When a junior crew member steps aboard a megayacht, ready for his/her newest or perhaps first yachting adventure, the abilities of the captain

aren’t atop their list of concerns.

But perhaps they should be.

Despite the size of the license and command, not all captains perform their duties in the same responsible

manner. Determining the skill level of the captain, however, is no easy task. So we asked captains assembled for our monthly From the Bridge luncheon how crew – new or veteran – can quickly size up a captain’s skills to feel safe onboard.

“The first day, with the safety orientation,” one captain said. “That highlights your professionalism and sets the standard you have onboard. And drills. The yacht should conduct drills at least once a month. If it goes

over a month, they should be worried.”As always, individual comments

are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A15.

“When I come onboard and the yacht is already crewed up, I tell people about who I am,” another captain said. “I have a 10-minute speech. I go through my CV and talk about my management style. I tell them, ‘This is the boat I want to give the owner.’

“I think you have a responsibility to tell the crew who you are,” this captain said. “This is not a normal job. They’re putting their lives in your hands. You have an obligation to tell them about yourself.”

“I have a binder for crew,” another captain said. “My CV is in that and all crew can look at it whenever they want.”

Other captains aren’t that prepared, but they do expect crew to ask around, check the Internet, learn about

previous boats the captain has run and how they did.

“You can talk as much as you like,” one captain said, “but some time needs to elapse for crew to see your skills.”

“No, I don’t tell them about myself,” another captain said. “I do have a 29-page procedural manual, safety stuff. That tells them a lot about how seriously I take running the boat.”

“When I was coming up through the ranks, you could see how they [captains] conduct and how seriously they perform drills,” said a third. “You knew they were a safe and respected master, chief officer. Time was made for them; they weren’t just squeezed in.

“When a crew member sees you take your drills seriously, they develop respect and confidence in your skills,” this captain said. “I’ve been on boats where drills are logged real good [but not truly performed]. Crew see that, too.”

This captain recalled a time when,

www.the-triton.com May 2013/tritonnews

Network with V-Kool; Mack, Mack and Waltz

in May. See C2-3.

B1B1

Parks and privacy Lots of islands and few people are in Costa Rica. A18

Your ‘write to be heard’ The industry responds torecent news articles

A10

It can happen to youHow to avoid detention by Port State Control officers.

TRITON SURVEY

Not everyone, but most

crew-31.7%

Yes everyone stands

watch - 57.8%

Do all crew stand watch, including interior staff?

No, just deck crew -10.6%

– Story, C1

Dania Cut to add five slips, one of 300 feet

Captain is the real concern for some crew

See SLIPS, page A12

See BRIDGE, page A15

MARINE INDUSTRY SPINS ITS WHEELS

More than 600 captains, crew and marine industry professionals raised more than $140,000 for children’s charities in Ft. Lauderdale at the 5th annual Spin-a-thon in April. The Marine Industry Cares Foundation has raised nearly a half a million dollars since it began. See more on A13. PHOTO/DORIE COX

By Lucy Chabot Reed

Dania Cut Superyacht Yard in Ft. Lauderdale has signed an agreement with the property owner at Broward Shipyard to take over some of its slips, meaning that perhaps by this fall, a Ft. Lauderdale shipyard will be able to dock a yacht of 300 feet.

The agreement, which goes into effect May 1, gives Dania Cut space for five more slips to accommodate yachts of about 300 feet, 270 feet, and three more up to 210 feet.

“It’s exciting,” said Kevin Klar, vice president and partner at Dania Cut. “Our yard is jam packed. We have the clientele, we just don’t have the space. With this, we’ll be able to keep a lot more boats in South Florida.”

Dania Cut will begin removing fencing between the shipyards this month, perform some maintenance dredging and take over the southern end of the property, an area of about 300 long and 100 feet wide, including the 5,000-square-foot shop building.

From the Bridge

Lucy chabot Reed

A6

S/Y Aglaia raises moneyEaster event on Palma brings crowds and even bunnies.

A2 May 2013 www.the-triton.com The Triton WHAT’S INSIDE

Marine industry adds new species

He’s just one of 30 million of his kind from New Zealand. See who else was in attendance for this Marine Industry Cares Foundation charity event in Ft. Lauderdale. PHOTO/DORIE COX

Advertiser directory C12Boats / Brokers B10Boat Show Gallery A10Business Cards C13Calendar of events B14Columns: Captain’s lunch A1 Crew Coach A16 Crew’s Mess C6 In the Galley C1 Interior C4

Latitude Adjustment A3 Nutrition C5 Personal Finance C7 Onboard Emergencies B2 Rules of the Road B1 Top Shelf C7

Crew news A12 Cruising Grounds B1 Event photos A9 Fuel prices B5Marinas / Shipyards B5Networking Q and A C2 Networking photos B3 News A7 News Briefs A4Obituaries A4,6Puzzles C12 Technology Briefs B4 Triton Expo photos A10 Triton Spotter B15 Triton Survey C1Write to Be Heard A18,19

The Triton www.the-triton.com May 2013 A3LATITUDE ADJUSTMENT

It’s happened again.I get the same feeling when there’s

a disaster. I first felt it on Sept. 11, but it’s happened several times since: the

movie theater shooting in Colorado, the grade school shooting in Connecticut. Now it’s a bombing in Boston, only this time it’s worse.

A week before I wrote this, two explosions went off in Boston.

Three people were killed and about 170 wounded, some severely.

What I feel is helpless. What is a citizen to do when their country has been attacked?

Intellectually, I understand the disbelief, followed quickly by the outrage. I get my fill of news and horrific images and shake my head in confusion.

And then I go back to my life. The people killed are so far away, the city streets disrupted aren’t my own. I don’t know the people killed or hurt. I have sympathy and anger, but it usually feels sort of removed.

Until Boston.What’s different for me this year is

the face of Martin Richard, the adorable little boy who was killed. He was 8; my daughter is 10.

Every time I see those photos of his smile, or of the heart-wrenching poster he made asking for us all to stop hurting each other, I see Kenna. And I want to hold her a little closer, hug her a little longer. It was pretty hard to send her off sailing in the 58th annual Miami to Key Largo regatta on a recent Saturday, thunderstorm clouds brewing. How dearly I felt I would never see her again.

But what could I do? We have to live our lives, go to the grocery store, go to school, compete in races. What could I do?

What could I do about the bombings in Boston? I can’t even show my solidarity by signing up for next year’s race. I could never make the qualifying times.

But Capt. Grant Maughan of the 211-foot M/Y Turmoil can. He did, in fact.

Maughan has been an ultra runner the past few years, running everything from marathons to seven-day, 160-mile races through the desert. He had

completed the Boston Marathon on April 15 in 3 hours, 14 minutes, and then waited near the finish for a friend.

Then the bombs exploded.“I actually jumped, it was so loud,

but then felt a bit foolish as I thought it was a celebration canon or something,” he wrote in an e-mail soon after. “I looked around and saw a bunch of other people wide-eyed as well. Then the second one went off. A girl next to me burst into tears and many started running.

“I walked toward the blast, still not sure what was going on and wanting to find my friend. Some other people came running from that direction and one girl screamed to get out of the city. It got very surreal after that.

“People had emptied out of shops and restaurants into the street. I walked past an open-air restaurant and all the meals were sitting there half eaten. There was a chef from one place standing on the sidewalk with a cleaver in his hand.”

Eventually, Maughan found his friend and they started walking out of the city center.

“It was like a migration to the suburbs. We walked for hours to find transport to our hotel up north. The locals really helped us when we needed directions or whatever. That was really humbling.”

Maughan felt a little awkward telling me he’d achieved a personal best for the race and qualified for next year.

But being a yacht captain, he’s not sure where he’ll be next spring and if he can make it. So he came back to South Florida, still a little numb, and went for a run, from the boat at Rybovich to Jupiter and back. About 26.2 miles, another marathon.

And on Monday, April 22, a week after three people died from those bombings, he ran 52.4 miles out near Lake Okeechobee. That makes three more marathons, one for each of those who died in Boston.

He ran on Monday as part of an organized group of runners all over the world “giving foot time” to raise money for the Richard family. Martin’s sister lost a leg in the explosions and his mom had brain surgery from her injuries.

I can’t run a marathon, but I guess I’m doing my part by writing about their efforts and donating to the cause (http://www.firstgiving.com/fundraiser/EnduranceTrust/westandunitedwerununited), but it doesn’t feel like enough.

All I really want to do is hug my daughter.

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

Latitude adjustment

Lucy chabot Reed

Marathon bombings hit close to home for captain, editor

Maughan

A� May 2013 www.the-triton.com The Triton CREW NEWS

By Chief Stew Laura Cubie

On April 5, the crew of S/Y Aglaia converted a secured area in the STP shipyard in Palma de Mallorca into a party venue for more than 300 people, including a covered bar which not only served beer, wine and specialty shots, but also protected us all from a late rain storm.

Many yachts and businesses, both locally and from as far away as Florida, donated time and money to support the event, which raised more than 12,000 euros for a local charity.

The grills served more than 500 burgers and sausages with salads over the course of the evening, all food being donated by the yacht. And a mixology team served a selection of

three exotic cocktails and a DJ provided non-stop music.

The crew of Aglaia once again made all the hard work look easy. The interior staff worked the bar, appropriately dressed as bunnies for Easter, and Capt. Mark Stevens, Tom Sell of Complete Marine Freight, and other crew served food and provided the music.

Attending yacht crews, local businesses and industry professionals not only donated money but also goods, as evidenced by the huge mountain of donated clothing, toys and food for distribution through the charity. Our special thanks to Techno Craft, who built the bar tent for the event, and Pinmar USA and Dania Cut Superyacht Repair Facility for picking up the

tab on the beer.More than 9,500 euros was

raised at the party itself, then additional donations came in from Bar Mojo in Sta. Catalina, MTN Satellite Communications and A2B Yacht Management to raise the total to 12,000 euros, surpassing our goal. And all just by throwing a party.

The money and donations were sent to Mediterranea (mediterraneaong.com), a humanitarian aid volunteer organization helping families and especially children in Mallorca and abroad, with a focus on Africa.

Laura Cubie is Chief Stew of the 66m S/Y Aglaia. Comments on this story are welcome at editorial@the-triton.com.

Palma superyacht charity event raises thousands for childrenThe women of S/Y Aglaia worked the bar, dressed as Easter bunnies.More than 300 attended the party in April in Palma.

PHOTOS PROVIDED

The Rhode Island Marine Trades Association (RIMTA) has received state grant money to launch pre-apprenticeship and apprenticeship programs for the state’s marine trades.

The pre-apprenticeship program will consist of 205 hours of training and give participants skills training in painting, varnishing, composites, hauling, rigging, fork and travel lift operation, shrink wrapping, and winterizing and commissioning.

Guy Gauvin, yard manager at The Hinckley Company, decided to develop a program where younger workers could learn alongside master journeymen. Although the apprenticeship model is common in the boating business in places such as New Zealand, it is rare in the United States. Rhode Island is among the first states to put these training programs into place for the marine industry.

The Rhode Island Marine Trades Apprenticeship Training Program will train apprentices in carpentry, rigging, electronics, electrical engineering, painting, and other areas. The apprenticeship can last two-to-five years, depending on the area.

The first group of applicants will begin their training in January; Hinckley will accept up to six apprentices every six months.

Applications for the pre-apprenticeship program are due by the end of the month. The first cycle is slated to begin in mid-July.

Applications for the apprenticeship program will be available in September. For more information, visit www.RIMTA.org.

Rhode Island starts program for apprentices

A� May 2013 www.the-triton.com The Triton

By Lucy Chabot Reed

Chef DJ Marchand was found dead in her apartment in South Florida on March 24. She was 56.

“She had just met a guy on charter and she looked great,” said Capt. Ty Gerould, owner of Ultimate Cuisine, a catering company where Marchand worked as a freelance server for more

than 20 years. “I don’t know what happened.”

The cause of her death was still undetermined at press time.

An active freelance chef, Ms. Marchand worked with well-known charter captains including the late Capt. Shan Crook on the 88-foot M/Y Lady Victoria and on well-known yachts such as M/Y Sunday Money owned by race car legend Dale Earnhardt in 1998 when he won the Daytona 500.

“We were the A team,” said JoAnn “Red” Barber, a freelance stew who worked charters with Ms. Marchand

for 16 years, including on Lady Victoria and Tigers Eye, a 98-foot Hargrave.

“I always looked forward to it,” she said. “I knew it was always going to be a good charter.”

She described Ms. Marchand as positive, uplifting and easy. “Everything just flowed with her,” she said.

“She was one of the bright spots of my life,” Capt. Rick Rahm said. “Whenever we worked together, I never had to worry about anything in the galley. She was always a team player.”

“She was a phenomenal chef,” Gerould said. “She made everything from scratch. She made some of the best food I’ve ever had in my life.”

Ms. Marchand was a friend of Triton Publisher David Reed, who was surprised and saddened by her death.

“I’m not really sure how we met,” he admitted. “It’s like I’ve always known DJ, since I came back to Ft. Lauderdale in ‘92 or ‘93. She was always enjoyable and her food was always really good. She should have been with us longer.”

“It’s very sad that she left us too early,” Barber said. “I have to be thankful for the years we had together.”

Ms. Marchand’s career in South Florida’s boating community stretches back to the 1980s when she worked as a bartender at the Ancient Mariner, a restaurant on a Coast Guard cutter docked on the New River in Ft.

Lauderdale. The cutter is now a reef off Deerfield Beach.

During those days, she met Capt. Carl Hallberg and they wound up working together on the 63-foot Cheoy Lee M/Y Andiamo.

“She did almost every charter we did on Andiamo,” said Hallberg, retired now in Costa Rica. “I took DJ out on the boat and taught her to drive it, how to tie up the vessel, etc. She was great at it so we did a lot of lunches and small groups, just DJ and myself. We did charters for about three years together. She was great to work with. DJ will live forever in my memories.”

Ms. Marchand wanted to be buried at sea. After a private family ceremony in Chicago, her ashes will be returned to South Florida where there will be a funeral mass on Tuesday, May 21, at 9:30 a.m. at St. Ambrose Catholic Church in Deerfield Beach (380 S. Federal Highway, Deerfield Beach, 33441).

In mid-March, her family was still looking for a boat or yacht to take her ashes to sea on May 21. Anyone with suggestions, please contact The Triton at 954-525-0029 or Editor Lucy Chabot Reed at lucy@the-triton.com.

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

Successful charter Chef DJ Marchand dies at home; she was 56

Marchand

OBITUARY: Chef DJ Marchand

The Triton www.the-triton.com May 2013 A�

Capt. Peter Boulton diesCapt. Peter Boulton died in Nice on

March 28, his 77th birthday, after a long battle with cancer.

Capt. Boulton was a yacht captain much of his life, running vessels with his wife, Rachel, including M/Y Giggles on the west and east coasts of Florida, according to RivieraLife.tv.

“He was actually much more than our captain, he was our great friend,” Sandra and Ron Sudduth of M/Y Giggles told RivieraLife.tv. “He was always the one person I could turn to for knowledge and support, he always went the extra mile ... never taking any shortcuts.”

Since 2006, he was a correspondent for Boat International. His funeral was held April 4 near Nice. He was cremated and his ashes are expected to be scattered into the Mediterranean.

The family can be contacted at peterboulton1@aol.com or at +33 (0) 6 15 50 81 56.

CBP begins automated I-94U.S. Customs and Border Protection

has begun automating Form I-94 Arrival/Departure Record to streamline the admissions process for individuals lawfully visiting the United States. Form I-94 provides international visitors evidence they have been lawfully admitted to the U.S., which is

necessary to verify alien registration, immigration status, and employment authorization.

The automation means that visitors will no longer need to fill out a paper form when arriving to the U.S. by air or sea. The change became effective April 26 and began being phased in at air and sea ports of entry beginning April 30.

Travelers wanting a hard copy or other evidence of admission will be directed to CBP.gov/I94 to print a copy of the form based on the electronically submitted data, including the I-94 number from the form.

Records of admission will now be generated using traveler information already transmitted electronically.

Above-average season expectedWeather forecasters at Colorado

State University predict there will be four major hurricanes in the Atlantic basin this year, an above-average season prompted by anomalous warming of the tropical Atlantic and an expected lack of an El Nino event.

The whole of the 2013 Atlantic basin hurricane season, which begins June 1 and ends Nov. 30, is expected to have 18 named storms, half of which are expected to become hurricanes. The four major storms expected will be category 3-4-5 with sustained winds of 111 mph or greater.

“The tropical Atlantic has anomalously warmed over the past several months, and it appears that the chances of an El Niño event this summer and fall are unlikely,” said Phil Klotzbach, who authors the 30th annual forecast with William Gray of the CSU Tropical Meteorology Project. “Typically, El Nino is associated with stronger vertical shear across the tropical Atlantic, creating conditions less conducive for storm formation.”

The predictions provide a best estimate of activity for the upcoming season, not an exact measure.

Five hurricane seasons since 1900

exhibited oceanic and atmospheric characteristics most similar to those observed in February-March 2013: 1915, 1952, 1966, 1996 and 2004. Four of them had above-average activity.

The team will issue forecast updates on June 3 and Aug. 2. A copy of the full report is available at http://news.colostate.edu.

NOAA starts post-Sandy surveysNOAA began its spring post-

Sandy hydrographic work on April 11, searching for underwater storm debris

Veteran captain dies; above-average hurricane season expectedNEWS BRIEFS

See NEWS BRIEFS, page A8

A� May 2013 www.the-triton.com The Triton

and mapping the depths surrounding Liberty Island, according to a story in Maritime Executive magazine.

NOAA helped re-open the Port of New York and New Jersey after Hurricane Sandy hit in late October and it returns at the request of the National Park Service, which is re-establishing safe navigation and docking at the Statue of Liberty in preparation for its re-opening on July 4.

Painting stolen off yacht recoveredA painting by modernist painter

Marc Chagall that was stolen from a U.S. yacht moored in Italy has been recovered more than a decade later in a private collector’s home, Italy’s art theft police division told the AFP news agency last week (April 8)l.

The Russian-born Jewish painter’s “Le Nu au Bouquet” was stolen in 2002 while the boat was being repaired in Savona in northern Italy and was replaced with a forgery. The work is valued at more than $1.3 million.

Three people – two Romanians who worked on the yacht at the time and a gallery owner from Bologna – are under investigation, Italian media reported.

