B1

Las Olas faceliftIndustry wants city marina to be central yachting point. A6

‘By the mark’Telling depth the old fashioned way. Do you know how?

Yachts arriveMore than 20 at the America’s Cup race in Newport. A4

www.the-triton.com August 2012Vol.9, No. 5

Have you ever had an emergency at sea?

TRITON SURVEY

– Story, C1

Yes – 81.4%

Sort of – 15.7%

No – 2.9%

Professionalism starts with character, state of mind

See BRIDGE, page A14

The conversation started as a joke.“We used to drink all the time,

but no one ever got hurt, we never hit anything and the boss was always

happy,” said a yacht crew member at a recent Triton event. “Crew today are not professional.”

We didn’t even want to touch the topic of yacht crew being amateurs in the

drinking department, but that latter comment struck me. Crew today are

not professional? With all the rules, regulations, conditions and courses they must endure for even entry-level work? Really?

So we rounded up a few captains and asked: Is yachting more professional than, say, 20 years ago?

“Well, how do you define professional?” asked one captain at The Triton’s monthly captains luncheon.

So we took off on that tangent for a while.

“Professionalism starts with your character and state of mind,” a captain said. “You have to want it.”

“You can define professionalism

by looking at what professionalism isn’t,” another captain said. “Flip flops, showing up late, attitude.”

“Not taking your sunglasses off when you are introduced to someone,” said a third. “You give a firm handshake and look them in the eye. That’s professional, old school stuff.”

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.

From the Bridge

Lucy chabot Reed

Dredging up business for South Florida yardsBy Dorie Cox

Dredging has begun to deepen the canal to shipyards on the south side of Port Everglades in South Florida.

The increase in depth, from about 10 feet to 17 feet, will allow larger vessels to navigate the Dania Cut-off Canal en route to shipyards such as Derecktor, of Florida, Dania Cut Super Yacht Repair, Playboy Marine Center and Broward Shipyard, as well as Harbour Towne Marina.

These facilities, as well as local industry groups, expect increased yacht traffic from larger vessels and

an increase in the marine economy after completion of the project in March.

“We’re delighted,” said John Mann, chairman of the U.S. Superyacht Association. “This gives yachts, captains and crew more options.

“Dredging, and more depth, gives yachts different places to go,” he said. “And increased options make yachts more likely to come to the U.S.”

James Brewer, business development of Derecktor of Florida, agreed.

“This will give motoryachts tide-free access when it is completed,” Brewer said. “Right now, you can get about 12 feet at the top of the tide with local

knowledge. That, and probably a tug.”Philippe Brandligt of Broward Shipyard said his

yard looks forward to the completion of the project.“It will be very good for business and for the bigger

boats,” Brandligt said. “And good for new and refit business.”

He said the entire canal will also benefit from ongoing expansion of the Fort Lauderdale-Hollywood International Airport and surrounding infrastructure.

“After the dredging and the airport are complete, we will be upgrading our facility,” Brandligt said.

“We want to accommodate more vessels up to 230

By Dorie Cox

Derecktor of Florida began construction of a new 820 metric ton (900 short ton) mobile boat hoist in July. The new lift will accommodate vessels nearly 200 feet in length at the yard in Dania Beach, Fla., near Port Everglades.

“We have had a 500-ton marine elevator since 1967,” said James Brewer, business development at Derecktor. “It’s no longer adequate for today’s larger yachts.”

Previously able to accommodate three megayachts with a rail system, the new hoist will permit up to eight megayachts to be in the yard at a time, Brewer said.

“We have pulled 100 tons of steel from the previous rail system to make space for the new hoist,” Brewer said. “Yachts will be lifted by straps and we can drive them to where they need to be.

Fabricated by Cimolai Technology in Italy, the lift will be the largest mobile unit of its type in Florida and the second largest in the United States. Colonna’s Shipyard in Virginia has a 1,000-metric-ton Marine

See LIFT, page A10

Derecktor to install 820-ton mobile lift

See DREDGE, page A10

Dredging the Dania Cut-off Canal, running across the bottom of the photo, will enable larger yachts access to several South Florida shipyards. Dredging should be done by March. FILE PHOTO 2006

A� August 2012 www.the-triton.com The Triton WHAT’S INSIDE

Where does she find the time?

What one chef does in her spare time. See photos and story on A8. PHOTO/DORIE COX

Advertiser directory C14Boats / Brokers B11-13Business Briefs A11-12Calendar of events B14Columns: Captain’s lunch A1 Crew Coach A13 Crew’s Mess C6 Fitness B10 In the Galley C1 Interior C4

Latitude Adjustment A3 Nutrition C5 Personal Finance A17 Onboard Emergencies B2

Rules of the Road B1Crew profile A8-9Cruising Grounds B9Fuel prices B5Marinas / Shipyards B5,8Networking photos C3News A4News Briefs A6-7Puzzles C14Tech Briefs B4Triton Spotter B15 Triton Survey C1Write to Be Heard

A16,18-19

The Triton www.the-triton.com August 2012 A�LATITUDE ADJUSTMENT

After nearly 200 deliveries up and down the U.S. East Coast, Capt. John Wampler has taken a full-time job as captain of the 88-foot Ferretti M/Y

Enigma (ex-Inspiration).

He departs in October for Peru on a one-year contract.

Wampler writes our monthly Crew’s Mess recipe, Expect to see some South American influence in the recipes to come.

Capt. Lee Rosbach has been hired as relief captain for Capt. Graeme Stoner this summer on the 151-foot Burger M/Y Sycara IV, the classic-looking blue-hulled vessel launched in 2009. Expect to see the charter yacht around New York’s Sag Harbor before it heads back to Ft. Lauderdale in September for a short yard period. Then it will be off to St. Barts.

Playing a part in a rescue at sea Those over-night watches can be a

real bore. Little to look at but dots on a screen or pinpoints of light on the horizon.

So when the call came on the radio at about 1 a.m., Capt. Frank Ficken of S/Y Islandia gave it his full attention.

It didn’t take long to recognize that something was wrong.

“We could hear them and the Coast Guard could hear them, but they couldn’t hear the Coast Guard,” Ficken said. “The Coast Guard kept coming back, but they kept making the mayday call. It was evident that something was wrong with their radio.”

So he picked up his radio and made contact with the urgent voice on the other end. It turns out that the calls were coming from a 56-foot sailing vessel that had been taking on water for hours. Several hours of bailing and trying to plug the hole had left them exhausted and now afraid. The ingress of water had cut power all electrical power and their propulsion.

Adrift, all they had was a handheld VHF radio.

So Ficken and First Mate Chad Natti scanned the radar, overlaid it with their AIS data and quickly isolated three vessels that could not be identified.

