Triton May 2019 Vol. 16, No. 2 by Triton News Network

www.The-Triton.com | May 2019

Estimates critical tool in defining scope of work From the Bridge Lucy Chabot Reed

Planning for a shipyard visit and refit project often starts months in advanwce with a little piece of paper called an estimate, the initial interaction with a vendor or yard that could lead to the job. Captains put more weight on those estimates than vendors might realize.

Celebrating 15 years

“Good estimates are critical,” one captain said. “Estimates are just the lead-in to the quote; it’s one part of the big process,” another said. “It is not the quote and should never be. Unfortunately, too many people use the words wrong.” “But it does define where we end up to begin the project,” said a third captain. This month’s From the Bridge captains roundtable was held during the

Refit Show in Fort Lauderdale. Individual comments from captains are not identified to encourage frank and open discussion. Each of the captains has at least 20 years in the industry, all have shipyard/refit experience, and several had yachts in shipyards at the time of the discussion. Find out who was there in the photo on page 38. Apropos to refits, we started the

See BRIDGE, Page 38

PALM BEACH INTERNATIONAL BOAT SHOW

News

Derecktor Shipyard inks deal for yard in Ft. Pierce. 4

Crew News

Sportfisher, crew have different angle at Palm Beach show. 9

Where in the World More than 30 stews from 16 yachts set their creativity on the table for interior contest.

4th annual Refit Show featured seminars, demos. 28-29

Secure@Sea Theft-proofing yachts during yard periods takes planning. 23 Sea style Ocean-themed right down to the uniform, the crew of M/Y Angiamo, a 139-foot Feadship, are at the ready during the 34th edition of the Palm Beach International Boat Show. See more photos starting on page 8.

Upcoming Events PHOTO/DORIE COX

Quiet comes as generators go from Palm Beach show By Dorie Cox Engr. Carlos Arias observed a change on his way to work on M/Y Kipany, a 116-foot Intermarine, during the Palm Beach International Boat Show last week. “I noticed there were no power lines running down the dock,” Arias said.

Until this year, large electric generators and power cables had been brought into the boat shows in Palm Beach, Miami and Fort Lauderdale to power the hundreds of large yachts on display. But the first of a wave of change has begun, said Andrew Doole, president of U.S. Boat Shows with Informa Global Exhibitions.

Triton Networking Yachting calendar

43,44 45

“We have gone green. There are no generators,” Doole said at the Palm Beach show’s opening day press conference on March 28. He works with Informa, parent company of Show Management, which manages and produces this show, as well as the Fort

See generators, Page 43

Networking Gallery

NEWS

Contents

May 2019 The-Triton.com

WHERE IN THE WORLD

Industry Updates

8-15

Palm Beach show

Business

Refit Show

Fuel prices

Boats / Brokers

35, 36 Crew News

46,47 Letters to the Editor

Crew Eye

Spotter

Technology

Write to Be Heard TRITON Events 6

Networking Gallery

Expo Gallery

43,44 Triton Networking 45

Calendar

36 35 COLUMNISTS Operations

Career

Rules of the Road

Taking the Helm

Secure @ Sea

Crew Compass

Engineer’s Angle

Crew Coach

Advertisers 49

Business Cards

Advertisers Directory

Puzzle

Correction:

Photo credit for “Crew leap in for unique trip in Southern Hemisphere” in the April issue is to Shelton Du Preez, of Luxury Yacht Films/luxuryyachtfilms.com.

Interior 31

Stew Cues

Top Shelf

Culinary Waves

The Triton has made its color stripe on the cover turquoise in honor of the American Lung Association’s Lung Force and Turquoise Takeover, a week to bring awareness to lung cancer. Find out more at lungforce. org or visit our Facebook page at TritonNews.

Crew Health

Sea Sick

Take It In

Contributors

Publisher / Advertising Sales Lucy Chabot Reed, lucy@the-triton.com Production Manager Patty Weinert, patty@the-triton.com Editor Dorie Cox, dorie@the-triton.com Associate Editor Susan J. Maughan, susan@the-triton.com

www.the-triton.com

JD Anson, Carol Bareuther, Capt. Jake DesVergers, Paul Ferdais, Capt. Rob Gannon, Mary Beth Lawton Johnson, Alene Keenan, Lauren Loudon, Chef Tim MacDonald, Keith Murray, Corey D. Ranslem

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4 News

The-Triton.com May 2019

PHOTO PROVIDED

Derecktor Shipyard plans to develop 12 acres in Ft. Pierce, Florida. This rendering of the facility shows plans to include a 1,500-ton mobile lift and drydock for vessels up to 4,000 tons. The lift is expected to be in service by 2020.

Derecktor inks deal for large yacht refit yard in Ft. Pierce By Dorie Cox After five months of negotiations, Derecktor Shipyard signed a deal on April 16 to develop a 12-acre parcel of property in the port of Ft. Pierce into a megayacht refit and repair facility. The new yard – to be known as Derecktor Ft. Pierce (DFP) – will accommodate yachts “in the 200-foot-plus range”, according to the company. The channel into the port has a maintaining depth of 28 feet and no overhead obstructions. Derecktor and St. Lucie County signed a 30-year lease with three 15-year renewal options. “Now we can commit to investing in the property,” said John Koenig, Derecktor’s communications director. “We get use of the facility long term and can build the business.” Derecktor will pay nearly $1.4 million a year in rent and fees from 2020-2028, as well as an additional 2% bonus when gross revenues reach $40 million and then 3% when gross revenues hit $50 million. “It’s a pretty straightforward lease; the county has a bond and costs ... we're paying the rent to cover it,” said James Brewer, business development director with Derecktor of Florida. “It’s really good and we’re eager to get going.” According to a statement from the yard, DFP “will feature a concrete apron

of over 8 acres … as well as over 1,000 linear feet of deep-water dockage. An existing large building will be refitted to house machine, wood, pipe and electrical shops along with other service support activity.” The yard is expected to first install a 1,500-ton mobile lift followed by a drydock for vessels up to 4,000 tons. Plans are for the lift to be up and running by fall of 2020. Infrastructure improvements are slated to begin as soon as permits are in place, Derecktor stated. DFP will accept vessels “for dockside work in the very near future”, with operations expanding as the facility is improved, according to the news release. In addition, DFP will work with Indian River State College to start a yacht repair training program. This will be Derecktor’s second yard in Florida, about 100 miles north of its popular yard just south of Fort Lauderdale’s airport. Derecktor Shipyards is expected to eventually move its corporate headquarters from Mamaroneck, New York, to Fort Pierce, Brewer said. “There will be no substantive changes to the Dania Beach facility,” he said. The new yard “is a subsidiary of Derecktor Holdings.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

May 2019 The-Triton.com

Industry Updates

Mate bitten by shark

The first mate aboard M/Y DeLisle III was bitten by a shark while in the waters of the Whitsunday Islands off the coast of Queensland, Australia, on March 25. Several online media report that Ryan Bowring, 25, is recovering after being airlifted by RACQ CQ. Rescue service RACQ CQ reported that the rescue helicopter flew about 70km offshore and northeast of the Whitsundays. The company posted the following report on its Facebook page: “The rescue helicopter flew direct to the scene and hovered just above a dive pontoon to enable the critical care paramedic and rescue crewman to exit the aircraft. The two crew were then ferried over to a 42m superyacht where the patient was. Bowring “suffered a bite wound to his right buttock and left hip and was bleeding badly,” the report continued. An online statement from Bowring was posted by Whitsundays Online: “Contrary to reports, I was not spearfishing or diving in what was about 3 metres of water. I had been in the water for about 20 seconds, about to lead a snorkelling tour, when I felt the initial bump and bite. I can only assume that when I entered the water I must

Media sources report that M/Y Equanimity, a 300-foot (91.5m) Oceanco, has been sold by the Malaysian government to casino operator Genting Malaysia Bhd.

have come in on top of, or surprised the Grey Reef Shark, causing it to retaliate. “The reef is a stunning place, full of incredible marine life, and I have been disappointed that what was really a freak accident has been portrayed as something more sinister.”

‘Bargain basement’ price for Equanimity

M/Y Equanimity, a 300-foot (91.5m) Oceanco, has been sold by the Malaysian government to casino operator Genting Malaysia Bhd for $126 million,

according to news reports. The Cayman-flagged vessel, reportedly worth $250 million, was seized off Bali in February 2018 by Indonesian officials at the request of the U.S. Department of Justice, which was seeking recovery of assets allegedly linked to the multibillion-dollar embezzlement of a Malaysian economic development fund. In August, before the yacht could be taken to the U.S., an Indonesian judge ordered that it be turned over to the Malaysian government for sale.

Career News

The yacht had been listed with Burgess after a previous government auction failed. On April 3, just days after a court-imposed March 31 deadline, Malaysia’s Attorney General Tommy Thomas announced approval of the sale to Genting in an offer negotiated directly with the Malaysian government. Launched in the Netherlands in 2014, Equanimity was the first megayacht specifically designed and built to the new Passenger Yacht Code standard. It accommodates 26 guests and 28 crew. Equanimity (Cayman) LTD, a trust controlled by financier Low Taek Jho, commonly known as Jho Low, was listed as legal owner. Low, a confidante of Malaysia’s former prime minister Najib Razak, is accused of buying the yacht using money from 1Malaysia Development Berhard, a state investment fund set up in 2009 by Razak to attract foreign investment and create a financial district in Kuala Lumpur. The 65-year-old Razak, who was prime minister from 2009 to 2018, is now standing trial in Kuala Lumpur on corruption charges linked to the scandal. He and Low, who remains at large, deny any wrongdoing.

See NEWS, page 41

6 Triton CareerNetworking

he first Wednesday in April kicked off Triton Networking with Trac Ecological in Dania Beach, Florida. More than 200 captains, crew and business people gathered in the companyâ&#x20AC;&#x2122;s manufacturing facility and offices and enjoyed food, beverages and music. Photos by Dorie Cox

Trac Ecological

The-Triton.com May 2019

triton expo

May 2019 The-Triton.com

ore than 800 captains, crew and yacht industry professionals networked at the Triton Expo on April 17. The 23rd installment of the event gathered more than 50 vendors with booths and setups to showcase their goods and services to help crew optimize their work. The event was held outside West Marine Pro in Fort Lauderdale. Photos by Dorie Cox

Triton Networking Career 7

8 Where in the World

The-Triton.com May 2019

Palm beach international boat show

acht captains, crew and business people braved a rainshower to gather for the annual Palm Harbor Marina Captain and Crew Appreciation party on March 28 during the Palm Beach International Boat Show. Photos by Dorie Cox

May 2019 The-Triton.com

Palm beach international boat show

Where in the World

Fishing comes first, ‘yachting’ second for crew on the Mary P By Dorie Cox Three yacht crew sit casually on the transom of the 122-foot Trinity sportfish yacht. A drawing of the yacht profile is printed above the name Mary P on their white T-shirts. It looks to be a regular Thursday afternoon between billfish tournaments in the yacht’s homeport of Biloxi, Mississippi. But it’s not. The yacht is docked among hundreds of boats, nearly 100 megayachts and many smaller sportfishers in the Palm Beach International Boat Show in March. A couple of things make this scenario unique – both the crew and the yacht itself. Noticeable is that no crew member is standing at attention on the passerelle to greet potential clients and yacht brokers. In fact, there is no passerelle, just the open transom door with a small leap to board. And where most yachts of this size have several stews, this boat has none. “No stews,” Capt. Chris Breeland said. “We all play our part. It’s family oriented, it’s not like ‘this is your job.’” Fishing or not, the three mates and

the captain keep the yacht in perfect order. “With this boat, I think there are high expectations, but they’re realistic,” said Capt. Breeland, a quiet-spoken 30-yearold seated at ease with a foot on the sole and a knee up on the transom. His dark, windblown hair gives the appearance of having just returned from a day at sea, and his aviator sunglasses reflect the sun’s glare whether he’s driving from the flybridge 30 feet up or here in the cockpit. Capt. Breeland has been with this yacht’s owners for 10 years, and he previously worked on smaller fishing boats. “I’ve worked from down here to up top,” he said while seated in the cockpit next to the hydraulic fish-fighting chair. “You start down here and if all goes well, you end up on the bridge.” Where many other yachts in the boat show highlight the interior, the Mary P’s crew spend much of their time in the cockpit. They all love fishing. “But we still are working,” Capt.

PHOTO/DORIE COX

See FISHING, page 10

Capt. Chris Breeland highlights the fishing aspect of S/F Mary P during the Palm Beach International Boat Show in March.

10 Where in the World

The-Triton.com May 2019

Palm beach international boat show

Just like a fish out of water, Mary P captain eager to return FISHING, from page 9

The project faced delays when Hurricane Katrina hit and the yard went through changes, but the focus of the Breeland said. “Learning to spot fish? build team remained. You learn over time. You learn it for “We’ve all been in the military – you yourself and you put your own intuition establish your mission profile: The guy on it.” says he wants to catch a thousandBreeland grew up in Biloxi and is pound blue marlin in places no one surprised when people ask about what catches them,” Smith said. On a tour of the yacht does. It is a sportfisher after the engine room, he explained that the all, filled with rows of fishing rods and transom meets that goal with a rake that two nearly 40-foot-long outriggers. “serves as a little bow.” “A thousand people ask me, ‘Do you “When it was designed, it was tankguys actually fish?’ If it’s not at the dock, tested in reverse,” Smith said. “I don't it’s fishing,” he said. know how many yachts do that.” For pelagic tournaments, another Smith points to several other features crew member or two are added, whether that he said are unique. in the Gulf of Mexico, Panama, Costa “This is the only sportRica or another spot where fish yacht in the world billfish are found. that is classed to American “In fishing, it’s normal ‘Everything Bureau of Shipping stanto hire a local kid out of is oversized dards,’” he said. “She just respect to the area where for sport completed her 10-year ABS you are,” Capt. Breeland fishing,’ Capt. survey.” said. “Wherever we fish, we Breeland said. As an aid to maneuverhire one of those guys.” And although ing in reverse, freeing Where many of the the engine ports allow excess water to surrounding yachts have flow out on the side, not is mostly the personal watercraft, standthe stern, and the exhaust up paddleboards and other same, the yacht is also off to the side and water toys for deck crew is designed to underwater. From the type to maintain, the crew on go in reverse. of crew to the yacht design, the Mary P has a workshop this yacht has one focus. right inside the door to the “First thing is fishing,” crew’s quarters and engine room specifically for work on rods, reels Capt. Breeland said. “This is what I and tackle. Something else that differs is enjoy.” Although the size, accommodations how the yacht operates. and price tag rank this boat among “Everything is oversized for sport luxury yachts, Capt. Breeland considers fishing,” Capt. Breeland said. And the Mary P a sportfish, not a yacht. although the engine is mostly the same, “I've really never stepped foot on the yacht is designed to go in reverse. one of the yachts,” he said as he looked “Stern-down at 10 to 12 knots around the show. He pauses for a backwards. And it’s designed to keep a second and suddenly remembers one dry stern – it lifts to an extent,” he said. time he did. But he is clearly more at That is key to a successful sportfish home on Mary P. yacht, said Billy Smith, a broker with “It still amazes me to this day,” he Merle Wood & Associates. said of a life doing what he loves. “We “Backing is important or big fish will all know each other in this – in fishing. spool you,” Smith said. We get a big tournament about once Smith knows all the unique features a week and when you’re sitting on the of this yacht – he has worked with it dock with 50 to 60 other boats, it’s hard since the beginning when he was at to describe.” the build yard as former shareholder It is only the first day of the four-day and former vice president of sales and boat show. Capt. Breeland looked down marketing at Trinity Yachts. He left the and quietly said, “It’s time to go fish.” company in June 2015. “I sat with owners and walked them Dorie Cox is editor of The Triton. through the design and build as owner Comment at dorie@the-triton.com. of Trinity, first in 2005,” Smith said.