Bahamas gets more patrol vesselsThe government of the Bahamas has

signed a letter of intent with Damen Shipyards Group of Holland to buy eight long-range patrol vessels and an emergency relief craft for the Royal Bahamas Defense Force as well as the upgrading and construction of three bases in the Bahamas.

The vessels include a roll-on, roll-off landing craft (a Stan Lander 5612), which will be fitted with a 25-ton crane and containers to provide emergency relief, medical facilities, desalinated water and sanitary equipment in the event of a natural disaster.

Eight patrol vessels – four Stan Patrol 4207s and four SPa 3007s – will join the Bahamas’ fleet. These vessels are designed to operate in shallow waters and “will help to plug the gaps in the security network while addressing the concern of local fishermen who have been demanding more protection for this vital sector of the economy,” according to a government statement.

Included in the contract is an upgrade of the Bahamas Class vessels that entered service in 1999. The contract also includes a spares and training package so the vessels can be maintained by Bahamians. The project is set to begin in early 2014.

Soccer match to end in S. FloridaEight international soccer teams will

play in South Florida in early August at the end of a week-long U.S. tournament

called the Guinness International Champions Cup, according to a story in the Miami Herald.

Teams expected to play include Real Madrid, Inter Milan and Juventus. The two final rounds will be played at Sun Life Stadium, home of the Miami Dolphins, on Aug. 6-7, with the final on Aug. 7 at 9 p.m.

The Los Angeles Galaxy will represent the United States. The four other teams were expected to be announced in late April. One or two teams from the English Premier League are expected, and possibly AC Milan, the Herald reported.

Tickets were expected to go on sale this month.

Grant money available to yardsThe U.S. Maritime Administration

has begun accepting applications from qualified small shipyards for a share of $9.45 million to help expand.

The grants are available for capital and related improvement projects that foster efficiency and competitive operations; quality ship construction, repair and reconfiguration; and employee training. Grants are limited to no more than 75 percent of the estimated improvement costs.

Application packages must be received by May 28.

More information is available at https://federalregister.gov/a/2013-08486 or by contacting David M. Heller, director of the office of shipyards and marine engineering, via e-mail at david.heller@dot.gov, or by phone at +1-202-366–5737.

Summer program set on yachtJacksonville-based Safe Harbor

Maritime Academy has begun its first summer program, Summer Yacht School (http://summeryachtschool.com) where 12 teenage boys will live aboard the 114-foot M/Y Amazing Grace and learn to pilot the vessel, acquire the skills of a deck crew member, become familiar with the engine room, prepare food in the galley, and collect other skills relevant to life and work on a superyacht.

In addition, weekly adventures will include sailing lessons, scuba diving lessons, and fishing aboard a 50-foot Hatteras motoryacht.

Amazing Grace is part of a fleet of boats owned by Safe Harbor Maritime Academy, which is a home for troubled adolescent boys.

“We’re excited to offer what we believe to be the first of its kind summer program for adolescents to live, learn, work, and play aboard a megayacht,” said Douglas Smith, founder of the academy. “This can be a one-of-a-kind summer experience or it might be the beginning of a career.”

Painting stolen off yacht found; soccer match to end in S. FloridaNEWS BRIEFS, from page A8

NEWS BRIEFS

The Triton www.the-triton.com May 2013 A�

Sunrise Harbor Marina held its 13th annual Captain and Crew Appreciation Party on the docks on April 6 in Ft. Lauderdale. The

Asian-inspired theme was Night of the Rising Sun and prizes were awarded for the best costumes. First place group costume went to the crew of M/Y Destination Fox Harb’r Too, first place individual costume went to Maibeth Malabanan and second place individual went to Chef Dragos Caprelian of M/Y Antilles.

PHOTOS/MIKE PRICE, DAVID REED

SUNRISE HARBOR CREW PARTY

A10 May 2013 www.the-triton.com The Triton

More than 600 captains, crew and industry professionals joined us for our 10th Triton Expo on April 10 at Lauderdale Marine Center

in Ft. Lauderdale. The semi-annual event attracted nearly 30 vendors exhibiting their services and products and included food and beverages. More than $800 was raised for Marine Industry Cares Foundation.

PHOTOS/DORIE COX

TRITON EXPO

The Triton www.the-triton.com May 2013 A11TRITON EXPO

A12 May 2013 www.the-triton.com The Triton MARINAS

SLIPS, from page A1

The yard will invest about $800,000 to recap the seawall, reposition the steel pilings to reconfigure the docks and upgrade electrical power to 480 three-phase, 600 amps each, Klar said.

“Our goal is to get Pegasus V and Seven Seas, the yachts that have to sit at Pier 66 because there’s no room for them in the yards here,” he said.

The largest slip will face south side-to the dock. A slightly smaller yacht will rest just east of it, accessible by a floating dock behind the sterns.

Three other yachts of 200-210 feet will fit there as well, including along the face dock, which Dania Cut already uses on an as-needed basis.

News of the lease, which is for 10 years with the option for two 10-year extensions, was good news around South Florida, even at neighboring and competing shipyards.

“It provides more facilities for megayachts in South Florida, so it can only be a good thing for all of us,” said James Brewer, director of sales and marketing for Derecktor Florida, the next shipyard west of Dania Cut on the canal, which is just south of Port Everglades. “Hopefully, people are shifting their haul-out plans to include Ft. Lauderdale.”

The agreement was a blessing for Broward Shipyard as well. Having Dania Cut take over some of dockage space means Broward will pay 43 percent less in rent each month.

“It’s major for us, it really is,” said Christopher Moore, vice president of Broward Shipyard. “We’re losing three to four slips, but the amount of money we save on the lease far outweighs what we lose.

“We had a great opportunity to reduce our overhead on a monthly basis without hurting what we do as a business while at the same time helping our neighbor achieve what they want to achieve,” he said.

With the lease change comes the chance for Broward to configure its remaining slips, pointing them slightly more toward the south, parallel with the haul-out slip, and revamp its prices to be more in line with Ft. Lauderdale yards up the New River that target yachts less than 120 feet.

“We’ll be able to pass along the savings to be more competitive with who our clients are and to be more in line with who we’re really competing with,” he said.

Broward Shipyard rents the property from Palm Beach Polo Holdings, which is still owned by Glenn Straub. Straub bought Broward Yachts from the late Frank Denison in 1998, but sold the business in 2005.

Freight company G&G Shipping also operates on the property and has been

running its trucks through Broward’s haul-out area. That company is in the process of rerouting its exit along the east side of the Broward shed, giving Broward room for as many as 20 yachts on the hard, about 50 percent more than what it can handle now.

“Our goal is to utilize hard space and haul what we can lift,” Moore said of the facility’s 150-ton Travelift. “And to keep the relationships with the larger boats we already have.

“I want to see this place succeed again,” he said. “And to do what this place was meant to do: build boats.”

Steel Marine Towing of Ft. Lauderdale does much of the towing for Dania Cut Superyacht and is an outside tower for G&G, which shares the basin on the property. Owner Jim Steel said he will help coordinate ship movements with yacht movements so the two won’t get in each other’s way.

G&G uses tugs on most of its ship movements, he said, as do most of the yachts in the area, certainly anything larger than 160-170 feet. Some captains have expressed concerns about the ship traffic in the basin.

“There’s always an inherent risk with every close proximity situation, but I don’t believe it’s any more dangerous than any other place,” Steel said. “I would say it’s even less treacherous if you start looking at the size of vessels versus the size of the area. There’s no current in the basin so all you have to worry about is wind.

He’s seen business booming on the canal in the past year and is building a new 32-foot, 800hp tug boat to handle the traffic.

“The yachts there are getting bigger and bigger every week,” he said. “It’s time to bump it up. It’ll be a really interesting place for some of these boats to go, for the whole industry in South Florida.”

The captain on one of those boats is ready for “his” slip to be ready.

“They keep telling me they’re nearly ready for me,” said Capt. Martyn Walker of the 257-foot M/Y Pegasus V. He’s been going to that part of the canal for years, on previous yachts Montigne, Apogee, and the first Pegasus, some even before Dania Cut Superyacht was there.

Unfortunately, though, his next yard period has to include a haul out of the 2,500-ton yacht for its 10-year Lloyds. He’s most likely heading to Jacksonville for that work this fall.

“Hopefully, I can get some of the tank work done there [at Dania Cut] before I have to go,” he said. “I would rather keep the work here in Ft. Lauderdale.”

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

Lease change saves Browardmoney, leads to lower rates

The Triton www.the-triton.com May 2013 A13

More than 600 spinners rode stationary bikes for six hours for charity in Ft. Lauderdale on April 19. The 5th annual

Spin-a-thon raised more than $140,000 for Marine Industry Cares Foundation which donates to organizations that help children and families, including Kids In Distress and Children’s Diagnostic & Treatment Center. PHOTOS/DORIE COX AND LUCY REED

INDUSTRY EVENTS: Spin-a-thon

A1� May 2013 www.the-triton.com The Triton

By Bob Howie A repeat effort to cap sales tax

on yachts sold in Texas at roughly $25,000 is not gaining ground in a state legislature concerned about billions in predicted budgetary shortfalls.

The bill by Sen. Larry Taylor, R-Friendswood, remains in committee. Supporters say the bill would make Texas yacht sales competitive with Florida and Maryland, two states that have placed similar caps on such sales and which have reportedly seen sales taxes rise as owners purchase fuel, goods and services to support the boats.

The bill was originally introduced in 2011 by State Rep. John Davis, R-Houston. It made it out of committee, but died in the vote.

In Texas currently, all boat sales are subject to a 6.25 percent sales tax based on prices paid.

Jamie Babcock, a broker with Sea Lake Yacht Sales in League City, Texas, said his company loses sales daily to friendlier financial waters in Florida.

“We can’t compete with what’s going on in Florida and once we lose owners to Florida, they never come back to Texas,” Babcock said. “The sales tax are one-time gains and having no relief from 6.25 percent tax is hurting the long term gains of taxes paid on fuel, food, maintenance … all the things that come from jobs created to support the local yachting, boating and fishing industry here in Texas.”

Randy Bright, sales manager for Galati Yachts in Galveston, said, “If you just put aside all the rhetoric about tax breaks for the rich what you’d see is yacht sales bring with them jobs that support the local economy.

“Because we lose sales to out-of-state brokers due to the fact we have

to charge 6.25 percent sales tax, we can’t open a service department, which would generate taxes and create jobs,” Bright said.

Seabrook Shipyard, one of the largest facilities of its type on Galveston Bay, services 1,000 boats of all types a year.

“A cap on the sales tax would undoubtedly increase the size of the local fleet and I’m sure we’d see more boats coming in for service as well as a rise in slip rentals,” said Linda Dimitropoulos, shipyard manager. “The fleet isn’t getting any larger as a lot of sales are done out of state and those boats don’t come here.”

A spokeswoman for Taylor said the senator was withholding comment since the bill was making slow progress in subcommittee, but Taylor told The Houston Chronicle, the bill “is not about giving tax breaks to the rich. It is about jobs and protecting our Texas economy.”

Calls and e-mails to Davis, R-Houston, who is sponsoring the House companion bill, were not returned.

Bob Howie is assistant chief pilot with Wing Aviation Charter Services in Houston, Texas. He spent 13 years as a writer with the Houston Chronicle, and is a lifelong boat owner. Comments are welcome at editorial@the-triton.com.

Texas considers tax cap on yacht salesNEWS

Cap of $25,000 would make state competitive with Florida, Maryland

‘If you just put aside all the rhetoric about tax breaks for the rich what you’d see is yacht sales bring with them jobs that support the local economy.’

– Randy Bright,sales manager

Galati Yachts, Galveston

The Triton www.the-triton.com May 2013 A15FROM THE BRIDGE: Captain’s skills

Attendees of The Triton’s May Bridge luncheon were, from left, Michael Murphy of M/Y A’ Salute, Debra Marks of M/Y Obrigado, Normand Fougere of M/Y Oslofjord, Max Strunk (freelance), Michael Schueler (looking), Ian Bone (freelance), Lee Rosbach (freelance), and Mark Dixon. PHOTO/LUCY REED

as an officer, he joined a yacht for a passage. Though they were scheduled to leave within 48 hours, the captain didn’t have any drills planned. He didn’t make the passage.

“That’s an open book for disaster,” this captain said.

“I’d rather quit and have a reputation than take a bad job just for the money,” said another captain, who agreed with the action of stepping off the yacht. “That’s a management level problem.”

But there are other ways junior crew can size up the safety of a yacht and the management skills of a captain without taking the drastic step of quitting.

Begin by asking other crew members when they did their last drills or where the medical kit is. If they don’t have answers, that should be cause for concern, these captains said.

“A good, easy question is ‘where’s the muster station?’” one captain said.l “If you get the deer-in-the-headlights look, that’s a red flag.”

“If I’m a junior deckhand, new on the boat, I would go to my supervisor and ask, ‘did you do a drill before I got here?’” another captain said. “You’re protecting yourself and that’s appropriate.”

“The response you get says a lot,” said a third.

Another captain would look for the fire plan, the escape route, the station bill. All those things should be current and posted in the crew mess. If they are not up-to-date, that might indicate a lack of attention to safety issues, one captain said.

The conversation then took a turn away from operations and toward management, a topic area not all captains were comfortable in.

“We all have the technical skills to run the yachts we run,” said the captain who gives the introductory speech. “What they need to know is does this individual generally have the management skills needed? I don’t see a problem at all with crew management. You’ve got to be a good manager.”

“It’s not always our responsibility to prove ourself,” another captain said. “They need to do their due diligence, too.

So is it OK for crew to ask the captain about his/her skills in their interview?

“It’s the age of information,” a captain said. “I check on an owner before I work for him. We check up on them; it’s only fair that they check up on us.”

“The only way you can judge someone is in action over time,” said another. “When crew say to you, ‘wow, you have a lot of crew meetings, you have more drills than any captain I’ve ever worked for’, you’re taking all those negatives and fixing them.”

No one likes meetings. But several captains said they turn the chore of meeting and imparting information into quick, efficient, and productive time, so crew don’t mind so much.

“Without guests aboard, we have an 0800 crew meeting every day,” one captain said. “No breakfast, coffee is OK. Department heads tell what’s going on for the day in their department and I give a three-minute rundown of the day, just what’s changed. Everyone is there, and we’re all on the same page. It’s also a way for me to see whose eyes are clear, who’s ready to work.

“Over time, crew appreciate knowing what’s happening.”

The same theory -- efficient and productive -- works for drills.

“You schedule them on company time, maybe on a Friday from 1-4,” one captain said. “It’s the end of the week and tell them, when we’re done, you can call it a day. That’s how I approached it.”

“And instead of just having a fire drill, incorporate an emergency medical drill with it,” another captain said. “Stick a guy with a broken leg on the gangway. Everybody’s got a duty. At the same time, you’ve drawn out [several] drills in one meeting.

The conversation developed into one of crew management techniques and how important it was to treat crew professionally. It started when one captain noted that he provides crew references along with his CV when looking for a new command.

Usually, owners are confused by that, but this captain persists.

“It’s how you treat the people below you that shows your character,” this captain said.

Contemporary management skills typically encourage staff to evaluate a manager’s performance. That idea can irritate some yacht captains who follow a more traditional line of military-like

command onboard, viewing criticism as insubordination.

“There are situations where you make decisions, of course, but if you don’t have some level of respect for a crew member as a person, they’re not going to have any respect for you,” this captain said. “Depending on the circumstances, there’s a right place and a right time for crew to being their concerns to me. Having your deckhand feel comfortable enough to communicate upward to the captain is significant in the long term. If I scream and yell, it’s just a matter of when I’m going to fail, not if.”

“Crew are always observing you and how you react,” another captain said. “Whether it’s the management

company calling and yelling at you or lighting strikes off the bow, they’re watching. Let’s not forget that this job is 5 percent driving, 95 percent managing.”

“I try to never react to something,” the first captain said. “Stop, think, then act. Take 5-7 seconds. You’re also training your first officer in their careers. They’re taking their first lessons on how to be a captain by seeing you performing in your job.”

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.

Questions are a valid way to assess safety level onboardBRIDGE, from page A1

A1� May 2013 www.the-triton.com The Triton

I have been using non-traded REITs in client portfolios for about three years now. The reason simply is for diversification, which is a must for

savvy investors.But, just as

there are winners and losers in the stock market, there are winners and losers in the real estate market. REITs are real estate investment trusts. The trick for success is due

diligence.To be the best captain, yachting

professionals are expected to do their due diligence when charting new destinations or selecting a yard for

repairs. If you don’t “plan the plan”, you risk the possibility of looking bad to your employer and possibly getting fired.

As an adviser, I have the same responsibility. If advisers don’t do their research and meet client expectations, they get fired. Over the years, I have spoken to a lot of people that have not been satisfied with their adviser’s way of handling options. Reputation gets around fast; bad reputations get around even faster.

In meetings in New York City in early April, I learned about several REITs

and the market in general from a room of about 500 advisers from around the country. There were a lot of good questions flying around and answered by the CEOs of different REITs.

Most investors like to know who is getting their money. They like to meet them face to face, look them in the eye and hopefully walk away with a warm and fuzzy feeling about their integrity. While the general

public investor evaluates me likewise, I like to do that with the CEOs of REITs. For me, my investment strategy is not only for my clients’ money but my

personal investment money and that of my family.

My target is to under-promise and over-deliver. That is why I always tell clients when investing into REITs to expect their money to be tied up for 4-7 years. This is considered the average life of a non-traded REIT from start to exit. As some have experienced recently, the time can be shorter if you know when to get into particular REITs.

Since I work with many REIT companies, I only invest clients in after they have a proven track record of raising funds and buying properties. If a REIT cannot raise funds and purchase properties at the right speed, that can be the death of a REIT.

Some successful REIT models keep doing the same boring thing over and over but the successful results are starting to get attention. One REIT in particular has just now closed its No. 4 REIT to new investors. I have had clients in one from three years ago. It went public just over a year ago. Most clients sold and made a decent profit and did not want to be in the stock market as a traded REIT and so they purchased the next REIT. That one went full cycle and merged at the end of February. The clients that took that ride saw more than a 50 percent return in one year. The No. 5 is now open but expected to raise its $1.7 billion before the end of this year and close.