Then he asked them to set off a flare. With four people on deck looking in the direction the sailors said they were, it took about 20 seconds to see the flare -- behind them in the complete opposite direction and 30 miles from where they thought they were.

Winds were 15-20 knots out of the north and seas were 4-6 feet, nothing major for Ficken’s 137-foot sailing yacht, but likely not comfortable for a 56-foot sailboat.

Comparing that direction with the three unidentified boats on his radar, Ficken was able to relay coordinates to the Coast Guard. And with its speedy boats, the Coast Guard was able to reach the troubled sailors in half an hour, a trip that would have taken Ficken two hours to complete.

“Then we just kept going,” Ficken said. “We were happy to be of service.

“I think that most people who do this for a living would have done the same thing,” he said. “It’s just something you feel good about, being able to help another mariner in distress.”

Had Islandia not been there -- about 30 miles off the coast of Cape Hatteras while repositioning the yacht from the Caribbean to its summer base in Portsmouth, R.I. -- the U.S. Coast Guard would have had to put several vessels in the water and possibly a helicopter to find the sailboat.

The Coast Guard recognized Ficken and his crew for their help in locating the sailors with a letter from the section commander.

“Your initiative in establishing a communications link with the distressed vessel and Coast Guard Cutter Block Island proved vital in this successful response,” wrote Capt. A. Popiel, commander of Coast Guard Sector North Carolina. “I can think of no more frightening a scenario than being stranded at sea, taking on water far offshore, and unable to contact the Coast Guard. It is reassuring to know that there are mariners like yourself willing to step in and provide assistance when needed.”

“It was a nice little episode,” Ficken said, docked safely in Portsmouth in mid-July. “I’m always glad to help a fellow mariner in distress because you never know when it’ll be your turn.”

In addition to most likely saving some lives, the incident had another benefit, Ficken said.

“It made the watch go quicker.”

Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at lucy@the-triton.com.

Finding jobs, saving lives: it’s all in a day’s work for captains

Latitude adjustment

Lucy chabot Reed

Ficken

A� August 2012 www.the-triton.com The Triton

CORRECTIONSBroward Shipyard was started as a

new company on the grounds of the old Broward Marine. Our story on page A6 in last month’s issue indicated otherwise. Also, Francis Llabres’ name was misspelled.

The photo accompanying news of M/Y Turmoil coming on the sales market showed the old Turmoil, a 151-foot Palmer Johnson.

At right is the correct vessel, a

209-foot Royal Denship, listed with Camper and Nicholsons.

By Capt. Paul Warren

The America’s Cup World Series returned to the U.S. in late June with the latest regatta in Newport, R.I. And, contrary to the previous U.S. event in San Diego, almost two dozen megayachts were among the spectator fleet of more than 400 boats for the finals on Narragansett Bay.

Among them were the 142-foot Trinity M/Y Big Zip, the 142-foot J-Class sloop S/Y Hanuman, the Dynamique 80 Coconut and the classic Trumpy M/Y S.S. Sophie.

Other on-the-water viewers included the Newport-based 160-foot three-masted charter schooner S/Y Arabella, the classic 126-foot steam yacht Cangarda, and a bevy of former America’s Cup 12m racing yachts now doing day cruises and charters.

Many of the spectator megayachts were hosts to ACWS corporate sponsors and team supporters.

Five megayachts were designated official VIP yachts for the event, said Andy Hindley, chief operating officer of the America’s Cup Race Management group. These yachts paid $5,000 each and received special flags that helped them delineate the boundaries of the race course.

“The boats with the flags sat immediately on the course boundary – literally marking the edge of the race course,” Hindley said.

Their VIP status allowed them inside an 80-yard buffer between the race course and the public spectator fleet, giving them a closer, unobstructed view of the race.

There were only five spots allocated for VIP as space was limited due to the shorter course distances used by the AC-45 race boats. More perimeter space will likely be available for additional megayachts next year when the event switches to the larger AC-72 catamarans that will race a longer course.

In addition to the special on-the-water positioning, other perks of membership in the America’s Cup Superyacht Program included private behind-the-scenes tours of the team bases and race management

operations, access to the shore-side AC Club 45 VIP hospitality lounge, and special seating tickets for the final awards ceremony.

Hindley noted that the Superyacht Program for next year’s Louis Vuitton Cup and the America’s Cup Finals in San Francisco is still a work in progress. He expects that details will be released soon, adding that the offering will include special berthing options, special activities for yacht captains and crews, and a superyacht regatta. About 20 megayachts have expressed interest in those events, Hindley said.

Capt. Eric Yeager of Big Zip said the owner and his family are long-time sailors with “a strong appreciation for beautiful yachts and performance sailing.”

“They very much enjoyed the racing,” he said. So much so, he said, that there are plans in the works to position Big Zip in San Francisco next summer for the America’s Cup Finals.

After the Newport race, the AC-45 catamarans were disassembled, loaded into 40-foot containers and loaded on a 121-car train for shipment to San Francisco, the site of the next two ACWS events.

The Italian team on Luna Rossa Piranha won the fleet racing portion of the Newport event, while Oracle Racing Team USA/Coutts won the match racing series.

The overall winner for the 2011/2012 racing season was Oracle Racing Team USA/Spithill.

Team Artemis from the Royal Swedish Yacht Club won the season match racing championship, while Oracle Racing Team USA/Spithill won the season fleet racing championship.

America’s Cup racing now transitions to the 2012/2013 season, beginning with two regattas in San Francisco. The 2012 events are designed to familiarize sailors with local conditions that will approximate expected elements during the finals in September 2013.

Capt. Paul Warren is a boating and travel writer based in the Tampa Bay area. Comments on this story are welcome at editorial@the-triton.com.

Two dozen yachts show up for America’s Cup racing in R.I.

NEWS: America’s Cup racing

A� August 2012 www.the-triton.com The Triton

Gibraltar abolishes duty for yachtsThe chief minister of Gibraltar on

July 9 announced his budget, which included eliminating import duty for vessels larger than 18m in an effort to stimulate growth in the superyacht sector.

“By reducing the duty and exempting it above 18 meters, the government is sending a clear message that there is no longer an incentive for resident vessel owners to keep their yachts outside Gibraltar,” said Ros Astengo, business development manager with Ocean Village marina. “And, if Gibraltar attracts even just a small percentage of the long-term berthing required by the superyacht sector, we will receive economic stimulus in a sector that, despite competitively priced berths, tax-free fuel and Cat 1 Red Ensign Group status, remains relatively untapped.”