12 Where in the World

Palm beach international boat show

The-Triton.com May 2019

M/Y Mim

M/Y Chasse

Winner of the Top-Notch Tabletop Luxe Interior

M/Y Mag III

M/Y Siete

M/Y Serenity

Tabletop Challenge Participants More than 30 interior crew put together their best table presentations for Aqualuxe Outfittingâ&#x20AC;&#x2122;s TopNotch Tabletop Challenge during the Palm Beach International Boat Show. Judging for the event took place on March 29 at the show with Facebook judging for Luxe Interior and Chic Outdoors.

M/Y Amitie, 130-foot Westport Chief Stew Judy Le Riche Dicks M/Y Angiamo, 139-foot Feadship Chief Stew Natasha Pretorius and Jenny Siao M/Y Balaju, 147-foot Intermarine Chief Stew Marta Turowska and 2nd Stew Sarah-Ann Prinskos M/Y Chasseur, 160-foot Christensen Chief Stew Janelle Nutting Stew Julia Cummings and Stew Madeline Smith

M/Y Ionian Princess, 150-foot Christensen Chief Stew Carli Van Wyk, Purser Helen Muston and Stew Kayleigh White M/Y Lazy Z, 170-foot Oceanco Chief Stew Waldi Coetzee, 2nd Stew Elle Westhoff, Stew Courtney Schafer and Stew Ashley Kimball M/Y Lumiere, 164-foot Bennetti Chief Stew Dawn Notman and 2nd Stew Morena Gallardo

May 2019 The-Triton.com

Where in the World 13

Palm beach international boat show

M/Y Lazy Z

M/Y Qing

Winner of the Top-Notch Tabletop Chic Outdoors

M/Y Mizu

M/Y Silver L

M/Y Lumiere

ining

PHOTOS BY DORIE COX SEE MORE ON PAGE 14

M/Y Mag III, 145-foot Bennetti Chief Stew Nico van der Westhuizen, 2nd Stew Chenelle Godfrey and Third Stew Kerry Langschmidt M/Y Mim, 144-foot Burger Chief Stew Amy Heron, 2nd Stew Liz Goodall and 3rd Stew Courtney Wills M/Y Mizu, 174-foot Oceanfast Chief Stew Page Phillips M/Y Ocean Club, 120-foot Sovereign Chief Stew CC Childers and Deck/Stew Anna Endler

M/Y Qing, 151-foot Cheoy Lee Stew Erin Wilks and Stew Lisa Ferguson M/Y Serenity, 133-foot IAG Yachts Chief Stew Kerrigan Mason and Leilani Mendoza M/Y Siete, 115-foot Benetti Chief Stew Mica Stratula and Second Stew Carmen Mihaila M/Y Silver Lining, 164-foot Christensen Chief Stew Julie Spence and Second Stew Logan Saunders M/Y To-Kalon, 101-foot Burger Chief Stew Jessica Guinn

Palm beach international boat show

14 Where in the World

The-Triton.com May 2019

M/Y Ocean Club

M/Y To-Kalon

M/Y Ionian Princess

M/Y Amitie

M/Y Balaju

M/Y Angiamo

Tabletop Challenge Judged Winners Most Artistic Napkin Fold

M/Y To-Kalon

Top Creative Centerpiece

M/Y Amitie

Best Beverage Presentation

M/Y Angiamo

Stylish Menu Design

M/Y Ocean Club

Best Tip of the Day

M/Y Mag III

May 2019 The-Triton.com

Where in the World 15

Palm beach international boat show

acht captains and crew keep a shine and a smile during the Palm Beach International Boat Show. The 34th edition of the show ran March 28-31 on the Intracoastal Waterway in West Palm Beach, Florida. Crew noted favorable attendance and qualified visitors on board during the show. Setup days brought winds to challenge docking and there were a few showers, but sunshine dominated the days. Photos by Dorie Cox

16 News

business briefs Westrec Marinas founder dies

Michael Sachs, founder and CEO of California-based Westrec Marinas, died at his home on April 11, a few days shy of his 78th birthday. After earning an accounting degree from the University of Illinois and a law degree from Stanford University, Sachs worked as a lawyer for many years, opening his Sachs own firm in 1982. He served as executive vice president and general counsel of Public Storage Inc. from 1982 to 1990. In 1987, according to his obituary, he came up with the idea of storing boats in the same way that people store their personal goods, and from that idea, Westrec Marinas was born. "Michael Sachs was a pioneer in the marina industry," Westrec President Bill Anderson stated. "For over 30 years, Michael served his Westrec family, helping the marina properties and, as importantly, marina staff to prosper and to grow." Allan Alexander, Westrec adviser and Sachs' longtime friend and colleague, will work with Westrec’s executive team to ensure the company's success, stated Anderson.

All Points Boats expands

Fort Lauderdale-based All Points Boats recently completed a $3 million expansion of its Lauderdale Marine Center facilities, according to the company’s president and owner, Nate Goodwin. “One focus of our redevelopment was to move our service shops together to improve the efficiency of jobs big and small,” Goodwin stated in a company press release. “Whether it’s industrial steel or fine interior woodwork, APB does it all in house.” New machinery includes: l A 20-foot by 10-foot Flow Waterjet machine with a 60-degree multi axis cutting head capable of cutting up to 8-inch thickness of almost any material. l A CNC 250-ton Accurpress brake press and CNC Accurpress shear to handle sheet metal work to advanced bending and forming of all types of products. l A CNC Davi Plate roller for rolling duct work, hull plate, and reducing cones and shapes up to 96 inches in diameter. l An AXYZ CNC router to produce composites, plastics, and wood-related projects. l An updated machine shop with

The-Triton.com May 2019 lathes and milling machines. l Modernized composites and joinery shops with the addition of two down draft spray booths. The company’s 30,000-square-foot workshop has a second-floor mezzanine for interior joinery and composites fabrication. Goodwin says the company specializes in making molds and tooling for all types of custom applications. Lloyds- and ABS-certified welders are experienced with a variety of metals, and mobile response teams with transportable shops can provide welding services within 24 hours anywhere in the southeastern U.S. Other services include certified testing and repair of valves, and certified pressure testing of tanks and pipe work. For more information, visit apb1.com.

Veteran sails salesmen team up

Bob Meagher III is selling Super Sailmakers and has joined his competition at North Sails. Now the regional sales manager for the southeast U.S., Meagher joins Mike Toppa directing the company’s future. The two men had been competitors for decades. “We always said, what if,” Meagher said. “What if we worked together? What would that look like?” Now they will, and work to build North Sails’ presence in the Southeast. “I didn’t have someone with that business strength or the management skills that Bob has,” Toppa said. “This is a perfect fit.” North Sails is the top sail maker in the world in terms of volume, technology and market share. Toppa created the North Sails franchise in Florida, and sold it back to the company two years ago.

PHOTO/LUCY REED

Competitors for decades, Mike Toppa and Bob Meagher III now work together at North Sails.

Super Sailmakers, the South Florida Doyle Sailmakers franchise, concentrates on small boats, but recently had made a push into the larger boat market . Toppa, twice part of an America’s Cup winning team, and North Sails dominated in that space. Longtime Super Sailmakers sales rep Peter Grimm is also making the move to North Sails.

business briefs

May 2019 The-Triton.com North Sails’ newest technology – the 3Di – is the lightest, strongest and most durable sail on the market, according to the company. “They are perfect for superyachts where the sails are huge and susceptible to lots of stress,” Toppa said. Meagher’s father took over Super Sailmakers decades ago. The family has sold the brand to a South Florida sail manufacturer. “The thing I enjoyed the most was working with my old man,” Meagher said. “But he’s been working less and less, so more of the business fell to me. “What will occupy my day now is considerably different,” he said, a smile lighting up his face. “Instead of employee issues, broken machinery and health plan decisions, I’ll be traveling and talking to people and selling great sails.” – Lucy Chabot Reed

RMK revamps marketing team

PHOTO PROVIDED

RMK marketing (from left, Marcus Krall, of Krall Media; Özgür Numan, RMK Marine’s yacht department director; and Ali Tanir, of MareAmante.

RMK Yachts, a subsidiary of RMK Marine in Turkey, has created a new marketing team. According to a recent company press release, Marcus Krall, managing director of Krall Media and former editor-in-chief of the magazines Boote Exclusiv and Boat Exclusive, will handle the yard’s public relations, while Ali Tanir, managing director of MareAmante, will handle yacht show branding. RMK Yachts has several projects, including the 170-foot (52m) S/Y Nazenin V for its 10-year survey, and several 164- to 262-foot (50-80m) design projects, according to the company.

BWA Yachting opens Gibraltar office

Global yacht services provider BWA Yachting has opened an office in Gibraltar. The company has operated there through sub-agents for 10 years. “It took us some time to identify the best partner to work with,” stated COO Nikolaos Patsiokas in a press release. “We’ve now joined forces with Turner Shipping.”

and provisioning. Patsiokas said the company hopes to change the perception of Gibraltar from that of a tax-free pit stop to that of a well-rounded location with additional services available, not only for yachts and crews, but for owners and guests as well. For more, visit bwayachting.com.

MarineMax Vacations expands

PHOTO/PROVIDED

Alex Lavarello, well known in the local shipping industry, will lead operations at the new office, based at 65-67 Irish Town. Services will include technical support, freight forwarding and customs clearance, booking VAT-free fuel, berth reservations in Gibraltar’s three marinas and commercial berths,

MarineMax Vacations now offers power catamaran charters in the Bahamas, with operations based at Abaco Beach Resort. From this new base, guests can explore 120 miles of Bahamian islands. The resort is near the Marsh Harbour International Airport and accessible via flights from Palm Beach, Fort Lauderdale or Miami. In other company news, MarineMax Vacations donated $4,600 to support

News 17 Virgin Islands Search and Rescue. VISAR is an independent, volunteerbased nonprofit organization funded almost entirely by charitable donations. It provides on-call emergency service to the Virgin Islands, including the island of Tortola, where MarineMax Vacations is headquartered. “Through the donations we receive from our charter guests, we are able to support the efforts of this great organization and their dedication to saving life at sea,” Raul Bermudez, vice president of MarineMax Vacations’ charter division, stated in a company press release “VISAR provides peace of mind to our charter guests,” he stated. “Should anything go wrong, they can dial 767 or SOS on a standard dialing pad to connect to someone for help.” For more information, visit marine maxvacations.com.

18 News

boats / brokers

Today’s fuel prices

One year ago

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 612/638 Savannah, Ga. 670/NA Caribbean St. Thomas, USVI 986/NA St. Maarten 833/NA Antigua 785/NA Valparaiso 740/NA North Atlantic Bermuda (Ireland Island) 841/NA Cape Verde 561/NA Azores 653/1,341 Canary Islands NA/938 Mediterranean Gibraltar 617/NA Barcelona, Spain 673/1,303 Palma de Mallorca, Spain NA/1,318 Antibes, France 1,662/1,695 Loano, Italy 802/1,831 San Remo, Italy 633/1,740 Naples, Italy 828/1,752 Venice, Italy 817/1,817 Corfu, Greece 698/1,531 Piraeus, Greece 653/1,512 Istanbul, Turkey 640/1,288 Malta 822/1,534 Tunis, Tunisia 631/NA Bizerte, Tunisia 635/NA Oceania Auckland, New Zealand 680/NA Sydney, Australia 604/NA Fiji 607/NA Algiers, Algeria 567/NA Bejaia, Algeria 567/NA Saranda, Albania 620/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 623/665 Savannah, Ga. 672/NA Newport, R.I. 670/NA Caribbean St. Thomas, USVI 958/NA St. Maarten 795/NA Antigua 700/NA Valparaiso 611/NA North Atlantic Bermuda (Ireland Island) 670/NA Cape Verde 562/NA Azores 648/1,408 Canary Islands NA/928 Mediterranean Gibraltar 627/NA Barcelona, Spain NA/1,308 Palma de Mallorca, Spain NA/1,310 Antibes, France 1525/1,825 San Remo, Italy 606/1,730 Naples, Italy 864/1,800 Venice, Italy 762/2,171 Corfu, Greece 718/1,645 Piraeus, Greece 669/1,590 Istanbul, Turkey 825/NA Malta 762/1,404 Tunis, Tunisia 601/NA Bizerte, Tunisia 601/NA Oceania Auckland, New Zealand 624/NA Sydney, Australia 632/NA Fiji 658/NA

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Apr. 15.

*When available according to local customs.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of April 15, 2018

Yachts sold

M/Y Carolina, a 158-foot (48m) Feadship launched in 1997, sold by IYC broker Mark Elliott, who represented the seller, and Northrop & Johnson broker Hank Halstead, who brought the buyer. Asking price was $14.9 million. M/Y Status Quo, a 142-foot (43m) Richmond launched in 2013, sold by Fraser broker Trevor Carroll, who represented the seller, and Denison broker Will Noftsinger and Allied Marine broker Sean Fenniman, who brought the buyer. Asking price was $17.9 million. M/Y Ninkasi, a 138-foot (42m) Holland Jachtbouw launched in 2010, sold by Burgess and Superyacht Sales & Charter, who represented the seller, and Camper & Nicholsons broker Andrew LeBuhn, who brought the buyer. Asking price was $15.9 million. M/Y Carte Blanche, a 124-foot (37.8m) Trinity launched in 2002, sold by IYC broker Mark Elliot, who represented the seller, and Worth Avenue broker Peter Kinn, who brought the buyer. Asking price was $5.3 million. A new Custom Line 120-foot in production in Italy and expected to be delivered later this year has been sold to an Asian client by Camper & Nicholsons in collaboration with Ferretti Group’s Asia Pacific office.

The-Triton.com May 2019 M/Y Huntress, a 96-foot (29m) Hargrave launched in 2007, sold by Ocean Independence broker Chris Collins, who represented the seller, and Atlantic Yacht & Ship broker Gregg Silver, who brought the buyer. Asking price was $3.9 million. M/Y Club M, a 96-foot (29m) Ferretti launched in 2014, sold by Denison broker Kurt Bosshardt, who represented the seller, and Royal Spanish broker Carlos Ara, who brought the buyer. Asking price was $4.85 million

New in the sales fleet

M/Y Valerie, above, a 279-foot (85m) Lürssen launched in 2011, listed with IYC broker Richard Gray for €170 million. M/Y Cynthia, a 182-foot (55.5m) Feadship built in 2005, listed with Merle Wood & Associates for $32 million.