So how do you take advantage of REITs and the stock market? REITs typically pay out at 6-7 percent. With monthly dividend checks, those are dollar-cost averaged into an aggressive mutual fund. With dollar-cost averaging, you can possibly make a better return with a volatile, flat market. In other words, it’s not about timing the market, it is the time in the market.

The biggest mistake people make – especially when they try to fund their IRA on April 15 with that $5,000 check – is that the market could drop after that date. If they had budgeted $416 a month and bought into that mutual fund on a monthly basis, they could have done better even if the price closed the same as a year ago. The reason is because some months were most likely trading down for a while. In those months, you bought the shares at a discount.

In short, gather information, make a plan, diversify, and stick with it.

Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial goals.

Capt. Mark A. Cline is a chartered senior financial planner. Contact him at +1 954-764-2929 or through www.clinefinancial.net. Comments on this column are welcome at editorial@the-triton.com

With dollar-cost averaging, you can possibly make a better return with a volatile, flat market. In other words, it’s not about timing the market, it is the time in the market.

Due diligence is the secret to real estate investment trustsPERSONAL FINANCE: Yachting Capital

Yachting capital

Mark a. Cline

The Triton www.the-triton.com May 2013 A1�

As a coach, I speak with many people about transitions, growth and possibly changing careers. One common theme or concern often

comes to the forefront, and that is money.

This is a valid issue, indeed. After working in the yachting industry for a few years and being skilled at what you do, you have probably gotten to a decent place

regarding wage. You have probably gotten use to the income amount and the life it enables. Some of your skills will transfer to other occupations shore side, but your salary may not. Can you be OK with that?

Working as crew on a yacht is quite a unique position. You are part of the service industry but a very unique part. It is high-end service with high-end clientele and expectations. With the ability to live aboard in most cases, overhead can be low and savings can grow. It’s a great way to put away a nice chunk of money in a relatively short amount of time. If you’re in a good situation you enjoy, it’s a pretty good gig.

I do, however, hear from some that they are growing tired of the life. They think about other interests and ways of life, but the money is keeping them aboard. This is certainly understandable and highlighted by the fact that a move to a land-based service industry position could mean a substantial drop in income.

Captains are in a different situation. These days, running a megayacht can be more of a management position, so captains can certainly claim some management skills ashore. As far as moving ashore and remaining a captain, I think most know – and I speak from personal experience -- the money is not going to be the same. Running day trips, tour boats and ferries or doing some kind of instruction isn’t going to bring in yacht-captain money.

But it’s not all gloom and doom. These are just some realities of staying in similar skill and industry choices ashore. The good news is, you don’t have to.

As a coach, I often remind people of their abilities and possibilities. I truly

believe we can do more than we think we can. Believe is the key word here. If you don’t believe in yourself, you will certainly limit yourself and you may struggle with change and growth.

Beliefs shape how we view the world. Do you believe there is opportunity and money to be made? Do you believe you are unique and have something to offer this world that is of value?

I could list a dozen more belief questions but I think you get it; what you believe will direct much of your life. If you agree with that statement, look how powerful your beliefs can be. If you believe there is probably no way to make the money you’re making now, you will probably find that true. If you believe you don’t need as much as you are making now, you will probably find that true. Those who believe they can’t and those who believe they can are both right.

I have heard clients put all kinds of limits and negative beliefs on situations without having the facts to really back any of it up. One reason for

this is humans want safety and comfort; the ego resists growth and change. We then create scenarios and what we swear are valid reasons not to proceed.

But are they true? Do you really know they are true? Can you

speak with such certainty if you haven’t really gathered all your information? It’s important be aware of this tendency to put the brakes on. We can all find reasons not to follow through with things; at this we are good.

Other important questions to ask when considering a change are: is money my primary motivator and can I really predict how much I can earn? What stage of life you are at or entering will affect the answer.

Perhaps money is not the top priority. Are you seeking more meaning or purpose? Most industries have a general pay scale but are you going to stay within that? You don’t have to. You could develop multiple streams of income. Do you believe you can?

This evaluation is specific to each individual. All our financial positions are different. By all means, consult with your financial adviser if need be, gain as much knowledge as you can and then check in on what you believe.

Rob Gannon is a 25-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comments on this column are welcome at editorial@the-triton.com.

Good income prevents some crew from leaving yachting

crew coach

rob Gannon

Other important questions to ask when considering a change are: is money my primary motivator and can I really predict how much I can earn?

YACHT CAREERS: Crew Coach

A1� May 2013 www.the-triton.com The Triton WRITE TO BE HEARD

Bankruptcy story needed more, better details

Yacht not ‘violated’ by U.S. officialsYour recent article about Yacht Path

should have been headlined “Buyer beware: You get what you pay for.”

As usual, The Triton did a thorough job of laying out the case in which the transport company, Yacht Path, failed to make a number of freight payments involving numerous vessels causing yacht owners to “pay hundreds of thousands of dollars directly to the shippers before they could take possession of their yachts.”

Yacht Path’s bank accounts had reportedly been frozen in the wake of a mid-February legal judgment.

What isn’t entirely clear, however, in the last four paragraphs of this 2,000-plus-word article, is who made Capt. Sloate feel “violated” by basically taking over and having a free run of his vessel and cargo for two days while his crew was forced to stay in a hotel.

Your readers should know that it was the repo men from National Liquidators and not U.S. marshals or customs officers that Capt. Sloate was referring to when he said “watchmen” took command of his vessel and later were borrowing clothes that were not theirs.

While some may consider this a modest point, I believe a clarification is in order since The Triton plays such a critical role in covering the issues and the people who earn their living working on yachts.

Maintaining a positive public perception of our industry and the thousands of jobs it creates in Florida is especially important since it is so easy for detractors to muddy the waters when it comes to yachting.

The ancient Greek sea god Triton had the power to calm or rile the seas by blowing his conch horn. It’s not

too much of a stretch to say that The Triton of today has a similar power and responsibility.

Jeff Erdmann, presidentBollman Yachts

Marine industry advocate

Story needs two sidesTwo things. First, when you do an

article like this [“Company files Ch. 11,” page A1, April issue], the tenets of good journalism require you to get comment and opinion from those other than the Yacht Path principal(s).

Most of what you quote in the story is prima facie baloney to anyone familiar with bankruptcy proceedings, let alone familiar with the particulars of the Yacht Path case.

Second, when you do an article like this, you should try to research and understand the bankruptcy procedures you so cavalierly talk about.

For example, Debtor in Possession is only one form of Chapter 11 bankruptcy. It is when the principals of the company are allowed to continue to operate the company, but under the supervision of the bankruptcy court (in the form of a trustee).

As to “DIP financing”, it is not, as you say, “a special form of financing”, but rather financing that the bankrupt debtor is allowed to arrange on a “current” basis strictly for the purpose of enabling a “reorganized” company to continue in operation.

Funds from court-approved DIP financing are excluded from claims made by creditors for debts incurred by the company prior to the filing for Chapter 11 protection and reorganization.

I suggest in future you talk to some good attorneys such as Michael Moore or the guys at Alley Maass before parroting nonsensical statements put out by parties with special interests in this matter.

Phil FriedmanPort Royal Group

Ft. Lauderdale

Transport took seven monthsThank you, thank you, thank you for

your story on Yacht Path International. While I did not have my boat arrested, I did live a YPI horror story.

My story started in Ft. Lauderdale, destined for La Paz, Mexico. It ended up in Vancouver for three months, and ultimately was offloaded 3 1/2 months later in Ensenada, seven months after I was supposed to get it.

The owners of YPI are at best liars. I hope your story will hurry them to their corporate demise.

Thank you again for your article. I hope you follow up on their actions and keep other boat owners aware of their operation.

DK, yacht ownerCabo San Lucas, Mexico

LETTERS, from page A19

You have a ‘write’ to be heard. Yacht captains, crew and industry professionals are

encouraged to send us your thoughts on anything that bothers you.

Write to us at editorial@the-triton.com.

The Triton www.the-triton.com May 2013 A1�

PublisherDavid Reed, david@the-triton.com

Advertising SalesMike Price, mike@the-triton.com

EditorLucy Chabot Reed, lucy@the-triton.com

Associate EditorDorie Cox, dorie@the-triton.com

Production ManagerPatty Weinert, patty@the-triton.com

The Triton DirectoryMike Price, mike@the-triton.com

ContributorsCarol Bareuther, Capt. Mark A. Cline,

Chief Stew Laura Cubie, Capt. Jake DesVergers,

Capt. Rob Gannon, Chef Mark Godbeer, Bob Howie, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan,

Capt. Bob Kimball, Keith Murray, Rossmare Intl.,

Capt. John Wampler

Vol. 10, No. 2The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2012 Triton Publishing Group Inc. All rights reserved.

Contact us at:Mailing address: 757 S.E. 17th St., #1119

Ft. Lauderdale, FL 33316Visit us at: 1075 S.E. 17th St., upstairs

Ft. Lauderdale, FL 33316(954) 525-0029; FAX (954) 525-9676

www.the-triton.com

WRITE TO BE HEARD

I was not surprised in the least to read your story regarding YachtPath’s shortcomings [“Yacht Path doesn’t pay; yachts arrested,” page A1, April issue].

I had been the captain of the 130-foot Westport M/Y Serendipity II for 19 months when we were due to ship back to Ft Lauderdale from Italy.

I should preface the above by saying that we contracted YachtPath to transport Serendipity II from Ft Lauderdale to Genoa.

I worked a deal with the yacht owner’s executives and arrived at a fairly decent round-trip price (as long as the round trip was paid in full within seven days of the agreement) and was given a tentative date of departure from Ft Lauderdale.

The YachtPath guys were not only late by a month on loading, but diverted the ship to St. Thomas where they off loaded us for two weeks to pick

up another vessel. They were, of course, late to Genoa by a few weeks.

When it came time to head back across in the fall, we were delayed two months and were told we would be loaded in Genoa. Upon inspection of the shore-based crane’s lifting capabilities, we declined a lift as they were simply undersized, thus sending us to Carara, Italy.

And then, when securing the yacht, they melted a hole 25 inches square on the starboard bow just below the waterline.

I am told they paid for the repairs once Serendipity II arrived in Ft. Lauderdale, but it cost me my job as the owner held me responsible.

It’s truly a shame that these guys and others like them can continue to operate in our business.

Capt. J. David Kennedy

More worried about losing ownersThank you for your in-depth article

about Yacht Path. It really is a sad day for our industry when this type of story comes out.

I have used Yacht Path in years past. They did get the job done (successfully on-loaded and splashed and safely delivered). Guess you can’t ask for much more in this day and age.

My biggest worry is losing a lot of these owners from yachting. These gents provide good business (to shipyards, shoreside logistic support, captain and crew wages, etc.).

I have been in this industry for 40 continuous years, and I am sincerely grateful to it. Yes, this episode has thrown grave doubt on it.

John Meade, yacht consultantPacific Northwest

Nothing beats good captain/ trusting owner

Our inaugural photo comes from Deck/Eng. Nino Vukelic who captured this sunset during the Yacht and Brokerage Show in Miami Beach in February. Vukelic, who was on the 112-foot

Westport M/Y Steadfast at the time, snapped a series of shots using his Fuji S3 Pro SLR camera body with 18-55mm Nikon lens and merged them together in Photoshop.

Crew see yachting like no one else can. Beginning this month, The Triton is dedicating this space to crew photographers. Crew Eye will feature at least one photo each month in this

space with details on the scene and the photographer. Send us images of yachting as you see it, in all its beauty and luxury, or in all its toughness and tedium. Consider it your canvas to share your views of yachting. Send your photos to editorial@the-triton.com. Be sure to include where it was taken, when, and what kind of equipment you used.

CREW EYE: Deck/Eng. Nino Vukelic

Excellent article on owners vs. captains [From the Bridge, “Some owner behavior can make captains’ jobs harder,” page A1, April issue].

In 35 years as a captain, I recognize the issues and have experienced many of them. It is always difficult for crew to be seen as experienced professionals when under way and hotel employees when the anchor is down.

Fortunately, I was a captain when management companies were rare. In more recent years when I’ve had to deal with them, I’ve rarely found one as knowledgeable as a good captain. In fairness though, I think some owners were driven to management companies by poor performance of their captains, often with regard to the condition of the vessel or its finances, and didn’t know what else to do.

Owner-captain relationships are much like marriages; some work well because each respects the other. Others fail miserably, sometimes for unpredictable reasons.

Finally, some recognition could also be given to the truly good things that owners sometimes do. One owner offered to send my family to the boat for two weeks while we were anchored in the Caribbean and no guests were planned. Another took me on his private 727 from the Bahamas to California at the end of a trip because my son was due to be born in Oregon the following week.

Last story: An owner wanted to make a trip when the weather was deteriorating. I told him it would be a miserable ride, but he insisted we go. Along the way we got seriously hammered and most of his guests declined lunch or lost it shortly afterward. Eventually, we ran for shelter and back to anchor.

That evening he called me to the dining room after dinner and said, “Right here, in front of my friends, I want to tell you that if I ever insist we go somewhere when you recommend against it, you tell me to shut the f--- up.”

Thanks again for your article. Norm Dahl, owner

NightWatch IndustriesJupiter, Fla.

Delays, errors in shipping cost captains, too

See LETTERS, page A18

Sovereign and other self-governing nations have the right to control any activities within their borders, including those of visiting yachts. Authority and control over foreign-flagged ships

in a country’s ports, used for verifying compliance with the requirements of the applicable maritime conventions, is called Port State Control (PSC).

PSC comes into the scene when ship owners, ship managers, classification societies, and flag state administrations fail to

comply with the requirements of international and national maritime conventions. It is well understood that the ultimate responsibility for enforcing conventions is left to the flag state, also known as the Administration.

Port states are entitled to control foreign ships visiting their own ports to ensure that any deficiencies found, including those concerning living conditions and safety of shipboard personnel, are rectified before they are allowed to sail. In the inspection regime, Port State Control is regarded as complementary to the inspections performed by the flag state; each of them working together toward a common goal and purpose.

During the past two summers, yachts have been introduced to this inspection regime in Europe through the Paris Memorandum of Understanding (MOU). Records available to the public illustrate that yachts are being held to the same standard as their merchant ship cousins. In two specific cases, yachts were detained for noncompliance.

As part of a three-month-long Concentrated Inspection Campaign (CIC) on fire safety, Yacht A was detained when the PSC inspector attending the yacht discovered a defect in the closing arrangements for fire dampers in the engine room. Fire damper deficiencies are a constant issue for both ships and yachts. It is among the most frequent fire-safety defects and considered a serious non-compliance.

Needless to say, inoperable fire flaps and dampers seriously deter a yacht’s ability to fight fires on board, especially engine-room fires. Defects of this type are always potential detention cases. Attention is drawn to the fact that the ventilation arrangements on board a yacht always have components that are exposed to

B Section May 2013

B2 B10B3 B14

Nautical calendar America’s Cup and boat shows around world.

Photos from networkingCrew and marine industry meet and greet at Dockwise.

Yachts launched and sold The world’s largest yacht, M/Y Azzam, is completed.

Keeping it straightHow to use the cervicalcollar for spinal injuries.

See RULES, page B9

Costa Rica swims with sights for yachtsBy Lucy Chabot Reed

The Pacific coast of Costa Rica offers more than scenery for yachts transiting the Panama Canal and heading north.

Nico Ghersinich of Sea Masters, a tour and guide company in Costa Rica, enticed captains with details of his country at the Antigua Charter Yacht Show in December. Here’s what he told them:

The first thing to know is that there are two seasons: a dry and a wet.

The dry season is December to April. It includes winds out of the northeast that keep the sky clear and the waters flat and blue in the southern part of the country. In the north, there is room around the mountains for wind to come through so it has good surfing and kite surfing and the Gulf of Papagayo has deep green water.

Crossing to surrounding islands and down to the Galapagos is better in the dry season, as well.

The wet season has traditionally been from May to November, but there’s been a weaker wet season the past 10 years, Ghersinich said. Changes in weather have reduced the really wet time to just September and October. In late summer, it’s often sunny in the morning with short bursts of rain in the afternoon, he said.

The winds stop in the north so the blue water is back in the bay. In the south, the winds come up from the southwest so it’s cloudy and rainy more often. And there’s a swell as well.

Yacht use in Costa Rica is for

the owner, guests and friends of the owner. No chartering. But Ghersinich said the industry is writing regulations to allow it, taking the lead of other nature-sensitive places that allow chartering such as Fiji and Tahiti.

For the owner, guests and friends, the yacht will need a cruising permit. Three-month permits are issued ahead of time, but once in country, yachts can apply for a two-year permit. With the three-month permit, once the yacht leaves, it cannot come back for a year, he said.

Unlike the Galapagos, yachts are not required to have a guide to cruise Costa Rica’s national parks, but Ghersinich recommended it because of the diversity of the ecosystems and the knowledge a local guide can provide.

Ghersinich reminded captains that the Panama Canal is “only 1,150nm from Antigua, the same as

See COSTA RICA, page B6

Avoid detention over dampers, work-rest rules

Rules of the Road

Jake DesVergers

Costa Rica offers many sights for yachts transiting the Panama Canal and heading north, including spinner dolphins in the dry season. PHOTOS/DIEGO MEJIAS, SEA MASTERS

B2 May 2013 www.the-triton.com The Triton

“I’ve fallen, and I can’t get up” was a catchphrase of the late 1980s from a U.S. television commercial for a medical alert button. It was used in a

number of funny knock-offs.

But to hear a guest say this, laying at the base of the stairs while out at sea, it’s not so funny.

Anytime someone falls, always ask yourself if there could be internal

damage, an injury you can’t see. Anytime you suspect spinal injury, do not move the affected person unless it is immediately necessary. Permanent paralysis and other serious injuries may happen if you move an injured person improperly.

Always assume a person has a spinal injury if:l The fall victim sustained a head

injury and you notice a change in their level of consciousnessl The fall victim complains of severe

pain in the neck or backl The fall has exerted substantial

force on the back or headl The fall victim complains of

weakness, numbness or paralysisl The fall victim lacks control of his

or her limbs, bladder or bowelsl The fall victim’s neck or back is

twisted or positioned oddlyOn dry land, when

emergency medical services (EMS) are available, it is always best to call for help and wait for professionals to move the injured person. But at sea, not moving the person may not be an option.

