
2 Tbsp. oil 1 Tbsp. ginger, chopped 2 tsp. garlic, chopped In a medium skillet, bring the oil to a medium heat. Add the garlic and ginger and sauté until soft, about 2 minutes. Add the remaining liquid mixture. Bring to a boil, then reduce heat and simmer for 10 minutes. Remove from heat and set aside.
Remove the roast from the slow cooker to a cutting board. Using two forks, carefully pull the meat
into shreds. Serve the pork, with grilled pineapple garnish, on rolls. Drizzle the Hawaiian sauce on top or serve on the side for dipping. Capt. John Wampler (www.yachtaide. com) has worked on yachts for more than 30 years. Comment at editor@ the-triton.com.
Tuna Poké 1 tsp. chili oil, depending on spice preference 1 avocado, cut into 1cm cubes 1/2 cup green onions, sliced, loosely packed 1 Tbsp. mixed sesame seeds Salt, pepper to taste Jimmy T's Cajun spice to taste
Guest Chef Chef Jimmy Tancrell
Tuna is as thick as we have seen them here in Costa Rica. It seems that every boat that goes out fills the cooler box, and we vacuum pack and send them home with happy anglers. I thought it appropriate to share one of our more popular dishes. There are so many versions that I have made to suit different palates, and spice levels. Here is one that I enjoy best, a little more complicated than some, but feel free to omit and adjust flavors to taste. Fresh tuna, of course, works best, but frozen tuna works, too, because the flavoring will result in an acceptable presentation.
1 pound fresh tuna, cut into 1cm
Mix the first 8 ingredients in a mixing bowl. Taste and adjust spice level. Just before serving, add the avocado, onion and seeds. Taste again. Enjoy on its own or over rice, sushi rice or fried wonton wrapper chips. cubes 1 Tbsp. fresh ginger, grated 1 Tbsp. pickled ginger, julienned 1/2 cup lite soy sauce 1 oz. toasted sesame oil 1 oz. ginger oil 1 oz. olive oil
Former yacht chef Jimmy Tancrell owns Jimmy T's Provisions & Gourmet Foods at Los Suenos Marina in the Costa Rica (www.jimmytsprovisions.com). All yacht chefs are welcome to submit recipes to email@example.com.
Captains report busy summer in New England, Med By Lucy Chabot Reed We’ve visited with a few boats recently that are cruising New England this fall, which seemed a little late to us, considering New England is mostly a summer cruising ground. That generated all sorts of conversations about where boats are going – and where they haven’t gone – this summer. So we asked captains about their summer cruising and learned that most of them were busy this summer with owner trips. Most also seemed to be in or near the United States. What did you do this summer? A majority – 82 percent – said they were on trips with the owner and his/ her guests (66 percent) or on charter (16 percent). But our respondents also had some down time at the dock, with about 37 percent saying they sat waiting at some
point during the summer (19 percent) or undergoing maintenance in a shipyard (18 percent). We encouraged our respondents to include all their summer activities, so percentages don’t add up to 100. “As a relief master I am available for any work,” said a captain of a yacht more than 220 feet in yachting more than 35 years. “This summer I spent six weeks running a 45m motor yacht in New England, which spent most of the time sitting on the dock waiting for charters or owner’s use.” We were most interested in the location of these trips, so we asked If your vessel traveled, where did you go? Again, our respondents were encouraged to list all their destinations, and the largest groups visited the Bahamas, then Florida and then New England, followed closely by the U.S. mid-Atlantic states and the Western
Med. “Annapolis to Newport, and now crossing from Malta to West Palm Beach on a 61m,” a relief captain said. “Hilton Head Island, which I fell in love with,” said the captain of a yacht 100-120 feet in yachting more than 20 years. Small amounts – less than 10 percent
each – visited the Pacific Northwest, the Caribbean, Cuba and the Eastern Med. We were curious if charter vessels traveled to different destinations than private vessels, or those who have a mixed use. When we crunched the data that way, we saw that the destinations were basically similar, just changing in their order.
What did you do this summer? Owner/guest trips 66% At the dock 19%
Took a vacation 12%
Looked for work 7%
Triton Survey While all vessels visit Bahamas, Florida and New England (in that order), charter vessels were more likely to visit Florida, Bahamas, the Western Med and New England. Private vessels went to New England, Bahamas, Florida, the US mid-Atlantic, and the Pacific Northwest. Those vessels that report a good mix of charter and private use visited the Bahamas, Florida, the U.S. mid-Atlantic, and Western Med most this summer. With everything going on in the world, we were curious Is that destination different from last year? Nearly half said some were different, but some were the same, too. Almost 40 percent said it was all the same places. Just 15 percent spent the summer somewhere completely new. “Ninety-five percent of my summer trips were to Bimini and western Bahamas, plus the Miami and Biscayne Bay areas for the first times in 16 years,” said the captain of a yacht of a mixed-use yacht 80-100 feet. Have news reports (of terrorist
attacks, violence and/or migrants) influenced your cruising schedule? About 87 percent of our respondents said the news did not alter their plans. “We did five weeks of charter in New England, more than in previous years,” said the captain of a charter vessel 160180 feet that typically cruises that area. “We were in Nice for the attack,” said the captain of a mixed-use yacht 160-180 feet that chartered the Western Med as usual. This captain was referring to the Bastille Day truck bombing in Nice that killed 86 people and injured 400 others. “It did not affect our charter season.” Not all captains agreed. “Once the shooting happened in Nice, the yachts disappeared,” said the captain of a mixed-use yacht 200-220 feet that spent the summer in the Med. Among charter boats, the impact was greater, with about a third of respondents saying they altered course for the summer. Among private vessels, the impact was less, with just 9 percent saying they changed their cruising schedule.
Is that destination different from last year?
Have news reports influenced your cruising schedule?
Some different, some same 47%
We were interested to know who the small group (13 percent) was in the overall group who said the news had changed their plans. They were on vessels of all sizes and uses, though more than half were private vessels. “I advised against cruising Greece and Turkey,” said the captain of a private
yacht larger than 220 feet. “I was to deliver a 42m to UK in April/ May but the owner changed his mind because of the terrorist threats,” said the captain of a yacht with a good mix of charter and private use. “The boat went
See SUMMER, page 32
32 Triton Survey
The-Triton.com October 2016
Captains want to explore but it’s what owner wants that matters SUMMER, from page 31 to New England instead.” “We were supposed to go to the Med and instead they left us in the Caribbean,” said the captain of a mixeduse yacht 100-120 feet that sat idle this summer. “Europe cancelled due to migrant crisis and concerns over terrorism,” said the captain of a private yacht 140-160 feet. Instead, the yacht cruised with the owner in the Bahamas and got work done in Florida. We wanted to get back to the carefree thoughts of summer cruising, so we asked captains their personal opinion about it. What’s the best way for a yacht to spend the summer? Nearly three-quarters of captains agreed that summer is time for adventure and to go exploring. That left about a quarter of captains who acknowledged that summer is time to relax and that comfortable and familiar places are best. “Having a family now, so routine is definitely preferred,” said the captain of a predominantly charter yacht 120-140 feet
in yachting more than 20 years. Several captains refused to choose, gently scolding us for asking such a question. “It doesn't matter what I think,” said the captain of a private yacht 180-200 feet. “It is what the boss thinks, and he likes familiar.” “Exploring is my preference, however it's really up to the owner, and many just
Does the owner prefer off-thebeaten path or to be seen?
Wants to be seen 45%
Off the beaten path 55%
like to revisit their favorite haunts,” said the captain of a private yacht 140-160 feet. “It is their toy, after all, and we need to remember this. It's OK to inspire adventure but if they don't have it in them, we should make the best of it, or move on.” “Wherever it makes the owner happy, so he’ll keep his yacht and stay in yachting,” said the captain of a private yacht 100-120 feet. We sort of redeemed ourselves by asking about the owner’s preference next: Does the owner of your vessel prefer off-the-beaten path places or does he/ she want to be seen in the popular yachting locales? A slight majority of 55 percent said their bosses prefer off-the-beaten-path places, but we fear it’s because we didn’t ask this question clearly. Many captains explained that the answer is really both the way we worded it. “Likes continuity, however going to the usual haunts is not about 'being seen',” said the captain of a predominantly charter yacht 120-140 feet. “Traditional cruising grounds but not
to be seen,” said the captain of a private yacht 100-120 feet. “Wants to be seen off the beaten path,” said the captain of a private yacht 100-120 feet. When we crunched the numbers to see what charter vessel guests wanted, 100 percent wanted to be seen. And finally, we asked for a few thoughts about yachting’s summer of 2016. “More boats than last year in New England,” said the captain of a charter yacht 160-180 feet. “There was lots of competition for dockage in Boston, Newport and Nantucket. And even now (mid-September), the docks here are full.” “Fantastic summer; the best in New England in my 30-plus-year career,” said the captain of a private yacht 120-140 feet. “Maine stood out with fantastic scenery and weather. Never better. We are still in the Northeast, now in Montauk (mid-September), but hopefully going South in a couple weeks.” “For the first time in a long time, it seems dockage was hard to come by in New England,” said the captain of a
Triton Survey 33
October 2016 The-Triton.com
M/Y Virginia Del Mar had a “wonderful summer” cruising the Pacific Northwest, including Dawes Glacier.