See BOATS, page 20

20 News BOATS, from page 18 M/Y Golden Touch ll, a 147-foot (45m) Sensation launched in 2006, listed with Merle Wood & Associates broker John Cohen for $11.9 million. M/Y Alegria, below, a 145-foot (44m) Benetti launched in 2010, listed with Denison broker Alex Clarke for $14.75 million.

boats / brokers M/Y Mr D, a 138-foot (42m) Benetti launched in 2015, listed with Camper & Nicholsons broker Fernando Nicholson for $19.3 million. S/Y De Vrouwe Christina, a 137.8foot (42m) Feadship gaff-rigged motor sailer launched in 1957, listed with Camper & Nicholsons broker Andrew LeBuhn for $3.45 million. M/Y K (formerly Divine), a 131-foot (40m) Palumbo launched in 2015, listed with Camper & Nicholsons brokers Marco Fodale and Tommaso Bilotta for €12.5 million. M/Y Mary P, a 122-foot (37m) Trinity sportfishing yacht launched in 2009, listed with Merle Wood & Associates broker Billy Smith for $15.5 million. M/Y Sonic, a 121.5-foot (37m) Custom Line Navetta 37 launched by Ferretti in 2016, listed with Camper &

Nicholsons broker Jean Marie Recamier for €12.5 million. M/Y Avante V, a 120-foot (36.6m) Feadship launched in 1974, listed with IYC broker Bob O’Brien for $5.5 million. M/Y Captain Z, a 118-foot (36m) Baglietto launched in 1988, listed with IYC broker Costas Dimopoulos for €1 million. M/Y Siete, a 115-foot (35m) Benetti launched in 2002, listed with IYC broker Frank Grzeszczak Jr. for $5.5 million. M/Y Black and White, a 111-foot (34m) Sunseeker launched in 2010, listed with Infinite Yachts broker Nicola Ricci for €5.5 million. M/Y King, a 109.8-foot (33.5m) Overmarine (Mangusta) launched in 2004, listed with Camper & Nicholsons broker Marco Fodale for €2.9 million.

The-Triton.com May 2019

M/Y Moni, above, a 107-foot (32.6m) Vicem launched in 2013, listed with IYC broker Mark Elliott for just under $4.7 million. M/Y Seabeach, a 105-foot (32m) Princess launched in 2013, listed with West Nautical for €5.7 million.

News in the charter fleet

M/Y Golden Touch II, a 147-foot (45m) Sensation delivered in 2006, now available for spring and summer charter in the Bahamas through Merle Wood & Associates. M/Y Lady Jersey, a 118-foot (36m) Abeking & Rasmussen built in 1956 and refitted in 2014, available for charter through Infinite Yachts. M/Y Serenada, a 103-foot (31.5m) Mangusta built in 2005, based in Cannes and available for charter through Infinite Yachts.

Lürssen launches 95m Madsummer

Lürssen’s Project Fiji was launched in March and christened Madsummer by an American owner who has reportedly had a series of yachts with the same name. The 311.6-foot (95m) yacht is built of steel and aluminum, and can accommodate 20 guests in 10 suites. Features include a 39-foot (12m) pool protected by glass bulwarks, an upperdeck fireplace, a walk-over skylight, a built-in crane for an aeroboat, and a helicopter landing pad on the foredeck with a below-deck hangar. Madsummer is the third in a series of 90m-plus megayachts recently launched by the German yard, following the 364-foot (111m) Project TIS and the 446-foot (136m) Project Shu, now Flying Fox, both launched in 2018. Madsummer is scheduled for delivery this summer, according to news reports.

Benetti launches 3rd ‘Giga Season’ yacht

Benetti launched Project FB275, the third of three yachts launched in the yard’s self-proclaimed “Giga Season.” The 354-foot (108m) FB275 has a steel hull and aluminum superstructure with five decks. According to Benetti, FB275 was designed to cruise the oceans for thousands of miles without the need to refuel; a 345,000-liter fuel tank enables a range of 6,500nm at 14 knots. Main propulsion comes from two MTU diesel engines enabling a maximum

May 2019 The-Triton.com speed of about 18.5 knots. The main gen sets are four CAT C18s. According to Benetti, FB275 has an electric Schottel stern SPJ pump jet with 500 kW power, which enables the yacht to travel short distances under electric propulsion. Benetti’s “Giga Season,” following recent expansion of the Livorno shipyard, began with the launch of the 351-foot (107m) Project FB277 in December, followed by the 353-foot (107.6m) Project FB272 in February.

Heesen announces Project Aquamarine

YN 18950 Project Aquamarine, Heesen’s first yacht in the new 5000 Aluminum Class, is under construction. The fast-cruising aluminum yacht features a hull with a raised transom and incorporated propeller tunnels that increase efficiency by 12 percent and decrease the draft to 2.15m, according to the builder. The use of MTU’s new 16V4000M65L green oceanic engines, designed to operate with a Selective Catalytic Reduction unit to reduce NOx emissions, makes Aquamarine reportedly the first fast-cruising yacht below 500GT to be IMO Tier III compliant. Project Aquamarine is available for delivery in January 2021.

boats / brokers Galactica Star for sale in sealed bid

M/Y Istros, at left, is shown on its way from a yard in Malta to the Netherlands. Below, is a rendering of the M/Y Istros once Feadship has finished a complete rebuild of the yacht.

M/Y Galactica Star, a 213-foot (65m) Heesen launched in 2013, is for sale in a judicial 45-day sealed bid through Fraser broker Josh Gulbranson that began April 4 and will close May 19. The aluminum yacht’s fast displacement hull and two MTU 20V 4000 M93L engines have a 4,200nm cruising range at 14 knots, and a top speed of about 28 knots, according to Fraser. The yacht is built to ABS classification and LY2. Six staterooms accommodate 12 guests, and six cabins house 12 crew, plus the captain’s cabin. For more information, visit yachtgalacticastarsale.com.

efficient hull and ecologically conscious technologies. According to Oceanco, the LIFE design reduces the overall demand for propulsion power.

Bravo Eugenia wins explorer award

Feadship rebuilds M/Y Istros

Oceanco’s recently delivered M/Y Bravo Eugenia won the first La Belle Classe Explorer Award presented by the Yacht Club of Monaco on March 28. This award is based on naval etiquette, preservation of the ocean and its biodiversity, and technological innovation, according to a press release. The 357-foot (109m) yacht is Oceanco’s first LIFE-designed vessel, developed in collaboration with Lateral Naval Architects. It has a lengthened waterline, innovative layout, fuel-

News 21

PHOTOS/PROVIDED

The 138-foot (42m) Istros was launched by Amsterdam Shipyard G. de Vries Lentsch Jr. in 1954 as one of the largest motoryachts built in the Netherlands at that time. It took two and a half years to build the boat for the Greek shipping family Pappadakis. The yacht is now undergoing a complete rebuild at Feadship on behalf of its new owner. The project began in 2018 with the removal of the superstructure and the stripping and reconditioning of the hull

at a yard in Malta. Now back in the Netherlands, the hull will be refitted and a new aluminum superstructure will be added. According to Feadship, a new engine room will house twin C18 main engines, a C4.4 diesel generator and a Capstone DC 65 diesel Micro Turbine generator. Relaunch is expected before the summer of 2020.

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The-Triton.com May 2019

Prevalence of remote surveys prompts emerging guidelines Rules of the Road Capt. Jake DesVergers

Inspections and surveys on board a yacht are commonplace. These include visits by the flag administration, the classification society, insurance, and port state control. When the inspections are planned, perhaps around some down time or during a shipyard period, they usually do not interfere with the yacht’s schedule. But what about those situations in which the yacht is remotely located or short on time? Technology has found a solution: introducing surveys without surveyor attendance. Now, don’t get overexcited in thinking that you’ll never see a surveyor or inspector on board again. In these early stages, each situation is being reviewed on a case-by-case basis. It really depends on the scope of work to be completed. Remote survey techniques have been in use for many years. They normally combined the use of photos, emails, video, Skype and/or Facetime. However, new advances in technology, plus data storage and transfer, have opened more options. As the benefits of this capability have become more consistent, the use of these technologies has also become more common and widespread. Thus, several flag administrations and classification societies have issued guidance notes on requests for surveys without attendance. At present, a remote survey is mostly defined as an inspection without surveyor attendance. Understandably, remote surveys are being used for smaller tasks, such as verifying if a repair has been undertaken or ensuring minor damage has been rectified. In cases involving large cargo ships, we also see the use of drones to assist surveyors with accessing difficult or dangerous parts of a vessel. According to the chief surveyor at Lloyd’s Register (LR), while remote surveys aren’t always the answer to everything, they can ensure that there are fewer attendances on a vessel and a reduction in the number of interventions that may be required throughout the year. This is a huge advantage for owners and operators and has significant benefits for LR’s surveyors, he says. Analyzing collected data is the major task of any surveyor. Preparing for and undertaking an inspection can be time-consuming for both the crew and

surveyor. Remote surveying techniques can facilitate a more efficient collection of that data, while allowing surveyors to focus their energies on the interpretation of the evidence. From this surveyor’s personal opinion, remote surveys can remove the inherent hassles and stress of travel. It can also eliminate the scheduling needs and safety risks of flying, driving or boat transfer. My favorite example is the “quick” trip from Fort Lauderdale to Nassau. The flight is about 50 minutes. Now, add travel to the airport, check-in, security, departure time, flight time, immigration and taxi. Then double that for the return. Assuming no delays, such as the usual afternoon thunderstorm, it is a minimum of five hours for just the travel. Remove the travel aspect, and a job that takes 30 minutes can be completed much more efficiently for all parties involved. While a wide range of surveys can be managed through video and picture evidence, it is critically important that the right technology for the situation is used. For a surveyor to validate the data and evidence collected, the associated imagery must genuinely represent what is being observed. Traditionally in an inspection or survey, the only person who can guarantee that is the surveyor, who has the experience of knowing exactly what they want to see or are seeing. Currently, the following types of surveys will be considered for remote verification:  Tail shaft survey extension.  Continuous Machinery Survey (CMS) items.  Documentary verification.  Boiler survey extension.  Occasional underwater examination.  Issuance of recommendations related to minor deficiency.  Postponement of recommendations related to a minor deficiency.  Rectification of open deficiencies.  Surveys not ordered together with annual surveys. It’s important to note that periodical surveys, such as the annual survey of a yacht, are not currently part of the remote survey allowances. The complexity of this type of inspection requires a surveyor to physically visit the yacht. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (yachtbureau. org). Comment at editor@the-triton.com.

Operations 23

May 2019 The-Triton.com

Theft-proofing a yacht during its shipyard time takes planning Secure@Sea Corey D. Ranslem

Theft of materials from a yacht during a yard period actually happens more than you may think. When I started doing research for this particular column, I was surprised by the amount of theft that takes place during yard periods for boats across the entire marine industry. Theft of shipyard materials is fairly common in the industry, with most of those thefts taking place in larger shipyards where cargo ships and cruise liners are serviced. However, there are cases where high dollar items have been stolen from large yachts during yard periods. Fortunately, those thefts aren’t as common, but when they do happen, they can be very costly to the owner, and sometimes set a refit project back depending on what was taken. Most large yacht builders and shipyards have good security that includes security officers (both static and roving

patrols), electronic monitoring and, in some areas, access control. Electronics are always a popular item for thieves, whether the boat is in the shipyard or docked within a marina. I did a column a few months ago about vessel thefts. South Florida ranks as one of the top locations in the United States for vessel thefts, however, it is much harder to track the statistics for thefts of items from a vessel. There is not one clearing house for that type of data. Law enforcement response to thefts of items from vessels is typically through local jurisdictions, and each jurisdiction tracks those thefts statistics differently. So how do we protect our vessel while we are in short- and long-term yard periods? There are two major areas of consideration. First, the security protections and reputation of the shipyard should be considered. This is a big industry, but it is small when it comes to what happens within the industry. Messages don’t take long to travel through this proverbial industry “grape-vine” when there is a problem, especially with a shipyard. Second, it is a good idea to have a

plan in place of how to protect your vessel. Security within a shipyard varies by yard. Some have great security, and others are marginal at best. When looking at shipyards for repairs there are some security considerations that shouldn’t be overlooked. First, what type of security force does that yard employ? Are they in-house personnel or contract? Typically, in-house security personnel are better trained and know the yard better than contract or outside security. With the physical security, consider what type of electronic protection systems are in place. Does the shipyard have adequate lighting? Is there a CCTV system, and does this system cover the critical areas of the yard, including the docks and work areas? Does the yard have some type of physical or electronic access control system to protect entry points and locations within the shipyard where high value items are stored? Does the yard track contractors and ensure they have the proper insurance? It is also a good idea to ask other captains about their experience with the

security in the yard and any potential problems or areas to avoid. Even with the best security personnel and systems in place, there is no guarantee that thefts won’t occur. Next it is a good idea to have a plan in place for the vessel. Depending on the type and extent or work, consider removing all valuable items and putting those items in a secure storage, whether it is inside or outside the yard. Most vessels have security cameras and an access control system in place. Try to keep these systems operational during the yard period if possible. If not, have a good physical access control system in place, and always know who is coming onboard and why. Unfortunately, most thefts occur from contractors coming onboard, especially when the level of security is perceived as low and any electronic systems are offline. Corey Ranslem, CEO at International Maritime Security Associates (www. imsa.global), has more than 24 years of combined Coast Guard and maritime industry experience. Comment at editor @the-triton.com.