Often EMS will hold the victim’s head stable until a cervical collar and backboard can be applied. A cervical collar is also referred to as a neck brace or c-collar and is often found in the better quality medical kits you find onboard yachts.

Any time a guest or crew member sustains a traumatic head or neck injury, assume they may have a cervical fracture. These type of injuries make them a high risk for spinal cord injury. Movement can make this type of injury worse, leading to paralysis or death.

At sea, these injuries may occur in anyone suspected of having whiplash because of a boating or personal watercraft accident.

In order to prevent further injury,

such patients should have a collar placed by medically trained crew until X-rays can be taken to determine if a cervical spine fracture exists. Here are the proper steps when applying a cervical collar:

1. Realign the cervical spine through a manual stabilization, if possible. From behind, this requires the rescuer to place their hands over the patient’s ears and, using their forearms and elbows along the spine, use the hands to release pressure.

2. While holding the patient’s head steady, have a second rescuer remove clothing and jewelry that might interfere with applying the collar, making certain not to move the injured person. Cut away what you need to using trauma shears if available.

3. From the patient’s front, rescuer 2 should open the collar and slide the collar up the patient’s chest to the chin.

4. While rescuer 1 continues to hold the patient’s head secure, slide the back of the collar over the left shoulder into place. The collar should be secure enough to keep the head from moving but not so tight as to cause pain or restrict breathing or circulation.

Please note that the cervical collar only stabilizes the top seven vertebrae, C1 through C7. To better protect the patient, additional immobilization devices such as a Kendrick Extrication Device (KED) or backboard should be used to stabilize the entire spinal column.

There are several companies that make cervical collars, which generally come in adult and pediatric sizes. Today would be a great day to check out your yacht’s medical first aid kit to see which sizes you have and how many of each. On the water, think boat accident, which typically means multiple injured people, so one collar may not be sufficient.

As with any medical emergency, training is key. All crew should have the opportunity to hold a pretend patient’s spine or stabilize the head. All crew should train how to

apply the c-collar and fit it properly.

Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at 877-6-AED-CPR, 877-623-3277 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@the-triton.com.

ONBOARD EMERGENCIES: Sea Sick

sea sick

Keith Murray

A cervical collar can stabilize a guest, crew after a slip or fall

Cervical collar in use. PHOTO PROVIDED

The Triton www.the-triton.com May 2013 B3

Dockwise Yacht Transport hosted the April 3 networking event with The Triton in Ft. Lauderdale. More than 250 captains, crew

and industry professionals gathered around the fountain at The Quay for food, beverages and a raffle. PHOTOS/DORIE COX

NETWORKING LAST MONTH: Dockwise Yacht Transport

B� May 2013 www.the-triton.com The Triton TECHNOLOGY BRIEFS

DeLorme launches new deviceMaine-based DeLorme has launched

its newest product, inReach SE (Screen Edition), a satellite communication device that can both send and receive text messages even when in parts of the world where cellular communications are limited.

Using DeLorme’s Earthmate App (www.AppStore.com), inReach SE pairs wirelessly with iPhone, iPad and iPod touch to access topographic maps and NOAA charts. The system is also compatible with Android devices.

It offers global SOS capabilities, adjustable tracking intervals from 10 minutes to four hours, and remote real-time follow-me/find-me tracking and ping-me locating. In the event of an emergency, the interactive SOS capability automatically triggers remote tracking and allows users to describe and update their situation so proper resources can be deployed.

InReach operates over the Iridium satellite network.

Suggested retail price is $299, with annual satellite subscriptions beginning at $9.95 a month. A list of retailers is available at www.inreachdelorme.com.

Electronics connected wirelesslyNew Jersey-based Kessler-Ellis

Products (KEP), a manufacturer of marine displays, has partnered with Veedims (Virtual Electrical Electronic Device Interface Management System) to introduce an operational platform that enables mariners to manage and operate any collection of electrical and electronic devices on a vessel.

“Upon our introduction to the Veedims technology we were quite simply blown away,” said Keith Cariani, sales manager of KEP. “Not only will we sell, support and warehouse the systems’ hardware, we have begun integrating Veedims technology into our own displays with remarkable results.”

Veedims’ technology eliminates traditional wiring harnesses and manages power and data through a single cable architecture to integrate electrical and electronic systems. It features a standard array of sensors to create an intelligent automated network that can be programmed, controlled and managed on the vessel or remotely, with varying degrees of redundancy as required.

Veedims eliminates extra power

supplies and long cable runs back to a power panel. Instead, a single Veedims cable is daisy-chained between Veedims Vhubs and Veedims-enabled devices throughout a vessel.

“While there is some level of automation aboard vessels today, there is rarely a connection between subsystems such as engines, lighting and even displays,” Cariani said in a news release. “All are complex, require a lot of cabling, and have specific and often proprietary interfaces. Veedims changes all of this by creating a simple integrated, automated system that turns practically any component aboard a vessel into a ‘smart’ device and enabling all devices to be programmed, monitored, controlled and managed from a single sophisticated display.”

For more information, visit www.kep.com or www.veedims.com.

Caddy helps outboard transportCalifornia-based Davis Instruments

has introduced the Motor Caddy, a strap to make hoisting and carrying small-sized outboards easy and safe.

The Motor Caddy provides a self-centering handle that works when lifting motors by hand or with a lanyard or hoist. Its harness strap fits up to four-stroke models. A shortened security strap provides protection when transporting streamlined engine cases.

A loop tensioner and adjustment buckle make the harness easy to customize to a variety of outboard motors from 2-15 hp. After adjusting the tension, the user snaps together the glass-filled nylon buckles to fasten the harness. Releasing the harness is equally simple.

Marine-grade, UV-resistant materials and hardware ensure that the harness can withstand tough conditions, even in semi-permanent installations. The Motor Caddy retails for $29.99.

For more information, visit www.davisnet.com.

New mitt helps dry overheadsFt. Lauderdale-based Star brite

has introduced the Reggae Pad, a microfiber, absorbent mitt fit over a triangular base and attached to an articulating pole that makes the chore of drying large areas of glass, vinyl or fiberglass overheads simpler.

Unlike a chamois mop, the mitt stays where it’s put. When saturated, simply remove the pad, wring it out, and continue. It can also be used without the plastic base for working in tight areas.

Just as with Star brite’s Reggae Mitt, Reggae Sponge and Reggae Mop, the Reggae Pad can also be used with soapy water to clean, or used dry for dusting applications.

Satellite device sends, receives texts in remote areas of world

The Triton www.the-triton.com May 2013 B�

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 878/935Savannah,Ga. 898/NANewport,R.I. 897/NA

CaribbeanSt.Thomas,USVI 1,090/NASt.Maarten 1,108/NAAntigua 1,060/NAValparaiso 986/NA

NorthAtlantic Bermuda(IrelandIsland) 1,109/NACapeVerde 866/NAAzores 953/1,789CanaryIslands 975/1,861

MediterraneanGibraltar 907/NABarcelona,Spain 1003/1,723PalmadeMallorca,Spain NA/1673Antibes,France 878/2,024SanRemo,Italy 956/2,201Naples,Italy 982/2,253Venice,Italy 1,055/2,692Corfu,Greece 1,186/2,037Piraeus,Greece 1,068/1,854Istanbul,Turkey 876/NAMalta 976/1,723Tunis,Tunisia 896/NABizerte,Tunisia 896/NA

OceaniaAuckland,NewZealand 979/NASydney,Australia 987/NAFiji 908/NA

Today’s fuel prices One year ago

*When available according to local customs. *When available according to local customs.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of April 15, 2012

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 915/975Savannah,Ga. 895/NANewport,R.I. 905/NA

CaribbeanSt.Thomas,USVI 1,140/NASt.Maarten 1,250/NAAntigua 1,230/NAValparaiso 920/NA

NorthAtlanticBermuda(IrelandIsland) 1,060/NACapeVerde 905/NAAzores 1,010/NACanaryIslands 930/1095

MediterraneanGibraltar 955/NABarcelona,Spain 970/1700PalmadeMallorca,Spain NA/1800Antibes,France 1,010/1,950SanRemo,Italy 1,065/2,330Naples,Italy 1,025/2,370Venice,Italy 1,080/2,250Corfu,Greece 1,010/2,215Piraeus,Greece 980/2,030Istanbul,Turkey 920/NAMalta 940/1,700Tunis,Tunisia 925/NABizerte,Tunisia 930/NA

OceaniaAuckland,NewZealand 1,020/NASydney,Australia 1,015/NAFiji 1,050/NA

Companies partner in ThailandYacht Solutions and Ital Thai Marine

have agreed to create Thailand’s first dedicated superyacht refit and repair facility in Bangkok.

Located near the mouth of the Chao Phraya River in Samut Prakam, the deep-water facility of Ital Thai Marine was needed by Yacht Solutions for larger refit and build projects, according to a company statement.

Yacht Solutions at Ital Thai Marine is a 112,000-square-meter facility offering full shipbuilding and repair capabilities plus a bonded warehouse and in-house design office.

The yard has a lifting capacity up to 95m and 3,500 tons. It has access to two 115m dry docks, 300m alongside berthing, a floating dock up to 160m and 5,000-ton lift capacity, making this the largest superyacht repair facility in Southeast Asia.

“We have been in the marine refit and repair business in Thailand for over 10 years and we have been looking for a deep-water facility for the last two years,” said Gareth Twist, managing director of Yacht Solutions, in the statement. “This facility is accessible to all of Southeast Asia being less than 800 miles from Singapore. We are very excited with this partnership as it offers a natural progression for our business.

“This facility combines European management, standards and quality with the renowned finishing skills of Thai craftsmen,” he said. “With this facility, we are able to compete with the European yards but with the distinct advantage of a lower labor cost base.”

Yacht Solutions in Bangkok has completed refit projects on the 43m M/Y Douce France and the 30m S/Y Merrymaid in the past five months. It also operates out of a yard in Phuket.

Launched in 2001 in Phuket, Yacht Solutions is the parent company of Ruea Yachts, which hand-builds new luxury superyachts up to 85m.

For more information, visit yachtsolutions.com.

Emerald Bay names new managerDale B. Westin, most recently at

Errol Flynn Marina in Jamaica, has been named manager of Emerald Bay Marina in the Exumas.

Shavago McPhee is the new harbour master.

Westin has been a fixture in the Caribbean since 1979 and held key management positions at such locations as the Errol Flynn Marina, Jamaica; Marina Hemingway, Havana; Simpson Bay Marina, St. Maarten; and LaCeiba Shipyard Astilleros y Marina in Honduras, among others.

McPhee is a veteran of more than eight years on the Emerald Bay staff,

having been on hand since the marina opened. Most recently, he was fuel dock master.

Upgrades to the 80,000-U.S.-gallon fuel facility are under way and include a 50-gallon-per-minute pump delivering up to 3,000 gallons an hour.

Hicks promoted to AmericanIGY Marinas has recently promoted

Lee Hicks, former dockmaster at Yacht Haven Grande Marina in St. Thomas, as new general manager of American Yacht Harbor.

American Yacht Harbor, on the east end of the island in Red Hook, has 126 slips for yachts up to 110 feet and is a top sportfish destination in the region.

Lift gives Derecktor a liftSince the commissioning of a new

mobile hoist in November, Derecktor Florida has hauled a number of 50m motor yachts.

“We are still finding our way – there is a learning curve when it comes to using this new equipment and using the yard to its full capacity, but the new lift is everything we hoped it would be,” General Manager Ken Imondi said. “We are able to service more of our customers in a given period, and operate much more efficiently”.

The yard has seen a “substantial increase” in the number of Lloyd’s 5- and 10-year surveys and is able to undertake additional long-term projects. The 50m Feadships Aurora B, Battered Bull, Dream, Iroquois, Kisses, and Lady Allison were all recently in the yard at the same time. Major refits to The Big Blue, Elisa, Twilight and Belle Aimee are on-going, while Sorcha, Keldi, Cracker Bay and My Trust Fund have recently completed.

“In addition to the obvious benefit to the yard, we are hopeful that the new lift will help preserve Ft. Lauderdale’s status as the heart of the marine industry in South Florida by allowing more of those vessels who want to be in the center of things a place to get their work done,” Imondi said in a statement.

Derecktor has added several trade and management positions to help accomplish the extra work, and the addition of new power and infrastructure projects is planned for this summer.

“We are confident that the new lift marks the beginning of a successful collaboration of businesses on the Dania Cut-Off Canal that will benefit

See MARINAS, page B7

Thailand companies open yacht yard; Hicks promoted manager

MARINAS / SHIPYARDS

Hicks

B� May 2013 www.the-triton.com The Triton CRUISING GROUND: Costa Rica

to Miami.”Once through the canal and heading

north, the first place a yacht will come to is Coiba National Park and Golfo de Chiriqui in Panama. There are 50 islands in this area and no buildings. The continental shelf is nearby, which drops 2,000 feet in a half mile.

“You can spend 10 days just here,” Ghersinich said. “There’s only one commercial live-aboard and not many people so you are usually alone.”

Beyond Golfo de Chiriqui is Costa Rica and Golfo Dulce, the only fjord in Central America. The Osa Peninsula that creates the bay is perhaps the most bio-diverse spot on earth, Ghersinich said.

In the dry season, as many as 4,000 spinner dolphins create a superpod in the area and visitors can swim among them.

Around the peninsula is Drake Bay and, offshore, Cano Island, which has a national park, though yachts cannot anchor there at night.

Farther north is Ostional, where hundreds of thousands of olive ridley turtles come ashore to lay their eggs over a few days near the full moon in the wet season.

Also worth exploring are the Bat

Islands off Santa Rosa National Park, which has nine ecosystems from coral to rainforest. These islands are protected so there are no tourists. It’s also a popular spot for diving to see bull sharks.

About halfway from Costa Rica to Galapagos is Costa Rica’s Cocos Island National Park, a world heritage site. A permit is required to visit here.

Though the crossing is calmer in the dry season, the diving is better in the wet season, Ghersinich said. There are nine species of shark here and opportunities for deep dives. But there are no motorized toys allowed, only diving and kayaks, he said.

If making a circular route to the area, south from Cocos Island is Malpelo Island, another world heritage site, which is for hard-core diving enthusiasts.

Again, a permit is needed and Colombia only issues one at a time. Yachts can no longer drop anchor there so it’s uncomfortable to be there during the best diving time, May-August.

And, of course, Galapagos is nearby and can fit into an itinerary here. But that is a whole other story.

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

COSTA RICA, from page B1

See dolphins, turtles and few tourists in Costa Rica

Coiba National Park is the first place a yacht will come to heading north from the Panama Canal. There are 50 islands in the area and no buildings.

PHOTOS/DIEGO MEJIAS, SEA MASTERS

In Ostional, olive ridley turtles come ashore to lay their eggs near the time of the full moon in the wet season.

The Triton www.the-triton.com May 2013 B�MARINAS / SHIPYARDS

the global megayacht community as a whole by providing additional options for service and dockage in the Ft. Lauderdale area,” said James Brewer, director of sales and marketing.

In other company news, assistant general manager Bob Philhower has retired.

His career in South Florida spanned more than 50 years, beginning with the Denison family at Broward Marine on the New River in 1960, where he worked until 1991. He joined Derecktor in 1992 as mechanical supervisor and soon assistant general manager where he served for more than 20 years.

The yard has hired two new project managers, Jack Schneider and Rob Hastie.

Schneider has more than 20 years experience managing projects and work crews in composite boat building. He spent five years on site in the Florida yard as part of Consolidated Yacht before joining Magnum Marine. Most recently he led the construction team building the composite superstructure of a 463-foot superyacht in Abu Dhabi.

Hastie has spent the past 10 years as chief engineer on 50m megayachts and has experience supervising new construction and refits in shipyards.

Qatar marina houses scienceThe Qatar marina Lusail Marina,

managed by Mourjan Marinas IGY, has been selected to house a UNESCO experiment to see if floating mangroves can capture carbon emissions.

The results will show scientists if the

floating mangroves have the potential to reduce atmospheric carbon levels.

“Conservation of the local environment and being as eco-friendly as we can is extremely important to Mourjan Marinas IGY – we ensure that all of our marinas are built and maintained with the greatest sensitivity to the local environment,” said Wayne Sheperd, General Manager at Mourjan Marinas IGY. “For a long time it has been Mourjan’s vision to have this break-through initiative incorporated into the design and construction of our marinas.”

Floating mangroves can reduce land-based marine pollution by absorbing potassium, nitrogen and phosphates. Globally, however, mangroves are declining in quantity.

The project first began in March 2012, after Mourjan Marinas IGY approached UNESCO with the idea, according to a statement from the marina.

“In the past, some have suggested producing mangroves in inland deserts under seawater irrigation to make the deserts green, however, this is a controversial approach due to the dangers of irreversible salinization of soils and groundwater, as well as habitat loss,” said Benno Boer, Ecological Sciences Advisor for UNESCO Arab Region. “Our floating mangroves experiment is totally unique and suggests an alternative method which has not yet grasped the attention of the climate change movement.”

The experimental mangroves made the switch from 50 percent seawater, 50 percent freshwater irrigation to 100 percent seawater irrigation in January.

MARINAS from page B5

Qatar marina houses unique floating mangrove experiment

Lusail Marina has been selected to house a UNESCO experiment to see if floating mangroves can capture carbon emissions and reduce land-based marine pollution. PHOTO PROVIDED

The Triton www.the-triton.com May 2013 B�

corrosion and, in most cases, its design does not allow easy inspection and maintenance.

However, this is a critical part of a yacht’s fire-safety arrangements. Considering the risks involved, it is the responsibility of the owner (through the captain) to stipulate an effective inspection routine and maintenance intervals to ensure that the ventilation arrangement closes properly. This routine can be documented in either an ISM-certified safety management system for yachts over 500 gross tons or a mini-ISM system for smaller yachts.

Grill or louver-type devices in particular have a number of joints that are exposed to sea air and spray. These have a tendency to seize during operation. The following inspections and checks are recommended:l Ventilation flaps and dampers are

moving freely and have no damaged or missing parts;l The crew is familiar with the

operation of fire dampers and can demonstrate this;l Dampers/ducts, preferably

marked, clearly indicate which space the damper serves;l Operating devices, handles and

stoppers are in working condition;l A responsible officer has been

assigned to maintain and inspect the ventilation flaps;l Periodic maintenance work and

required tests of local and remote operation have been carried out;l The dampers are effectively

shut and, where required, seal the ventilation openings; andl The open/close positions of the

flaps/dampers are properly marked.Yacht B was detained when the PSC

inspector found that the record of rest hours had not been filled in correctly. He could not determine whether officers of the watch received sufficient rest prior to assuming their navigation watch duties.