PHOTO BY BONGANI MABENA
private yacht 160-180 feet. “A lot more boats up here this summer.” “We had a very busy schedule and have seen more yachts this year than last in the Great Lakes,” said the captain of a private yacht 80-100 feet. “Here in the Pacific Northwest, it is still cruising season till Halloween,” said the captain of a private yacht less than 80 feet. “We have 60 days to go; no hurricanes here.” “While Seattle wasn't as warm and sunny as usual, we had a great summer,” said the captain of a predominantly
If your vessel traveled, where did you go? South Pacific 2% Northern Europe 3% Great Lakes 3% Eastern Med 5% Canadian Maritimes 5% Cuba 5% Caribbean 5% Pacific Northwest 8% Other 9% Western Med 12% U.S. mid-Atlantic coast 18% New England 31% Florida 32% Bahamas 35%
private yacht 200-220 feet. “Victoria is a super place to visit and great cruising in the islands of Canada and the U.S.” “Having stayed local (Ft. Lauderdale), the yards have been very busy,” said the captain of a predominantly charter yacht 120-140 feet. “Vendors have been commenting the same.” “It was nice to sit still in steamy Ft Lauderdale,” said the captain of a private yacht 80-100 feet. “Looking forward to the next trip, though.” “Greece was quiet; Amalfi was busy as was Sardinia and Corsica this year,” said the captain of a private yacht 180-200 feet. “Mallorca was busy as well.” “Quiet summer,” said the captain of a private yacht 140-160 feet. “Bahamas not overcrowded. Industry seems healthy.” “We spend all of our time at anchor with the boss aboard, so not too busy,” said the captain of a private yacht 160180 feet. “Being at anchor does not give me a chance to talk with other captains to see how the industry is doing. I have seen a lot of boats at anchor, though, in the Med.” “About the same as last summer,” said the captain of a private yacht less than 80 feet. “The Northeast U.S. really has yet to recover from the late 2000s as far as the marine and marina industry is concerned. Transient vessels make up most of the movement.” “I have been very busy since February with 10 swings on seven different vessels as relief master in sizes ranging from 42-61 meters, which include four transAtlantic crossings,” a captain said. “Cruise the coast of Maine,” said the captain of a private yacht 100-120 feet. “There are more hidden anchorages than anywhere on the East Coast.” Lucy Chabot Reed is publisher of The Triton. Comments on this survey are welcome at firstname.lastname@example.org. We conduct monthly surveys online. All captains and crew members are welcome to participate. Email us to be included.
34 Technology News
The-Triton.com October 2016
New MTUs, EPIRB and ECDIS make news onboard Rolls-Royce unveils new MTUs
Rolls-Royce has introduced its advanced design MTU Series 4000 diesel engines for IMO III and EPA Tier 4 emission regulations. MTU has already received its first order for an IMO Tier III yacht propulsion system: Bilgin Yachts shipyard in Istanbul is to equip a new 80m yacht with two MTU 16V 4000 M73 engines. Construction has begun. Delivery is scheduled for 2019.
New EPIRB on four frequencies
UK-based McMurdo, a manufacturer of emergency equipment, has introduced a new family of EPIRBs that combines multiple frequencies into a single EPIRB. The EPIRBs are designed to be compatible with MEOSAR, the next generation of the Cospas-Sarsat international search and rescue satellite system. When fully deployed, a MEOSAR-compatible beacon can be located with an accuracy of location within 328 feet within 5 minutes.
Danelec unveils new ECDIS
Denmark-based Danelec Marine has introduced its new DM700 series Electronic Chart Display and Information System (ECDIS) that fully complies with the new IEC and IHO performance standards that will be mandatory in all ECDIS ship installations beginning August 2017. The DM700 ECDIS is designed with Linux-based software.
App for chart corrections live
UK-based DG Maritime has created an app to supply official paper chart corrections. Designed by mariners, the app allows charts to be maintained via compatible tablets. It offers flag state-compliant reports on demand, access to current and historical weekly Notice to Mariners, and allows companies managing a fleet to see the live status of the chart outfit on vessels.It has been approved by the UK Hydrographic Office for the provision of official Admiralty corrections. The company is offering a 30-day free trial. For more information, visit dgmaritime.com
Crew Health 35
October 2016 The-Triton.com
Beat repetition, stress; inspiration can refresh life onboard The Yachtie Glow Angela Orecchio
Everything we have now is an accumulation of something we have thought about, wished about or believed about in the past. We create our futures with every thought and action we take, so why not choose something that will make us happy? Easier said than done, I know. We all have fears and habits that get in our way of what will make us happy. The discomfort of looking at ourselves with a gentle, yet objective eye is always worth the rewards. So how does this apply to us in yachting? Crew often become uninspired after some time on board. The day-today work starts to become monotonous, and I see a light go out in them. The fire under their step burns out and I start to see tired eyes and zoned-out stares. Simple and regular tasks start to get forgotten (even with checklists) and there is a lull in productivity.
What is this all about? Truthfully, it could be a million reasons but I have found that it is often lack of inspiration. Does this mean the boat needs to shake things up? Maybe, but mostly crew need to find ways to make their jobs more interesting for themselves. They need to find ways to feel renewed, wake up with fresh eyes and get inspired on a daily basis. They can’t always count on their boss or the boat to do it for them. Crew who have decided to work toward a career in yachting must understand the truth about it: Yachting is just as much excitement as it is monotony. Cleaning the crew mess again and again, doing 25 loads of laundry every day or scrubbing the teak the same way over and over again is a big part of yachting. Here’s how to get inspired every day: 1. Make a gratitude list. What are you grateful for in your life that you have already? What has the boat given you? How has the boat made you grow? What crew brighten your day? What beautiful coast, port or destination have you been to recently?
2. Move your body. Find ways to incorporate fitness into your daily life. Walking, jogging or hiking when you’re in port or doing a dock or deck workout with hand weights, fitness straps and a skipping rope are excellent ways to move. The more you move, the more endorphins will be released and the better you will feel, over all. 3. Eat like your body is a temple. Make a conscious effort to eat healthy, whole, plant-based foods as much as possible. The more raw fruits and vegetables you eat, the more you will feel alive and well. The more junk food you eat, the more you’ll feel like junk. 4. Get involved with something not yachting related. Get a hobby, if you can. It could be drawing, coloring, blogging on some topic that inspires you, or studying an online degree if there is time. This will pull your mind away from the all-encompassing boat and help you return feeling refreshed. 5. Feed your soul. Journal, meditate, swim in the ocean, walk barefoot in nature, go to a spa. Whatever it takes to keep you centered and at peace internally
will help you feel inspired in all that you do. 6. Healthy self talk. Talk to yourself like you are your best friend when things go wrong. What would she say to you? She’d probably say, you’re doing awesome, you’re trying your best, you’re on your way to success. 7. Get a new set of eyes. Step back from each task and see it in a new light. Look at it as if it were new and fresh and from the perspective of your head of department. 8. Have a vision. Write down your goals for your life and yachting. Photos do wonders on a Pinterest board, paper or a slideshow you can watch on your computer. This will keep you focused and help you remember what you’re doing here cleaning toilets all day. I hope you feel inspired today. Angela Orecchio is a chief stew and certified health coach. This column was edited from her blog, Savvy Stewardess, The Smart Girl’s Guide to Yachting (www.savvystewardess.com). Comments are welcome at email@example.com.
The-Triton.com October 2016
Those who take the chance to get into yachting are already leaders Taking the Helm Paul Ferdais
Not long ago, I was asked why crew turnover is so high. My answer is that crew simply don’t have to tolerate poor leadership. Working on a yacht isn’t indentured servitude, nor is it military service, even though it can sometimes feel that way. Leadership on a yacht is
different than others in the industry may understand it to be. This is because crew members aren’t necessarily the same type of person as in a land-based job. The people who make up the majority of crew on yachts are from all over the world. They left the comfort of home, friends and family to strike out on their own without any guarantee they will find a job. Almost all of the crew on yachts today have taken some kind of chance with their future. This takes courage.