24 Operations

The-Triton.com May 2019

The ABCs of PLCs: Problems often due to failed sensor input Engineer’s Angle JD Anson

As yacht builders strive to differentiate themselves, the boats are becoming more complex. Increasingly, push-button computer interfaces are being installed to operate everything from starting the engines to turning on lights. While these computers have become more reliable, they are not infallible. It is not unheard of to see a yacht running back to port with garage door open or the passerelle sticking out of the behind. This is the nautical equivalent of walking around with toilet paper stuck to your shoe. It’s just not proper yachting. Programmable Logic Controllers are the most common type of computer control interface found on board. They normally are a matched set of DIN rail mounted modular devices consisting of a small computer and power supply coupled to input and output modules. Feedback from sensors give the computer a snapshot of the state of what it is controlling, and the program tells which output to activate. In the above mentioned passerelle, a set of buttons, when pressed, send a signal to the PLC telling it what needs to happen. The computer then checks for certain parameters to be met by sensors before activating the pump and valves to create motion. It does this not with black magic, but via a program written in Boolean logic. This language reduces variables to a YES/NO simplicity. For instance, it will see if the door is unlocked, open and the passerelle extended fully before activating the hydraulic valve to drive the gangway up. If any of these states read NO, then the valve will not actuate. This is a safety to avoid damage by slamming the gangway into the housing. In Boolean architecture, the use of AND, NOT, OR, NOR and XOR makes multiple parameters possible. Thus, the example above must read “door unlocked AND open AND passerelle extended” before allowing the valve to move. In order to give the information to the computer, a multitude of sensors are available to cover every conceivable type of condition – position, temperature, pressure and more. These can either send a digital YES/NO signal, or an analog variable, usually a 4-20mA. Regardless, the program will look for a condition to

be satisfied before moving on to the next step. These signals, along with the outputs, are the many small wires seen on the modules. Each wire is connected to a specific component, and carries signals to and from that component, allowing the program to see the information it needs. Most failures in PLC systems occur because of an input failure. A button not making contact will not send its input. A failed or out-of-adjustment proximity sensor will not give input to the module about whether the door is open. A bad pressure transducer will not send the correct mA that the computer needs to see. Digital (YES/NO) sensors are easiest to troubleshoot. A proximity sensor is an inductive coil that moves when metal is close enough to it. This coil then closes a switch inside that completes the circuit. Placing a wrench up to its end should activate it. Many have a small LED to show when the switch is closed and will light when the wrench is against it. Check also the gap between it and the metal when it is to be activated. Some require less than 2mm gap to activate. Digital pressure sensors that switch at a preset point can easily be tested via a multimeter. If needed, the leads can be jumped to bypass a bad sensor. Analog sensors are more difficult, and without special mA generators, there's no way to fool the computer. Best to carry spares for these and replace if suspect. The worst scenario is a corrupted or failed computer. This does happen, especially in aged systems. For example, how many WIN 95 computers are still in use? Yet many PLCs are of the same vintage. Spare computer modules are sometimes available. However, without the specific program for the application they are useless. Best practice is to always insist on a copy of the program being written to be kept on board. Many times a simple part swap will end up a full system replacement, costing many thousands of dollars for lack of a simple thumb drive. Also, the company that writes the program could disappear without notice, thus losing any chance of support. This simple troubleshooting can allow emergency repairs enough to avoid ruining the boss’ vacation. JD Anson has more than 20 years of experience as a chief engineer on megayachts. He is currently project manager at Fine Line Marine Electric (finelinemarineelectric.com) in Fort Lauderdale. Comment at editor@the-triton.com.

May 2019 The-Triton.com

Mid-level leaders must balance needs of those above and below Taking the Helm Paul Ferdais

While a bosun, second stew or second engineer all have leadership roles, they’re also considered middle managers. They have people who report to them, and others to whom they report. To be successful in that role, they must strive to be the best middleman they can be. Keep in mind that leadership and management aren’t the same thing. Leaders deal with people, which means they create a common goal for everyone to aim for – say, five-star service – and explain how to achieve that goal. Good leaders will be seen to do what they ask of others, create influence, and deal with people as people. Meanwhile, managers deal with things. They make schedules, make plans, direct the flow of activity, set up rules and procedures, and create goals. Leaders and managers are two sides to the same coin. Here are suggestions on how to be a great middle manager and leader: Be a straight talker. Communication is a critical skill as a go-between. Middle managers need to be able to pass on instructions or requirements as clearly and as exactly as possible, both up and down the chain of command. With good communication, not only will management skills improve, but so will their standing as a leader. Relate to the crew. Middle managers work the most closely with their direct reports. Chief engineers, because of their many responsibilities, may not work as closely with team members on a daily basis. Therefore, the chief may not get to know everyone on the team on a personal level. This can create a divide between team members and the chief, which makes sense, given the hierarchy. However, if the second engineer, who works closely with everyone on the team, only relates to the other engineers as tools to be told what to do, interpersonal difficulties will arise within the team. Middle managers must figure out a way to relate to their people. Know the strengths and weaknesses of the crew. Good middle managers develop insights into which crew member is best at certain tasks or activities. If a steward-

ess is a 7 out of 10 with table settings, but only a 3 out of 10 with rudimentary tender driving skills, it’s probably more beneficial to take the 7 skill to an 8 or 9 than to spend a lot of time trying to take the 3 to a 4 or 5. Good middle managers will find ways to develop the strengths of their team members. Be a good teacher. It usually falls to the bosun to teach necessary deck skills to the deckhands. Therefore, a bosun who takes time to learn how to teach and coach will be a more successful leader and a better all-around manager. Understand the big picture. Middle managers must know what’s expected of them and their team at any given time. At different times, different steps will be necessary for the team to succeed. This includes when the boss is on board, or when the yacht is in the shipyard, on charter or underway to a destination. It’s essential for a good middle manager to have a plan to accommodate what’s coming next. Root out problems. Good leaders don’t avoid conflict; they face it head on. If there are issues with team members, middle managers must get to the bottom of it to prevent the issue from growing larger and affecting the team as a whole. Respect critical relationships. While middle managers may not like those who are considered upper management, or even those at the same level as them in the hierarchy, they must be able to ignore that. These are critical relationships that have to work, no matter what – lives may depend on it. Succesful leaders do everything in their power to work the best they can with everyone, no matter how they may feel about them personally. Speak the truth. Good middle managers aren’t yes people. They build influence through diligence, competence and conscience. Managing and leading from the middle is a balancing act, and it requires learning how to help those below and above succeed. A former first officer, Paul Ferdais is owner of The Marine Leadership Group (marineleadershipgroup.com), and a commanding officer in the Canadian coast guard. Comment at editor@ the-triton.com.

Career 25

26 Career

The-Triton.com May 2019

Five strikes until you’re gone, but I’m at two and holding fast Trading in nagging guests and eighteenhour days on your feet to the peacefulCrew Compass ness of sitting in a comfortable chair Lauren Loudon having conversations on a phone at your own pace instead of fake-smiling until From youngsters using the opyour every muscle aches. portunities of the yachting industry Yachting certainly isn’t for everyone, as a money-making travel experience but aside from a few exceptions, once in a pre-university gap year to the we are in, we are hooked. veteran captain/wife teams sharing I’m looking at the idea of leaving this their wisdom on the high seas after industry because, for a lot of us, it’s cergrown-up kids flee the nest, there is no tainly not a forever job. It’s for a limited one umbrella that covers all of us when period, until circumstances begin to we think of yacht crew. While it seems change. Perhaps that involves children there may be “ideals,” as I wrote about coming along, parents getting older, in last month's column, there are no or other personal reasons. Or perhaps hard-and-fast rules. it’s simply because it was I know 18-year-olds never intended to last a Yachting certainly making the most of a sumlifetime. isn't for everyone, mer off from studying, and That's not to say I know 65-year-old couples but aside from a that everybody is only who joined the industry in in this for a certain few exceptions, their 50s after their youngperiod, because I know of once we are in, est daughter got married. a lot of people who land we are hooked. My former captain is well themselves in the perfect into his 70s and as fit as situation of rotational a fiddle, with a brain full jobs well into their later of more knowledge and wisdom than life, allowing them to easily juggle family I could ever imagine. And I have met life with working at sea. plenty of people like myself and my Conversations I’ve had recently husband – those in their 20s or 30s, in with a few fellow crew members have a comfort zone and well established on included words such as: “just one more their preferred-size boats. year” – “after this season I’m done” – “I Some of us find the situation that know I said this last year, but this time works best and are happy to stick there, I’m serious” – “I’m going to go back to while others never stop taking courses, the yachts for another summer.” studying and working their way up the The difficulty of leaving has to have never-ending ladder that opens new some element of uncertainty, no matter doors at every stage. what age you are or what your situation Within the community, there is a is. Stepping outside of a comfort zone theory that the average crew member is never easy. Along with that brave has five strikes to leave the industry, or leap comes financial changes, major at least will try to leave five times before alterations to living conditions, climate finally hanging up their epaulets for differences and an array of other shifts. good. So what exactly is it that keeps us It’s a whole lifestyle change. from walking away? But in the end, I think all of us crave The lifestyle? The travels? The salary? some kind of normality, a sense of I have no doubt that all of these are huge belonging, a home. contributors as to why some have stayed I’ve taken two of my strikes. Today, on board longer than intended. As far as I’m happily unpacked in my new cabin, jobs go, let’s face it, ours is pretty sweet! aboard my newest yacht and beginning Could anyone go from the bliss of to look forward to what comes next – being out in the open ocean, the joy of and when. I’m lapping up every single experiencing paradisiacal locations and moment of this job I love so much and racking up passport stamps at a pace of taking each moment as it comes. knots, to sitting at a desk for nine hours I’m simply not ready just yet for a day plugging numbers into a spreadanything other than the life I know best. sheet? Could we trade in the salt air on our skin for the cloggy toxins of the city Lauren Loudon has worked as a yacht smog, the daily commute, the “rat race”? chef for more than four years. She hails I’m sure if you look at it from the from Lancashire, England. Comment at other side of the coin, it’s a lot clearer. editor@the-triton.com.

May 2019 The-Triton.com

Inner purpose a powerful tool when awakened Crew Coach Capt. Rob Gannon

Working with people over the past decade as a personal coach, the concept of purpose arises quite often. People are interested in understanding, finding and living their true purpose. I became aware and interested in this some 30 years ago, as I wanted to understand my own journey better. The learning around this subject hasn’t stopped and I’m always pleased to share what I have learned with those seeking more understanding of this subject. Many books have been filled with inspired concepts regarding purpose. I hope that in this brief column I can share a bit to provide another tool for navigating this journey of life we are all sharing. In my work coaching professionals in the yachting industry, the topic of purpose sometimes comes up. People in this industry, as well as many others, begin to wonder if this is what they were really meant to do. They may feel like there is something else calling, it just may not be quite clear yet what that is. This is all healthy and good and quite normal. What needs to be understood, however, is that this focus is really only one half of the purpose field. What we do for our profession, where we live, what we have – these fall under the area of outer purpose. We set goals and form a plan to get somewhere, and that’s all good – but the real gold comes from the

often overlooked inner purpose. I think most of us know that the outer things – wealth, status, shiny things – don’t equal happiness or inner joy. Working as crew on a yacht certainly gives us a front row seat to proof of this. Are all the wealthy people who own and charter megayachts happy and emotionally healthy? Some may be, but I think we see many who are wrapped up in petty grievances and focusing on too many outer things that create a stormy sea of their own making. They can leave us wondering why, with all they “have,” they appear so miserable. Well, it’s usually because the inner purpose, the inner guiding compass, has been buried. It’s not dead, because it is life itself – but it’s buried, often under judgments, victimhood and ego. In 1997, a bestselling book emerged in the personal growth area. “The Power of Now,” by Eckhart Tolle, awakened and introduced many to the workings of our inner world. He shares brilliantly how we can tap into this inner power we all possess and use it to guide our lives. Not all of it is easy to do, but understanding what negatively affects our inner guidance system is a great starting point. Tolle goes into two areas that deeply hinder a positive and joyful outlook on life: acceptance of what is, and surrender. I think these two can be tough for all of us. Imagine that unhappy millionaire on the yacht – how do you think he or she is doing with acceptance and surrender? Probably not very well. I think the concept of surrender is really foreign and misunderstood by

many. Eckhart Tolle puts it this way: To some people surrender may have negative connotations, implying defeat, giving up, failing to rise to the challenges of life, and so on. True surrender, however, is something entirely different. Surrender is the simple but profound wisdom of yielding to, rather than opposing, the flow of life. It does not mean that on the outer level you cannot take action and change the situation. In fact, it is not the overall situation that you need to accept when you surrender, but just the tiny segment called the "Now." Through nonresistance, the quality of your consciousness – and therefore, the quality of whatever you are doing or creating – is enhanced immeasurably. The results will then look after themselves and reflect that quality. We could call this "surrendered action." So, we have to acknowledge our resistance, how it is affecting us and how our minds can turn a situation or an outlook on life towards the negative. It’s inner work and not always easy, and that’s exactly why so many of us neglect and avoid it. The consequence of this avoidance however can be quite heavy. We may not understand why we feel so miserable at times and unknowingly may share a trait with that miserable millionaire on the yacht. We are disconnected from our inner purpose. Enjoy the voyage. Capt. Rob Gannon is a 30-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comment at editor@the-triton.com.

Career 27

28 Where in the World

The-Triton.com May 2019

refit show

he fourth annual Refit Show concluded with a networking happy hour after a full day of seminars, demonstrations and exhibits. Though official statistics have not yet been released, the number of exhibitors and attendees appeared to be up from last year. The Triton was onsite with a booth and hosted the two free lunchtime seminars, one about Art on Yachts, and the other with the captains roundtable discussing estimates. Photos by Dorie Cox and Lucy Reed

May 2019 The-Triton.com

refit show

Where in theCareer World 29

Inventory first step to protect art during refit By Lucy Chabot Reed Even though chief stews are intimately involved with the yacht’s collection of art and its care onboard, protection of the artwork when the yachts heads to the shipyard is often left to the last minute, according to two specialists on the Art on Yachts panel at the Refit Show in Fort Lauderdale in mid April. The key to changing that is for chief stews and captains to know exactly what sorts of art they have onboard and what each piece is worth. “When you think about it, art is one of the few parts of the yacht that can actually increase in value over time,” said Susan McGregor, owner of Bellissima Luxury & Fine Art Services and a panelist. “That’s an asset. To appreciate the values that you are working around is very important.” “Knowing the value prevents you from making McGregor decisions as crew that could be damaging,” said panelist Amy Halffman, owner of Halffman Designs of Seattle. “We’ve all seen many times where crew will just lay a piece [of art] on the bed and cover it with a pillow case. If you do that with a piece that has value, and there’s dust, temperature changes, or other conditions – maybe the A/C goes out – you don’t want to ruin [the piece] and take that responsibility. Nobody wants to make that phone Halffman call.” Interior crew are typically accountable for the care, custody and control of art onboard, whether that’s fine furniture, stemware, paintings or sculptures, even the owner’s personal belongings. Knowing what’s onboard and its value will help crew make decisions about how to protect it during a refit. “The No. 1 thing is to plan ahead,” McGregor said. “Plan ahead with the art as you would plan ahead for any other work being done. You’re going to line up a vendor or take care of it yourself. Our rule of thumb is, if the power is going to be turned off, plan to remove it. When, where, how much art is coming off? Is it just art? Is it also stemware? Is

PHOTO COURTESY OF Bellissima Luxury & Fine Art Services

Art, furniture, stemware and the owner’s personal belongings should be removed and secured during refits to protect them from temperature changes, dust and damage, the panelists said. A good art services provider will carefully custom pack items for transit and storage.

it wine? Is it personal items, bedding, books? “Have an inventory,” she said. “What is coming off? Where is it located on the yacht? What are the dimensions, with the frame and without? An art services provider will want to do a site visit if possible to determine the volume of art, the type of art so they have the right materials. And we have to make sure you have the proper insurance. Those last-minute calls are really difficult.” “Crew should know the materials behind the art, because if some of that artwork is coming off, it might not be coming back on, but your holes in that bulkhead will still be there,” Halffman said. “So how are you going to cover that up? You want it done in a timely manner because someone has promised [the owner] when they can have their boat.” Not all artwork is high value, but it still must be treated with care. When crew are called in to manage the removal and storage of the art themselves, McGregor had a few tips. “At a minimum, safely get it off the wall,” she said. “If you’re going to be driving it in your car, cool that car down before you get in. “You are going to want to secure it [the art],” she said. “We don’t use bubble wrap. I’ve seen it melt; it doesn’t usually go well. What we recommend, at a minimum, is to stand the artwork up in a box. Put a piece of cardboard 1-2 inches bigger between them to keep them from damaging each other. With sculptures, she said, “put them in a box and gently pack with tissue paper or brown paper. Close the box so nothing else falls in there.” Once secured for transit, make sure the art is stored in a climate-controlled environment. Many storage units are not climate-controlled and the artwork

could be subject to humidity, mildew, insects and worst. “The same thing goes for all the soft goods on the boat you have to remove,” Halffman said. “I shipped silk pillows down to Florida in plastic, airtight bags and threw them in a box. I did that just once.” Clive McCartney, director of the yacht management division at Denison Yachts, asked the panelists about insurance. “Boat policies will list item maximums or a total amount of art allowed onboard, and nobody has any idea what those are,” he said. “I want the art inventory so I can share it with the insurer and have them say yes, everything on this list is good to go and insured while it’s on the boat. Or they might say, ‘oh, that $150,000 item is outside our item maximum. Let’s underwrite this properly.’ “I’ve been doing this for 15 years, and I don’t think even many owners are paying attention to that level of particularity in terms of the insurance policy and the art,” McCartney said. “They assume someone is paying attention, but very often nobody is.” If the yacht doesn’t already have an art inventory, going in for a refit is the perfect time to create one. “Have the chief stew go around, take all the photos, create this document, and then delegate the research,” Halffman suggested. “Contact the designer or use Google to get some values. This should be a standard document on every boat.” “And if you don’t have a value, estimate,” McGregor said. “If there is a claim, they would have to provide proof of value and documentation, but an estimate is a great start.” Lucy Chabot Reed is publisher of The Triton. Comment at lucy@the-triton.com.