A thorough investigation conducted by the management company and the recalculation of the rest-hour basis in the yacht’s logbooks showed that the balance of work and rest hours did meet the requirements. The inconsistency in records had occurred due to the yacht implementing a new, software-based hour-registration system earlier in the year. The implementation of a new system, which was unfamiliar to the yacht’s staff, caused delays in keeping the records. Mistakes were made when entering the data.

The appeal against detention stressed that the rest hours provided to watch personnel were sufficient and that the watch keepers were fit for duty. The supporting records of recalculated hours were forwarded to the PSC office with the detention appeal.

However, after reviewing the case, the PSC Inspectorate rejected the appeal. PSC determined that the errors and delays in keeping the register of rest hours indicated that the captain was not in a position to effectively control the rest hours and fitness for duty on a regular basis. The detention was therefore justified.

An increase in certain incidents, such as groundings, have heightened concerns about the causal effect that fatigue may have on accidents and incidents, particularly where human error is identified as a possible factor. As a result, worldwide PSCs have increased their focus on compliance with the STCW Code’s watchkeeping requirements. With the upcoming August deadline for implementation of the Maritime Labour Convention (MLC), this focus on human element issues will certainly increase.

PSC inspectors check the records of work and rest as well as other documents to validate those records. PSC inspectors will take action when deficiencies are found. Such failings fall into the following categories:l Hours of rest not being complied

with in port, resulting in the watchkeeping personnel on duty for departures and first sea watches not being adequately rested;l Records of hours of work/rest not

being maintained;l Records of hours of work/

rest not reflecting actual working arrangements; andl Deficiencies in the yacht’s safety

management system that hinder compliance.

When inspectors suspect a possible noncompliance with rest hours, they will frequently focus more heavily on examining other evidence, such as the deck logbook, engine logbook, and other operational records/checklists.

Interviews with watchkeepers and the captain during the inspection may also be requested.

Preparation is the key element in preventing problems with PSC. It will help avoid unnecessary delays, added operational costs, or in a worst-case scenario, cancellation of a charter.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state

inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@the-triton.com.

Port State Control checks flaps, dampers, hours of rest, logbookRULES, from page B1

FROM THE TECH FRONT: Port State Control

Incorrectly recorded rest hours have resulted in yacht detentions by Port State Control inspectors. Port states are entitled to control foreign ships visiting their own ports to ensure that any deficiencies are rectified before they are allowed to sail. TRITON FILE PHOTO

B10 May 2013 www.the-triton.com The Triton BOATS / BROKERS

World’s largest yacht launches; sales in China, Europe and U.S.Lürssen launched on April 5 the

590-foot (180m) M/Y Azzam, the world’s largest yacht. The yacht will stay in Germany until her delivery, which is expected later this year. She is expected to run with a crew of 50.

Fraser Yachts has recently sold the 240-foot (73m) Delta M/Y Laurel by brokers Stuart Larsen and Josh Gulbranson with an asking price of $79.5 million; the 139-foot (42m) Feadship M/Y Andiamo listed by broker Dennis Frederiksen in Monaco with an asking price of 19.5 million euros; and the 99-foot (30m) Benetti M/Y New Star by broker David Legrand in Monaco with an asking price of 4.3 million euros.

The brokerage has added to its central agency listings for sale the 291-foot (88m) new build M/Y Illusion due to launch in 2015 with broker Jan Jaap Minnema in Monaco; the 222-foot (67m) new build M/Y Columbus Classic also to launch in 2015 with Larson in Ft. Lauderdale for 44.5 million euros; the 107-foot (32m) M/Y Shana with broker Neal Esterly in California for $1.7 million; the 106-foot (32m) Horizon M/Y Maximus II with Esterly for $3.95 million; the 104-foot (31m) Sanlorenzo M/Y Notos with broker Vassilis Fotilas in Monaco for 7.75 million euros; and the 103-foot

(31m) Broward M/Y Tawnie Lynne with Esterly for $3.95 million.

The Overmarine Group sold two new build Mangustas at the Hainan Rendez-Vous in China in late March, one of 165 feet (50m) and one of 108 feet.

With new partner Martello Yachting, the company has sold the ninth in its 165-foot (50m) line and the 30th in its 108-foot (33m) line. The Mangusta 165 has a top speed of 40 knots

Holland-based Hakvoort launched the 130-foot (39.7m) M/Y Apostrophe on April 13.

The exterior design by Reymond Langton features colored tones, black windows, a grey hull and white superstructure. Complex shapes in the profile combine with long-running lines from bow to stern to make Apostrophe look longer than 40m.

“When we first signed the contract for Apostrophe five years ago we were living in a very different world,” said

Klaas Hakvoort, co-director of the family-run shipyard, in a statement. “Soon afterward, the recession began to bite and the usually cooperative banks refused to finance the construction. Together with the brokers Moran Yacht and Ship, we came up with a unique solution. The fact that Apostrophe has already so successfully battled her first storm makes us all the more proud that she is one of the finest yachts ever launched by Hakvoort.”

The yacht is the first of three projects managed by Moran Yacht & Ship to launch at Hakvoort over the next few years. The others are the 61m Project Golden Age and the 63.6m Project Zeus.

Moran Yacht & Ship has sold the 122-foot (37.3m) Heesen M/Y Perle Noire.

Northrop & Johnson has sold the 105-foot (32m) Burger M/Y Serenity by broker Wes Sanford, who represented the seller (Dunbar Horsford of DB Yacht Sales represented the buyer.) Broker Chris Chumley sold the 96-foot (29m) Westship M/Y Serenity Now!, listed by Bob O’Brien of Camper & Nicholsons Palm Beach.

The brokerage also added to its new central agency listings for sale the 188-foot (57.5m) S/Y Twizzle by Royal

Huisman (in a joint with Burgess) listed for nearly 60 million euros, and the 121-foot (37m) M/Y Montrevel (in a joint with YachtZoo). It has an asking price of $5.4 million.

New to the firm’s charter fleet is the 123-foot (37.5m) Palmer Johnson M/Y BB3 (ex-Muse) with Capt. Mike Travers in Florida and the Bahamas

Andrea Pothier in the company’s South of France office will manage the 190-foot expedition charter yacht M/Y Salila as it cruises Indonesia.

The firm added several brokers. Just after the Palm Beach International Boat Show in late March, broker Sean Doyle joined Northrop & Johnson in Ft. Lauderdale. Hailing from South Africa, Doyle attended the Merchant Naval Academy and served on merchant ships between South Africa and the Far East.

In 2000, he joined Koch, Newton & Partners as a broker and transitioned to Merrill-Stevens when that company bought Koch Newton in 2006. He also worked with Fraser Yachts and Yachtzoo.

Patrick Danaher, Bob Leslie and JP Shipman have joined the company’s Newport office.

Danaher, a yachting professional of nearly 30 years, has skippered vessels up to 150 feet and participated in many

See BOAT BRIEFS, page B11

The Triton www.the-triton.com May 2013 B11BOATS / BROKERS

New Ferretti 960 launches, Camper & Nicholson adds staffsailing regattas. Since moving ashore in Boston in 1998, he has become a certified marina manager and a Florida yacht broker.

After a brief stint in the U.S. Navy, Leslie became a broker in Massachusetts in 1971. In 1985, he bought the Massachusetts Northrop and Johnson office and has been with N&J ever since. He was president of Yacht Architects and Brokers Association (now Yacht Brokers Association of America) and sat on the panel that wrote the Certified Professional Yacht Broker exam.

Shipman, a captain of both large power and sailing yachts, has been in the industry 40 years. He is attending Harvard Business School and working as a lead cast member / producer for the movie series OnTheLine - Extreme Sailing.

Camper & Nicholsons has sold the 97-foot (30m) Ferretti M/Y Starship by broker Charles Ehrardt and the 96-foot (29m) Westship M/Y Serenity Now! by broker Bob O’Brien.

The firm has added to its new central agency listings for sale the 112-foot (34m) Leopard M/Y Spike I.

The firm also hired several new employees.

Adam Cooper joined the company’s Antibes office as ISM/ISPS manager after his tenure with a yacht management company in Cyprus. Cooper was also a yacht captain.

Nicolas Fry, charter marketing manager, joined the company’s Monaco office after three years as a manager at Magellan Yacht Management in Antibes.

Natalia Langsdale, PR and communications coordinator, joined the Antibes office after experience with Fraser Yachts. She is fluent in six languages and holds a master’s degree in EU Studies and Modern Languages.

Ferretti Yachts launched on April 12 the first hull of its Ferretti 960 line.

The 96-foot (29.2m) yacht was designed and built in coordination with Studio Zuccon International Project and AYTD – Advanced Yacht Technology & Design, Ferretti Group’s research and naval design center.

The line comes in three sets of MTU engines. The standard version has a maximum speed of 27.5 knots.

26 North Yachts has sold the 85-foot Burger M/Y Speedy. Built in 1999, the yacht had an extensive refit in 2011. The three-stateroom yacht has a full beam main salon and was listed at $2.5 million.

IYC broker Mark Elliott has sold the 84-foot (25.6m) M/Y Acadia in conjunction with Rick Obey & Associates. Designed by Setzer Design Group, it had an asking price of $3.3 million.

Yachting Partners International (YPI) has added to its charter fleet the 37.5m Bilgin M/Y RL Noor, which launched in 2010 and was a finalist at the 2011 World Superyacht Awards. The yacht won Best Interior Design at the Showboats Design Awards later that year.

RL Noor accommodates eight guests in four staterooms. It will be based in Croatia this summer.

YPI has hired Alena Zilayova as its charter fleet manager based in Monaco. Previously, Zilayova was with KK Superyachts. As an event organizer, she managed events in locations such as Prague, Bangalore and Dubai. Born

in Slovakia, she speaks five languages including English, French and Russian.

Holland-based Feadship has created the Feadship Heritage Fleet, an association for the owners of Feadships that are more than 30 years old. The inaugural meeting of the association took place on April 16 in Amsterdam, which was also the location of the first Feadship meeting in late 1949.

Membership will be restricted to owners of registered Feadships built more than 30 years ago.

The first three members of the Feadship Heritage Fleet have been accepted: The 16m Ammerland of 1966, the 35.4m The Highlander from 1967, and the 32m Heavenly Daze, launched in 1972 as Aldebaran. The owners of these three Feadships – Arthur van Berge Henegouwen, Victor Muller and Rory Brooks, respectively – will be the founder members of the board.For more information, visit www.feadshipheritagefleet.nl.

Yacht Zoo has hired broker Bob McKeage in its Ft. Lauderdale office. As a broker the past 25 years, McKeage brings a previous career as a management consultant to the firm. An offshore racer, he has owned numerous power and sailing yachts and has sailed in most of the world’s cruising grounds.

BOAT BRIEFS from page B10

B12 May 2013 www.the-triton.com The Triton

MedAire acquired Ocean MedicalMedAire has acquired medical kit

supplier Ocean Medical International (OMI), the latest in a string of similar businesses MedAire or its parent, International SOS, has acquired in the past few years, including Marine Medical and Yacht Lifeline.

Started in 1991, OMI was based in the UK with offices in Ft. Lauderdale and Palma and a warehouse in Wales.

Hill Robinson adds crew officeHill Robinson Yacht Management

Consultants has opened a new crew office in Antibes, just opposite the railway station. The firm has hired a new agent to its team in Ft. Lauderdale.

Meetings can be arranged by appointment or during drop-in times. Crew can register and apply for positions in the Hill Robinson fleet by logging on to www.HRcrew.com.

Spurs Marine soldDonald Govan, owner and chief

design engineer of Spurs Marine Manufacturing since its founding in 1981, has sold the company to two managers, Vice President and General Manager Pablo Sosa and Sales Application Engineer Chris Jones.

Spurs developed and sells line and net cutter systems that prevent propeller entanglement and potential oil seal failure.

“Sosa and Jones make a great team,” Govan said in announcing the sale in January. “They know the marine and international shipping community and its changing needs, and our customers will be well served under their leadership.”

Sosa has been with Spurs more than 15 years and has created a number of computerized and technical systems for product manufacturing. He has also helped establish a global network of Spurs’ dealerships and distributors.

Jones joined the company two years ago and is responsible for product design and installation.

Spurs systems have been installed on more than 100,000 vessels worldwide and are globally recognized for their ability to use opposing rotary and stationary cutting blades to sever lines and nets. The systems are ABS-approved and protected by U.S. and international patents.

Tognum invests in expansion, R&DGermany-based Tognum AG intends

to invest more than 1 billion euros by the end of 2014. About 600 million euros will go each into research and development and long-term capital expenditure.

“We intend to further pursue our growth strategy in the future and are convinced that our strategic investments will pay off,” Joachim Coers, CEO of Tognum AG, said at the

copmpany’s annual press talk recently.Tognum will invest about 140

million euros in the expansion of its plants in Europe, America and Asia. For the plant in South Carolina where Tognum assembles MTU Series 2000 and 4000 engines, the company will establish new development test facilities in several phases until 2015 for a total of 40 million euros.

The company’s annual report can be downloaded from www.tognum.com in the “investors” area.

E3 Systems expands in U.S.E3 Systems has opened a Ft.

Lauderdale office and appointed David Horacek U.S. vice president for direct sales. Horacek previously worked with Linkscape.

“David has extensive experience in communications sales and business

development in the maritime and yachting industry,” said Roger Horner, e3 Systems managing director. “We are delighted that he has joined us at a time of expansion into the US market. The

opening of our U.S. office forms part of our strategy to expand our direct service and support in the key yachting hubs.”

For more information, visit www.e3s.com.

Palladium appoints managerPalladium Technologies has

appointed Mike Perkins its business development manager for Europe. Perkins had announced his retirement in August.

“We have known and worked with Mike for some 13 years and during that time we witnessed his dedication to the customers he served,” Palladium President Mike Blake said. “It was our belief that Mike was not quite ready to be put out to pasture. We knew that Mike makes his primary residence in Italy and with our pursuit of a stronger foothold in Europe, we approached him with a proposal to become head of our European development team. Mike accepted the challenge and is now fully engaged in that mission.”

Perkins’ marine industry career started in 1970 as master of several private yachts for more than 20 years. In 1989, he worked with Vosper Thornycroft UK as sales and marketing manager for North America. In 1999, he was appointed vice president at

Quantum Marine Engineering.For more information, visit

palladiumtechs.com.

Chef leads provisioningFt. Lauderdale-based The Grateful

Palate has promoted Hector Lopez to director of yacht provisions.

Lopez oversees a team of professionals and a 10,000-square-foot distribution center. He first joined The Grateful Palate in 2010 and became executive chef of both the restaurant and yacht provisioning company in 2011.

Servicing yacht chefs worldwide with boutique-style provisions since 1999, The Grateful Palate Yacht Provisions specializes in providing fresh, exclusive and in-demand meat, from Kobe and Wagyu beef to specialty game meats such as wild boar and ostrich.

In addition, it offers more than 150 specialty microgreens and microherbs, an extensive selection of produce including 40 varieties of heirloom and specialty vegetables, as well as an array of fresh, wild and farm-raised seafood.

The company also sources wines and has a certified sommelier in-house, and offers full-service concierge services, offering paper goods to hard-to-find limited edition products like caviars, roes, specialty cheeses and more.

For more information, visit www.provisionstgp.com.

Sunrise Harbor hosts tourBrad St. Coeur, marina manager

at Sunrise Harbor in Ft. Lauderdale, has been chosen to host the 7th annual Southeast Florida Marina and Boatyard Study Tour, held before the Ft. Lauderdale International Boat Show each year.

St. Coeur is a certified marina manager.

The tour is produced by the International Marina Institute and will visit several marinas and shipyards in South Florida on Oct. 29-30. (FLIBS begins Oct. 31.) After the tours, attendees will gather to analyse the facilities and network through dinner.

Sunrise Harbor Marina is a former IMI Study Tour destination and was named 2012 Marina of the Year by Marina Dock Age magazine.

A former captain, St. Coeur has more than 30 years experience in the boating industry and was instrumental in acquiring both Clean Marina/Boatyard designations for multiple marina facilities in South Florida.

For more information, visit marinaassociation.org.

Stokes adds brokerBroker Tom Sheehy has joined Curtis

Stokes & Associates on Florida’s west coast.

A broker since 1998, Sheehy spent

BUSINESS BRIEFS

MedAire acquires Ocean Medical International

See BUSINESS BRIEFS, page B13

Horacek

Perkins

The Triton www.the-triton.com May 2013 B13

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more than a decade in high-speed racing as an Unlimited Hydroplane Driver and also cruised the Bahamas in a sailboat.

He was most recently a broker with Ross Yacht Sales in Dunedin and Gilman Yachts in Tampa Bay.

For more information, visit www.curtisstokes.net.

Swart joins MHGFt. Lauderdale-based MHG

Insurance Brokers has hired Clayton Swart as business development manager. Swart, a former yacht crew, will be responsible for promoting and marketing yacht crew insurance in addition to developing business and cultivating relationships for the company’s U.S. Insurance Division.

Raised in South Africa, Swart completed his marketing degree and relocated to the U.S. 13 years ago to work on yachts. In 2007, he joined The Sacks Group as yacht sales coordinator, International Yacht Collection in 2010 and then most recently YCO in 2011.

Agents get dirtyLuxury Yacht Group and Big Blue

Yachtwear fielded a team of runners in the 2013 Tough Mudder event in Miami in mid-March. The 12-mile obstacle course was designed by British Special Forces and, despite numerous scrapes and bruises, the team had fun, except for when traversing the obstacles involving 10,000 volts.

The always high-energy Carrie Grant who manages the front desk at LYG’s Ft. Lauderdale office finished in less than three hours.

“It was a mental challenge I was not prepared for, especially when you factor in the added obstacles of constantly getting soaked in the frigid temperature,” she said. “If it were not for my Mudder mate Lindsay, I’m not sure I would have been able to make it through. I pushed myself to the limit and am darn proud of my accomplishment.”

Luxury Yacht Group provides yacht sales, charter, management and crew placement services from offices in Ft. Lauderdale and Antibes.