Compare this to the many people who hear about yachting but do not make the move. Actions speak louder than words, and I consider the ones who actually do it to be leaders. These people exhibit fundamental characteristics of leadership: They set objectives and move to accomplish them; they bring about change by achieving their goals; and they encourage others to do the same. Taken in this view, every member of a crew, no matter what role they fill, is a leader on some level. And since crew members have already taken the difficult step of leaving home, friends and family – their life, in other words – leaving a boat can be trivial by comparison. Leadership on a yacht is more difficult than on land where people are more willing to tolerate poor leadership. They aren’t leaders, or they may be stuck with financial or family obligations that prevent them from leaving. Leaders must understand that on their boat, they deal with other leaders, and they must consider how their actions contribute to turnover. When crew members feel they’re being treated like
children, it makes their decision to leave much easier. Leaders don’t need any training or schooling at all to fill this role. This is part of the problem with turnover. It’s true, some people succeed as leaders without any training. Unfortunately, the number who succeed without personal and professional development is small. Leadership is not a natural behavior. We may be charismatic and outgoing, but that isn’t leadership. But leadership is a skill that anyone can develop. Learning foundational leadership skills such as conflict resolution, effective communication, and team dynamics as well as motivation and engagement will improve a leader’s chances of success and reduce crew turnover. Leaders on a yacht must remember they work with leaders, and that their leadership is under scrutiny. If crew don’t experience good leadership, they can and will look to find a better environment. A former first officer, Paul Ferdais is founder/CEO of The Marine Leadership Group (www.marineleadershipgroup. com). Comment at firstname.lastname@example.org.
October 2016 The-Triton.com
Don’t be ashamed to rise to opportunities to be better, stronger Crew Coach Capt. Rob Gannon
On most Wednesday nights, I get together with some musicians and play some tunes. It’s real casual and fun. We play music, tells stories, eat barbecue and drink a little beer. Just some good clean fun to break up the week. Last week, we added new member and it was interesting. After he pulled a beautiful Martin acoustic guitar out of its case and started picking, it became clear right away that, talent-wise, he was a level above the rest of us. It also became clear that the rest of us were going to have to raise our game, maybe concentrate a little harder on our playing so he didn’t have to lower his level too much to play along. This opportunity to raise our game can appear in many areas of life. So how do we react to it? Do we rise? Or do we shrink with some justifying excuses? Working on a yacht can certainly present some raising-the-game opportunities. One example could be the new person, joining an established crew at a certain level of experience and expertise. Perhaps the crew members already there are operating on a higher level. It could be the work ethic, the attention to detail or just professionalism that could be at another level. So we have a choice here about our thoughts, reactions and decisions. Do we rise up, try to raise our skills and get better at what we do? Or do we shrink, get intimidated or even resentful, and literally hold ourselves back? As with most choices in life, if we are honest with ourselves, we know which way to go. We know what feels right, and what feels right is stepping up, learning and growing. It’s really good for us to recognize these turning-point moments in our lives, those moments when we are at a crossroad and we can go one way or the other. I always recommend going the way of growth and learning and feeling good deep inside because we really can’t fool ourselves. When we shrink from growth, we can feel it. We usually know we didn’t rise to the occasion and the opportunity, and it doesn’t feel good. How about if there is just one person on the crew that seems to operate at a higher level? Does the rest of the crew band together to bring this person down by ridiculing his or her efforts? Or is there some recognition that perhaps individually everybody could stand to
raise their game some? It’s also important for leaders to remember that a lot of leading is by example. If they want others on board to follow their lead, they must consistently demonstrate a high operating standard. The smart ones will step up, and it’s these team members we want around; they are future leaders. The ones that shirk responsibility and avoid doing things the right way will usually drift in this industry and eventually fade away. Here’s another tip for leaders: Don’t immediately point fingers or complain
if crew don’t perform. First, show and teach. Constructive criticism can be effective if done with a teaching component. It’s also important for team members to be able to take constructive criticism well and learn something from it. It’s all about growing and learning and getting better, my friends. So with my new guitar-playing friend, I didn’t shrink and neither did the rest of the guys. I know I played better and was more focused because a more skilled player was there. I also tried to pick up some things, some new licks from
watching what he was doing. It’s like way back when I first started sailing. I would always try to go out with someone who knew more than I did and learn from them. That approach always serves us well. So be a sponge. Absorb and take in all the knowledge and skills you can. It feels good. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness (www.yachtcrewcoach.com). Comments are welcome at email@example.com.
38 Where in the World
The-Triton.com October 2016
Captainâ€™s log: Cuba changing, western Caribbean not so much By Sue Mitchell After leaving Ft. Lauderdale in June, we stopped at Santiago de Cuba and thought we would share our experience with other captains. We had to go alongside the marina, which only accommodates small yachts or tenders as it was wrecked in a hurricane a few years ago and not repaired. The city is a long way inland from the marina and only accessible by local cars used as a taxi service, a bus if it comes along or a long, hot walk into town. The taxi guy we had was reliable, friendly and, as always in Cuba, very helpful. We noticed a lot more begging and hustling for business on the streets. There also was more selling of items for higher costs than you could obtain them in the shops. The big one is Internet access, which is only available in the main town square. (Nowhere else has any access; I mean nowhere, not even at the marina.) There
were so many guys trying to sell Internet scratch cards. Then we were bombarded by locals wanting to be our personal tour guides. Normally, thereâ€™s nothing wrong with that, except there were heaps of them. We never noticed this on any previous visits to the island. We asked ourselves what had changed, and the obvious answer is the new influx of business from the United States, especially flights and cruise ships. Santiago is one of the three ports the cruise ships frequent on a regular itinerary. The feel of the place has changed already in a few short months, which is understandable, but a pity just the same. The other big issue we experienced was pollution, mass amounts, in fact. No one could tell us where is was coming from, exactly, as the area is a commercial port with loads of industry on the shores, particularly where the freighters dock. Our gel coating got badly stained with a rust-like substance that was evident over the entire yacht. The fallout even
Where in the World 39
October 2016 The-Triton.com
etched our alloys and stainless onboard. The locals in Port Antonio, Jamaica, call it Santiago chicken pox. They were standing by with a remedy to clean up our paint work upon our arrival. Port Antonio is a rundown port, but the marina is nice with a little bar and restaurant, nice pool and secure. But put your head out the gate and what a shock. We left Jamaica, dropped down to Providencia Island, an island in this group off Nicaragua, where we stayed for a week as we wanted to move on down
toward Panama. Our main sail broke at the top of the mast and the only sailmaker within many miles is on this island, so we came here to repair the sail. Small job, and we got it back within 24 hours. Most of the anchorages weâ€™ve traveled to so far are polluted. Santiago de Cuba was badly polluted with fuel oil. Port Antonio was almost as bad. The trash in the ocean between Cuba and Jamaica (the windward passage) was the worst we have ever seen in all our years at sea.
Providencia Island was quite nice, the water was at least clear and we could get out and about without any issues. Once we depart from here, we hope the real adventures begin; that's what we've been told, anyway. We've met some nice people with good advice and good tips. The networking side of yachting is always great, no matter what size or style of yacht. Itâ€™s still a nice community to be involved with. Veteran yachting captains Brian and Sue Mitchell are off sailing their 53-foot ketch
A view of the port at Santiago de Cuba (oppostite page, top) is different from the view inside (opposite page, bototm). The western side of the entrance to the port (above) and the ferry that gets people around the harbor and port PHOTOS/CAPT. BRIAN MITCHELL (inset). S/Y Lola, eventually winding up home in Australia. Comments are welcome at firstname.lastname@example.org.