Albert Mena, tax partner at Hassans, the largest law firm in Gibraltar, said, “Import duty on vessels is only triggered upon the actual importation of the vessel into Gibraltar. This means that, in practice, any Gibraltar resident can own and use a vessel and not be liable to pay any import duty so long as the vessel is kept away and never imported into Gibraltar.

“The very nature of our importation

laws dissuaded resident vessels owners, including high net worth individuals, from importing and berthing their vessels in Gibraltar,” he said. “The new budget measures should attract these vessels to Gibraltar.”

With the abolition of superyacht import duty, Gibraltar expects to emerge as a strong alternative to Spain, which has a 12 percent matriculation tax on recreational boats more than 8m. With VAT at 18 percent, yacht owners face a surcharge of nearly a third of the retail price, according to a statement from Gibraltar.

Aussies review charter regsSuperyacht Australia has asked

the Australian government to review regulations affecting superyacht chartering in country waters.

The number of yachts coming to Australia would double if charter regulations were relaxed, according to a Superyacht Australia statement, and revenue for the country would also double.

Fiji, after relaxing its charter regulations, returned more than $3 million from five charters in 2011, the statement said.

This recommendation to open the superyacht charter market is supported by the government’s 2020 strategy focused on attracting high-yield tourists looking for high-end quality products.

“The potential for Australia is enormous,” said MaryAnne Edwards, CEO of Superyacht Australia. “If we don’t act now to address the barriers to growth, our competition particularly in Tahiti, Fiji and New Zealand will be firmly established, leaving us behind. The economic return to the country and the jobs it would create is significant. There is really no downside to this issue as the government is receiving no revenue from this charter sector currently as we are being bypassed for countries that make it easier for visiting superyachts to charter.”

Some of the restrictions include the 35m rule in the Great Barrier Reef, pilotage costs and the need for increased infrastructure.

M/Y Highlander sellsM/Y Highlander, the 151-foot

Feadship built for Malcolm Forbes in 1985 and run as a successful corporate yacht for more than 20 years, sold on July 17.

Broker Whit Kirtland with Bradford Yacht Sales handled the sale, though he acknowledged that he didn’t have to do much.

“They [the buyers] were friends with the family so they did almost all of it themselves,” said Kirtland, whose father Fred sold the yacht to Forbes. “It’s a little sad to watch it go. Everybody

knew that boat, particularly in New York. I’ll be good for it to be out at sea again.”

Though he couldn’t disclose much, Kirtland said the yacht was bought by experienced yacht owners who already own the 158-foot (48m) Feadship M/Y Audacia.

The yacht had a final asking price of just less than $5 million.

Within days of the sale, RPM Diesel was rebuilding the engines. The yacht remains at Bradford Marine in Ft. Lauderdale.

Highlander was mothballed in January 2009 and most of her long-term crew laid off. Eng. Gene “Gino” Fittery remained aboard to maintain her until the sale and remains with her still as a consultant during the refit.

– Lucy Chabot Reed

Las Olas Marina to get overhaulFt. Lauderdale plans to renovate

and possibly expand Las Olas Marina, but several plans and more ideas are fighting for attention.

Free of a decade-long legal battle over the parking lot next to the docks, the city has begun moving forward with preliminary plans to renovate the property, including digging out the lot to add more piers and dockage. Original plans were drafted by Sasaki Associates, the contractor the city hired to oversee the entire beach renovation. Sasaki has been working on the plans for the beach master plan for several years.

With the lawsuit settled, Sasaki drew a few design alternatives for Las Olas Marina, including one that expands the amount of dockage from the current 3,400 linear feet to about 6,000 linear feet with retail shops, a marina building and green space.

“We got in under the wire,” Bob

Dean, formerly of Peterson Fuel and now a member of the city’s Marine Advisory Board. “We’re fighting uphill to get this accepted. It’s not final. It’s a process.

But some in the South Florida marine industry want more.

Paul Engle, president of Bradford Marine, wants the marina to have a Yacht Welcome Center, more and larger slips, and become a permanent north entrance for the Fort Lauderdale International Boat Show.

“In the past 10 months, it’s wonderful what has taken place,” Engle told members at the monthly meeting of the Marina Mile Association, a membership group for marine industry businesses in Ft. Lauderdale. “Now, how can we maximize the project?

“This is the perfect opportunity to unify our fragmented industry, where we can bring the pieces together, someplace to call home.”

The welcome center would include meeting rooms, a conference center, an education component and possibly a yachting museum.

“It’s up to us, the trade, to give them ideas to maximize this effort,” he said. “We can’t just not get involved.”

Engle acknowledged that the city likely has a limited budget for some of his ideas, but industry and even owners could be inspired to participate in building the welcome center, he said.

The first step, though, is to find $20,000 for a formal study of industry business to find out what should be in there, and to hire a proper design consultant to put those ideas on paper.

“If we say nothing and just wait, that could happen,” he said, pointing to the existing proposal, which includes a small marina building for a dockmaster

Gib eliminates duty, charter rules reviewed, Highlander sellsNEWS BRIEFS

See NEWS BRIEFS, page A7

A preliminary drawing of one idea for the expansion of Las Olas Marina, designed by Bradford Marine. A yacht welcome center is just off center to the right. DRAWING PROVIDED

The Triton www.the-triton.com August 2012 A�

and possibly customs offices. Instead, Engel has designed a

marina with more dockage radiating from a four-story welcome center.

“Yacht captains are a very special breed,” said Engle, a former yacht captain. “They like to be welcomed, acknowledged in a proper fashion, when they’re bringing their yacht in from a foreign port after a long journey.”

– Lucy Chabot Reed

IYT starts crew placement armInternational Yacht Training has

formalized its efforts in placing crew by launching a crew placement division.

“IYT has for a long time operated an informal crew agency helping students find work and fill positions that they have available aboard the yachts they work on,” the company stated in its most recent company newsletter. “We realized that we are pretty well placed to help identify good crew members as many of our instructors are former senior yacht crew who understand what characteristics make a good crew member.

“We also spend days and even weeks with students so we get to know more about them than simply interviewing them and calling a couple of references could ever tell you. For this reason

we have decided to formalize the placement work we do for our students and establish a new crew agency.”

Sea mount discovered in Red SeaThe UK’s Royal Navy survey ship

HMS Echo has discovered a previously uncharted underwater mountain on the bed of the Red Sea the size of the rock of Gibraltar.

The hi-tech sonar suites of the Devonport-based survey ship mapped the huge feature for the first time in July.

Echo was sent east of Suez at the beginning of last year to help improve charts of the region’s waters and gather key hydrographic data.

Yemeni fishermen evidently knew the mount existed. Echo found a dhow anchored on its summit as she carried out her survey of the area.