Hood gets certifiedFlorida-based Elmridge Protection

Products has been awarded NIOSH certification for its iEvac Smoke/Fire Hood.

The hood can be worn to help an individual safely escape from a fire. The three layers of filtering are a combination of HEPA filtration, catalyst and impregnated activated carbon. Protecting against the head, lungs and eyes, the clear hood has an unobstructed field of view with high visibility reflective strips for easy recognition. The iEvac® Smoke/Fire Hood can be used with eyeglasses, beards, and long hair.

For more information, visit www.elmridgeprotection.com

FarSounder moves to new HQFarSounder has moved to new

global headquarters in Warwick, R.I., consolidating and expanding its corporate and sales offices, research and development, and manufacturing. The stand-alone building will allow on-site incorporation of the acoustic tank testing facility.

“We are excited to move into a facility that supports our plans for the future,” said Cheryl Zimmerman, FarSounder CEO. “This move provides a permanent home, as well as an effective manufacturing environment, for our expanding product line.”

FarSounder develops 3D sonar systems. For more information, visit www.farsounder.com.

YRM announces pending patentsYacht Repairs and Maintenance

(YRM) of Ft. Lauderdale has two patents pending for its tender/jetski chocks.

The half-moon chock and the full-round chock are made from marine grade aluminum, custom fitted for each boat, with state-of-the-art metalworking equipment.

YRM was founded in 2008 and expanded into custom stainless steel and aluminum fabrication in October. For more information, visit www.yrmcustom.com.

Builder opens fractional companyItalian boatbuilder Sanlorenzo

has launched a fractional ownership program called Sanlorenzo Shares for a 90-foot yacht due to launch next year. The ownership structure gives five owners each a 20 percent share, crew and yacht management for a buy-in of $1.6 million. For that, each owner receives up to six weeks of use a year.

Modeled after fractional jet ownership, Sanlorenzo Shares packages costs into three categories: capital cost (after five years, the yacht is sold and the proceeds split among owners), monthly maintenance (including crew costs), and “variable costs” such as fuel and transient dockage.

For more information, visit www.sanlorenzoamericas.com.

BUSINESS BRIEFS

Curtis Stokes, MHG hire; Salorenzo tries fractionalBUSINESS BRIEFS, from page B12

Swart

B1� May 2013 www.the-triton.com The Triton CALENDAR OF EVENTS

America’s Cup in Italy, boat shows from Palma to NewportThorugh December Viva Florida 500. Events throughout Florida to highlight 500 years since the arrival of Juan Ponce de León. El Galeón debuts in Miami, Port Canaveral, Ft. Lauderdale and St. Augustine until June. www.vivaflorida.org

April 30-May 12 22nd annual St. Lucia Jazz Festival, St. Lucia. featuring R. Kelly, Akon, Fourth World, Ace, Blaise Pascal and more. www.stluciajazz.org

May 1 Networking Triton style (the first Wednesday of every month) with V-Kool in Ft. Lauderdale from 6-8 p.m. www.the-triton.com

May 1-5 Palma International Boat Show, Mallorca. Showcase of yachts, toys, chandlery and services in

Mallorca. The Balearic Yacht Brokers Association (BYBA) hosts the first Palma Superyacht Brokerage and Charter Show and Mallorca Superyacht Days from May 3-5. www.palmaboatshow.com

May 2 The Triton’s From the Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Lucy Chabot Reed at lucy@the-triton.com or 954-525-0029.

May 3-5 5th annual Strictly Boaters Boat Show, Cape May, N.J. New boats from 18-65 feet, electronics, outfitting and more. StrictlyBoaters.com

May 4-5 The Marine Industries Association of South Florida’s (MIASF)

17th Annual Plywood Regatta, Dania Beach City Marina, Dania Beach, Fla. www.plywoodregatta.org

May 9-10 Training and Qualification for the Super Yacht Industry workshop, Cork, Ireland. Sponsored by Sea-Tech Evolution, The National Maritime College of Ireland, Irish Marine and Energy Research Centre and Murray & Associates Naval Architects.www.nmci.ie

May 9-11 Monaco Grand Prix, Monaco. Hosted by Automobile Club de Monaco. www.acm.mc.

May 10-12 Ladies, Let’s Go Fishing! Saltwater Seminar, Stuart, Fla. 1-888-321-LLGF (5543).www.ladiesletsgofishing.com.

May 13 Lloyd’s Register ILO MLC 2006 course, Vancouver, BC. For information on Lloyd’s Register, www.lr.org +1 281.675.3112, beth.collett@lr.org.

May 14-15 Lloyd’s Register Risk Management & Incident Investigation course in Vancouver, BC. www.lr.org

May 14-19 16th annual Trawler Fest, Anacortes, Wash. A celebration of the cruising under power lifestyle. trawlerfest.com or call 1 888-487-2953.

May 14-19 America’s Cup World Series, Naples, Italy. Practice and championship racing.www.americascup.com

May 15-26 66th Cannes Film Festival, Cannes, France. Join 35,000 film professionals and 4,000 international journalists for the world’s biggest film event. www.festival-cannes.com

May 22-23 Lloyd’s Register ISM and the Designated Person Ashore (DPA) course, Miami. For more information on Lloyd’s Register, www.lr.org +1 281.675.3112, beth.collett@lr.org.

May 22-23 4th annual Tackling Kidnapping, Hijack and Hostage-taking, London, UK. Seminars include international cooperation, naval protection, private security, preventative measures and funding policing. www.quaynote.com, info@quaynote.com.

May 23-26 Monaco Grand Prix, Monaco. Hosted by Automobile Club de Monaco. www.acm.mc

May 23-26 25th Sanctuary Cove International Boat Show, Queensland, Australia. The largest on-water display in the Asia-Pacific region.www.sanctuarycoveboatshow.com.au

June 1 Museum of Yachting exhibit, Newport, R.I. Art exhibit to feature Newport yachting scenes from the 19th century to contemporary times. iyrs.org

June 1 12th annual Women’s Sailing Conference, Marblehead, Mass. The National Women’s Sailing Association’s event sponsored by BoatUS. Women. www.womensailing.org.

June 2-7 30th Treasure Cay Billfish Championship, Abaco, Bahamas. Fishing, a lay day, social parties, dinners and more. www.treasurecay.com

June 4-8 Loro Piana Superyacht Regatta, Sardinia. For modern, classic, performance and cruising vessels.www.loropianasuperyachtregatta.com

June 8 World Ocean Day. Communities around the globe learn about the world ocean. worldoceansday.org.

June 12-13 Lloyd’s Register ILO MLC 2006 course in Houston, Texas.www.lr.org

June 18-19 8th annual Future of Superyachts, Mallorca. Designed for lawyers, corporate service providers, brokers, yacht managers, superyacht builders, refit and design companies, trade and professional associations, yacht technology developers and suppliers, owners` representatives, crew companies and captains. www.quaynote.com, info@quaynote.

EVENT OF MONTH

May 14-16 American Superyacht ForumLas Vegas

Topics include: “Plotting a new course for yachting”, “The quest for new blood” and “How can we get support from the federal government?”, and four breakout sessions focusing on shipyards, systems, operations and machinery. www.superyachtevents.com.

MAKING PLANS

June 17-20Newport Charter Yacht ShowNewport, RI

Dedicated to yacht charter professionals, agents, owners, brokers and captains showcasing yachts up to 225 feet. Seminars, yacht hops, culinary competition. www.newportchartershow.com

The Triton www.the-triton.com May 2013 B1�SPOTTED: Caribbean, Utah, Hong Kong

Triton Spotters

Where have you taken your Triton lately?Send photos to editorial@the-triton.com.

Tim Davey, president of ISS GMT in Ft. Lauderdale, took his Triton with him on a business trip to Hong Kong, where he also made time to take in a rugby sevens match. In this match, however, his beloved All Blacks were defeated by Fiji, but Davey was excited to note that rugby sevens will make its Olympic debut at the next summer games in Brazil in 2016.

The race crew of the 112-foot S/Y Blue Too catch up on their yachting news en route to the St. Barts Bucket Regatta in March. Can you identify this Caribbean airport? Careful now; be specific. PHOTO/MIKE PRICE

Capt. Bob Kimball sent us “evidence of a good read at 11,000 feet.” The Triton fan visits Alta Ski Resort in Utah each March to celebrate his birthday and takes his Triton with him. Best wishes for another eventful year, Cap.

When it comes to salaries for yacht chefs, I have to remain neutral because I have been at both ends of the spectrum as a professional, dual credentialed ACF chef.

From just starting in the industry years before some of you were born to making an absurd amount in the six figures – which ended up being so brutal that I was happy to kiss all that money goodbye – I know what it is like to work your way up and to walk away.

The average chef salary is somewhat common for a given-sized yacht and it is based on a two-year culinary degree and the deep (or not-so deep) pockets of the owner.

However, recently, what was being offered was not what I would call industry standard. The industry was dealing with a broken economy and foreign-based wage earners who would take the job for a lot less. Both European and American chefs scoffed at the low salaries out there.

Today, they are a little higher, but not much. It is still hard to find a job with a monthly salary between $8,000-$15,000.

In the yachting heyday of the 1980s and 1990s, being a “yacht chef ” was premised on a positive response to the question “Can you cook?”

C Section May 2013

C2-3

Network with The TritonJoin V-Kool and Mack, Mack & Waltz in Ft. Lauderdale C6

It is possible to eat outThe facts behind spotting gluten on your favorite menu

Crew and industry photosSee shots from Expo, Spinathon, Sunrise Harbor C3

Top ten work principles To overcome challenges of working, living with crew

TRITON SURVEY: Standing watch Chef salaries transition from 1980s to now

Culinary Waves

Mary Beth Lawton Johnson

Yes, crew do know how to stand watch

See WAVES, page C6

See SURVEY, page C8

We are proud to introduce a new column beginning this month, Top Shelf. Charter Chef Mark Godbeer will share his tips and recipes for delivering the best tasting dishes on limited time. Mark takes complex dishes and makes recipes more user friendly to help new chefs, untrained cooks and even seasoned veterans.

Read Top Shelf on page C7.

C9-11,13

By Lucy Chabot Reed

When it comes to standing watch, yacht crew know what to do, despite what some old-time sailors think.

This month’s survey idea come in from a business person – a long-time sailor – who seriously doubted if “crew today” knew how to stand watch, what tasks to complete without a checklist or how to handle problems without the captain.

Turns out, she was wrong, at least according to the 156 captains and crew who took our survey this month.

“Crew on watch are the front line of defense to ensure the safety of the other crew and the vessel,” said the purser on a yacht larger than 220 feet in yachting more than 30 years. “Our crew are valuable watch standers. I’m offended that a business person would have any say – or even have a clue – about what the demands on crew are like in our industry today.”

We must preface these results with the caveat that we asked in general about “standing watch” and did not distinguish between the types of watch or the sea or weather conditions surrounding a watch. Many respondents found it challenging to provide one answer to our questions, noting that it could and would depend on where the yacht is, under what weather conditions, if there are guests aboard, and how many crew are on the vessel.

In an effort to avoid getting too many “it depends” responses, we tried to ask broad questions, starting with When do you stand watch?

We enabled respondents to choose any or all of the circumstances that would require them to stand watch. All but seven (96.9 percent) said they stand watch while under way. Those who don’t are a mix, including two captains, one first officer, three chief stews and a chef. (Though they did not check this answer, all three licensed crew noted that all crew are involved in all watches so perhaps they just didn’t check the corresponding boxes. One of the captains, in yachting more than 25 years and on a vessel 80-100 feet, replied that he/she does not stand

any watches.)“Watchkeeping does not take on

different definitions, but does take on different levels of concern,” said a captain in yachting more than 10 years on a yacht 100-120 feet. “A vessel is not likely to be struck by a freighter doing 20 knots while on the dock but can be struck by another vessel docking. Watchkeeping is not changeable in terms of responsibilities but is adaptable to the circumstance and dangers.

“There is a specific difference between the three types of watches, and each one carries specific responsibilities,” said the captain of a yacht 140-160 feet.

The next largest group (67.5 percent) stand watch while at anchor, followed by 41.7 percent who stand watch while at the dock. About 20 percent stand watch when the yacht is on the hard.

“Standing watch” doesn’t always mean standing and watching, so we asked What do you do on watch?

The tasks may seem obvious, and indeed most respondents stated the obvious duties of navigating (and watching out for flotsam), monitoring the weather, monitoring the radio and radar, checking the

engine room and monitoring gauges, and keeping the log. But captains and crew do much more than that.

“Review the pass-down log, review present weather instruments, review forecasting weather data, consult with off-going watch as to changes in ship’s course, weather, mechanical equipment status and performance, ship traffic, and any observations,” said the captain of a yacht less than 80 feet in yachting more than 25 years. “Check all engine gauges, radar, GPS position, ship’s course and speed, any upcoming course changes, check for closest point of approach to land, observe closest harbors if needed for emergency refuge, maintain proper lookout at all times.”

“Under way, it is indeed standing and watching and, of course, monitoring the route and taking care of traffic,” said the first officer of a yacht 140-160 feet in yachting more than 10 years. “At anchor, it means being on the bridge and checking that the vessel doesn’t go adrift. At the dock, it means responding to alarms and checking the lines, fenders and gangway regularly.”

“When under way, duties will vary based on proximity to land,

Depending on weather and sea conditions, most yacht crew are able to continue working while on watch. PHOTO/CAPT. MARK O’CONNELL

C2 May 2013 www.the-triton.com The Triton NETWORKING THIS MONTH: V-Kool

Frischhertz

One the first Wednesday in May, the yachting industry is welcome to our monthly networking event, this time with V-Kool.

Join us from 6-8 on May 1 at V-Kool’s shop in Ft. Lauderdale, one block north of State Road 84 and a half block west of Andrews Avenue, 10 S.W. 23rd St.

In the meantime, learn a little more about V-Kool from owner Scott Frischhertz.

Q. So tell us about V-Kool.

V-Kool is a clear window film that rejects more heat than tint.

It was invented at MIT (the Massachusetts Institute of Technology) and is manufactured near Dresden, Germany. It’s distributed into the United States by V-Kool USA in Houston.

I am the local dealer and own the company here in Ft. Lauderdale.

Q. It’s not a tint, right? How does it work?

No, V-Kool is not a tint. Conventional tinted films are made of polyester sheets with dye in between. V-Kool does not contain any dye. It is made of multiple layers of polyester

sheet embedded with silver particles. The silver particles are so fine that they cannot be seen by the naked eye.

The silver allows visible light to pass through but reflects 94 percent of infrared light, which is responsible for the majority of the sun’s heat.

Q. Is V-Kool the only product you sell?

We sell every type of window film, including specialty, Art Deco and frosted films. We recently became a 3M dealer and are very happy with its variety of films. 3M has some of the best conventional tints in the industry.

Q. What’s new with your company this year?

We have just completed testing of V-Kool laminated to isinglass, EZ2CY, Strataglass and Makrolon. The adhesion to these polycarbonates is better than it is to glass. We plan to work with canvas shops to laminate our film to their material prior to fabrication. We will have samples at the upcoming event.

The film also can be applied to existing isinglass, however the panels will have to be removed and delivered to our shop. The installation process involves pushing on the isinglass to remove the water we use to adhere the V-Kool. That cannot be done in place.

Also, we are moving our office in the middle of May to 1304 S.W. First

Ave., about a half block south of Davie Boulevard near Antibes Yachtwear.

Q. Many small businesses count on repeat customers, but it seems like with a business like yours, you wouldn’t have many repeat customers. Once you have V-Kool, you don’t need to get it again, right?

One of the drawbacks to this product – at least from a business development side -- is its longevity. Unless damaged by an outside force, V–Kool will last a very long time.

But because it works so well, we do get repeat business from brokers, management companies and shipyards.

Q. You’ve been hosting a Triton networking event for a couple of years now and you always have

crayfish. 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 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.

V-Kool’s crayfish boil returns for Triton networking May 1

Join networking at the crayfish party with V-Kool on the first Wednesday in May in Ft. Lauderdale.. TRITON FILE PHOTO

The Triton www.the-triton.com May 2013 C3

We’re honored to have Mack, Mack & Waltz Insurance Group host May’s mid-month Triton networking event in Ft. Lauderdale to announce the addition of Scott Newhaus and Mike Wolfe to its marine division, both frequent guests of Triton events with a previous insurance company.

We have a fun event planned. Through MMW’s relationship with the Miami Dolphins, guests will have the chance to have their picture taken with the 1972 Super Bowl Trophy. The catering will be supplied by the Miami Dolphins. Also, MMW Marine has purchased season tickets and will be raffling off two pairs.

Make plans to join us on May 15 from 6-8 p.m. at Marina Boathouse, 1601 S.E. 16th St., northwest of the bridge on 17th Street.

Until then, learn more about Mack from Newhaus, regional vice

president of the marine division.Q. Tell us about Mack, Mack &

Waltz. Mack, Mack & Waltz Insurance

Group (MMW) started in 1989 and now has three sections: commercial lines, which is general liability, worker’s comp, property, auto, marine, etc.; financial services, which is group health, life insurance/annuities, etc.; and personal lines, where we cater to business owners and form long-lasting relationships by providing homeowners, auto, art or jewelry coverage, and other personal insurance products. In addition to marine insurance, Mike and I also are licensed to sell all kinds of insurance, including health insurance, life insurance, and personal lines insurance. It makes life easier if our clients only have to remember one person to call for all their protection needs.

Q. Is the company new to yachting?

MMW has handled marine-related insurance needs for years. In bringing our book of business to MMW, the company has grown overnight into one of the largest marine insurance agencies in the southeast United States.

Q. Guests of our networking events may have met you in your capacity with your previous employer. You and Mike seemed to be doing well there. Why the move?

We moved for several reasons, the biggest being that we wanted to be of better service to our clients and to the marine industry. We felt that MMW offered us that opportunity. We now have more access to insurance companies and brokers, additional specialized insurance coverages, a more aggressive new business marketing

team, and a dedicated team of account managers that know marine insurance.

Q. There are a lot of insurance companies. How is MMW different?

That’s a great question. We offer value-added services to our clients and make sure they all get the “wow” effect.

We have many services that are specific to each client’s needs. For example, a client that needs certificates of insurance everyday all day, we set them up on 24/7, which is a free software we give our clients to print their own certificates.