30 Interior

The-Triton.com May 2019

Today’s canapé is raising the bar on fashionable, eclectic edibles Culinary Waves Mary Beth Lawton Johnson

To a yacht chef, no dinner party is complete without passed appetizers, from skewers to food shooters, dips and chips, wraps – and canapés. When a principle asks for appetizers on board, is a canapé the first thing you think of? What exactly is a canapé? Canapés are a type of hors d’oeuvre that typically uses pastry, bread or toast as a base to seat bite-size food atop to be passed out as finger food at a party. The French definition, stemming from the French word for couch, describes them as bite-size morsels of food, no

more than two bites, housed atop bread, as though sitting on a couch. Typically, they have five parts to them: base, spread, topping, garnish and glaze. That’s the standard textbook definition. With modern cooking techniques comes modern cuisine, and the traditional five components are being challenged. The days of rolled smoked salmon and cream cheese are over. Now it is a journey into eclectic edible ideas using cooking techniques such as sous vide, dehydration and nitrogen. Nevertheless, there are several rules of thumb for making canapés that remain very important: A canapé must

PHOTO/AlicE Pasqual on unsplash

be small in size, pack huge amounts of flavor, have multiple components, and fit with the theme of the meal. A canapé should convey the flavors of the meal to come, but also stand alone. It should be easily picked up by its base, and it must be bite-size. There should be no need for a fork or

knife, which would be cumbersome when standing at a party or dinner get-together. Canapés should have myriad layers of flavor packed into one or two bites. They should be easy to make and then put on a platter and served. They are to be picked up by their base, so the base must be sturdy to hold up to any kind of liquid, soft spreads and toppings, but still be small enough to fit into a mouth in one or two bites. The finish of the canapé must be smooth, and no amount of food should stick to the hands. No one wants a glaze stuck on their hands when picking up a canapé. While other hor d’ouerves might only have one aspect to them, a canapé has many, whether old school or new. So what’s new today on the scene of canapés? Exciting news for yacht chefs. Today’s canapé has turned into fashionable bites that represent upscale, unbelievable ventures into food. London’s most expensive and unique canapés were recently featured on the website Tatler.com. Many were designed for fashion runways, and several caught my eye. One was made of osetra caviar fashioned into a golden ring. Another was what appeared to be a glazed cherry, but it was, in fact, venison hand-shaped into a cherry, then glazed. Canapés are now entering the realm of jellies – from gummy bears hand-sculpted and filled with flavors to verrines and shooters. Some canapés are shaped like jewelry. The Fish and Chips canapé features edible wrappings such as rice “newspaper” with a microchip of sea bass. Another type of canapé is called an Amuse Bouche’s. These are typically served in restaurants as a freebie and you don’t really have a choice as to what you get. Over the years on board, I have shopped at various professional chef suppliers looking for molds, acetate, piping bags, tips, etc. to assist with items that require precision in the galley, such as canapés. I recommend checking out the website JB Prince.com, which offers a selection of professional cookbooks to assist with appetizers and hor d’ouerves, as well as other tools that you might need on board. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine, and has worked on yachts for more than 25 years. Comment at editor@ the-triton.com.

May 2019 The-Triton.com

Order of precedence is crucial to providing fine table service Stew Cues Alene Keenan

In a recent article, I talked about where to begin service once the guests are at the table. Another important bit of knowledge for service is the correct order of precedence for seating at more formal affairs. For state dinners, rank is one factor that determines seating at the table. Depending on the purpose of an event, protocol for order of precedence may be closely followed. For instance, in the United States, for an official state dinner, a partial list of the order of precedence is as follows: The president is the highest ranking, followed by the vice president, speaker of the House of Representatives, chief justice, former presidents, secretary of state, secretary general of the United Nations, ambassadors of foreign powers, widows of former presidents, and so on. We may never serve high-ranking government officials on our yachts, but there is generally a hierarchy of some sort to be followed that ensures no one will be offended by where they are seated. Sorting a group of guests and finding the most respectful and sensible way of seating them is essential. If you have ever planned a wedding reception, you know how important it is to properly seat guests so that they are comfortable with those around them. According to Charles MacPherson’s wonderful book “The Butler Speaks,” in the 1900s, seating at the table depended on one’s station or rank in society. The relationship of the guests to the hosts is also a factor, as well as national or regional customs. If the host did not indicate where guests should sit, the order of precedence was followed. In America today we generally alternate men and women at the table, with the highest-ranking female seated to the right of the host, and the secondhighest to his left. The hostess will be at the other end of the table, with the highest-ranking male guest to her right, and the second-highest to her left. For a business event, guests may be seated in a way that helps build professional relationships. One server for 6-8 guests is usually enough. Food may be served to guest in sequence or women may be served before men. If the food is served in

sequence, the woman to the right of the host is served first, the man to her right is served next, and so on. Service proceeds counter-clockwise and the host is the last person served. When women are served first, the woman to the right of the host is served at the same time as the woman to his left. Two servers are needed, and both proceed clockwise to the women and then to the men. If there is only one server at the table, it’s a nice idea to reverse the direction of service after each course so that the same guests are not always served last. The lifestyle of the servants in a stately home was tightly structured. They also had a strict order of precedence for mealtimes. The order of precedence was even followed when servants filed into the dining area. The butler would sit at the head of the table and the housekeeper at the opposite end. All males were seated on one side, all females on the other. The first footman sits to the butler’s right and the lady’s maid to his left. The butler would carve the meat, then send the plate to the housekeeper who served the vegetables. The second footman would take the plates around and serve in order of rank. When upper and lower servants dine together, the lower servants should speak only when addressed by their superiors. It is hard to imagine what life was like for servants in that day and age. There are a lot of similarities to the yachting lifestyle, but they did not have the many conveniences we have today. Imagine what it would be like to live in a world without electricity, as they did. The chain of command on a yacht is our type of hierarchy and it should be followed by all crew. We have our junior and senior crew, head of service, head of housekeeping, and the captain and other officers are at the top of the pecking order by design. The chain of command is worthless without a chain of obedience, and the best leaders inspire confidence and command respect. Alene Keenan is former lead instructor of interior courses at Maritime Professional Training in Fort Lauderdale. She shares more than 20 years experience as a stew in her book, “The Yacht Guru’s Bible: The Service Manual for Every Yacht,” available at yachtstewsolutions.com. Comment at editor@the-triton.com.

Interior 31

32 Interior

The-Triton.com May 2019

Owner’s favorite blueberry muffins take top billing at breakfast Top Shelf

RT’S BLUEBERRY MUFFINS

Chef Tim MacDonald

While on board my last vessel, I developed a unique relationship with the owner, RT. Three years ago, we started breakfast with a massive buffet. Years later, like the battle of Stalingrad, there were only two items left standing on the last trip in February 2019: fruit and his ubiquitous favorite, the blueberry muffin. The cannot-do-without, I’ll-take-itto-the-moon-in-a-plastic-box muffin. If marooned on a desert island with the choice of Miranda Kerr or the muffin, he would take the muffin, hands down. No other food-related item has created such a stir. My stand-in chef for nine months could not replicate it, so in a classic prima donna tantrum, simply refused to bake a muffin for the boss. The secret lies within. It’s more of a batter than a cake – looser. And the trick is oil, which keeps it moist. But the real key is double fruit. So much fruit that

Ingredients

250 grams blueberries 220 grams plain flour 2 teaspoons baking powder 1 egg 125 grams caster sugar 3/4 cup milk 3/4 cup canola oil 1 teaspoon pumpkin spice

Crumble mixture

200 grams plain flour 120 grams butter 6 tablespoons flaked

almonds 2 teaspoons ground ginger 2 teaspoons baking powder 3/4 cup caster sugar

Method Simply mix quickly, don’t overwork, and top with crumble mixture. Makes 6 large or 10 small muffins.

PHOTO/Tim MacDonald

sometimes the batter cannot support it. It's an easy answer for stews when those uninvited guests turn up early for breakfast and they are not set up. The recipe is owned by the queen of Australian cuisine circa the 1990s,

the one and only Stephanie Alexander. What’s so good about it? There is no better answer than to bake it and find out. Tim MacDonald (timothymacdonald. weebly.com) has more than 20 years

experience as a chef. He was named Concours de Chefs winner for Yachts over 160 feet at the 2011 Antigua Charter Yacht Show. His recipes are designed for the owner and guests. Comment at editor@the-triton.com.

Crew Health 33

May 2019 The-Triton.com

Landmark study is clear: Eat more whole grains, fruit; less salt Take It In Carol Bareuther

If you want to live longer and with a lower risk of chronic disease, change your diet in three ways. First, eat more whole grains. Second, eat more fruit. Third, eat less sodium. An improvement in diet such as this on a global scale could potentially prevent one in five deaths worldwide. This is the conclusion of a landmark study, written in an article titled, “Health effects of dietary risks in 195 countries, 1990-2019: a systematic analysis for the Global Burden of Disease Study 2017,” published in the April issue of respected medical journal The Lancet. What’s more, study author Dr. Ashkan Afshin and colleagues discovered that dietary risk factors, unlike other risk factors, affected people regardless of age, sex and sociodemographic development of their place of residence. In other words, this diet advice is good for you. Here’s how to put the study’s profound yet simple diet findings on your plate. 1. Eat more whole grains. Whole grains are those that contain the entire kernel: outer bran, central germ and endosperm that makes up the bulk of the seed. Foods in this group include breakfast cereals, crackers, bread, rice, pasta, biscuits, muffins, tortillas and pancakes, to name a few, made from whole wheat, whole grain corn, whole oats, brown rice and other whole grains. An easy way to eat more whole grains is swapping these for their more processed counterparts. Beyond this, try other types of whole grains. Quinoa is exceedingly popular now and is a good base for cold salads or hot pilafs. 2. Eat more fruit. This includes fresh, frozen, cooked, canned or dried fruits. Fruit is the original “fast food.” Instead of chips or a candy bar, have a banana, apple, orange or grapes — they are easy to pick up, wash and eat. Many stores now sell cut fruit in grab-and-go sections. If fruit is about to get too ripe, freeze it. Frozen fruits are ideal smoothie fixings. Or, puree fruit, such as berries, freeze in ice cube trays and add to cold beverages such as iced teas, fruit juice and lemonade. Beyond this, add fruit to cereal, hot or cold, or use as a topper for yogurt. Try peanut butter spread on an apple

for a snack. Add fruit when baking: Substitute mashed bananas for half the amount of oil in a recipe. Or, for every 1 cup of vegetable oil, replace with 1/2 cup of apple sauce or fruit puree. 3. Eat less sodium. Surprisingly, the majority of dietary sodium doesn’t come from the salt shaker. In fact, only about 5% to 6% is delivered through this route. Instead, some 70% of sodium in the U.S. diet is found in processed and restaurant foods, according to a 2017 study published in the journal Circulation. Therefore, choose fresh foods first. Eating more whole grains, more fruit and less sodium is an easy, and tasty, prescription for a longer healthier life.

PHOTO/Dean Barnes

Carol Bareuther is a registered dietitian and freelance health and nutrition

writer. Comment at editor@ the-triton.com.

34 Crew Health

The-Triton.com May 2019

Let’s shine some light on skin cancer this month Sea Sick Keith Murray

May is “Skin Cancer Awareness Month.” I realize the vast majority of my readers spend a lot of time on the water and in the sun, and I bet most probably know someone who has had skin cancer. Skin cancer is the most common form of cancer in the United States. Fortunately, it is also one of the most preventable forms of cancer and highly treatable if treated early. There are three main types of skin cancers: basal cell carcinomas, squamous cell carcinomas, and melanomas. Basal and squamous cell skin cancers are the most common types, and both are found primarily on parts of the body exposed to the sun, such as the head and neck. The more sun you get, the better your odds of getting these cancers. According to the American Cancer Society, basal and squamous cell cancers are much less likely than melanomas to spread to other parts of the body and become life-threatening. Still, it’s important to find and treat them early. If left alone, they can grow and invade nearby tissues and organs, causing scarring, deformity, or even loss of function in some parts of the body. Some of these cancers (especially squamous cell cancers) can spread if not treated, and can sometimes even be fatal.” Melanomas are not as common as basal cell and squamous cell carcinomas, but are often more dangerous. They can occur anywhere on the body, but are more likely to start in the chest and back

in men, and the legs in women. The neck and face of both genders are also common places for melanoma to start. Like basal cell and squamous cell cancers, melanoma can almost always be cured in its early stages. However, if left untreated, melanoma may spread to other parts of the body, where it can be very hard to treat or deadly. Be suspicious of anything that appears and grows quickly, or a lesion that bleeds and doesn't heal, especially in sun-exposed areas, such as the scalp, ears, nose and lips. Lots of skin cancer patients tell me that they notice blood on their pillows or sheets Basal cell carcinomas often have a pearl-like appearance. With pigmented lesions look for: asymmetry, uneven or notched borders, diameter greater than a pencil eraser, or different shades of black, brown, tan, red, white, or blue. Any pigmented lesion that changes over time should be shown to a doctor. This includes bleeding, itching, growing in width or height, or color changes. Some advanced skin cancers can be very painful or itchy. If you've had something removed, be aware of changes around the scar, such as redness, scaling or blood. When it comes to skin cancer prevention, it is important to understand the difference between sunscreen and sunblock. Take a look at the ingredients before using any product. Sunscreens contain chemicals that absorb UV radiation. Sunblocks (also confusingly called physical sunscreens) contain minerals such as titanium or zinc that block UV radiation from reaching the skin. Sunblocks can offer broader UV protection

than sunscreens. However, sunblocks are usually thicker and messier (think of the lifeguard with zinc oxide on the nose). Newer sunblock formulations offer transparency with broad spectrum protection, which is usually what I recommend. While SPF 100 is technically better than SPF 15, the actual difference is miniscule. The AAD recommendation is to use a broad spectrum sunscreen that is at least SPF 30, and to reapply it every two hours. I am also a big proponent of sun protective clothing. Cotton and linen shirts still allow a good deal of the sun's harmful rays to pass through to your skin, but sun protective clothing is engineered to filter out the sun’s harmful rays. Check the tags for an Ultraviolet Protection Factor (UPF) rating, which measures the amount of UV light that passes through the fabric. A Sun Protection Factor (SPF) rating measures the amount of time it takes sun-screened skin to turn red, meaning, the sunscreen's effectiveness. While the sun can cause sun spots, wrinkles, thinning of the skin and skin cancer, not all exposure is bad. UV light can be used to treat conditions such as jaundice, psoriasis, atopic dermatitis and lichen planus. It's also how your body naturally produces Vitamin D. The key here is moderation: A little sun exposure is OK, but try not to overdo it. EMT Keith Murray provides onboard CPR, AED and first-aid training as well as AED sales and service. His company can be found at TheCPRSchool.com. Comment at editor@the-triton.com.