Existing charts of the area suggested the sea was 1,263 feet (385m) deep, but over an eight-hour period Echo collected information to prove the mount rises to within 131 feet (40m) of the surface – deeper than the deepest draft of any civilian or military surface ship, but a danger to submarines passing between the Mediterranean and the Middle East.

“We were actually looking for volcanoes; the southern Red Sea region

has seen a significant amount of recent tectonic and volcanic activity with several volcanoes emerging from the sea close to the Yemeni coast line,” said Commander Matt Syrett, Echo’s commanding officer.

“We didn’t find any. But we did find this. It is absolutely massive, and finding it is something which really makes everybody on board feel good.”

Florida lobster season opensThe 2012 recreational and

commercial spiny lobster seasons opens Aug. 6 and runs through March 31. The two-day mini lobster season for recreational anglers was July 25-26, always the final consecutive Wednesday and Thursday in July. Commercial fishermen begin putting their traps in the water Aug. 1. Harvest begins Aug. 6.

The lobsters must have a carapace length greater than 3 inches to be taken during the open seasons, and divers must possess a measuring device.

During the mini season, divers can take up to six lobsters per person per day in Monroe County and Biscayne National Park waters, and 12 lobsters per person per day in other Florida waters. Lobster harvest is also prohibited at all times in state and national parks and certain areas of the

Florida Keys.During the regular season, the limit

is six lobsters per person per day.Divers must have a recreational

saltwater fishing license and a spiny lobster permit (ww.myfwc.com/license)

Divers are required to display a “divers-down” flag and make every effort to stay within 300 feet of it.

EPA grants $50,000 to USVIThe U. S. Environmental Protection

Agency has awarded a $50,000 grant to support environmental education projects in the U.S. Virgin Islands.

Beyond Visions of Christiansted, St. Croix, is working with local organizations to implement projects in marine ecosystems, including the Nature Explorers’ Club Environmental Alliance.

The goal will be to increase the public’s understanding of how their actions impact the environment. Alliance members will participate in classes and work with community leaders to conduct beach clean ups, promotion of reusable shopping bags and monitor sea turtle nests. Each Alliance member will produce a marine or sea turtle conservation public service announcement that will be showcased at an Environmental Stewardship Conference.

NEWS BRIEFS

IYT starts crew agency, lobster season opens in Florida

A� August 2012 www.the-triton.com The Triton

By Dorie Cox

Lizabeth Anne Stirling-Perkins is a yacht chef who paints. But she’s also an artist who cooks. There is no separating her from either.

As a freelance chef, she has worked on yachts including MoonSand, Musbe Dreamin, Bliss, Quintessa and Petrus.

As an artist, her paintings have sold since the early 1990s when pieces were placed in galleries in Canada. This spring, Perkins had a solo exhibition at the Broward Art Guild Gallery in Ft. Lauderdale with her detailed yacht portraits, bright abstracts, vibrant scenes and playful three-dimensional sculptures.

She’s also a blend of names.“Everyone wanted to put an E on my

first name,” she said.She was called Liz-Anne in her

native Canada where she was born in 1962. In 2005, when she got married, she added Perkins.

“We are a team, so now I sign my artwork Stirling-Perkins,” she said. “People in the art world assume my name is Stirling Perkins. They all call me Stirling, even though there is a hyphen.

“But in the cooking world I’m Liz,” she said. “It’s easier.”

Although boating has continued to expand in her life, Perkins said painting was first, a part of her life since she was young.

“I always took paints everywhere I went,” she said. And she still does.

It was 1992 when her cooking and

her art blended. “It has been serendipitous,” Perkins

said. “That year was the first time I was paid to cook and I had my art for sale.”

Perkins’ boating career began after her career in film and television post-production work in Toronto. It was 1988 when she “cut and ran,” as she said, to work as crew chef on a 62-foot private ketch.

“I knew how to cook and how to do what I was told,” she said. “I had an interest in engines and always loved the water and boats.

“I learn quickly,” she said.On that ketch, while working in the

Mediterranean, she met a group of boisterous yacht crew in a bar.

“Those people in the white shirts were the happiest lot I’d ever met,” Perkins said. “We spoke briefly, but it was so positive.”

Then, the captain answered the yacht’s hand-held radio and told the group, “the boss wants us back,” she said. “Snap, all were gone.”

After her stint on the ketch, Perkins sat next to a yacht captain on a flight from London to Boston. He handed her agent Norma Trease’s business card for Worldwide Yacht Agency.

She’s worked on yachts ever since.Today, South Florida sunlight

accents Perkins’ art throughout the old home where she and her husband live off the New River in Ft. Lauderdale.

Her husband, Jay William Perkins, known as Capt. Bill, previously worked

Like ingredients in a recipe, chef is a mix of cooking, art

See CREW ART, page A9

Stirling-Perkins stands near one of her many paintings that decorate her Ft. Lauderdale home. PHOTO/DORIE COX

CREW PROFILE: Chef Lizabeth Anne Stirling-Perkins

The Triton www.the-triton.com August 2012 A�

on yachts and is now captain of a 175-foot oil supply vessel in the Gulf of Mexico.

In the main room, her paintings include Bahamian blue sky landscapes and a nude blue woman. Perkins melds with her bright blue eyes, wearing a light blue button-up shirt. She sits in a blue chair on a blue tile floor next to a blue basket.

The bedroom highlights her green pieces.

The couple’s first home, a sailboat, is tied to the dock in the backyard on the way to Perkins’ art studio. Perkins navigates the garage-turned-studio, pointing out sewing machines for her soft sculptures, power tools her husband uses to build frames from found wood and stacks of her creations.

There are completed canvases on the floor, on easels and on tables.

Material sculptures of potatoes and carrots are on workbenches and fabric cutting stations. She has several projects in progress.

Energetic, even with her nightly four to five hours of sleep, Perkins is animated as she connects her passions.

“You have to be up by 5:15 on a boat,” Perkins said. “Coffee comes on at 6:20.”

Even at home as artist, she works

like a yacht chef.“When you get on a yacht, you scan

what’s available and you create from what is there,” Perkins said. She does the same with her art.

She describes her work as four styles: impressionism, abstract, photo representation and soft sculptures.

“My art is diverse, like my cooking,” Perkins said. “Do you like to cook only one thing? I don’t want to cook just Italian.”

Working freelance on boats and freeform in her studio, each day is something new. But Perkins said the basics are the same in cooking and art.

“With both I am on my feet and using my hands,” Perkins said. “Both are very physical.”

Creativity feeds each one, she said by way of a story of work on a yacht in Palm Beach with five different guest preferences to accommodate.

“I was watching the food I was preparing, a cold Thai dish,” she said. “I was mesmerized by the colors, my senses were stimulated.”