The-Triton.com October 2016
Differences between yacht and land firefighting important for all to know FIRE, from page 1 Jones, exposed 26 firefighters from the Newport Fire Department to what they might expect when fighting fires onboard yachts and in marinas. Archimedes Capt. Christopher Walsh feels strongly that firefighters should have the opportunity to come onboard to learn the particularities of fighting fires on yachts. He has hosted them in other ports, including Long Island, N.Y. He said the recent training helped everyone. “The idea is to cover critical points that most shoreside firefighters don’t understand,” he said by phone from Newport. “It was well worthwhile. I’m not sure who came away benefiting more, them or us.” Capt. Walsh was not onboard during the event, but Haynes and fellow crew Interior Manager Victoria Dennis and Chief Eng. Victor Mosher led the tour on their boat. Firefighters learned how to read the fire plan on the gangway and saw the enormous amount of chemicals and fuel onboard. They learned about yacht stability, and how some of the standard
land-based methods of fighting fires do not work on boats. “On land, the classic way to extinguish fire is to ‘surround and drown’,” Capt. Walsh said. Newport Fire Department Deputy Chief Dave Egan said his team learned a lot in the training. “Something they emphasized was how fighting the fire with water affected the yacht,” he said. “It could sink or tip over. That’s not something you would think of initially because you’re focused on putting out the fire.” Firefighters faced other challenges from the start, including how to open the doors. “That was the most critical, they wouldn’t realize even how to open these doors,” Haynes said of some of the specialized doors onboard. Some doors are activated by discreet buttons, fire doors are activated by sensors, and watertight doors are designed to close, he said. “The most dangerous part is that watertight doors can close and chop hoses and restrict water flow,” Haynes said. “These big steel doors are designed
to close under pressure. That’s something the firefighters wouldn’t come across in a house on land.” Archimedes has inside privacy doors that open with pressure pads and foot switches. “That was a good talking point,” Haynes said. “No one knew how to open them. These doors are designed for service, for people entering with a tray in hand. “If someone is stuck behind a door, firemen could be prevented from saving them because of a simple switch,” Haynes said. The source of a yacht fire might be hard to find for firefighters not familiar with how yachts are constructed. Newport firefighters examine S/Y Zenji’s fire “When yachts are built, they have lots of panels that plan. PHOTOS FROM AIG PRIVATE CLIENT GROUP are not structural,” Haynes smaller than buildings and homes. Plus, said. “There are big voids yachts have secret hatches, small doors with cables and pipes running through.” and escape routes. And some of the occupying space is
October 2016 The-Triton.com
“They are very restrictive in size,” Haynes said. “With a tank [breathing apparatus] on your back, it would be difficult or even impossible to access.” “We can usually get in doors without tools, but they said you can’t open some of the doors once they’re closed, and some will be almost impossible to open,” Deputy Chief Egan said. “I’m not a tall guy, but some of the guys might not able to get through some of these accesses.” Also surprising was the fact that the land-based procedure of turning off power sources upon arrival might not work as planned. “If they cut the shore power, our generators kick in,” Haynes said. “So, they still have electrical issues. Cutting the power wouldn’t solve the problem.” Fires are one of the top potential dangers on a boat, and that is why Archimedes is built to high specifications and stocked with firefighting equipment designed for use on yachts. Capt. Walsh said his crew are trained and they shared the special equipment and procedures. “Especially the yacht’s thermal imaging cameras; they are our No. 1 item of all time,” he said. “We can find people who are down below in the dark and smoke when you can’t see your hand in front of your face.” That equipment can find hotspots and fire behind panels and in voids, too. “We have crash pumps, big bilges converted to mobile fire pumps,” Capt. Walsh said. “And we have adapters we can throw into the tender to be a fireboat. Or we can run down the dock with one.” Haynes learned that land-based fire fighting equipment, like fire hoses, cannot connect to the yacht’s fittings. Firefighters need to be able to park trucks close to get their hoses onboard to fight a fire. “Their gear wouldn’t fit with ours, 90 percent of it won’t be able to connect,” Haynes said. “Even though our equipment is good, they have to use theirs.” The Archimedes crew and the Newport firefighters agreed the training helped. “I hope they do this up and down the coast,” Capt. Walsh said. “An ounce of prevention is worth a pound of cure.” “One hundred percent, we need these classes,” Haynes said. “Even if firefighters don’t get on boats to train, we need to increase awareness about doors, ventilation, all of it. “We drill and train regularly, but they got a good day,” he said. “I feel more confident. I know what they’ll be looking for.” “This is good information to know,” Deputy Chief Egan said. “Short of handson training, this was very helpful. These
are not run of the mill issues. It makes you think.” Dorie Cox is editor of The Triton. Comments on this story are welcome at email@example.com.
Bosun Max Haynes (right, white shirt) shows the engine room on M/Y Archimedes to Newport Rhode Island firefighters, Carl Lessard, yacht loss prevention specialist with AIG (left, white shirt) and Tom Jones, retired U.S. Navy firefighter and head instructor (front right). PHOTOS FROM AIG PRIVATE CLIENT GROUP
From the Bridge Career beginning, rooming, and crew agents challenge women WOMEN, from page 1 themselves as professionals, just like men, and the issue of gender rarely comes up. But every once in a while, they run into a situation that separates their experience. A common one is cabin assignments. “It has been hard to find jobs because of rooming arrangements,” one woman said, and several others agreed. “If a captain has 10 qualified applicants and they can all do the job, they say no to a female because of rooming,” another woman said. “[These officers] could work on Luna, Eclipse, or a massive boat, but these boats are run by male captains and officers. And they like to have the officers together because of the size of the rooms.” The largest boats are built so that captains have their room, officers have theirs, second officers have theirs, she said. Deck crew tend to bunk together as do interior crew. “Because of this, we’re looked at as a problem,” a woman officer said. “It’s not a problem, it’s just unusual.” One woman said rooming is not an issue on commercial boats and was not an issue when she first came into yachting until MLC (Maritime Labour Convention) regulations changed. “It’s been hard to get on Med boats becauses a lot of them are rotational and then they would need to find two or
three crew who are fine with the rooming arrangements,” she said. The group discussed the rules governing yachts and berths, and agreed that crew can share quarters if all parties consent. “Regulations don’t say you can’t room with men, just that you need consent,” a woman said. “They’re not taking time to find consent.” This has inspired them to think outside the box when it comes to rooming. “Maybe you can offer to bunk with a stew, or a female chef,” one woman said to an officer. “Tell them you don’t mind sharing with the crew, you are trying to find a solution.” “Having the job is more important; I’ll sleep anywhere,” a woman said. “It’s a bed, how often are you in there?”
Could we get a little help here?
We asked where the yachting industry fell short in supporting women. “Crew agencies are not supportive,” an officer said. “It is the only place that’s not supportive. Captains I meet in person are great, they don’t see any issue. It’s crew agents I’ve had issue with.” “I have seen when girls want a deck job, the crew agency will put them forward as stews,” another woman said. “Agencies have a lot of power,” said a third.
One agency divides crew CVs into separate slots for female crew, another woman said. “Can’t you just put mate?” she said she asked the agent. The agent said the company specifically asks if employers want a female. The same goes for captains; the agency asks if the owner wants a female captain, she said. “Can’t you just ask if they are looking for a good captain?” the woman said. One woman, fresh with a new, big captain’s license, told the story of proudly taking it to a placement agent years ago, expecting a world of opportunity. Instead, the agent told her “You will never get a job as a captain. You need be a chief stew.” This resistance is another way women in yachting have it different from men. From their first job -- especially if they were looking for a job on deck -- many faced hurdles. “My first job was interior and I hated it,” one woman said. “I think a lot of women can relate to that. It is a very important job, I don’t dismiss it, but as soon as I could, I quit.” She tried to work as a deckhand but was told no, “they needed someone big and strong.” Another woman was invited to join the crew of a vessel she had vacationed on as a teenager. “I had no title, I didn’t know what
I was,” she said. “I dove, fished and cleaned heads. I had no idea what I was doing and they barely paid me because I was inexperienced.” She wondered about training and found out about STCW, the International Convention on Standards of Training, Certification and Watchkeeping. “I thought, ‘That sounds important’,” she said. “Glad I took it, I realized it’s not about me sitting on the bow in a bathing suit.” This woman loved working on the outside, but ended up working the interior where she became chief stew. “It was a sexism thing when they said I was too small and they needed someone who could carry the lines, but I did enjoy the inside,” she said. Several women at the lunch grew up on boats and most of the rest grew up around the water. All have worked as professional crew for more more than a decade and half for more than 20 years. And most had a story to tell of a challenge at the start of their career. “I started as a deck/stew, but the title didn’t exist,” one woman said. “I got the job because the captain wanted to date me.” At that time, she said women didn’t start as deck because entry level was stew for a woman and deck for a man. “On the next boat, I was mate and I never went back inside,” she said. Another woman was told to start as a stew but persisted until she found a job on deck. “I’m a terrible stew; you don’t want me as stew,” she said. When one woman left a boat that wouldn’t let her work on deck, she asked the captain to document her sea time. “He thought that was pretty funny,” she said, and signed off on five days for her six months aboard.
Not new, just growing
Women have always worked on boats, and there are more onboard today. “By numbers, of course, there are more men in the industry than women,” a woman said. “And there are more men that want to be captains than women.” “In the 1980s I knew three women captains,” another woman said. A woman in yachting since the early 2000s said she can name the six or seven
From the Bridge women who were captains when she started. “The difference now is, people are getting used to us and see how good we are,” she said. “They realized we are capable, and there are more of us,” another woman said. But that growth is not without stereotypes. One captain was told, “You just want everything your way.” “The four stripes on my shoulder say I get to do that,” she replied. “Try to find a captain that doesn’t,” another woman said. “A woman is called a bitch where a man is called a great leader,” a third woman said. One of the attendees heard that a yacht run by a captain at the lunch had been referred to as the PMS [premenstrual syndrome] boat. “Really?” this captain said, shocked. “We had a boat that looked fantastic, traveled the world with zero incident and had a fantastic crew. At the end of the day, who cares what anyone else thinks? “I want crew that want to get on with their job and do it professionally,” she said. “I’m careful about who I employ, I put a lot of thought into it, and I don’t tolerate fools.” They agreed that those stereotypes are beginning to fade. During interviews, several women noted that yacht owners have said, “It never occurred to me to have a woman run the boat.” “It can be a novelty, but who cares?” another woman said. “The novelty will become the norm.” “Owners get a kick out of being trailblazers,” said a third. “Once they see we can do it, it’s ‘wow’.