May 2019 The-Triton.com

Yachty Nationals Invitational Golf Tournament

early 150 captains, crew and industry representatives took to the greens in South Florida for the annual Yachty Nationals Invitational Golf Tournament hosted by National Marine Suppliers. Grand prize was a new Chevy Spark for the ball closest to the hole, hit by Lead Deckhand Lorenzo Southey of M/Y Elysian. Other winners include Deckhand Greg Russell of M/Y Vixit, Andy Linskey of Datum, Chief Engr. Scott Verrier and Capt. Brook O’Neill of M/Y Avalon with a score of 55. Two teams scored 58 points, so a tiebreaker awarded third place to the M/Y PHOTOS/Dorie Cox Rock It team of Capt. Hendrik Jacobs, Engr. Jonathan Stokes, Second Officer Garreck Mathee and Bosun Remmert DeBeer, and second place to Southern Yacht Industries team of Mike, Tom, John and Gibby. M/Y Fortunate Sun’s team – First Officer Simon Boyd, Chief Stew Belinda O’Brian, Purser Valentina Jackson and Third Stew Lara Spotts – won bestdressed group for their Freddie Mercury and Queen costumes. Chef Neil Ashley of M/Y Black Sheep, Bosun James Mercer of M/Y Mucho Mas and Capt. Dudley Salt of M/Y Elysian tied in The Triton’s swingspeed contest using jumbo marshmallows.

CrewCareer News 35

36 Crew News

BlueLYMPICs

The-Triton.com May 2019

From deck to interior, yacht crew compete in Bluelympics Captains and crew took to duties – but just for fun, camaraderie and competition – at Bluewater USA’s Bluelympics, an inaugural event held April 6 in Fort Lauderdale. A variety of work skills were tested, including knot tying, large fender packing, bed making, spice identification, naming locations on a map, and water events. First place was awarded to Chef Mercedes Kornfeld and Deckhand Johnny Bruce; second place to First Officer Alice Darley, Deckhand Jared De Vries, and Stew Michelle Finn; and third place to Mate Cezary Zak, Deckhand Abe Vongkhamdy, and Deck/Mate Myles Ribault. Photos by Dorie Cox

May 2019 The-Triton.com

E3 offers no minimums, unlimited 4G

Palma-based communications integrator e3 Systems now offers a global data service that delivers 4G data with no minimum commitments, no limits on usage, according to a company press release. “With Big Data Global, our customers can sail the world with just one SIM,” stated Ana Espallardo, product manager at e3. Rates begin at €4.5 per GB. Clients pay only for the data used, with free seasonal suspension, automatic blocking outside territories, and the ability to monitor daily usage online. E3 Systems is part of the marine electronics group Grupoarbulu. For more information, visit e3s.com.

Better engine performance at lower cost

Herdman Technology, of Ontario, Canada, has launched a fuel additive that, according to the company, will increase mileage by 15 percent while cutting emissions by as much as 36 percent, as well as a lube additive with similar advantages when added to oil. Norde FSR (Fuel System Revitalizer) is designed to clean fuel injector ports to return them to the OEM spray pattern, as well as coat the cylinder to protect the surface and increase horsepower. It is available for gasoline and diesel engines as an additive and a pre-blended fuel. Also available in ready-to-use formulations or as an additive to oil is Norde LSM (Lubrication Surface Modifier), a mixture of synthetic compounds that bond to metallic surfaces in a thermo-chemical reaction. It helps prevent catastrophic failure of gasoline and diesel engines while reducing noise and helping them run cooler, as well as reducing maintenance frequency and

TECHNOLOGY bRIEFS repair costs, according to the company. Norde FSR and Norde LSM are distributed exclusively by Site Development Group, of Newport Beach, California. For more information, visit sitedevgroup.com/norde-tech/.

New paint environmentally friendly

Adaptive Surface Technologies has released SLIPS Foul Protect N1x, an environmentally friendly and biofouling-resistant marine bottom paint. The new paint uses the company’s patented coatings technology to create an ultra-smooth, slippery surface designed for use in saltwater and freshwater. Since it does not contain biocides, the coating does not kill algae, barnacles, mussels and other organisms; it simply presents a surface they are reluctant to adhere to and from which they can easily be removed, according to the company. “SLIPS Foul Protect N1x represents over two years of product development and global testing to create a superior product that lasts multiple seasons, improves fuel efficiency, and isn’t harmful to the environment like so many of the existing copper-based solutions today,” stated David Ward, CEO of Adaptive Surface Technologies. AST received financial assistance from the U.S. Department of Energy’s ARPA-E program in developing its Foul Protect product line. The Massachusetts-based industrial technology company produces coatings and repellent materials for industrial, marine and medical applications. For more information, visit adaptivesurface.tech.

New design for PLBs

Fort Lauderdale-based ACR Electronics has launched two new models of

its ResQLink personal locator beacons: The ResQLink 400 and ResQLink View. These models incorporate improved features based on feedback from clients who have used the beacons in emergencies, according to a press release. The ResQLink View features a digital screen display of all the beacon’s operations, including GPS coordinates, operating instructions, usage tips, transmission bursts and battery power. In both models, a protected activation button is located away from the test button, the antenna enclosure is easier to release, and a new infrared strobe light in addition to the ultra-bright strobe light assists rescue crews using night vision goggles. The units feature builtin buoyancy and can be clipped to a belt or a flotation device, as well as carried in a pocket or backpack. Made in the U.S. and approved by the FCC, ResQLink beacons operate on the three Cospas-Sarsat satellite systems, including the new MEOSAR. They use three integrated signal technologies to relay the user’s position to a network of search-and-rescue satellites. Anyone activating a ResQLink PLB can expect their beacon to be located within 328 feet (100m) and within 5 minutes of the distress signal 95% of the time, according to the company. No subscription is required, but the beacons are required to be registered. For more information, visit acrartex. com.

News 37

38 From the Bridge

The-Triton.com May 2019

Not all captains are experienced in managing projects

BRIDGE, from Page 1

discussion defining just what captains expect an estimate to be, and how it’s different from a quote. “The basis of contracting is managing time and money, and the time and money get defined by the estimate, which then needs to become a fixed quote,” one captain said. “The inherent problem in the boat business is that people who don’t have a project management background sign an estimate and lose complete control of the time and the money.” When it came to discussing details, these captains all agreed that a paint job was an appropriate example to show the significance of a good – or bad – estimate. “Say you need a paint job,” one captain began. “Different painters work at different yards, so you have to ask what yards he works with best, and you get an estimate from the yard. These are custom boats – every one is different – so they can’t just say X Y Z. They have to give you an estimate.” “And if you use a painter who isn’t typically in that yard, then you’re going to get a surcharge from the yard,” another captain said. “That’s not on the painter’s estimate, but that has to be factored in when you present the job proposal to the owner.” “Maybe you have a yard you want to go, you’ll probably try to work with people who work well in that yard,” the first captain continued. “If you have a guy you want to use, you pick his yard, or he may work at your dock. But everything comes down to the estimates.” “I had 14 vendors on the boat when I left two hours ago,” said a third. “To get those 14 vendors, we produced over 40 estimates. Different vendors have different ways to … paint this thing, to fix it and paint it. They’re all going to give me different estimates because they all have different skill sets, different locations. Some are working out of their car, some have a nice shop. And how they go about getting that job done is based on their estimate.” “We’re defining the scope of work, and then we’re collecting the estimates, and then we’re negotiating them out apples to apples, and then we’re turning them into a quote,” a captain said. That was key, they agreed: Estimates determine who captains will go back to for quotes. “Some estimates come in that are so ridiculous you don’t even call them back,” one captain said. “I just went into

PHOTO/DORIE COX

The Triton’s From the Bridge discussion for this issue are, from left, Capt. Jack McKay of M/Y Harmony, Capt. Ron Gonsalves, Capt. Herb Magney of M/Y Ocean Club, Capt. Steve Steinberg of M/Y Illiquid, Capt. Wendy Umla, and Capt. Jay Kimmal of M/Y Revive. Individual comments are not attributed to encourage candid discussion; attending captains are identified in the accompanying photograph.

the yard on Monday, and immediately, I called up all the yards I know and I asked for estimates – well, it’s a quote really because it’s a fixed rate on haul out and everything – and they varied 100 percent. Literally, 100 percent, and they are a quarter-mile from each other.” The difference, they agreed, was the level of work one vendor will do versus another. Again, they used the paint job example. One vendor will tape over the hardware, another will remove and buff it. “Another might paint right over it all,” a captain pointed out, generating laughter around the table. “Hey, we have all worked for someone who is not willing to pay for the hardware to get removed. We have to interpret what the person footing the bill is willing to pay for, what level of quality are they looking for.” “The reason we all discuss paint jobs is because it’s the quickest way to get sideways on your costs,” one captain pointed out. “For example, specifically excluded in any paint job is any ad-

Captains who make their living running someone else’s yacht are welcome to join in the conversation. Email to editor@the-triton.com for an invitation to our monthly From the Bridge discussion.

ditional faring work because it can’t be defined until you tear the thing up. Anyone who does paint for a living is going to say, until we tear into it, we don’t know where we’re going to go with the faring.” “It should have been in a good estimate,” another captain said. “If there’s going to be faring, it’s going to be this.” “It’s going to be in a good estimate as T&M [time and materials], which we all know is the black hole where everything gets dumped,” said a third. “Every boat is a can of worms, and we all know that.” “Estimates do help us define to the owner the justification of price,” another captain said. “I always like to get a bad one, as they say, just so I have some reference point to say there is an alternative to doing it the proper way, and it is cheaper.” Do these estimates make their way to the owner? Does he decide who gets the job? “It depends,” one captain began. “My boss couldn’t care less about any of it, as long as the boat gets put back in the

water on the day I said it would be done for the cost I said it would be for.” “It depends on your boss,” another said. “It ultimately comes back to the boss and what his prerogatives are. Many of them are industrialists and they understand these things intimately. My boss is sympathetic to these changes, these unknowns. The relationship with the boss is the one that needs to be most respected. How we deal with him is our real business, and spending his money wisely. “I work with the same yard – about 10 years now – because they stand up for what they didn’t do,” this captain said. “They made good on some bad work by a subcontractor on our running gear, which cost them a lot of money, but they stood up for it because it was their sub. So I became a loyal customer of theirs, and now we negotiate changes over the phone.” So how do captains use these estimates? Do you use them to pick your vendors? “Yes,” said one captain. “Definitely,” another said.

From the Bridge 39

May 2019 The-Triton.com “It’s part of the vetting,” said a third. “It’s their foot in the door to get my attention, to show me how articulate they are, their attention to detail.” “How much do they listen?” another noted. “Yeah, how much do they listen,” the previous captain agreed. “Because if they’re not and I get estimates back with three different stories, I’m going to pick the one I have the most confidence in, the one who listened. The other two just didn’t get it; they missed it somehow.” “It can be something as simple as – and I kid you not, this happened – I handed him [a vendor] my business card, and he spelled my name wrong. OK, lots of people do, but he spelled the boat’s name wrong.” “Oooo,” several captains expressed in agreement. Vendors will say that the process of submitting an estimate for a job is often a waste of time because captains will pick their preferred guy anyway. So why even go through this process? “Because you meet new vendors,” one captain began. “I can’t have the same vendor every single time because now if he goes away, I don’t have a vendor,” another said. “You have to kick work to other vendors. That’s how they get their foot in the door.” “It also keeps you honest with the vendors,” said a third. “And it keeps them honest with you,” noted another. “I’ve shared estimates among the vendors when there’s a real difference between the description and what one vendor really thinks needs to happen and another,” the previous captain said. “I’ll share that and ask them if they want to try again. I think it keeps everybody honest. It keeps me honest. There’s things they’re going to know, being more expert in that particular area than I am. If it’s discussed in one and not the other two, I want to go back to the other two and see if it’s necessary and if they want to make an adjustment to their estimate.” “Typically, you have your favorite vendors,” another captain admitted. “My favorite is the guy who usually does a good job at a reasonable price, not because he’s my friend, but because he knows how I work. He knows he’s going to get paid and on time, so he gives me the best estimate.” The captains admitted that the estimate and even the quote process is far from fair for all the vendors involved. “I know a captain whose boss always wanted to see three estimates, and she always picked the middle one, so he knew that he could spin which subs he

wanted by creating their estimate to be the middle one,” a captain said. “How many of us have worked for an owner where we know what they are going to do?” another said. “We definitely throw in another one just because they want to see another one, but we know that’s not going to be the one they’re going to pick.” “We’ll spin it so we know we’re going to get the vendor who’s going to do the work properly,” said a third. So how much information do you want on these estimates? “As much detail as possible,” one captain said Isn’t that a quote, though?

“No, an estimate is establishing the scope of work as it’s perceived to be,” this captain said. But isn’t that your job? Why does the vendor have to do that? You are using their time and expertise, and you’re not going to pick them. “That’s just business,” another captain said. “I used to have to do a lot of estimating,” a third captain said. “If I get the buyer’s attention because I do a good job estimating, great. Yeah, I’ve given up all my secrets, but I’m trying to develop that relationship if I can, with that buyer or in our case, with that owner.” “The difference is respecting the

vendor’s time in doing that,” a captain said. “One factor that needs attention is that service writers, or people who give out estimates to us, they are sophisticated in what they are doing,” another captain said. “They are selling a job, essentially. You have to pay attention to that sales process and realize that he may be forthcoming or he may not be forthcoming with something he knows is going to happen down the road. They’re skilled at what they’re doing.” “I want the detail on the estimate because it morphs into a quote,” a

See BRIDGE, Page 40

40 From the Bridge

The-Triton.com May 2019

Captain: Kickbacks amount to stealing – don’t do it

BRIDGE, from Page 39

captain said. “And if they did it right in the first place, they just change the header on the form and it comes back to me as a quote.” Owners like fixed quotes; vendors like time and materials quotes. Where does that leave captains? “With the words ‘not to exceed’,” one captain said. “The easiest thing in the world for us would be to drop the boat off at the shipyard and say fix it, then ask the boss to send a wire transfer,” another captain said. “But that’s not our job. Our job is to make sure fair work is done for a fair price, and you can’t do that on time and materials.”