Back in her studio, she created a vibrant abstract painting reminiscent of the food. She even uses culinary words to describe her creative process. “I was percolating with ideas,” she said.

Perkins’ recent triptych, three acrylic paintings, humorously

illustrates the fusion: “Three Leeks in a Boat”, “Mushrooming Umbrellas” and “Cauliflower Sky” were inspired combining sights from the Florida Keys and vegetables in a farmers’ market.

Perkins embraces both passions and plans to continue working on yachts and creating art.

“Cooking gives me the opportunity to paint,” Perkins said. “But I will always do both.”

Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com. To see samples of Perkin’s artwork, visit www.stirling-perkins.com.

Cooking shows up in Perkins’ art; art shows up in her cookingCREW ART, from page A8

Lizabeth Anne Stirling-Perkins in her studio with a variety of her works including abstract paintings, yacht portraits and soft sculptures.

PHOTO/DORIE COX

CREW PROFILE: Chef Lizabeth Anne Stirling-Perkins

A10 August 2012 www.the-triton.com The Triton

feet.”Until then, the affected businesses

realize there will be navigational disruptions for their customers.

“It’s a good thing from our position,” Derecktor’s Brewer said. “This dredging is so important. We’d far rather put up with inconvenience in the short term for the benefits we’ll gain in the long term.

“But skippers will have to understand there is a timetable,” Brewer said. “They’ll need to plan ahead. And the dredgers need to understand the navigators.”

A variety of vessels including barges, tugs, workboats and dredging equipment will be in the navigational canal and will be in operation during daylight hours, said David K. Roach, executive director of the Florida Inland

Navigation District (FIND), which has provided 75 percent of the $6 million to dredge the canal and is overseeing the work. Dania Beach and Broward County each are funding 12.5 percent.

“We’ll bring in two 40-foot wide barges adjacent to one another,” Roach said. “Operation will take up 80 feet of prime navigation channel at the west end of the port.

“Small vessels will be fine to navigate,” he said. “But as the operation moves, it will take up the entire canal.”

U.S. Coast Guard notices to mariners states that boaters should maintain watch for these vessels and equipment and give the right of way.

Roach said FIND and the contractor are working with all the companies affected to assess their needs. And the project contractor is working with companies to allow navigation for

boats. Three times a day, the barges will position to allow passage, at 9:30 a.m., noon and 2:30 p.m.

At other times, large megayachts will need to request opening, Roach said.

“But the dates and times will slide and slip around as this progresses,” he said.

Dredging starts at the west end of Port Everglades’ property – about where the shipyards begin – and progresses west to the U.S. Highway 1 bridge.

To deepen the canal, about 102,000 cubic yards of limerock and silt will be dug out of the canals’ bottom and sides and transported by barge to the Dredge Material Management Area (DMMA) at Port Everglades. The material will be dried and trucked to a local landfill.

A FIND press release states the project will increase megayacht service and repair business as well as shipping services. It is expected to increase marine economic output by $3.6 million to $9.2 million a year and add 24 to 38 new jobs.

Port Everglades, one of the world’s busiest, allows access to the Intracoastal Waterway, which runs north to the New River and to marinas such as Bahia Mar, home of the Ft. Lauderdale International Boat Show, as well as to Dania Beach and Hollywood to

the south. Port Everglades has also been dredged and will facilitate vessel movement by increasing depths from 42 to 50 feet.

The project will be a challenge, Roach said.

“But it’s worth doing,” Brewer said. “We’re not accomplishing anything by not dredging.”

And all parties seem to be prepared to work with captains.

“When we get in there, we’ll really find the needs,” Roach said. “Boats will start stacking up.

“We’ll work with everyone to create the openings they require,” he said. “Of course, the best laid plans are subject to realities.”

Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

Call for informationFor project news, call +1 772-

286-5094. The recording will be updated each Monday.

To schedule passage, e-mail droach@aicw.org or call +1 561-627-3386.

DREDGE, from page A1

Largest yachts will need to request passage during dredging

Travel Lift, but is primarily used for commercial applications, Brewer said. Derecktor’s new lift is the eighth machine made by Cimolai.

“A build team is coming with the pieces on two shipments,” Brewer said. “It will take a month to build, using three 200-ton and one 100-ton cranes.”

The hoist is scheduled to be operational by Sept. 15.

Derecktor is also benefiting from the dredging of the Dania Cut-Off canal, which will increase the canal’s depth to 17 feet.

Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

LIFT, from page A1

Hoist should be working by Sept. 15

NEWS: Dania Cutoff Canal dredging

Derecktor’s mobile boat hoist is the largest of its type in Florida. See the man near the right wheels for scale. PHOTO PROVIDED

The Triton www.the-triton.com August 2012 A11

Investor buys bulk of e3 SystemsPalma-based e3 Systems has sold 60

percent of its company to Grupoarbulu, whose headquarters are in Madrid.

“After much discussion over the last year, we are very pleased to have found a real partner in Grupoarbulu with the same focus but also to be joining a group of companies with tremendous synergies,” said Roger Horner, group managing director of e3 Systems.

The e3 Group and brand will remain unchanged and independent, he said in a company statement.

“We are very much looking forward to this and at the same time are actively looking for new business opportunities.”

Iñaki Arbulu is CEO of Grupoarbulu.E3 Systems is a communications

integrator. The company employs 40 people in seven locations and had revenues of 7 million euros last year.

Grupoarbulu engineers, installs and maintains marine electronic equipment. It has revenues in excess of 70 million euros and employs more than 230.

For more information, visit www.grupoarbulu.com.

ACR Electronics acquiredFt. Lauderdale-based ACR

Electronics, a manufacturer of safety

and survival technologies, has been acquired by an investment fund managed by J.F. Lehman & Company, a middle-market private equity firm focused on defense, aerospace and maritime sectors.

The 56-year-old company was most recently a business unit of Cobham Commercial Systems. The acquisition by J.F. Lehman & Company follows a year-long effort to consolidate business units into the ACR operation in Ft. Lauderdale.

ACR Electronics designs and manufactures a line of safety and survival products including EPIRBs, PLBs, life jacket lights, searchlights and safety accessories. Michael Wilkerson will continue on as general manager.

For more information, visit www.jflpartners.com or www.acrartex.com.

CMG starts captains courseMassachusetts-based Carlisle

Maritime Group (CMG) has introduced a four-week course designed to prepare captains for the U.S. Coast Guard 1,600-ton master’s license, including the oceans endorsement.

The courses begin the first Monday of each month at the Cape Cod-based company with no more than four captains per class, the company said in a statement. Captains can also arrange

private instruction.For more information, visit www.

carlislemaritime.com.