If the client is a large shipyard, we schedule multiple on-site visits with underwriters and loss-control. We also offer safety classes tailored to a company’s specific exposure.

We’re staying ahead of the curve and not getting complacent.

Another way we separate ourselves

from the other agencies is by being community oriented. We host a Marine Industry Appreciation Happy Hour and we’re involved with the Marine Industry Cares Foundation’s Spin-a-thon. Our team is the Moral Hazards.

Q. Speaking of community involvement, why is that important?

Well, thank you for noticing our community involvement. We take the “give before you get” approach. The marine industry has always been warm and welcoming to us, so why not give back to the industry?

Regarding our involvement with trade association, it’s important that we are kept in the loop. Some of your readers may not know that we write a fair amount of commercial-related marine businesses and were a sponsor at PEA, the Fifth Economic Engine Report’s annual luncheon.

Q. The Triton is a captain and crew publication. Why do you network with us for business clients?

The first reason that comes to mind is the amount of people that come to your events each and every month. It’s a great way for us to stay visible with the marine industry and to meet not just local business owners but all the captains and crew that we might only get to see a few times a year.

Many people think of us as writing large shipyards and boat builders, which we do, but through our networking we are branching out to reach the captains to insure the actual yachts as well. It only makes sense that if we are insuring the shipyard or marina where your yacht is being repaired or just moored, that we should be the ones insuring the yacht as well, wouldn’t you agree?

NETWORKING THIS MONTH: Mack, Mack & Waltz Insurance Group

Newhaus

Familiar faces move to Mack, Mack & Waltz, host networking

C� May 2013 www.the-triton.com The Triton

The moment you are invited to step onboard a yacht, you enter the world of an elite socio-economic class and those of us fortunate enough to be of service

to them.As such, you

are being accepted as a person who understands and applies the ethical code that is relevant on that particular yacht. Not every rule will be written down, but with a bit of effort you can learn to assimilate

yourself into any yacht-specific rules of etiquette.

Over time, you will understand that following these simple rules makes life simpler and more pleasant for everyone. It reduces the possibility of misunderstandings and creates many more opportunities for mutual respect and courtesy.

Today, organizations of all sizes adopt an ethical code to assist with the application of right and wrong in everyday decision making. Yachting is no exception.

When I started out in yachting, I often found it hard to tolerate the

idiosyncrasies of fellow crew members. People have different backgrounds. They come from different countries, religions, socio-economic groups and different professions. It is difficult to be thrown together and have to live in a small, cramped space. We all have different outlooks and world views, and we have to learn to develop tolerance and understanding.

I found it helpful to have certain rules and codes of conduct set down formally by the captain or another person in charge. There will always be points of conflict when people live in very close quarters, and it is only natural to feel out of sorts when certain commonly agreed upon rules are broken.

Always remember, though, that many kinds of social behavior that may be unacceptable in your eyes may be completely fine in other cultures, and vice versa. It is easy to take offense when none was intended.

As far as proper behavior goes, we usually know in our heart what is right and what is wrong. Being a responsible adult means doing the right thing, even when you don’t feel like it, and helping your crew members uphold the same standards.

So here are the top 10 work principles and ethic requirements I’ve discovered in my yachting career.:

1. Knowledge. Each yacht has its own culture and personality. Develop

the ability to visualize and establish a healthy environment based on the service and housekeeping standards and expectations that have been determined for the style and level of guest service onboard any particular yacht.

2. Integrity. Confidentiality

can be a tough lesson. When you are working in service on a yacht, you will be exposed to many personal exchanges between guests and owners. You are often expected to act as if you have no knowledge of this. You must accept responsibility for maintaining strict confidence regarding personal information you may learn about your employer and guests.

Always protect the privacy and security of the owner, guests and the vessel itself, refrain from gossip, and be nonjudgmental. Loose lips sink ships.

3. Character. Have the courage and conviction to uphold the highest level of professional standards in all relationships and technical skills, whether the employer is onboard or not. And always act in the best interest of your employer. It can be tempting to give in to the urge to slack off because the owner is not around, but do not compromise your professional standards.

4. Service. Treat the employer and guests consistently at the level of service that best meets their needs and desires. Promote a comfortable, secure and stable environment. Consistency is the key here. When owners and guests return, they expect the same level of service.

5. Lawful Behavior. Observe and obey all local, national and international laws. Do not engage in illegal, immoral or unethical behavior. Bear in mind that any illegal behavior you engage in could have repercussions on the rest of the crew and the owner. In some cases, the yacht could be seized, and the captain and officers could lose their licenses.

6. Commitment: Do your best to meet and exceed

service expectations and standards;Challenge yourself to expand and

improve your abilities;Make every effort to be consistent in

your actions;Take responsibility for the tools and

materials you work with;Be an example to others by elevating

the art of service;Maintain appropriate professional

boundaries in your relationships; andPromote a healthy sense of respect

and commit to the highest level of care for all persons and property associated with your employer.

7. Conduct. Uphold high standards concerning your personal behavior, your professional image, and your overall character. Avoid engaging in any activities that could damage your reputation as a professional yacht stew. One can go from hero to zero instantly, and you may never regain the professional status you once had.

8. Personal Development. Develop a high level of self-awareness and objectivity, overcome judgmental attitudes, and work at personal and professional development. This is an ongoing process.

9. Leadership. Keep a positive attitude and perspective as a professional. Encourage finding positive, constructive solutions to problems. Lead by example. If you are going to complain about a situation, be prepared to offer a solution to the problem.

10. Professional Relationships. Work to maintain appropriate relationships and boundaries in every aspect, including religion, family politics, sexuality, and the use of the owner’s property. Sometimes the owner and captain will be generous with perks for the crew. If they are offered, that is great, but don’t feel that you are entitled to anything unless it is offered to you.

More than anything else, use common sense. Living together in a restricted environment week after week can get to anyone, and you may find it difficult to maintain self-control. You know in your gut when you are out of order.

It might seem as if it’s OK to go along with the group when everyone is acting up, but it’s not. It takes a strong sense of character to overcome peer pressure – no matter what your age. Have the courage of your conviction and do the right thing, even when you don’t want to.

Alene Keenan has been a megayacht stewardess for 20 years. She offers interior crew training classes, workshops, seminars, and onboard training through her company, Yacht Stew Solutions (www.yachtstewsolutions.com). Comments on this column are welcome at editorial@the-triton.com.

Always remember, though, that many kinds of social behavior that may be unacceptable in your eyes may be completely fine in other cultures, and vice versa.

It is easy to take offense when none was intended.

INTERIOR: Stew Cues

Stew CueS

Alene KeenAn

Working as a stew begins with basic ethics, etiquette, principles

The Triton www.the-triton.com May 2013 C�

Eating out is a lot of fun. There are so many delicious cuisines to explore, whether choosing a restaurant in one city or dining out around the globe.

However, this simple social necessity of making a menu selection can be a nightmare for someone who has a gluten intolerance.

Gluten is a protein substance present in some cereal grains such as wheat and related grains such

as barley and rye. On the positive side, gluten gives

elasticity to dough and helps it rise. Also called seitan, it’s also a potent source of protein for vegans.

The problem arises for someone who is gluten-intolerant or has celiac disease. The latter is an autoimmune disorder that occurs in the small intestine in people genetically susceptible to a substance in gluten called gliadin.

But many more people have an intolerance or allergy to gluten. Symptoms can range from mild tiredness or constipation to diarrhea, migraines and even infertility. There’s no cure. The only treatment is a gluten-free diet.

Following this type of diet isn’t easy. Wheat is found in so many foods. Think everything from bread and pasta to flour used as a thickening agent in endless recipes.

The No. 1 concern for those following a gluten-free diet when traveling is how to eat out healthfully in restaurants, according to research reported in the 2010-published Understanding Gluten and Allergen-Free Experiences Worldwide – Global Perspectives of Consumers, Hospitality & Foodservice.

First, know what a gluten-free diet is inside and out. Many foods in their plain or unprocessed form are gluten free. This includes meats, poultry, fish, eggs, beans, nuts, fresh fruits and vegetables, and most every dairy product.

The grains or carbohydrate-

containing foods that are gluten-free include amaranth, buckwheat, cornmeal, flax, millet, quinoa, rice and tapioca as well as specifically labeled gluten-free flours made from rice, potato or beans.

Always avoid wheat (which also goes by the names bulgur, durum flour, farina, kamut, semolina and spelt), rye, triticale and barley. Barley is found in many non-obvious places and labeled as malt, malt flavoring and malt vinegar.

Second, do your homework. Research restaurant menus online. Some restaurants will specifically identify gluten-free selections. Or look up the names of particular dishes in a specific cuisine to see from what ingredients they are made.

You can also look for online help. For example, the Gluten Intolerance Group of North America maintains a searchable index of restaurants that

offer gluten-free menu choices or can accommodate gluten-free diners (www.gluten freerestaurants.org).

The folks at Gluten Free Passport (glutenfree passport.com) sell pocket-sized books and mobile phone apps that make it easier to eat-out gluten-free around the world.

Third, beyond gluten as an ingredient, consider how a food is prepared and if cross-

contamination could occur. If you don’t have a chance to plan and call ahead, ask your server for specifics on how a dish is prepared.

If he or she doesn’t know, ask to speak to the chef. Chefs like to please their guests and are usually happy to cooperate and accommodate.

Fourth, realize that sometimes you need to pack your own food when traveling. Airport delays, sketchy airport fare or airline meals and arriving to your destination after most restaurants have closed are all times when you’ll want to have packed something along. This can be as simple as a gluten-free power bar, bag of nuts or dried fruits.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at editorial@the-triton.com.

NUTRITION: Take It In

Meat, eggs, beans good options to avoid gluten if dining out

take It In

Carol Bareuther

Restaurants often have gluten-free options, including king crab legs.

PHOTO/DEAN BARNES

C� May 2013 www.the-triton.com The Triton

Ginger-Lime Stir Fry

Ingredients:1 tbsp sugar1 tbsp fresh ginger, grated2 tbsp fresh lime juice1 1/2 tsp low sodium soy sauce1/4 tsp crushed red pepper flakes1 tbsp canola oil12 oz boneless sirloin strap (cut in thin

strips)1/2 cup green onion, cut diagonallyLime wheels for garnish

Preparation:Combine the first five ingredients in a

small bowl; stir well with wire whisk.

Heat the oil in a large non-stick skillet over medium-high heat.

Add sirloin and cook for 4 minutes until browned, stirring frequently. Remove from heat.

Drizzle evenly with ginger-lime mixture. Serve atop noodles or rice. Garnish with lime wheels and green onion.

Capt. John Wampler has worked on yachts for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through

www.yachtaide.com. Comments are welcome at editorial@the-triton.com.

IN THE GALLEY: The Crew’s Mess

THE CREW’S MESS – BY CAPT. JOHN WAMPLER

Not any more. Managers, owners and captains want to know where their chefs went to school. They want to scrutinize menus and food photos. Even with all that, expect to settle for less. When it comes to standard salaries, here are a few questions to ask:

1. Will the salary be enough to pay your bills, leaving enough for savings and for an emergency fund for when you have to job hunt again?

2. What benefits are included? Are there bonuses, year-end salary bumps, or tips from charters? Are there benefits such as medical insurance, paid leave, paid vacations and tickets home once a year? Although it might not equate to you in dollars at the time, these are valuable assets.

3. How many people will you be cooking for? If it is 50 guests every week, the salary should reflect the work you will be responsible for. If the new job includes seven crew and the occasional owner’s trip, then take that into consideration when considering the salary offered.

Yes, there are owners who expect a lot for not a lot of money. Be wary of them; they tend to be takers with not much to offer on the giving side.

4. Ask about the yacht from other yachties. Word gets around. If the yacht has a bad reputation, don’t think you are the chef to change it. There is a reason that yacht went through 20 chefs in a year. It’s not because they couldn’t cook, keep up with the pace or manage their inventory. Something else is going on there. Be wary.

5. It’s not all about you. Chefs have a way of separating themselves from the rest of the crew because we work alone in the galley. Get out of the mindset that you alone can change things. Work as a team to pull it off. If you do, then in the long run, your salary will show that.

6. Will you be expected to go from the yacht to the owner’s home? If so, your salary should reflect this. Will you be expected to cook for the house staff? Do they provide shore-based housing? What about transportation expenses?

For all these reasons, I have always called my job “yachting for dollars.” It’s like bobbing for apples, but without the stuffed toy prize at the end. Hopefully, the prize for yacht chefs is a bigger paycheck that truly reflects the non-standard jobs we’re asked to perform.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 20 years. Comments on this column are welcome at editorial@the-triton.com.

Today’s chef has education, responsiblity WAVES from page C1

The Triton www.the-triton.com May 2013 C�

Seared Scallops

Ingredients: 1/2 lb pancetta, chopped1/2 stick salted butter1 red onion, finely chopped1 white onion, finely chopped2 cloves garlic, minced2 tbsp dried thyme1 can chickpeas, drained, rinsed1 can white beans, drained, rinsed1 cup sweet chili sauce30 (u6) scallopsSalt and pepper to season scallops4 tbsp olive oil

Directions:In a non-stick pan, saute pancetta for 15

minutes on medium heat until most pieces are crispy.

Remove from pan, but don’t clean the pan.

Add butter to pan. Keeping on a medium heat, let the butter begin to brown. It will give off a nutty scent and is known as brown butter.

Add onions, garlic and thyme.Cook until sweated off, for about 5

minutes.Add pancetta back in and the beans.

Cook for 10 minutes.Add sweet chili and cook for 25-30

minutes on medium-low heat.In a separate pan, sauté the seasoned

scallops in olive oil on a medium heat, about 1 minute on each side and until a nice sear is obtained.

Place all semi-cooked scallops on a baking sheet and preheat oven to 350 degrees F.

When guests are being watered and wined, pop them in the oven for 5 minutes.

Pancetta crisp Line a baking tray with parchment

paper and lay out pancetta pieces.Top with another layer of parchment

and place another baking tray (exact size) on top.

Place tray in a convection oven at 350 degrees F and bake for 15 minutes or until pancetta is crisp.

Keep in an airtight container until needed.

Lemon yogurt Empty a tub of Greek yogurt into a

sieve/strainer lined with a coffee filter. Let stand over a bowl for 30 minutes.

Discard drippings and place yogurt in a bowl, add juice of 1 lemon, 1 crushed garlic clove, 1 bunch chopped dill and a pinch of salt and pepper.

Mix well and refrigerate until needed.

To plate:Begin with a spoonful of beans in the

center of a plate.Pat down with the back of a spoon to

resemble a plateau.Top with three scallops, a spoonful of

lemon yogurt and finish with a spear of pancetta crisp.

Mark Godbeer, a culinary-trained chef from South Africa, has been professionally cooking for more than 11 years, 9 of which have been on yachts. Comments on this recipe are

welcome at editorial@the-triton.com.

Seared Scallops with a Pancetta, Sweet Chili and Mixed Bean Ragout

IN THE GALLEY: Top Shelf

This is always a great way to start a meal. The richness and saltiness of the ragout pairs heavenly with the scallops and yogurt dressing. This being said, it’s even better to write/plan for the menu, as preparation and attentiveness to this recipe is at a minimum. It’s a perfect dish to prepare when you have an intricate main or dessert that requires most of your attention.

Also, having the pancetta as such a prominent ingredient, makes this a fun “surf and turf”.

Feeds 10 (3 scallops/guest)

C� May 2013 www.the-triton.com The Triton

When do you stand watch?

On the hard

While under way

At dock

At anchor

Don’t stand watch

96.9%

41.7%

20.2%

.6%

67.5%

No – 41.1%

Yes – 58.9%

Do deck crew have different responsibilities than interior crew?

No, crew trained on what to do

– 30.1%

Yes, part of the log – 51.3%

Are junior crew given a checklist to follow while on watch?

Yes, for their use – 18.6%

Yes, all crew trained to address and correct alarms

– 22.1%

Do all crew know how to handle alarms?

Yes, all crew can identify

alarms and are instructed to

alert department head

– 62.6%

TRITON SURVEY: Standing watch

Standing watch is all about safety, security, staying awake

but include navigating, log books, etc.,” said the captain of a yacht 100-120 feet. “When at the dock, which is referred to as ‘on watch’, it is typically 8 a.m.-8 p.m., flag duties, phone, passerelle/boarding ladder, paperwork, etc.”

“Under way, you have two crew working, one at the helm doing hourly log entries and fix on the chart, the other doing hourly walk-arounds and engine room checks,” said the captain of a yacht 120-140 feet. “At the dock a crewman has specified duties/responsibilities outlined in a crew manual. While on anchor, in situations that dictate, a crewman is in the bridge monitoring the vessel’s position, weather conditions, etc.”

Other respondents were much more vague, though equally thorough.

“Maintain an awareness of the safety and security of the vessel at all times during your watch,” said a captain in yachting more than 15 years.

“Always being aware of smells, sounds, feelings aboard,” said a captain in yachting more than 20 years.

Beyond the obvious safety and security duties, captains and crew perform a variety of tasks while on watch, including making sure doors are locked/unlocked as required, lights are on/off as required, the flag is up/down as appropriate, the refrigerator is stocked and dishwasher empty, the freshwater tank full, the trash out and the crew mess is tidy.

Several captains also have extra chores for their crew on watch.

“As necessary, depending on the watch, but I always make sure that whoever is on watch has more than enough to keep them busy,” said the captain of a yacht 120-140 feet. “On a steaming watch it includes log books, planning, paper charts and dead reckoning.”

“You watch where the boat is going and watch for objects floating ahead,” said a captain in yachting more than 30 years. “You watch for traffic ahead, port

and starboard, and astern. You alert the captain if anything is not clear to you. You will not leave your post for even one second. You will not watch videos on your phone. You will not read, even at sea out of sight of land. If you need to read, watch the radar. You will watch the radar. You will not leave your post to pee, even over the side.”

Not every yacht has watch standers all the time.

“On our vessel, standing watch is considered when we are under way at night,” said the first mate on a yacht of 80-100 feet. “That means on watch of any traffic on the radar and keeping to our course. On our vessel, the captain and owner see no need to do anchor watch, dock watch, etc.”

A few were honest enough to note that, once their long list of responsibilities were fulfilled, they did take time to do some personal things.