So how do you choose who gets the job? “It’s a combination of everything,” a captain said. “It’s a combination of what the owner wants, first and foremost, but it’s also who we know and trust, and are they going to be able to get the scope of work done in the timeline promised, realistically. “One of the things I caution, and I had to do it three times this morning, is to vendors who overcommit,” this captain said. “They don’t leave a window in there for weather or for this or that or the other. And I’m sitting across the table from them, talking to the boss, and I’m shaking my head going, don’t do it. Don’t do it. Don’t tell him you’re going to get that done because you are

not going to finish it by Friday if it rains Thursday. … That’s what gets us in more trouble than anything else, when the boss calls and says ‘This was supposed to be done last week.’ We’ve all felt that sting.” “If we’re going to paint the boat, you’re going to tell me that’s 120 days of downtime,” another captain said. “That’s 120 days that [the boss] can’t use the boat, and I’m meant to get every other piece of work done in that 120 days. It can’t be 121 days, so show me your Gantt chart. I want to look through it and say, OK, you made a plan that would work perfectly if everything works perfectly, so you’ve kind of made a mistake here. Or you look at it and say what kind of manpower are you going

to put to this?” “Yup,” another captain said in agreement. “All of a sudden you walk up to your paint job and there’s four guys working, and you know that you need 10 to make the schedule that they put out work,” the first captain continued. “All that gets defined in the estimate, and that schedule gets attached to the estimate, which becomes an attachment of the quote, which becomes an attachment of the sub contract.” Because many of these shipyard projects can be valuable and lucrative jobs, there’s sometimes a little something extra on the estimate to show entice a captain to choose a certain vendor. Most of these captains expressed displeasure at that maneuver. “We all know a captain who gets three paint job estimates – he kind of knows who he’s going to use, so he plays the quotes off against the vendor he wants to use, gets the vendor’s number down low, and then goes back and pads the line item with the amount of money he’s going to get back in his own pocket,” one captain explained. “We know the captains who do that. We know the vendors who do that. If a vendor does that and I know about it, I will never talk to that person ever again. Because It’s stealing.” “We have all been offered,” another acknowledged. But they do it because it works, right? “They’re taking a gamble,” a captain said. “In Europe, where it’s standard, I have them put on the quote, captain’s discount,” another said. “Yes, you can do that, but you’re going to put it right here on the line item, it’s a discount, and I tell the boss I negotiated a lower price.” “Keep in mind, it goes both ways,” said a third. “It’s not always the vendor’s fault.” “Plenty of captains ask for it,” another agreed. “If you succumb to that, you give up all your leverage in negotiation,” said a third. “If you take a bribe from someone, they know you took it. You’re compromised. You can’t do anything to correct time or quality. They have the leverage now.” “And they bought it cheap,” another captain said. Lucy Chabot Reed is publisher of The Triton. Comments are welcome at lucy@the-triton.com.

May 2019 The-Triton.com

Industry Updates

News 41

NEWS, from page 5

AccuWeather predicts 5-7 hurricanes

Weather forecasting company AccuWeather is predicting that this year’s Atlantic hurricane season will see 12 to 14 storms, of which five to seven are expected to become hurricanes, with two to four potentially becoming major hurricanes.

PHOTO COURTESY OF NOAA

Citing conditions that are likely to be close to or slightly above normal, AccuWeather’s forecast represents a slight decrease from the 2018 season, which produced eight hurricanes. One of the biggest factors in how an Atlantic hurricane season unfolds is whether the global climate is under the influence of El Niño, La Niña or in a neutral phase. AccuWeather is forecasting that the current El Niño phase and intensity should continue right through the summer, including the most active time of the season: August, September and October. This would lead to more frequent episodes of wind shear across the basin, which limits tropical cyclone development and intensification.

Monaco show changes hours

The Monaco Yacht Show, scheduled

TRITON FILE PHOTO

from Sept. 25 to 28, will open later in the morning and extend into the early evenings this year. The show will open to the public later – 11 a.m. instead of 10 am – and close later – 7:30 p.m. instead of 6 p.m. each day except for the last day, when it will close at 7 p.m. The new hours were chosen after consultation with major yachting companies and are meant to be more in line with visiting times preferred by private clients, according to show organizers. Exhibitors will have access from 8

a.m., and the media will have access from 11 a.m. Wednesday and 8:30 a.m. the following days. This earlier access will allow exhibitors to meet with colleagues, hold press conferences and organize their day’s work before welcoming visitors, according to a statement from show organizers. This year will be the 29th edition of the show, which welcomes 125 superyachts to Port Hercules in the Principality of Monaco. For more information, visit monacoyachtshow.com.

42 News

The-Triton.com May 2019

Infrastructure upgrades first step toward greener shows in South Florida generators, from Page 1 Lauderdale International Boat Show and Miami Yacht Show. Replacing the generators were six transformers, and that upgrade worked well for the majority of boats on the docks. Engr. Gordon Skellet has worked on yachts in the Palm Beach show for nearly a decade. “This is the first time that we didn’t have a problem,” he said. “The power was quick and easy, best I’ve ever seen.” The new electrical setup was under the supervision of Randy Sorenson, department manager for electrical for Show Management Electric, under Informa. He and Jason Fusco, electrical department supervisor, walked the docks during the show with FPL employees to check the new transformers. “We’ve eliminated all generators – we had six in 2018,” Sorenson said on opening day. “There is less noise, it’s cleaner and more stable.” Three of the transformers are near Palm Harbor Marina at the north end of the show and three others are on city property. This doubled the power for the marina facilities and has enhanced

service for the city with a power increase of 300 percent over 2018, Sorenson said. The show setup now requires less labor and runs more quickly. “Diesel fuel and noise, we wanted to eliminate those and we were able to do that,” Sorenson said. “Now the power is more reliable than generators. They’re mechanical and things can go wrong. When they break in the middle of the show, they need to be repaired. “Last year was a disaster,” he said. “We thought we had enough power, but we did not. That’s why we needed this.” Conversations began after last year’s show and the infrastructure project has been in the works with FPL and the local government since January, Doole said while on his way to the ribboncutting ceremony to open the show. “We worked with FPL for a combined effort,” he said. “It's a huge improvement. We have new transformers and made improvements to the grid substantial enough to power the show.” On the face dock on the Intracoastal Waterway off of Palm Harbor Marina’s docks, there were intermittent power problems, according to crew members on several of the larger yachts. In at least

one corner of the marina, a couple of power pedestals on the temporary docks had issues and several yachts were on generator power. One crew member said the yacht’s generator needed to run to put hours in, but Engr. Christopher Poisson of M/Y Grey Matters, a 150-foot Palmer Johnson, said the electrical power had tripped the circuit twice. When it was fixed, the yacht stayed on generator instead. “It’s more hassle to turn the boat back on after it trips,” Poisson said. Sorenson said he expects such glitches to get solved for the next show. “There were no power company issues, it was substations that belong to the marina,” Sorenson said. “There is a small power pack and out of that the [power] pedestals were fed on C dock. They had a bad wire shorting, but the contractors got it running the next morning.” Doole hopes the wave of electrical infrastructure upgrades will continue for the October-November Fort Lauderdale International Boat Show and next February’s Miami Yacht Show. The hope is to complete Miami and then the larger Fort Lauderdale show before it

PHOTO/Dorie Cox

From left, Jorge Sanchez of Florida Power & Light, and Randy Sorenson and Jason Fusco of Show Management Electric under Informa, check one of the transformers that replaced generators at the Palm Beach show this year.

opens, according to Fusco. “Next is Miami,” Sorenson said. “We have six generators at Miami and this year we hope they all go away. And we are upgrading Fort Lauderdale over the next six months.” Dorie Cox is editor of The Triton. Comment at dorie@the-triton.com.

May 2019 The-Triton.com It’s time for The Triton’s annual crayfish boil with V-Kool of Florida. All captains, crew and industry professionals are welcome to join us on the first Wednesday of May from 6-8 p.m. in Fort Lauderdale. Until then learn more about the clear “tint” that blocks the heat but not the sun from V-Kool of Frischhertz Florida owner and former captain Scott Frischhertz. Q. So tell us about V-Kool. V-Kool is made of multiple layers of optically clear polyester sheets embedded with silver. The silver allows visible light to pass through while rejecting 94 percent of infrared, which makes up the largest component of heat from the sun. V-Kool is made by Southwall Technologies, which is owned by Eastman Chemical. Southwall manufactures a version of V-Kool that does not have adhesive and is installed in between layers of glass during window manufacturing. These modern windows are known as “Low E”. By installing V-Kool on existing glass, yacht owners will bring their windows to new energy efficient standards. Q. Why call it V-Kool? V-Kool is the only infrared-reflecting film on the market; all other films absorb infrared. The “V” came from the angle that is formed when the sun’s infrared rays bounce off of the film. Q. So it’s better than tint? When tint is applied to glass, it causes an increase in heat absorption, much like wearing dark clothing in the sun. The heat absorbed into the glass then radiates into the room. V-Kool has an extremely low absorption rate so the glass doesn’t get hot. Also, tint blocks out the light. Our film is clear, and only filters out infrared rays, allowing visible light to pass through. As a result, it will not darken the room. Q. What if someone wants tint, too? We experimented with this on an older sportfish. We installed a layer of VK 70 and then applied a layer of limo tint over it. It has worked very well. The V-Kool reflects 94 percent of the sun’s infrared rays, which prevents the layer of limo tint from getting hot. Q. Does V-Kool ever need to be replaced? V-Kool carries a five-year warranty in a marine application, however there are boats that have been treated over 10 years ago and the film is still going strong. The only way for the film to fail is direct exposure to salt water

V-Kool (i.e. a leaking window) or damage from impact or sanding. The very first application of V-Kool on a yacht is now 15 years old and still looks and performs as the day it was installed. Q. How does the interior staff clean the windows? V-Kool is applied on the inside surface of the glass. It is cleaned with anything normally used on glass including ammonia based products. Q. Does V-Kool interfere with cell phone reception? A: When V-Kool is installed in fiberglass vessels, there isn’t any change in cell reception. When installed in vessels with metal superstructures, however, cell reception is demised. Most metal yachts have cell phone boosters mounted on their masts. For those that do not, they are made by several companies including Shakespeare. Q. Who is your competition? A: There are several companies that manufacture a clear window film, however all of them are infrared absorbing where V-Kool is infrared reflecting. The resulting difference is the other films such as 3m and Huper Optik cause the glass to become extremely hot. When you heat laminated glass, you create increased internal stress, which combined with the normal flexing of a boat, could cause the glass to crack. Also hot glass is subject to delamination. Q. How did you get into the business? I am a former captain and met the owner of V-Kool on a charter in 2003. After he explained the film to me, I purchased a roll and installed the first piece of film on the boat I was running, M/Y Carib Queen. Q. You’ve been hosting this event for years now. Why crayfish? I’m originally from New Orleans where crayfish parties are common this time of year. I still have connections there and I fly them in fresh for the event. When you’re standing around a table with a bunch of strangers eating crayfish, you can’t help but strike up a conversation. You’ll end up meeting people that you would not normally meet at a networking event. Q. While they are tasty, they do take some work to eat. How do the locals in New Orleans do it? Crayfish are peeled similar to shrimp. Pinch the tails and suck the heads. We’ll be giving lessons at the event. Triton Networking is Wednesday, May 1, behind the V-Kool office at 1304 S.W. First Ave., one block north of Tap 42 in Fort Lauderdale (33315). Visit www. vkoolyacht.com for more details about the company.

Triton Networking 43

44 Triton CareerNetworking Triton Networking visits South Florida’s newest marina on the third Wednesday in May at Seahaven Superyacht Marina. About four years in the making, the new marina is under the command of veteran marina professional Marieke van Peer. Join us on May 15 from 6-8 p.m. to check out the new van Peer facility and enjoy some Triton hospitality. Until then, learn more about the marina in this chat with van Peer. Q. Congratulations on the opening of the marina. Tell us about it. Thanks. Seahaven Superyacht Marina is a full-service marina offering 2,400 linear feet of dockage (both floating

Seahaven Superyacht Marina and fixed docks) that has been designed specifically to accommodate a wide array of vessels reaching 200-plus feet in length, with depths up to 16 feet, including accommodation for smaller tenders servicing the larger yachts. There are no fixed bridges or drawbridges to our place, so it’s really easy to get here. And being just 10 minutes from Fort Lauderdale’s airport and convenient for vendors or service providers with boatyards just across the Dania Cut-off Canal, we are a perfect staging area. Q. What about power? We have 50 amp, 100 amp singlephase, 100 amp 480v 3-phase, and 200 amp 480v 3-phase camlock. A stepdown transformer for 208v 3-phase is available on request. Q. So who owns the marina? Dania Marina Partners LLC, the

principals of which are Raymond Graziotto and J.C. Solomon II, owners of the Loggerhead Marinas brand, and Ken and Mike Edelman, local real estate developers. Q. That was a blank piece of land before you guys got there. Can you tell us what sort of investment you made? Finding a vacant piece of property suitable for marina development is very difficult to find in South Florida. There is substantial entitlement risk involved, which makes the prospect of marina development from a vacant tract a high stakes, multimillion-dollar bet. Q. Tell us about your background. I started working at Miami Beach Marina back in 2005 after I had lived there on a boat. After that, I went to Bahia Mar before returning to Miami Beach Marina as general manager. Then I helped open Island Gardens Deep Har-

The-Triton.com May 2019 bour in Miami, which was my first new build. After that, I worked as East Coast regional manager for Suntex Marinas after that company purchased the Loggerhead Marinas, but I missed the larger yachts and jumped at the opportunity to be involved in another new build. Q. Your location seems like it would be super convenient for nearby yachts in the yards. Who else can benefit from your location? Yes, it is, and we work closely with our neighboring yards. We can also be a great option for vessels that charter the Bahamas. Dockage and provisioning is so expensive there that it can be more cost effective to come back to the States to provision, refuel and wait for the next charter rather than pay for that in the islands. Q. You are surrounded by homes and a church. Does that impact the marina? We are in a quiet residential neighborhood, so that’s nice and we all look out for each other. The entire marina has gated access controlled by key fobs. This also gives access to the crew lounge and gym after office hours. We also have ample lighting and more than 30 security cameras monitoring the marina 24/7, so we’re really secure. Q. Tell us about crew amenities. Our crew lounge is the perfect place for crew to put up their feet and relax with a good book or friends. It is fully equipped with a pool table, foosball, computers, complimentary wi-fi and an on-site concierge. There’s also an outside area with a grill. Our gym is equipped with state-ofthe-art cardio equipment, is available 24 hours a day and includes shower facilities.We also have a conference room and office center for the captains and crew to have meetings or get work done off the boat. Q. What can that on-site concierge do for crew? We can send and receive mail and packages, coordinate laundry and dry cleaning services, and make arrangements for transportation. Basically, anything the yacht or crew need. We’re still adding new things every day. We will have wireless internet through the property soon (it’s already live on the docks), and our onsite storage lockers will be installed in the next month or so. Triton Networking at Seahaven Superyacht Marina takes place from 6-8 p.m. at 301 NE 5th Ave. in Dania Beach (33004). No RSVP necessary. Just bring a smile and some business cards to build your network of contacts. For more details about the marina, visit www.seahaven marina.com or call +1 954-416-1860.