Marina manager buys shipyardGlen Mumford of Marina Pez Vela

in Costa Rica and his wife, Cindy, have acquired Maverick Yachts Costa Rica, a boat building and charter operation in Herradura Bay at Los Suenos Resort & Marina.

The charter business has two boats, the S/F Spanish Fly and S/F Super Fly, led by captains Daniel Espinosa and David Masten.

Mumford still works with Marina Pez Vela.

For more information, visit www.mavericksportfish.com.

Web site, magazine mergeThe yachting news portal BYM

News has joined with the Palma-based Islander Yachting Magazine and Nautical TV Europe to report on and promote the leisure marine industry across three media platforms: digital, paper/print and television.

X-Media’s new office opened July 2 in Palma.

Gibraltar-based Boats Yachts Marinas started in 2000 and changed its name to BYM in 2004.

Pedro Palou, a harbor master who

had worked in marketing with the Balearic Port Authority, was hired to head up the new Balearing.com site.

In early July, the Islander and NTVE were appointed joint venture partners with the Balearic government for the English and German language, sales and marketing development of the site.

For more information, visit www.x-mmi.com.

Triton honored for excellenceThe Triton received a second place

award in the category of trade and special interest publications in Florida from the Society of Professional Journalists (SPJ) in June.

Winners were announced at the 2012 Sunshine State Awards celebration in Miami Gardens, Fla. on June 23. The annual competition for journalistic achievement includes nearly 60 categories.

“But there are not a lot of award categories for what we do,” Triton Editor Lucy Chabot Reed said. “Our success is because of our content, our great staff, our involved readers, and our dedicated columnists.”

Reed, with an extensive background in journalism, founded the newspaper with her husband, Publisher David

E3, ACR acquired; manager buys a shipyard; medias mergeBUSINESS BRIEFS

See BUSINESS BRIEFS, page A12

A1� August 2012 www.the-triton.com The Triton BUSINESS BRIEFS

Reed, and has served as its only editor.“SPJ is the professional association

for journalists,” Reed said. “I’ve been a member since college, and I am honored to be recognized by my peers.”

– Dorie Cox

Colligo lands U.S. patentThe U.S. Patent and Trademark

office has issued Colligo Marine a patent for its attachment hardware used with Colligo Dux Synthetic Standing Rigging.

Colligo has rigged more than 250 boats with its Dux Synthetic Standing Rigging.

At a quarter to a fifth of the weight of steel systems, no corrosion, and full inspectability, it is the safest standing rigging available, the company said in a news release.

Colligo now offers certification classes to rigging professionals on sizing, manufacturing, and installing Colligo Dux Rigging. For more information on the class, e-mail John Franta at jfranta@colligomarine.com or visit www.colligomarine.com.

ISS GMT launches digital toolISS GMT, the marine travel division

of Inchcape Shipping Services, has launched a new service to give its traveling customers greater digital control over the processing of airline travel, hotel accommodation, ground transfers, and visa and passport assistance.

The new service, available at www.flyissgmt.com, is designed to meet the needs of mariners who want to interact digitally, especially through mobile devices, with their travel needs.

Additional new features include

Web-based booking templates, online reservation look-up and check-in, as well as links to weather, travel advisors, time, and currency and metric conversion tools.

Customers can also one-click to be connected to live support with an ISS GMT agent.

GMT, formerly known as Global Marine Travel, specializes in discounted one-way, return and refundable and changeable airfares to the marine, offshore and yachting industries. It operates 24/7, 365 days a year.

“The new online service enables customers to manage their travel more effectively than ever before, while the greater range of digital features means we can now service our customers more efficiently,” said Tim Davey, president of ISS GMT.

The ‘About us’ section on the site includes the picture of each ISS GMT employee so customers can put a face to the voice they work with over the phone.

New England Sea Tow reopensCapt. Ken Factor has acquired Sea

Tow Seacoast, formerly known as Sea Tow Newburyport which serves boaters along the coast of New England from Portsmouth, N.H., south to Cape Ann in Rockport, Mass.

Foster also owns the Sea Tow Delaware River operation, which covers a 90-mile stretch of the river from Trenton, N.J., to the Salem nuclear power plant, including Philadelphia.

Factor is a New England native who grew up boating on the coast and in Sebago Lake, Maine. Capt. Harrison Stearns works with him and brings experience as a charter captain and lobsterman.

“Its former owner, Capt. Dave Swiss, who sadly passed away four years ago, was a local legend,” Foster said. “He was a lobsterman, but when he got a call from boaters in need, he’d dump his traps and race to their assistance. Capt. Dave has left big shoes to fill, but Capt. Stearns and I look forward to providing the same level of service to our Sea Tow members and other boaters and anglers in the area.”

For more information, contact Sea Tow Seacoast at +1-978-462-8855, or visit seacoast.seatow.com.

Composite deck now in USKardinal Marine was named the

authorized agent for refits in the United States for Esthec.

Esthec’s composite decking material simulates teak. The product withstands severe weather conditions and is non-slip in both wet and dry conditions. Esthec has fitted vessels of all sizes in Europe.

For more details, visit www.kardinalmarine.com.

Colligo lands patent; GMT launches online tool for travelersBUSINESS BRIEFS, from page A11

The Triton www.the-triton.com August 2012 A1�

Let me get right to the point here, we must take care of ourselves. The reasons are many and obvious but in this busy work a day world most folks

are working long hours on jobs with some degree of stress. Time for the self gets lost; weeks go by without any simple acts of self-care. This can certainly be the case working on a yacht. This column is a reminder to

manage your time to include simple acts of self-care which are crucial to feeling well physically, mentally and spiritually.

Let’s focus on these three areas; mind, body and spirit. If you care for all three, you will keep yourself running on all cylinders. If you neglect them, your engine will start to sputter, stall, and run a little rough. It can be hard to start in the morning. While I’m on the engine analogy, did you ever notice how many people will take better care of their boat or car engine than their self-engine?

You always hear about preventative maintenance. Well, that’s what I’m talking about here, preventive maintenance for your self-engine. So for mind, body and spirit, let’s break it down.

For the mind; start practicing controlling what you’re thinking about and focusing on.

We have all heard and read about “positive thinking” but I think sometimes the concept is misunderstood. Let’s flip it around and say, let’s not hold onto or dwell on negative thoughts and reactions. Unpleasant things happen; it’s your reaction to them that’s important to your wellness. Don’t dwell on the negative, or hold grudges or resentments. You can’t be well or really even feel good, when this is going on. Practice controlling your thoughts, reactions and what you’re focusing on and you can greatly reduce the stress in your life.