Mentors and role models
The story of the woman who struggled to get sea time out of her captain ended better. After she left that boat, a female captain gave her a deck job. “That started my career, gave me a set path,” she said, noting that captain gave her time to take courses so she could see a future. “That’s when I learned what yachting was. Now, I’m a first officer.” Women often look to other women in their field for advice and support. “Of course, we are role models,” a woman said. “I love to mentor, so I consider myself more mentor than role model.” One woman had a captain who
Attendees of The Triton’s October From the Bridge luncheon were, from left, Capt. Veronica Hast, Capt. Vicki Melhuish, Chef Kathy Bell, Chief Stew Deborah Silvius, First Officer Delphine Estebe, First Officer Lia Usilton, Capt. PHOTO/DORIE COX Wendy Umla and Capt. Sally Wilkins. encouraged her. When she said, “I can’t”, he said, “Do it.” She said it wasn’t his advice as much as the fact that he made her try. “When you’re lucky enough to have great mentors, you’ll get more experience,” another woman said. “Find a good situation and stick with it. The grass is not greener on other side.” Another woman agreed and said women should take advantage of the right opportunities. “I have seen girls want to work on bigger boats,” she said. “But on bigger boats, the smaller your responsibility; the smaller the boat, the larger your responsibility.” Some influences from women are direct, such as teaching young women to drive the tender. “They never thought they could,” one
woman said. “I don’t know if that’s how they grew up? They never thought of trying?” Yet the strongest influences can be indirect, just those women doing their job well for others to see. “If she can do it, I can,” another woman said. That idea helped her persevere when a crew agent told her she had “zero chance” of getting a job on deck. And all the women encourage other women to do their job in their own way. “It’s all in the attitude,” a woman said. “It’s not that I can do better than a man. I just do a good job. I don’t have to compare.” “Don’t do what men do,” another said. “We are physiologically different with our weight in our hips and legs. Use that to your advantage.”
She said she tightened lines on a 220foot yacht and crew asked, “How the hell did you do that?” “A lot easier than the boys would,” she said. “I came up with a better way.” “I have never not been able to do something,” another woman said. “I find a way.” With a sweep around the table, each attendee shared what works for them in their careers: l Maintain an attitude of professionalism, that in this job, you are the most qualified. l It’s hard work. Be thick skinned. l You can’t fester and harp on the ones who say no. l Look for people to push you, not coddle you.
See WOMEN, page 46
44 Crew News
The-Triton.com October 2016
Capt. Larry Hastings takes a break from work on M/Y Buckpasser. He has PHOTOS/DORIE COX worked for the same family for 43 years.
Captain leads M/Y Buckpasser with clear and consistent rules CAPTAIN, from page 1 “If new owners are smart, they would want to hire me,” Capt. Hastings said during a tour of the yacht. “But at my age, I can’t give them a long-term commitment.” And he is used to long-term commitments. It was 1973 when Capt. Hastings started work on the owners’ first Buckpasser, a 98-foot Burger. Now he runs their 120-foot Jack Hargrave design built by Hitachi Zosen, and he knows both yachts like no one else. Capt. Hastings is what many people envision when they think “old salt”. Decades of sun exposure has weathered his skin. Years of climbing ladders, lifting hatches and hoisting anchors keeps him lean and muscular. “Don’t need to go to the gym, everything is manual,” he said as he pointed to the anchor chain. Just like running this boat, most of what Capt. Hastings does is for the long haul. He and his wife have been married 52 years. “Our deal was that she takes care of the homefront,” he said. “I was on boats and I said I’m not going to quit. That was our arrangement, so she raised our family of two boys and a girl.” He’s comfortable with things staying the same. Even down to the dark hunter green-colored wall of the main salon. “I’ve been living with that color for 40 years,” he said. In an industry that often sees crew change jobs fairly frequently, Capt.
Hastings is too busy doing his job to think about moving around. Plus, he really likes what he’s doing. He believes his common-sense ways of doing things have contributed to his longevity. “If you’re right, you’re right; If you’re wrong, you’re wrong,” he said. When there was an issue onboard, he said all parties “just sat down to talk about it”. He is serious about doing a good job. “I may not be that smart, but I’m observative,” he said. “There’s not a nook or cranny on this boat that I can’t point right to.” He keeps work as work and never mingles it with time off. “I didn’t socialize with the owners and it worked great,” he said. “They never interfered, they let me run the boat.” Operations onboard have mostly stayed the same for four decades. He prefers to measure fuel levels with a stick instead of a computer reading and he likes tried-and-true methods, especially when it comes to navigation. “If you rely on GPS it can get you in trouble,” Capt. Hastings said as he pointed to decades-old equipment on the helm. “It can be off, and just a degree or two can set you off course. “If you know the time-speed-distance equation, you can navigate,” he said, as he pulled several coffee-stained, pencilmarked paper charts out of a full cabinet and pointed to the courses of regular trips to the Bahamas.
Crew stick with the program
Longevity runs through the
Crew News 45
October 2016 The-Triton.com
From top down, longevity part of the program with tight crew Buckpasser crew, also. “I know some captains that stay on the job for 30 years, but not their crew,” Capt. Hastings said. Stew Raymond Bottomley has worked onboard for 35 years, cook Glenn Brannock for 33 years and even their Bahamas guide, Kenny Gardner, has been a regular for 14 years. Eng. Marshall Tolderlund, 67, has been with the crew for nearly 28 years. Tolderlund started after he was laid off from his job at a machine shop in the 1980s in Newport. A customer suggested he go to Spencer Boatyard in West Palm Beach and that was where Capt. Hastings offered him a job. “I thought if it didn’t work, I would go back to the yard,” Tolderlund said by phone. “But I guess it stuck.” He attributes his longevity to the captain and the crew. “Larry wanted things done right, but he didn’t interfere,” Tolderlund said. “Everyone has their own opinions but he let you do your own thing. Everything was done and we did it right. “We had five guys that really made it work together,” he said. “Of course, we
had discrepancies, but keep your mouth shut and take a deep breath. You’re in a 121-foot aluminum box floating in the middle of nowhere. You get over it quick.” Tolderlund met his wife, Amy, in the parts department at the yard in 1981 and they married in 1989. “She is my first and last wife,” he said. Even the newest member of the crew has been onboard for a longer run than most crew in yachting. From the enclosed aft deck, Mate Philip Upstill instinctively straightens cushions. It was in July, 16 years ago, on the same aft deck, under the same paint shed in Bradford Marine, that he was interviewed for his job on M/Y Buckpasser. “I started that day and I’m still here,” Upstill said. At 50 years old he said, “I’m the rookie of this crew.” Upstill grew up sailing and worked on a sportfish boat in high school before embarking on a corporate career. But he took an opportunity to leave the office to get into the marine industry. “I could live in a bathing suit,” Upstill said. “Can you imagine being in a cubicle
for 20 years?” He said working with Capt. Hastings doesn’t require superfluous words. “With Larry, everything is clear cut,” Upstill said. “Just do your job and be respectful.” Upstill said he has seen some crew come and go, about 15-20 deckhands. “I advised crew to stay on, but on a boat like this, it’s the little things. Like if you leave a mess...,” he said. “Getting along with crew is the most important thing.” Although Capt. Hastings respects how things have been run, he does aim to improve where he can. “On the first boat, for 12 years, I wrote everything the crew said to fix in a spiral notebook,” Capt. Hastings said. When it was time for a new boat, he handed the book to the owner and said, “I am a boat captain, not an architect.” Capt. Hastings hopes to stay onboard, but if the new owners bring their own captain, he’ll get by. The captain has taken a Buckpasser from Newfoundland to the Bahamas and down to Venezuela, including a 250-mile trip up the Orinoco River. At 10 knots.
“This goes, ‘boogety, boogety, boogety’, and burns 28 gallons an hour,” he said as he spun his hands to demonstrate. “It’s a slow boat.” And Capt. Hastings will continue, slow and steady, just like Buckpasser. Dorie Cox is editor of The Triton. Comments on this story are welcome at firstname.lastname@example.org.
46 From the Bridge
The-Triton.com October 2016
Women crew anticipate the industry will soon catch up WOMEN, from page 43 l No one can take away things you have done. l Show up and say yes. l Don’t try to be a boy, don’t be a man. l We can do anything. We just find different ways. l Don’t be a girl with a chip on your shoulder. Be positive. l Plant the seed of success in your own mind. Tell other women they can. l Anyone who doesn’t succeed is held back by themselves, not held back by anyone else. l We’re all capable of succeeding in whatever we want to do. We’re all equal. So what’s ahead for women in yachting? “It is a challenge being a woman in yachting,” one woman said. “If you haven’t had a challenge, you are the exception.” She told the story of a friend on a boat who said she never had a problem onboard, but when she got off that boat, she couldn’t find another job. “I said welcome to the world,” this woman said. “But the industry is changing a lot and with it is our ability to change. The owners are different, they are more open to a female. They have females running their corporations.” “I’m so ready for it to be a non-issue,” another woman said. “Just think, it’s only been about 80 years ago that we couldn’t vote,” said a third. “We’re half-way through it being absolutely acceptable, and that’s what we have to think about.” “It’s like driving a boat,” another woman said. “You can’t over-steer, you have to let it come around. You can’t turn the wheel hard, you have to do a little bit at a time.”