“At least hourly, walk around deck to inspect boarding area, lines, fenders,

water around the boat (oil or diesel sheen, sewage), checking the surroundings for odd sights or sounds (security), checking all camera views; staying aware of weather and tide; often responsible for cleaning the crew mess or emptying the dishwasher and taking out the trash; at least one check during the evening of the entire interior including guest areas and the engineering spaces; ensign down and outside lights on at sunset; making sure vessel is locked or secured at the designated time per the standing orders or captain,” said the first officer of a yacht 160-180 feet in yachting more than 15 years. “In between these duties is time to watch a movie, read my book, work on my computer, paint my toenails, whatever, as long as I can hear and see what is going on in general.”

“Check your COG, SOG, radar, sea conditions, weather, radio, engine monitors, engine room check, then relax in between with a book, TV, movie, conversation, etc.,” said the captain of a

yacht 100-120 feet.“Watch the radar, identify targets, scan

the horizon, play/use the night vision equipment, maintain log, engine room checks, daydream, read/write,” said the captain of a yacht less than 80 feet.

When not under way, the task list is less severe.

“At anchor or dock, we can do chart corrections, accounts, business for itinerary planning, etc.,” said the captain of a yacht 200-22 feet.

“Listen to music, talk to the other person on watch with me,” said the chief stew on a yacht 100-120 feet.

And there was one respondent who perhaps believes what our old-time sailor does when it comes to standing watch.

“Put up the flag, turn on lights, clean crew mess, take out trash, vacuum crew mess, clean up after everyone’s stink for a day, stay on the boat, check fenders, or you could do what most do: sleep and watch TV and do none of the duties but

SURVEY from page C1

The Triton www.the-triton.com May 2013 C�TRITON SURVEY: Standing watch

No, engineer or captain handles it– 15.3%

Yes, all crew trained to address and correct alarms

– 22.1%

Do all crew know how to handle alarms?

Yes, all crew can identify

alarms and are instructed to

alert department head

– 62.6%

No – 79.8%

Are crew allowed to sleep while on watch?

Yes – 1.8%

Depends on where we are

– 18.4%

No – 36.6%

Are crew able to do other work while on watch?

Yes – 17.1%Depends on

where we are – 46.3%

No – 27.8%

Are crew allowed to have personal items during watch?

Yes – 22.8%

Depends on where we are

– 49.9%

Standing watch is all about safety, security, staying awake

but include navigating, log books, etc.,” said the captain of a yacht 100-120 feet. “When at the dock, which is referred to as ‘on watch’, it is typically 8 a.m.-8 p.m., flag duties, phone, passerelle/boarding ladder, paperwork, etc.”

“Under way, you have two crew working, one at the helm doing hourly log entries and fix on the chart, the other doing hourly walk-arounds and engine room checks,” said the captain of a yacht 120-140 feet. “At the dock a crewman has specified duties/responsibilities outlined in a crew manual. While on anchor, in situations that dictate, a crewman is in the bridge monitoring the vessel’s position, weather conditions, etc.”

Other respondents were much more vague, though equally thorough.

“Maintain an awareness of the safety and security of the vessel at all times during your watch,” said a captain in yachting more than 15 years.

“Always being aware of smells, sounds, feelings aboard,” said a captain in yachting more than 20 years.

Beyond the obvious safety and security duties, captains and crew perform a variety of tasks while on watch, including making sure doors are locked/unlocked as required, lights are on/off as required, the flag is up/down as appropriate, the refrigerator is stocked and dishwasher empty, the freshwater tank full, the trash out and the crew mess is tidy.

Several captains also have extra chores for their crew on watch.

“As necessary, depending on the watch, but I always make sure that whoever is on watch has more than enough to keep them busy,” said the captain of a yacht 120-140 feet. “On a steaming watch it includes log books, planning, paper charts and dead reckoning.”

“You watch where the boat is going and watch for objects floating ahead,” said a captain in yachting more than 30 years. “You watch for traffic ahead, port

and starboard, and astern. You alert the captain if anything is not clear to you. You will not leave your post for even one second. You will not watch videos on your phone. You will not read, even at sea out of sight of land. If you need to read, watch the radar. You will watch the radar. You will not leave your post to pee, even over the side.”

Not every yacht has watch standers all the time.

“On our vessel, standing watch is considered when we are under way at night,” said the first mate on a yacht of 80-100 feet. “That means on watch of any traffic on the radar and keeping to our course. On our vessel, the captain and owner see no need to do anchor watch, dock watch, etc.”

A few were honest enough to note that, once their long list of responsibilities were fulfilled, they did take time to do some personal things.

“At least hourly, walk around deck to inspect boarding area, lines, fenders,

water around the boat (oil or diesel sheen, sewage), checking the surroundings for odd sights or sounds (security), checking all camera views; staying aware of weather and tide; often responsible for cleaning the crew mess or emptying the dishwasher and taking out the trash; at least one check during the evening of the entire interior including guest areas and the engineering spaces; ensign down and outside lights on at sunset; making sure vessel is locked or secured at the designated time per the standing orders or captain,” said the first officer of a yacht 160-180 feet in yachting more than 15 years. “In between these duties is time to watch a movie, read my book, work on my computer, paint my toenails, whatever, as long as I can hear and see what is going on in general.”

“Check your COG, SOG, radar, sea conditions, weather, radio, engine monitors, engine room check, then relax in between with a book, TV, movie, conversation, etc.,” said the captain of a

yacht 100-120 feet.“Watch the radar, identify targets, scan

the horizon, play/use the night vision equipment, maintain log, engine room checks, daydream, read/write,” said the captain of a yacht less than 80 feet.

When not under way, the task list is less severe.

“At anchor or dock, we can do chart corrections, accounts, business for itinerary planning, etc.,” said the captain of a yacht 200-22 feet.

“Listen to music, talk to the other person on watch with me,” said the chief stew on a yacht 100-120 feet.

And there was one respondent who perhaps believes what our old-time sailor does when it comes to standing watch.

“Put up the flag, turn on lights, clean crew mess, take out trash, vacuum crew mess, clean up after everyone’s stink for a day, stay on the boat, check fenders, or you could do what most do: sleep and watch TV and do none of the duties but

A few more descriptions of what crew do while on watch, from respondents:

Under way watch. Primary Watchkeeper: eyes out the windshields, eyes on the navigation and other pilothouse electronics, paper charts, gauges and equipment. Running log entries every hour on the hour and engine room checks and log entries every hour on the half hour.

Secondary Watchkeeper: eyes out the windshields the majority of time. Take over primary watchkeeper duties while primary is in engine room. On my boat, being on watch means you are there to watch, listen and act accordingly for someone who is in charge of the navigation and safety of the yacht and all of those on board. You are not there to read, play games, put headphones on and listen to music, etc. You are there to watch. You can’t watch and read at the same time.

Anchor watch. Awake, in pilothouse, monitoring position-indicating equipment, and eyes out the

windows. Different anchoring locations and situations vary the intensity of the watch required from full stand by, ready to start engines at any time to being allowed to doze in pilothouse when alarms set to wake you if boat moves more than a pre-determined distance from a set location (that is, the anchor is dragging).

l l lUnder way watch. Wheelhouse safe

navigation and vessel checks. Anchor watch. Hourly check of position and surroundings, tenders, etc. Daily watch Each 24-hour period, one crew is responsible for safety, security, integrity and vessel cleanliness.

l l lBe aware. Simply put, use our senses.

If the bilge were flooding, a taste of the water to see if it is salt or fresh would distinguish between internal or external flooding.

l l lWe have four crew and we have a set

plan and settings for radars. Situations

are rehearsed and followed to “there is no grey area”. This way, everyone is more confident and when night travel or weather is bad, then the system in place helps eliminate any issues on watch or, more important, while resting, sleeping.

l l lEnsure the safety of the guests, crew,

vessel and environment. Ensure all machinery and systems are operational. Ensure the vessel is secure and visitors are accounted for/dealt with. Raise/lower ensign, set up/clear meals, clear rubbish from vessel/mess, clean crew mess, check all compartments on board for security/dangers.

Fill in daily logs and master log. Answer door bell/phones/radios, etc. Check lines/anchor security of tenders/toys and of visitors/swimmers/gangways. Check switchboards/running machinery, etc. Follow standing/captains orders and fulfil/continue/complete any outstanding work.

When on watch: ‘Eyes out the windshields’

See SURVEY, page C10

C10 May 2013 www.the-triton.com The Triton

the flag and lock the doors,” said a chef in yachting more than 10 years who only stands watch at the dock.

At a minimum, our respondents said watch standers should be a lookout, maintain position and control, follow standing orders and alert the captain when in doubt. A few noted that there are no minimum duties, just standing orders and industry regulations, and referred back to their complete list of duties in the previous question.

“The bare minimum of a less experienced watch stander is a good feel for when they should ask for help and be able to intelligently answer a radio call,” said a captain of more than 30 years. “We wouldn’t expect some watch standers to solve many alarms or unusual situations, and we shouldn’t expect them to stand watch when there isn’t someone awake and close by to help them.”

“Know the rules of the road, know when to call the captain, have basic understanding of the bridge electronics, be responsible and alert, have common sense,” said the captain on a yacht 200-220 feet.

More than a few suggested that at a minimum, watch standers stay awake and keep their watch partners awake.

Our objective with this next question was to see if the interior staff are trained to handle all the navigation, safety and security issues the same as the deck and engineering crew, or if there were exceptions for unlicensed crew. So we asked Do all crew stand watches, including the chef and interior staff?

About 57.8 percent of respondents said all crew participate in watches.

“All members of the crew, including non-deck, must be trained in STCW-95 basic safety training, which includes watch standing,” said the captain of a yacht larger than 220 feet in yachting more than 30 years. “There is shared responsibility when at dock or anchor. When under way, watches are manned by deck crew.”

“I have always implemented a split watch,” said a captain in yachting more than 10 years. “There is a watch leader rotating every four hours, and on the split of their watch the lookout person, which is junior or interior crew, also run four-hour shifts.”

“Watch keeping duties are part of the employment agreement,” said the captain of a yacht 120-140 feet.

“Everyone stands watch on the dock /on the hard; only deck personnel stand watch under way and at anchor,” said the first officer of a yacht 160-180 feet.

Just 10.6 percent of respondents said only deck crew stand watch. That left slightly less than a third who indicated

that not all but most crew stand watch. “Watch leaders are licensed deck

officers; other crew form secondary part of watch team,” said the captain of a yacht 120-140 feet.

“Only those I feel are experienced enough to do the job,” said a captain in yachting more than 25 years.

What was most interesting, however, were the comments respondents had the option to leave on this question. When we gave the choice of “most, but not all” we meant stews and chefs. We didn’t expect captains to be excluded, as they were by two respondents.

Do deck crew have different responsibilities on watch than interior crew?

Almost 60 percent said they do.Interestingly, the results were exactly

the same when we asked Should they?We were curious to know Are

junior crew given a checklist to follow while on watch?

Most – about 70 percent – said the the junior crew on their vessels get a checklist, and most of those are made part of the yacht’s official log.

“Crew need to be trained to stand on watch, and learn what to watch for,” said the captain of a yacht less than 80 feet in yachting more than 30 years. “Newbies should have a checklist. Anyone on my boat is trained to function in the highest capacity, especially on watch.”

“Overlap watches with junior crew so they are never alone on watch, especially at night,” said the captain of a yacht less than 80 feet. “I emphasize to never hesitate to wake me if they have any questions.”

“Junior crew are supervised until they are of a standard that they can do it safely alone,” said the captain of a yacht 80-100 feet in yachting more than 25 years.

The remaining 30 percent said junior crew are not given a checklist, but they have been trained what to do.

“If you use a checklist, it provides focused items that could cause oversight of what’s not listed,” said the captain of a yacht 120-140 feet in yachting more than 25 years.

Many respondents noted that our “checklist” is really the standing orders for the vessel, and that all crew are expected to follow them.

“Watchkeeper responsibilities and standing orders apply to all,” said the captain of a yacht 120-140 feet. “The second person on watch is normally there to learn. There’s always two on a steaming watch.”

Do all crew know how to handle various alarms?

Nearly two-thirds of our respondents – 62.6 percent – indicated that all

Deck crew get different duties than interior staff

TRITON SURVEY: Standing watch

See SURVEY, page C11

SURVEY from page C9

The Triton www.the-triton.com May 2013 C11

If crew can work, read, sleep on watch ‘depends’crew can identify various alarms and are instructed to alert the appropriate department head.

“If an alarm activates, redundancy in reporting alarm is always safer,” said the captain of a yacht 100-120 feet. “Station bill determines how crew handle alarm issue.”

“It’s crew’s responsibility to identify and know the location of an alarm when it sounds, to respond by being on a damage control party to the area of concern, and to use other means of alerting the bridge and captain,” said the captain on a yacht 200-220 feet.

Just 22.1 percent said their crew have been trained how to address and correct (and turn off) alarms. About 15 percent said if an alarm goes off, the engineer or captain handles it.

“There is always an engineer on watch to deal with alarms while under way,” said the captain on a yacht 120-140 feet.

Mostly we wanted to know if standing watch was a rigorous, high intensity time, or Are crew able to continue working while on watch, for example, doing laundry, maintaining the personal watercraft or prepping for tomorrow’s lunch?

We offered the “it depends” option here and nearly half of our respondents chose it. To be fair, the intensity of the watch certainly depends on the circumstances at the time (being under way, with guests aboard, etc.) Many of these respondents said these other duties were not permitted if the vessel is under way, but often acceptable at the dock. Not everyone agreed how to handle watches at anchor, though. Some considered it as serious as being under way, others considered it as relaxed as being at the dock.

“While on anchor, some chores might be allowed, as long as it doesn’t get in the way of the watch and as long as they’re not alone on watch,” said the captain of a yacht less than 80 feet in yachting 7-9 years.

“If on the dock and no guests, yes, crew can work, but they must be aware and visible,” said the engineer of a yacht 120-140 feet. “They are not allowed to go to their cabin and spend the day in there. They must be present and aware.”

“At the dock, crew are allowed to do other things as long as they are able to hear and respond to alarms,” said the first officer of a yacht 140-160 feet.

Even so, 36.6 percent of respondents said crew are not permitted to work in other areas.

“Being on watch is a job and should be treated as such,” said a captain in yachting more than 30 years. “Way too much distraction in performing other jobs in most cases.”

Just 17.1 percent said crew can keep doing their regular job and stand watch at the same time.

We received a similar breakdown of responses when we asked Are crew allowed to have personal items during watch such as phones, computers, books, etc.?

A slightly larger group said “it depends”, but the split between yes and no was a little more balanced, with only about 27.8 percent saying no.

“It not only depends on where we are but who they are,” said a captain in yachting more than 30 years. “Someone with less experience may have their hands full watching for traffic and monitoring navigation. More experienced watch standers may even benefit from a book or other minor distraction in staying awake on an offshore night watch.”

“During the day, we might have a magazine but not involved in a novel or concentrating on the computer,” said the chef on a yacht of 100-120 feet.

“When on open ocean passages away from known commercial traffic lanes the crew may spend time with a PC, listening to music or performing ship’s work during the day, but must always be alert for other vessels, taking the time every 20 minutes to perform a 360-degree scan and check radar and AIS,” said a captain in yachting more than 10 years.

“Personal items are allowed in open ocean but not in confined waters,” said the first officer on a yacht 140-160 feet. “It must not interfere with the proper watch keeping of the vessel.”

“Phones are obviously great tools of communication, folks,” said the captain of a yacht 100-120 feet. “While at anchor, it would be cruel to ban books.”

“Reading is OK on anchor watch, personal items are never OK during navigational watch, TV is never OK on any watch,” said a captain in yachting more than 20 years.

There was no such balance in

responses when we asked Are crew allowed to sleep while on watch? Nearly 80 percent said no.

“Can’t imagine it,” said the captain of a yacht 100-120 feet in yachting more than 30 years. “If you are asleep, you are not on watch. Period.”

Slightly more than 18 percent said “it depends”.

“At anchor, crew are given specific responsibilities to be carried out and logged at timed intervals,” said a captain in yachting more than 25 years and on a vessel 100-120 feet. “Depending on the conditions and location, sleeping is allowed between the logged activities.”

Just three respondents – a captain, chef and deckhand, all on vessels larger than 140 feet – said watchkeepers are able to sleep.

We concluded our survey by asking captains and crew Do you feel “crew today” are valuable watch standers?

Most said they are.“Yes, crew today are very valuable

watch standers,” said the first officer of a yacht 140-160 feet. “If they were not, we would have many more accidents. I have not heard anyone suggest that today’s crew are not capable of providing a good safe watch.

“Ultimately it is the captain’s job to ascertain if the person to stand watch is capable of doing so, as per his standing orders,” this first officer said. “It is also the job of other crew – either the lookouts or the watchkeepers – to report any concerns as soon as possible, in a professional manner, to the captain. This is what creates trust amongst all parties involved and helps the captain sleep at night.”

“As a captain, we are all responsible for the safety of vessel and crew and it is imperative that any crew who assumes the responsibility of standing

watch be adequately trained in proper watch procedures,” said the captain of a yacht less than 80 feet. “I, personally, sleep better under way when I know I have a competent crew who know the importance of safe and responsible watch keeping.”

“Yes, if they take it seriously and understand others are at risk if they fail to follow the rules,” said the captain of a yacht 100-120 feet. “I promote that if the vessel is safe, then we are, too.”

“Training, good ship’s knowledge and clear instructions are the keys to a safe, well-run vessel and good crew,” said the engineer on a yacht 180-200 feet. “Resources, time and understanding have to be available to achieve this. Bad watchkeeping is not just the fault of the individual; it reflects on the whole crew and the system employed on board.

“Today’s crew are better trained and more professional than those of 10 years ago,” said the engineer of a yacht 120-140 feet.

But some did have reservations about younger generation crew.

“Most crew are distracted by personal devices such as iPhones whilst on watch when they should be looking out the window,” said a first officer in yachting more than 10 years.

“Some crew tend to think of watch night as movie night or I’m-stuck-onboard-as-punishment night,” said the first officer of a yacht 160-180 feet. “Many confuse being on watch as being the same as being on board. Big difference. It is actually a huge responsibility that requires you to get out of the crew mess.”

Lucy Chabot Reed is editor of The Triton. Comments are welcome at lucy@the-triton.com. To participate in our surveys, e-mail Lucy to be added to the e-mail. Captains and crew only, please.

TRITON SURVEY: Standing watch

SURVEY from page C10

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