Author and life coach, Cheryl Richardson, in her book, The Art of Extreme Self Care, states; “the choices you make either honor your extreme self-care or they leave you feeling deprived. It’s that simple”.

Also, try to stay present. I’ve written about this before, but again, if you can practice this you will eventually get comfortable with it and will discover it’s a great stress eliminator. Stress can come from all that “thinking” about what has passed and what may or may

not be in the future. This can be an energy drain and cause unnecessary stress. We humans have gotten pretty good at causing unnecessary stress.

Tension, stress and negative thoughts will affect the body. The mind-body connection is very real and very strong. That tightness in your neck and shoulders or your fatigue may have nothing to do with how you’ve been using your muscles, but could have everything to do with how you’ve used your thoughts.

Two great maintenance tools for the body are yoga and massage. The benefits are undeniable. Now, it may not be for everyone I understand, but if you haven’t tried either one I really encourage you to look into it. One thing about yoga that often gets overlooked is the focus on and improvement of your breathing. You may ask,”breathing? I know how to breathe”. Maybe, but your breathing pattern could be short and shallow.

There are great benefits to gain from centered, deep breathing. Just like yoga, some people don’t like or have never gotten a massage. Some people may have a thing about being touched and rubbed by strange hands while lying nearly naked on a table, but if you can work your way past that and relax with it, the benefits are extraordinary.

Tense muscles can start to block pathways in the body and we all know blockages are not good. It’s been proven by eastern medicine for centuries that energy pathways must be open and flowing for the body to function properly. Balanced, open and in alignment is a working system, a body that is well.

The last area is spirit. Now again, some may not relate or be comfortable with the term, but this also can be from a misunderstanding. You don’t have to connect spirit or spirituality with any organized religion. Just try thinking of it as a life force or your soul or energy within you. Call it whatever you wish, I believe we all possess this energy, this force. Self-care certainly contains a spiritual component; feeding it, getting in touch with it and tapping into it are all healthy, centering and calming techniques.

Find your zone, find your space and get things quieted down and centered.

So there you go. I promise you, if you develop some routine of self-care or preventative maintenance if you will, you will feel it and you will like it. It all makes perfect sense. Just take the time and take care of your SELF.

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.

YACHT CAREERS: Crew Coach

Mind, body and spirit; all are essential to your total wellness

Crew CoaCh

Rob Gannon

A1� August 2012 www.the-triton.com The Triton

“There are definitely more regulations, regiments and structures than there was, but it’s less of a lifestyle,” a captain said.

“I don’t necessarily think rules and regulations have made things safer,” another captain said. “We used to have a lot of backpackers; it’s hard to do that now. Young people don’t want to apprentice anymore. They get on a yacht and in two years they think they should be captain.”

This struck a nerve with most captains in the room, who criticized how some crew obtain captain’s licenses not through work and experience, but by being untruthful with their sea time.

“Ethics is part of being professional,” one captain said.

“Ethics comes into it big time, and integrity,” said another. “The amount of freedom we get is incredible. Professionalism is doing the right thing when no one is looking.”

That definition seemed to satisfy the captains in the room. So who, then, is responsible for crew who don’t always do the right thing? Shouldn’t their captains be the point person for making crew behave professionally?

“You have to pursue excellence,” one captain said. “You have to want it. I can’t

make them want it.”“There’s a level of accountability that

goes with professionalism,” said the captain who made the “no one looking” comment. “I haven’t seen my boss in months. Some days, it’s hard to get out of bed in the morning, but I do it. I feel if I did take advantage of the freedom I have, it would show.”

“To me, that means professionalism,” another captain said.

“Having a license doesn’t equal professionalism,” said a third. “You can’t legislate professionalism.”

“Driving is the smallest part of what we do,” another said.

“But it’s the most fun,” a captain replied.

“We all know captains who are professional,” a captain said. “We can see it in the way they take care of the boat and their crew. It’s self respect.”

When I asked if professionalism could be taught, these captains all agreed that it could. So I repeated my question: Shouldn’t it be captains who raise a crew member’s level of professionalism?

But an answer eluded us.“You’re talking about bringing crew

along,” one captain said. “Grooming my mate to take over, that can’t be done in three weeks.”

Or even a year?

“Or even a year,” this captain said. “Some captains are afraid for their jobs. They won’t train their mate, won’t let him take the boat off the dock. That’s unprofessional if you ask me.”

“You’ve got to be authoritative and diplomatic at the same time,” another captain said. “It takes a professional to know the difference between being on a power trip and giving direction.”

The conversation shifted away from young crew and more toward career-minded crew.

“It’s in their appearance,” one captain said. “You always know who the officers are. Nice shirt, shoes, a belt, attention to detail.”

The captains acknowledged that there’s a difference between professional and formal, and that a yacht didn’t have to be formal to be professional. So how do you identify it? It is neat and tidy?

“Yes, neat and tidy is professional, but it runs all the way to the core,” a captain said. “It’s not just superficial. It’s how crew conduct themselves.”

“I tell all my crew ‘don’t embarrass yourself or the boat, whether in work or play, and you’ll be fine’,” another captain said.

“Pay invoices on time,” said a third.“And if you can’t, you answer the

BRIDGE, from page A1

See BRIDGE, page A15

Ethics a big part of a captain’s professionalismFROM THE BRIDGE: Professionalism

The Triton www.the-triton.com August 2012 A15

Attendees of The Triton’s August Bridge luncheon were, from left, Clay Thomas of S/Y Duende, Wendy Umla, Les Annan, Rick Lenardson of M/Y Status Quo and Lee Rosbach of M/Y Sycara IV. PHOTO/LUCY REED

phone and say why you can’t,” another said.

“Professionalism: you know it when you see it,” a captain said. “It’s like [a previous captain] said, it’s a lack of things.”

One captain told the story of an old captain in the Mediterranean. When this captain stepped aboard for some relief work and asked about updated charts, the old captain said, “Why do I need new charts? Land doesn’t move.”

“Is that professional?” this captain asked rhetorically. “Professionalism is accountability to yourself, the owner and your crew.”

“It’s knowing when to speak up and when to shut up,” another captain said.

The conversation then veered off into the realm of owners, especially the kind who don’t instill respect or who behave unprofessionally themselves. The captains all agreed that it’s hard to run a professional boat and remain professional themselves when the owner does not act that way.

And they also acknowledged that those unprofessional owners are more common on smaller vessels, which may be why they said larger yachts tend to be run more professionally.

“You can get away with a lot on a smaller boat,” a captain said.

So professionalism is related to vessel length? They all agreed that it was.

“To get a big ticket now, you have to be more professional,” a captain said.

“It’s interesting that people are grumbling about that jump from 100 to 500 tons,” another said. “There’s always been a big jump from 500 to 1,600.