Dorie Cox is editor of The Triton. Comments on this story are welcome at email@example.com. Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email us for an invitation to our monthly From the Bridge lunch.
Triton Networking 47
October 2016 The-Triton.com
Triton Expo Mid-October is time for The Triton’s biggest event of the year, our fall Triton Expo. This year, we’ve gathered about 50 businesses to showcase their goods and services for yacht captains and crew, we’ll add a little music and some casual food, and welcome the industry for an evening of great networking. This event is a Reed low-key, free trade show that typically attracts more than 700 captains, crew and industry pros. Join us from 5-8 p.m. on the grounds of Universal Marine Center, just off State Road 84 tucked between Cable Marine West and RPM Diesel. Until then, learn a little more about The Triton from Publisher Lucy Reed, including how to get the most out of the Triton Expo. Q. What is The Triton? How are you different from other crew publications? The Triton is a monthly news magazine produced for the professional captains and crew who run luxury yachts. I’m a journalist by training and experience, with about 16 years at daily and weekly newspapers around South Florida. We started The Triton in 2004 after noticing that the largest industry in Ft. Lauderdale didn’t have a professional publication to represent it. I started my career as a city government reporter but spent the last five as a business reporter so I learned not only how to dig around to find a story, but also how to appreciate the contributions of small and large businesses both as employers and as community players. When I discovered yachting, it was clear it was significant, and that no one was covering it from the employees’ side. So we have always approached yachties as the group of professionals they are, and have worked to focus on their issues both as professionals and as employees. Q. How does the Triton Expo fit into that? We started the Triton Expo in the spring of 2008 as a job fair to bring together crew looking for work and the companies that were looking to hire. But those two pieces don’t fit together nicely in yachting like they do in other industries. Yacht owners don’t set up a booth as a job fair. Neither do captains or management companies. Placement companies were there, but we noticed that all our other exhibitors simply
wanted to be where captains and crew were. So the Triton Expo quickly evolved into a more casual style trade show. A boat show for crew, only without the boats. Q. But why do it? What’s the point? Networking. We see The Triton as a conduit for communication. Yes, we fill its pages with great information and tools to help captains and crew manage their jobs and careers. But we also provide a forum for them to meet each other. The most powerful way to build a professional network is for crew to meet their peers, other yachties going through similar life and career phases. So much of this industry is accomplished through word-of-mouth, so we want to encourage our guests to never stop building a professional network of contacts for jobs, advice, tips, referrals and just camaraderie. Think about it. Two yachties who meet in the middle of Spain would have no shortage of things to talk about. It’s possible to make those magical connections in yachtie hubs like Lauderdale, too. The Triton Expo is a way to do that, a gathering of people and companies who share so much in common. It’s just a fun evening. Q. How can our readers get the most out of attending the Triton Expo? Come willing to meet people. Sure, grab a glass of wine and sample some snacks, but walk around. Talk to the vendors to find out what they offer. You may not need their services now, but next month or on your next boat, you might. And have a goal of how many people you want to meet. A crew member might make a point of finding three captains to introduce yourself to. They might not be hiring this week, but next week or next month, they might. Ask them to introduce you to someone. Captains, build your list of crew to call. If you are asked to make an introduction, try to find something that the couple have in common so they can more easily begin talking. You’ll be a rock star to both people if a new connection is the result. All our readers are welcome to join us at Triton Expo on Oct. 12 from 5-8 p.m. at Universal Marine Center, 2001 S.W. 20th St., Ft. Lauderdale (33315). No need to RSVP; just bring business cards and a smile so you can meet some new people and companies. If you need a ride, call Yachty Rentals (855-55-SCOOT) to schedule a lift.
Triton Networking 48 Career
The-Triton.com October 2016
Maritime Professional Training We return this fall to the campus of Maritime Professional Training (MPT) for Triton Networking on the first Wednesday in October. MPT has been around more than 30 years and will host a grand opening for its new classroom and simulation building in late October. Until then, learn more about the school from its founders’ children: Amy, Lisa and Ted Morley. Q. Tell us about MPT. Lisa: We are the largest private maritime school in the country. We have grown up alongside our students. We like to ask people “Have you seen us lately?” Some students haven’t seen us since we were in Pink City, back when it was just mom and dad and Amy 30 years ago. Now, we have over 61,000 square feet of classrooms, labs and simulation, with over 100 full-time and adjunct professors. Q. What would surprise people to learn about MPT? Lisa: That we are still a private, familyowned and -operated school, and that we offer everything from interior courses – which are fully PYA and GUEST accredited – to dynamic positioning and unlimited tonnage programs. Amy: That’s important because we are such a diversified company. There’s virtually not a segment of the industry that we don’t work with. We have the right people teaching the right audience, yachting and unlimited tonnage. That’s what sets MPT apart from any other school that I can think of. Q. That unlimited tonnage isn’t just for commercial, is it? Lisa: No. Yachting is starting to recognize the value of having no limit on their tonnage. We graduated our first Marshall Islands Unlimited Master of Yachts last year, and have two more ready to graduate. About 20 more students are in the pipeline. Amy: Capstone is a one-week exam, not a one-week course. It takes 26 weeks of study to prepare for that test. This is truly designed for the elite of the elite in the yachting industry. The Cayman Islands just accepted the CEC accreditation for a Master of Yachts Unlimited Master, too. Q. You broke ground on your new building about this time two years ago. How is that going? Lisa: It’s done. It’s 25,000 additional square feet of the latest technology available. Ted: It has dynamic positioning labs, radar labs, ECDIS labs, three fullmission simulators, and a whole wing of engineering classrooms and machine
The Morleys: Amy, Lisa and Ted shops and a peripheral systems labs. We have to stay on the cutting edge to make sure mariners are adequately prepared for the jobs they seek. Q. What’s so special about your simulators? Ted: Having access to full-mission simulators really sets us apart. Captains who are hiring a new first officer can whittle it down to two or three and put them in the simulator to see how they react. It’s a virtual vetting program. It allows anyone – insurance companies, captains, management companies – to evaluate a candidate. Everyone can look good on paper. How do you know who’s better at handling certain things until you see them in that environment? The evaluator tells us what they want to test for, and we create the environment. Q. Can you offer a little career advice for crew just starting out? Amy: Yachting is an industry without limits. Start with the right foundation, but always be training for your next job. And don’t wait. If you’re working as a deckhand, getting your sea time, don’t wait until you think you might want to move up to take classes. By then, you’ll have to cram all your training in. Take a course or two a year while you’re earning sea time. It’ll make you more valuable in your current job, and the captain will notice that you have more interest in advancement. Ted: Our focus is on mariners as a student and making them better at their job. No one here works on commission, there is no bonus structure, whether crew talk to us for 5 minutes or 45 minutes. That’s one of the things our dad talked about. He had a formal education and wanted to bring that same level of structure, professionalism and quality education to our industry. He vowed to do it better, making mariners better. And we’re carrying on his legacy. Join The Triton on Oct. 5 from 6-8 p.m. at MPT, 1900 S. Andrews Ave. in Ft. Lauderdale (33315). No RSVP necessary. Learn more about Maritime Professionlal Training at www.mptusa.com.