CALENDAR

May 2019 The-Triton.com

PICK OF THE MONTH May 8-11 The Superyacht Show

OneOcean Port Vell, Barcelona. A new show for large yacht brokerage and charter, organized by LYBRA, the Large Yacht Brokers Association. www.thesuperyachtshow.com

April 27-May 1 Palma Superyacht Show,

Spain. The 7th annual showcase of yachts more than 24m in length for sale and charter. Runs concurrently with the 35th edition of the Palma International Boat Show. Acrew organizes the crew lounge. www.palmasuperyachtshow. com

April 30-May 3 31st MYBA Charter

Show, Barcelona. Trade only show. www.mybashow.com

May 1 Triton Networking’s annual crayfish boil, Fort Lauderdale. Join us for networking on the first Wednesday of the month from 6-8 p.m. with Scott Frischhertz, a native of New Orleans and owner of V-Kool of Florida. Read more on page 44. www.the-triton.com May 2 The Triton Bridge luncheon, noon, Fort Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited. May 3 U.S. Superyacht Association annual Golf Classic, South Florida. ussuperyacht.com May 4-8 6th Mediterranean Yacht Show, Nafplion, Greece. Organized by the Greek Yachting Association, includes a yacht chef competition. www.mediterraneanyachtshow.gr May 10-13 18th East Med Yacht Show,

Piraeus, Greece. Hosted by the Hellenic Professional Yacht Owners Association and the Hellenic Yacht Brokers Association. www.eastmedyachtshow.gr

May 13-15 American Boating Congress,

Washington, D.C. A comprehensive legislative conference that brings together recreational boating industry leaders to formulate public policy and present a unified front on issues that impact marine businesses. www.nmma.org

May 14-25 72nd Cannes Film Festival, France. The world’s biggest film event attracts 35,000 film professionals and

4,000 international journalists, as well as a bounty of luxury yachts to the South of France. www.festival-cannes.com

May 15 Triton Networking on the third Wednesday of most months from 6-8 p.m. in Fort Lauderdale. Join us this time at the new Seahaven Superyacht Marina; no RSVP required. Read more on page 45. www.the-triton.com May 23-26 31st annual Sanctuary Cove

International Boat Show, Queensland, Australia. The largest on-water display in the Asia-Pacific region. www.sanctuarycoveboatshow.com.au

May 30 3rd annual East Mediterranean Superyacht Forum, Athens, Greece. www.quaynote.com June 1 18th annual Women's Sailing Conference, Marblehead, Mass. The National Women's Sailing Association event, sponsored by BoatUS, is tailored for women to learn or enhance their skills in recreational sailing. www. womensailing.org June 6 The Triton Bridge luncheon, noon, Fort Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited. June 6-9 San Diego International Boat Show. San Diego’s largest in-water and outdoor boat show. www.sandiegoyachtandboatshow.com June 8 World Oceans Day. Communities around the globe celebrate the world’s ocean, our connection to it, and ways to protect it. worldoceansday.org June 14-16 165th New York Yacht Club Annual Regatta, the longest-running regatta in America. nyyc.org

June 17-20 Newport Charter Yacht

Show, Rhode Island. This year marks the 35th anniversary of the show. Includes best charter yacht chef event, tablescaping contest, food and beverage challenges. www.newportchartershow.com

MAKING PLANS

June 19-22 Superyacht Cup Palma de Mallorca, Spain

The 23rd edition of the longest running superyacht regatta in Europe. Yachts range from 24m to more than 50m. thesuperyachtcup.com

Events Career 45

46 Write to Be Heard

from our readers

The-Triton.com May 2019

Colleagues, crew remember ‘admirable’ life of stew Mueller What an inspiring career [“Former Chief Stew Johanna Mueller dies,” March 15], one of which those of us in the industry should take notice. Her’s was not the current “mode”, but admirable for so many reasons. A remarkable tribute to “the traditional” era of yachting, and to the the honorable and fond relationships that a happy yacht fosters. Ann-Wallis White via www.The-Triton.com

Very nice lady. I worked on the yacht Mimi off and on. My condolences. Scott Denton via Facebook.com A legendary lady. She was always so nice to me. R.I.P. Johanna. Tim Griffin via Facebook.com

Johanna, may you rest in peace. You worked in, and had the opportunity to love, the good old days of She was the best yachting. worker I had the pleasure Please send our working with. Chief Stew Johanna Mueller regards to Capt. Reeny, Matthew J. Corey died Feb. 27. Capt. Mike, Capt. Terri via Facebook.com and the rest of the crew in heaven. See you soon. She lived the life that she loved. Fred Dillon Ole Anderson via Facebook.com via Facebook.com

‘Geriatric crew’ brings decades of experience, skills and energy Yachting tends to be a young person’s career [“Lower salary beats experience in hiring captains,” April issue] and it can get discouraging to look for a job after you hit the big 4-0. There are job opportunities for experienced crew, just not as many. But age can bring experience, wisdom, knowledge and respect. There is a boat, for example, that is known for its “geriatric crew.” The crew on this yacht can attest to the fact that age is not a factor in doing an excellent job. The average age of this crew is 50.5 years. They have 121 years of yachting experience and 150 years of marinerelated experience. Is this crew ready to retire? No! They can be found on the zip lines in Spain, at the casinos in France, wreck diving in the Virgin Islands, golfing and hopping fences after a night on the town in Puerto Rico, riding ATVs through the jungles of Panama and Costa Rica, biking in Fort Lauderdale, fishing in Canada, and winning culinary competitions in the Med. This crew is multi-talented. There are three culinary-trained chefs on board. The captain has been seen washing

down the boat on more than one occasion. The deck crew is capable of meal service, interior duties and videography. The engineer has sailed as mate and captain, and is also eye candy for the guests. This flexibility may help explain the longevity of the crew here. The chef has been with the program for 27 years, the captain for 15 years. The captain worked in the shipyard where the yacht was built and was at the vessel’s launch back in 1999. He is amazed by the compliments from other captains and dockmasters of how well the boat is maintained and how well he handles the boat. Though some crew have put up with age-related comments from younger, inexperienced crew on other boats or at local pubs, it usually leads to unexpected opportunities and opens new doors. Being over the hill may be an uphill battle in this industry, but the view from the top is well worth the effort. If you are “experienced” (read 35+) crew, don’t give up the ship. There are owners and captains looking for crew with experience, stability and maturity. Mate Joan Elly

Write to Be Heard 47

from our readers

May 2019 The-Triton.com

Yachting not Penalty eliminated for U.S. tax paying crew the place for self expression Skin color, ethnicity and height are what we’ve been given [Crew Compass: “Hiring based solely on looks,” April 15]. They define who we are and from where we’ve come. Tattoos, piercings, dye jobs, etc., are what we choose to add on. If you do it for a reaction, don’t be surprised to get some negative reactions. Chef Christopher Deighan via www.The-Triton.com If you choose to tat your body up and that makes you less employable, that is absolutely on you. Same with body piercings/modifications. No one gives a damn about your right to express yourself. If you have a radical hair style, that is a choice that is on you. Even your weight, to an extent, can be managed. Grow up. Scott Smith Formula Powerboats via www.The-Triton.com Are you serious? Yacht crews are paid by recreational/discretionary money. Owners and charter guests pay your salary to enjoy the most escaping time on a yacht with pretty views, pretty boat, eye-pleasing service personnel with zero effort for their money. There is no PC, no affirmative action, no union, and certainly no room for any view displeasing to the charter guest. Capt. Ralph Crapps via www.The-Triton.com

Attitude plays into salary, too

I was surprised there was no mention of attitude when discussing the captain’s position. [From the Bridge: “Lower salary often beats experience when hiring captains,” April 2] Some older, experienced captains only want to manage crew or hire third parties to do necessary maintenance. Other captains take a handson approach, perhaps to the benefit of the owner’s budget. The difference in a captain’s compensation can be significantly narrowed or minimized by the maintenance he is ready, willing and able to perform. Fred via www.The-Triton.com

Starting Jan. 1, the Tax Cuts and Jobs Act of 2017 (TCJA) has eliminated the shared responsibility payment – more commonly known as the individual mandate – that penalizes U.S. taxpaying individuals not covered by a health care plan that provides at least minimum essential coverage, as outlined in the Affordable Care Act of 2010 (ACA). Individuals will no longer be penalized for failing to obtain acceptable health insurance coverage. This is great news for the yachting industry since most U.S. domestic

comparable to a mortgage payment. Now, yacht crew can finally enroll into a health care plan that’s suitable for their needs, a policy that covers worldwide, while working onboard, taking courses, on vacation and between jobs. Furthermore, they will most likely have better coverage for lower premium. I urge all crew to review their policy wording carefully or ask a licensed insurance professional for assistance. Maria Karlsson President Superyacht Insurance Group Fort Lauderdale

policies are not flexible enough for our industry and lifestyle. U.S. domestic plans usually don’t cover work-related injuries and accidents on a yacht, nor do they offer in-network benefits outside the area or state in which you sign up, and coverage outside the U.S. is limited to emergency treatment, and if at all while spending extended periods of time abroad. Additionally, the U.S. deductibles, co-insurance and annual out-of-pocket max are outrageously high, and the plans are unaffordable, especially for families. The monthly premium is often

Crew Eye

eckhand Danilo Paunovic, left, tows Deckhand Nicole Monroe of M/Y Ocean Club, the 164-foot Trinity, at Lauderdale Marine Center in Fort Lauderdale recently. Although it looks like they are taking a trip to the beach, the deck crew members are testing the new supply hauling cart and scooter rig – per the owner’s direction. Crew see yachting like no one else can. Consider this page your canvas to share your views of yachting. Send your photos to editor@the-triton.com. Be sure to include when and where it was taken and your photos might get in print.

Don’t give up the print fight

itself more and more. Anyhow, enough of that rant. Pat yourself on the back, break open the champagne, and keep preaching the gospel of Nautical News for Captains & Crews for the next 15 years. Frank Ferraro Marketing director, Nautical Ventures And proud Triton print advertiser

As I hold the 180th issue of The Triton in my hand [“April marks The Triton’s 15th trip around the sun,” April 2019], I am impressed by the longevity of your book. Considering the challenging times in leap ip traditional media faces against digital, Crew nique tr for u outhern don’t think of your medium as being to S isphere Hem outdated. Proctor & Gamble shifted $140 million of their ad spend from Editor’s Note: Thanks for the ains digital (about 22% of their ad budget) and capt iring lovely compliment. We must in h e c ien JP Morgan Chase last year reduced their xper e s t admit, however, that we misbea lary digital reach by 98%. More will follow. er sa counted the number of issues we Low Of course, the luddites in our industry are have printed. The April 2019 issue of The last to jump in and hence will be last to jump Triton was our 181st issue. What can we say? out, but the smoke and mirrors of digital when We’re word people. it doesn’t translate into sales is starting to reveal 55

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Triton Spotter

The-Triton.com May 2019

Deckhand/Engr. Matthew Carter facilitated major refit projects for M/Y Lady S, Starfire, and Privacy for the past two years and sent this photo with this note: “As a South Florida local, born and raised, it came natural to take to the water where I knew I would fit right in. Now after numerous trips to the Bahamas and endless days in the yards I can only think back in awe to all the great people I’ve met and all that I’ve learned from the South Florida yachting community. Now I must trade in my bare feet for boots, taking with me all the knowledge you gave me and proudly serve in the Worlds Greatest Navy. I ship June 3rd. I am a future United States sailor.” Carter, right pictured with Hialeah Navy recruiter, Petty Officer 2nd Class Daniel Miranda.

Capt. Jonathan Brunold is chartering in the Bahamas aboard M/Y Moni, a 107-foot Vicem. To catch up on news, he picked up a copy of The Triton at The Exuma Cays Land and Sea Park headquarters from Ranger Cherry and hiked to the top of Boo Boo Hill at Warderick Wells to read in peace.

We love to see The Triton all over the world, and we love to see our readers as they travel. Share a photo of you and your Triton, wherever and however you read it. Send to editor@the-triton.com.

May 2019 The-Triton.com

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Find the Directory online at www.The-Triton.com.

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Search hundreds of companies in the Triton Directory.

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Find the Directory online at www.The-Triton.com.

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The-Triton.com May 2019

Sudukos Calm

Stormy Try this puzzle based on numbers. There is only one rule: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once. You don’t need arithmetic. Nothing has to add up to anything else. All you need is reasoning and logic.

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Page Company

Admiral Yacht Canvas & Upholstery ARW Maritime Antibes Yachtwear Beers Group Bellingham Marine (Stock Island Marina Village Key West) Bellissima Fine Art Service BOW Boat Owners Warehouse Bradford Marine Brownie’s Yacht Diver Business card advertisers C&N Yacht Refinishing Cable Marine Crown Wine and Spirits Culinary Convenience DSOA Diesel Services of America Estela Shipping Front Street Shipyard GeoBlue Insurance Gran Peninsula Yacht Center HMC Handcraft Mattress Company Interior Technology Services GMT Global Marine Travel Lauderdale Propeller Lifeline Inflatables/Zodiac of Fort Lauderdale

46 20 27 43 21 37 8 32 17 49-54 6 55 29 20 31 36 4 11 45 25 40 36 33 35

Maptech Marina Bay Marina Marina Mile Yachting Center Maritime Marine Matthew’s Marine A/C MPT Maritime Professional Training National Marine Suppliers Nautical Ventures Neptune Group Newport Shipyard Norwalk Cove Marina / Rex Marine Ocean Link Ocean Wine and Spirits Palladium Technologies Parker Yacht Perry & Neblett Peters & May Marine Professional Tank Cleaning Rex Marine / Norwalk Cove Marina River Supply River Services Romora Bay Ronnie’s Custom Carpet Cleaning Rossmare International Bunkering Royale Palm Yacht Basin

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Company

48 45 16 40 24 56 30 9 45 17 41 41 3 42 43 34 30 23,45 41 37 37 25 46 45

Sailorman Savannah Yacht Refinishing Seafarer Marine Seahaven Marina Sea Salt Fish Market Sea School Sirocco Marine / Brig Inflatables Smart Move Accomodations Staniel Cay Yacht Club Watermakers, Inc. Makers Air Tampa Ship Trac Ecological Green Products Tradewinds Radio Universal Marine Center Valentines Resort Marina Ward’s Marine Electric Westrec Marinas Yacht Haven Park and Marina Yacht Entertainment Systems Yacht Equipment and Parts Yacht Management Zeno Mattress

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