October 2016 The-Triton.com
Ward’s Marine Electric On the third Wednesday in October, we help kick off the boat show season with Ward’s Marine Electric and our regular networking event. Be prepared for a Latin-themed evening that will take us back to the classic days of the Tropicana Club in Havana. Expect to see feather boas and fedora hats in Ward’s warehouse, service bays and Hebert sales center. Until then, learn a little more about this third-generation family business from COO Kristina Hebert, granddaughter of company founder Ward Eshelman Sr. Q. Tell us about Ward’s. What makes Ward’s Marine Electric so special is the family of services and expertise we provide. Our strength is in power management, lighting, battery distribution systems, automation and classification society testing. Power management is the heart of the electrical system of a boat and includes shore power, generators and switchboard automation. Our sales department offers nearly 20,000 square feet of electrical equipment for distribution and supply. The Inside Services department is responsible for manufacturing, painting and engraving panel boards and switchboards. We service a vessel’s electrical needs – stem to stern and top to bottom – providing clean, reliable power where it’s needed, when it’s needed. Q. How has your business changed? Due to technological advancements, emission requirements and equipment becoming more efficient, generators are being resized – often downsized – during a refit or classification society certification process. The impact of delayed maintenance is a challenge for all segments of our industry. In recent years ownership appears to be seeking the maximum output from a system prior to repair or maintenance. Pushing the age limits of equipment is risky and can often lead to problems on the vessel. We’ve also seen a huge percentage of our service work requiring fixed pricing. Fewer and fewer projects are allowing for simple time and materials invoicing. Q. What’s one thing you wish engineers did for their equipment? Avoid deferred maintenance. This is the No. 1 cause of catastrophic failures and detrimental disruption to system
operations. The consequences of deferred maintenance have a negative impact not only on the equipment but also the yachting experience for the owner, charter and crew. Emergency calls equal emergency repairs. Q. Some yacht engineers (or their captains or owners) may think they should be able to handle electrical issues onboard. Where does that leave you? Safety is our No. 1 concern. When it is appropriate, we will provide troubleshooting advice and diagnostics remotely. Education of systems is learned through experience and time. Many engineers have a stronger mechanical than electrical background. Q. What have the demands for more and bigger electronics onboard done to yachts and maintenance schedules? One of the top lessons we have learned is to never tell a yacht owner they want too much. An abundance of luxury is at the heart of the yachting experience. We manage the expectations by creating a thorough load analysis of all systems and equipment onboard the vessel. This load analysis consists of eight standard scenarios including seasonal changes and crew, owner and guest accommodations. When this analysis is performed, the expectations are managed and planned for, thus eliminating the possibility of disappointment. From there, it is critical to have proper systems installations for all equipment to work in parallel. Q. When should a yacht get an electrical survey? Absolutely before any transaction of sale. The buyer should be aware of the integrity of the systems. The seller should be aware as well, therefore minimizing the detractions. Q. What do the next few years hold? Our company is growing to meet the ever-changing needs of the industry. To continue this track we must embrace technology, invest in training and strive to do our best. One campaign we are interested in leading is the importance of electrical systems in determining a budget for the vessel. Educating all members of the crew, owners, and management firms that the boat’s safety, galley, electronics, lighting, heads, etc. all require a solid electrical system. Remember, electricity is something that is always taken for granted until you’re without it in the middle of the ocean. Join The Triton and Ward’s on Oct. 19 from 6-8 p.m. at 617 S.W. Third Ave. in Ft. Lauderdale (33315). No need to RSVP. Learn more at www.wardsmarine.com.
October 2016 The-Triton.com
Upcoming Events EVENT OF MONTH
Oct. 20-22 Pinmar Golf tournament, Palma de Mallorca. www.pinmargolf.es
Oct. 12 Triton Expo, Universal Marine Center, Ft. Lauderdale.
Oct. 21 5th Vilanova Grand Marina Barcelona October Crew Party. Yacht crew party with barbecue, music and dancing. www.vilanovagrandmarina.com
The Triton's popular Expo is open to yacht crew and industry – both working and looking – to help them develop the contacts that can make their careers better. There will be 50 vendors, food and beverages. Join us 5-8 p.m. Read more on page 47. www.the-triton.com
Oct. 4-6 International BoatBuilders' Exhibition & Conference (IBEX), Tampa, Florida. ibexshow.com Oct. 4-9 Istanbul International Boat Show, Turkey. 10times.com/shop-milesboat-show Oct. 5 Triton Networking, Ft. Lauderdale. Join us and Maritime Professional Training (MPT) for our regular first-Wednesday-of-the-month event from 6-8 p.m. No RSVP required. All Triton readers welcome. Read more on page 48. www.the-triton.com
Oct. 22 National Marine Suppliers Annual Yacht Bikers Poker Run, Ft. Lauderdale. www.nationalmarine.com Oct. 22 12th annual Awlgrip Captains Golf Invitational, Plantation, Fla. www. captainsgolfinvitational.com Oct. 27 The Triton captains luncheon, Ft. Lauderdale. A discussion of the issues of the day. Yacht captains only. RSVP to Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited. Oct. 28 Yacht Chandlers 9th annual Customer Appreciation Party, Hollywood, Fla.. The theme is Boogie Nights. www.yachtchandlers.com Nov. 1-2 27th annual Ft. Lauderdale
Mariners Club Marine Seminar. www. ftlmc.org
Oct. 5 FYBA Charter Seminar, Bahia
Nov. 2 No Triton Networking due to Fort Lauderdale International Boat Show.
Oct. 6-10 Annapolis Sailboat Brokerage
Nov. 2 International Superyacht Society (ISS) 25th Gala for Yacht Design and Leadership. www.superyachtsociety.org
Oct. 8 The International SeaKeepers
Nov. 3 Marine Industry Job Fair, Ft. Lauderdale. www.miasf.org.
Mar Resort, Ft. Lauderdale. fyba.org
Show and United States Sailboat Show, Annapolis, Md. www.usboat.com
Society Bal de La Mer, Palm Beach. www.seakeepers.org
Oct. 11 The Future for Yacht Chartering,
Barcelona, Spain. Experts will address yacht chartering in Spain’s marinas, tourism, demand and supply and charter licences. www.quaynote.com
Oct. 12-16 Barcelona International Boat Show, Port Vell, Spain. www. salonnautico.com Oct. 13-16 United States Powerboat Show, Annapolis, Md. www.usboat.com Oct. 19 Triton Networking, Ft. Lauderdale. Join us and Ward's Marine Electric for our third-Wednesday-of-themonth event from 6-8 p.m. All Triton readers are welcome. Read more on page 49. www.the-triton.com
Nov. 3-7 57th annual Fort Lauderdale International Boat Show. www. showmanagement.com
Nov. 4 U.S. Superyacht Association annual meeting, Ft. Lauderdale. www. ussuperyacht.com MAKING PLANS Dec. 4-10 55th annual Antigua Charter Yacht Show, Antigua
Events include Concours de Chef and stew competitions, CYBA Hall of Fame presentation, seminars and yacht viewings, cocktail parties and yacht hops. antiguayachtshow.com
52 Write to be Heard
Our readers congratulate; owner’s view a good lesson
The-Triton.com October 2016
riton columnist Scott McDowell shared an image of tranquility from the north tip of Baker’s Bay at Great Guana Cay in the Abacos recently. “Dinghies work hard, often in turbid waters,” he said by email. “On this day, I brought her to dinghy heaven in the incredibly clear water. See her smile?”
Readers remember Triton from start
Readers commented on the “The Triton’s 150th issue hits the yacht docks for captains and crew” article in September via www.the-triton.com: I remember reading the first issue and still read every one. And I’ve been retired five years. Greg Mitchell Big congratulations to you. I remember when you first started. You have come a long way. Capt. Denise Fox
Well done. I remember first edition well and all else at that time. Capt. Ian James
Owner’s insight good lesson
Thanks for this owner’s insight [“Update: Crew light on whines, heavy on plans, budgets, details”, September issue] into what should be the norm in any service-related business. The job of the captain and crew is to understand the owner’s needs, wants and desires, and do their best to meet those requirements. In today’s marketplace, it is simply surprising that crews and
Crew can consider this page a canvas to share views of yachting. Send photos to firstname.lastname@example.org. captain would not want to do their best for the owner. This is a great lesson for all in the service industry to learn. Rob Zavisza Retired Ships Master via www.the-triton.com
Play by rules for no problems
I was to understand that weapons [“Like it or not, guns often onboard yachts“, September issue] on the vessel were signed in to the ship’s log as ships equipment, the onboard SSO was responsible under the captain’s overriding authority and were registered under the flag state rules. The weapons
were kept separate to the ammunition and in a lockable compartment accessed by either the SSO or master. It would seem to me that a lot of trouble people have had here is because they are not following basic regulations, ”preferring to have one under the mattress just in case”. I have travelled extensively in my career and have found that if one complies with the regulations one seldom gets a problem, in fact, on occasion I have found it quicker and easier to get through customs if one is in possession of a legally held firearm. David Mulroy via www.the-triton.com
Check your facts on Cuba
Capt. Todd Rapley, it is a fact that Cuban people [“Know what to expect to enjoy a visit to Cuba”, August issue] are not educated in a free system and everybody knows that they don’t receive good healthcare service. They are not on the street corners because the government takes them to big shelters against their will to live together. I will always respect your opinion, but you should be better informed about the facts. Alex Cepero via www.the-triton.com
How to keep yacht listings compliant with U.S. Customs rules By Trey Reeder As U.S. Customs has taken a more pronounced stance lately in looking at the foreign yachts coming into the United States, it will be extra important to make sure yachts are in compliance with federal laws this boat show season. The private owner of a foreign-built hull looking to offer the yacht for sale in the United States wants to make sure to have proper import paperwork available to legally list the boat for sale to U.S. citizens. A foreign-built yacht must have an entry summary (U.S. Customs form 7501) to prove the yacht has been imported and has paid the proper import duty of 1.5 percent of the value of the yacht to customs. The 7501 form is the only way to prove duty has been paid to
U.S. Customs. A foreign-flagged but U.S.manufactured yacht will want to have the paperwork to show that the boat was purchased in U.S. waters so it is not considered an exported good that needs to be re-imported. If the U.S.-built yacht was purchased outside of the U.S., it is necessary to file a U.S. Goods Returned entry to reimport the U.S. good into the United States for sale. The duty rate on a U.S.-built yacht is zero percent, so it is quite a small expense to make sure the yacht is legal to be offered for sale in the United States. The same applies to yacht brokers. Do due diligence on the listed yacht, or on a potential listing for a client’s boat, to ensure the yacht is protected from any complications that can arise from listing
a boat that cannot be legally offered for sale in the U.S. to U.S. residents. For yachts greater than 79 feet, it is possible to purchase a boat show bond, which allows the yacht to be offered for sale to American buyers free from import duties during a boat show. The yacht can continue to be shown to U.S. buyers after the boat show is over but cannot be marketed to new U.S buyers that did not come in contact with the boat at the show. These bonds are good for six months. For example, when purchased for the Fort Lauderdale International Boat Show, they will still be good through the shows in Miami in February (Yachts Miami Beach and Miami International Boat Show) and the Palm Beach International Boat Show in March.
It is important to note that a boat show bond must be closed out before it expires or duty will be due on the yacht. There are no extensions available for boat show bonds. The way to cancel a boat show bond is by clearing the vessel out of the United States to a foreign port such as the Bahamas. The other way to close the bond is to pay the duty before it expires. If the bond expires and duty has not been paid to customs within 15 days of the expiration, customs will then collect double the duty of 3 percent of the value of the yacht. Trey Reeder is director of the yacht division at Howard S. Reeder, a customs brokerage and marine documentation company in Miami.
October 2016 The-Triton.com
Write to be Heard 53
Medical training means crew don’t need EpiPens to treat By Rebecca Castellano Dominating the news last month was a significant price increase of the EpiPen, an auto-injector device that delivers a pre-measured amount of epinephrine, also known as adrenaline, to individuals who suffer from severe allergic reaction. What the news stories have neglected to note is that there are several brands of adrenaline auto-injector pens on the market that are affordable and available. Many of these are only available and affordable outside of the United States. Epinephrine itself is an inexpensive drug; it’s the auto-injector delivery method that is expensive. The information here is important to understand the medical need, reduce unnecessary expenditure and improve medical outcomes. Anaphylaxis is a life-threatening allergic reaction to a chemical that one may encounter in everyday life that then becomes an allergen. The allergen can be many things, but typically is a food such as shellfish or nuts, insect venom from bees or wasps, or a toxin from jellyfish, molds or algae. For those allergic to a substance, their immune system overreacts to the allergen by releasing chemicals that cause allergy symptoms. Typically, these symptoms may be mild on a first exposure and may occur in only one location of the body. However, many people may not recall a first exposure if it was mild or they were young. On a repeated exposure, some people may react in a severe way, called an anaphylactic reaction. This reaction typically affects more than one part of the body. Anaphylaxis requires immediate medical treatment, including but not limited to an injection of epinephrine and a trip to an emergency medical facility. If it isn’t treated properly, anaphylaxis can be fatal. The first signs of an anaphylactic reaction may look like typical allergy symptoms, a runny nose or a skin rash. But within seconds or minutes, more serious symptoms appear. One out of 5 people may have a second anaphylactic reaction within 12 hours of the first. This is called a biphasic anaphylaxis. Close medical monitoring is essential after an initial reaction. Epinephrine is the most effective treatment for anaphylaxis, and the shot should be given quickly, at the onset
of symptoms. Quality medical kits will include boxes of epinephrine/adrenaline in ampuls or prefilled syringes, and the dose is double of that provided in an auto injector. This adrenaline can be easily pulled into a needle and syringe, also supplied in the medical kit, and is administered by intramuscular injection to a victim. This requires some skill, but is easily learned by anyone with some proper medical training. Most yacht captains and senior crew have had advanced medical training and all crew should look to add these skills to their resume. The auto-injector pen was designed to be self-carried and self-administered by persons with known anaphylactic allergies. The epinephrine dose in the auto-injector buys a victim about 10 minutes until additional dose and other medical intervention is needed. Having an auto-injector inside a yacht’s medical kit defeats the purpose of its design for quick use. Yachts and yacht crew need not incur the great cost of buying EpiPens. Having a needle, syringe and ampul of adrenaline in the main medical kit, a tender kit or in a small box on your person is equally effective. The yacht’s medical kit will also contain additional medicines and diagnostic equipment necessary to ensure adequate response to most medical emergencies. Having the full medical kit at hand and telemedicine support to an “on call” doctor during an anaphylactic episode is strongly advised. The on-call doctor will guide someone administering aid through the proper treatment until a victim can be transported to a medical facility. “At risk” guests or crew members should take steps to keep themselves safe. Having a lot of auto-injectors scattered about does not improve the outcome of an anaphylactic episode. Education, training and the proper use of adequate medical tools does. Anyone with asthma or a family history of anaphylaxis is at higher risk of an episode. Anyone who has had an anaphylaxis reaction before should wear an alert tag and carry at least two doses of epinephrine with them at all times. Rebecca Castellano is a registered nurse and sales executive with Medical Support Offshore (www.msos.org.uk). Comments are welcome at email@example.com.
54 Business cards
Search hundreds of companies in the Triton Directory.
Find the Directory online at www.The-Triton.com.
BusinessCareer cards 55
56 Business cards
Search hundreds of companies in the Triton Directory.
Find the Directory online at www.The-Triton.com.
Business cards 57
Advanced Mechanical Enterprises Advantage Marine Services Alexseal Yacht Coatings Antibes Yachtwear ARW Maritime Beers Group Bellingham Marine (Kona Kai Marina) Bluewater Boksa Marine Design Boys and Girls Club of Broward County Bradford Marine Broward Shipyard Brownie’s Yacht Diver Business card advertisers Cape Ann Towing C&N Yacht Refinishing Cable Marine Chelsea Clock Clean-Exhaust Culinary Convenience Diesel Doctor DYT Yacht Transport Ener Yachts (Seaclean) Estela Shipping Florida Luxurious Properties Fort Lauderdale Mariners Club Freestyle Slides Galley Hood GeoBlue Insurance
14 30 23 13 46 47 18 8,10 12 27 17 24 53 54-57 46 26 59 48 24 25 31 36,42 36 16 20 3 9 13 33
Gran Peninsula Yacht Center Hyatt Regency Pier 66 Pelican Landing ISS GMT Global Marine Travel Lauderdale Diver Lauderdale Marina Lauderdale Propeller Lifeline Inflatables Longbow Marine Marina Mile Yachting Center Maritime Marine Matthew’s Marine A/C MHG Insurance Brokers MPT Maritime Professional Training National Marine Suppliers Nautical Ventures Neptune Group Offshore Marine Inspections Palladium Technologies Perry & Neblett Pier One Yacht Charters ReefBoard Refit International Exhibition/Conference Renaissance Marina River Supply River Services Rossmare International Bunkering Royale Palm Yacht Basin RPM Diesel Sailorman Savannah Yacht Refinishing
34 21 44 46 35 43 16 13 20 25 44 6 60 22,40 5 16 12 32 41 15 2 49 28 17 58 48 10 20 17
Scope Maritime Solutions Seafarer Marine Sea School Sirocco Marine / Brig Inflatables Smart Move Accomodations Staniel Cay Yacht Club SunPro Marine SYD Superyacht Distribution & Deliveries Taylor Lane Yacht Shipyard Technicold by Northern Lights The UPS Store Top Quality Yacht TowBoatU.S Trac Ecological Green Products Tradewinds Radio United Yacht Transport Universal Marine Center Ward’s Marine Electric Watermakers, Inc. Watermakers Air Waterway Guide Westrec Marinas Yacht Chandlers Yacht Entertainment Systems Yachty Rentals Yacht U Zimarine Teak Specialist Zeno Mattress Zodiac of Fort Lauderdale
38 29 47 51 14 50 48 34 11 15 12 30 12 44 58 4 30-31 37 50 50 45 7 39 58 19 34 31 47 47
58 Triton Spotter
The-Triton.com October 2016
Cannes, Japan, Palma
Michael Ratigan, (above left) president of North Carolina-based ChafePro, reads his Triton while waiting for the Cannes Yachting Festival to begin in September. Chafe-Pro manufactures protection systems for mooring and dock lines. Pam Stolarz, (above right) vice president with Stonegate Bank in Dania Beach, Fla., stopped by The Triton offices in July and noticed our wall of Triton Spotter photos taken all over the world. So she packed a copy in her bag for a trip to Taiwan and Japan. This photo was taken in front of the Torii of Peace (the red gate) of Lake Ashi, Japan. At the time of this photo, Stonegate Bank was the only U.S. bank approved by the U.S. State Department, OFAC and the Cuban government to deal with Cuba. It offers MasterCard credit cards accepted by Cuban merchants and in the countryâ€™s ATM machines.
The crew of S/Y Is a Rose were happy to get their Triton in Palma last month. Estela Shipping now distributes The Triton in Palma and Barcelona. Look for them around STP shipyard and Club de Mar.
Do you read The Triton on a smart phone, tablet, laptop or in print? Show us by sending your Triton Spotter to firstname.lastname@example.org.
Monthly publication with news for captains and crew on megyachts.