“That’s another way to view

professionalism,” this captain continued. “When we’re asked to do more courses, we do it. I have to take the STCW again. If I have to do it, I have to do it. And it’s probably not such a bad thing to get in the gumby suit in the water again. It’s been a while. The people who object too much are unprofessional.”

“We’re dealing with a $2 million to $20 million investment,” another captain said. “Shouldn’t we be professional? We’re CEOs of multimillion-dollar corporations.”

Another way to identify professionalism, they said, was to see how someone – captain, crew, vendor – responds when something is asked of them. Do they procrastinate until they are nagged to death, do they simply do it as basically as requested, or do they go above and beyond?

Responding in any capacity is professional (though they might reflect different levels of it). The first reaction is clearly unprofessional, they said..

Even after 90 minutes of talking about it, we never really answered the question of whether yachting was more professional now that it was two decades ago. Perhaps it’s all in the way you look at it, and perhaps what you do not see.

“Professionalism is doing the right thing when no one is looking,” a captain said, “and even when no one will ever know.”

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.

BRIDGE, from page A14

Size of the vessel plays a part into level of professionalism

FROM THE BRIDGE: Professionalism

A1� August 2012 www.the-triton.com The Triton

By Capt. Gordon Reid

The National Safety Transportation Board in the United States is arguably one of the most thorough investigative organizations in the world.

Its mission is to investigate aviation accidents to determine the cause, and to make recommendations to

try to prevent similar accidents from occurring again.

The NSTB often determines that accidents do not occur as the result of one catastrophic event. Often, the cause of a major accident is the insidious accumulation of small defects, errors and omissions that combine into serious results.

The NSTB investigates accidents in a highly regulated industry that features thorough training for all personnel from maintenance mechanics to flight crews.

And the accidents it investigates make headlines around the world.

By contrast, the worldwide pleasure marine industry is not highly regulated. Often, operators are poorly trained, have little experience and the equipment they operate is not well maintained.

Accidents on the water occur daily around the world, often with tragic results. And they rarely make the headlines.

I am not a big fan of regulation, but I am a huge fan of experience and training.

As we have recently learned from The Triton’s survey of yacht captains, the thing they fear most is untrained crew and guests. The skipper can never assume that his instructions have been understood by the crew and will be carried out. And these skippers operate well maintained, expensive yachts with educated crews who speak a common language.

Tourist environments are often in non-industrial countries where marine regulations are light and experience is lighter. The training of boat crews is often deferred to business production. And often there is a significant language barrier.

A few winters ago, I operated a 150-passenger head-boat in Grand

Cayman. Our local competitor had an unfortunate accident. One of its boats went out to the reef one morning with 100 cruise ship tourists and returned with 99 guests aboard.

No one noticed the missing passenger until the boat docked. Search and rescue found the lady dead, floating a few miles from the reef.

In mid July, a 35-foot dive boat took 12 student divers out to a notorious dive site in Nusa Lembongan, 10 miles off the coast of Bali, called Blue Cove.

Reports on their story is sketchy, to say the least. The divers were all foreign nationals and they were on a dive course sponsored by a hotel.

The attraction at Blue Cove is the Mola Mola fish, gentle creatures the size of tractor trailers. What makes Blue Cove notorious is the tidal current that runs up to 8 knots between the islands.

The weather was unseasonably rough and windy. The divers entered the water after three in the afternoon; they should have been done and dusted and back onboard the dive boat before three.

Only four divers returned with the boat.

Why the skipper left the dive site with eight divers floating and unaccounted for is a mystery.

Search and rescue were alerted at about 17:00. SAR made a statement to a Balinese reporter the following morning that 3-meter waves prevented

them from scrambling their turbo helicopter for the 10-mile flight to the dive site. (No mention in the Bali press regarding how the high seas could possibly affect helicopters.)

The report in the Balinese press the next morning gave the distinct impression that the eight divers were presumed dead.

It was not until midday when I obtained a copy of the local police

report that I learned about a rescue. Leave it to a fisherman to calculate the local currents and pinpoint the location of the floating divers. The eight exhausted divers were rescued around midnight and taken back to Bali. They arrived at dawn, got in a taxi and went back to their hotel

and their lives.I spoke with the operator of the

dive boat shortly after I read the police report; no mention of an investigation, no inquiry about negligent endangerment.

What became readily apparent was a cover-up to protect the tourist industry in Bali. Upon further inquiry, I discovered the rest of the story.

Since the Bali bombing of 2002 that killed more than 130 Australian kids in a night club in Kuta, the Australian government has poured millions of dollars of aid into Bali.

The Aussies have financed a large, modern, well-equipped security force: SUV for dignitaries, powerful police motorcycles for escorts, fire brigade and a search and rescue team of more than 50 well-trained men, complete with a dozen boats and a turbo helicopter.

As I discovered, it is common knowledge that SAR does not move unless cash is delivered to its headquarters at the international airport. No silver; no rescue. The local authorities have turned Australian-sponsored security into big business. Who could imagine such a thing?

Boys and girls, please pay attention when you go on the water or send your guests out on the water, especially in a Third World country.

If the boat operator quacks like a duck and smells like a duck, you may have a duck on your hands.

Capt. Gordon Reid holds a 200-ton Yacht Master license and has worked as a delivery captain for decades. He is also a full-time yacht consultant based in Asia. Comments on this essay are welcome at editorial@the-triton.com.

Missing divers in Bali teach us lessons about buying trips

In mid July, a �5-foot dive boat took 1� student divers out to a notorious dive site in Nusa Lembongan, 10 miles off the coast of Bali, called Blue Cove. ... Only four divers returned with the boat.

WRITE TO BE HEARD: Boat operators

The Triton www.the-triton.com August 2012 A1�PERSONAL FINANCE: Yachting Capital

The topic readers most mention when I ask what they would like to read about is “what options do I have with my 401(k) if I leave my job or if the

company stops matching my contributions?”

With market conditions the way they are today, some of the first things cut are company benefits. The benefit atop that list is the corporate-

created retirement account called a 401(k) and, especially, the company’s matching contributions.

Every 401(k) plan is different so not only consult with a financial adviser but also your company’s plan administrator. The plan administrator should know what options are allowed with your personal 401(k).

Some people want the option to move their 401(k) under their control, especially if their company is no longer matching their contributions. Other reasons for wanting to get personal control of your 401(k) are that maybe the plan administrator cannot give advice on choosing investments, there may not be anyone available that can

give you advice on choosing your investments or you feel that you don’t like the choice of investments.

This may be a good time to think about taking control of your 401(k) and roll it over to a Self Directed IRA. When that is done, the account is converted into a Traditional IRA.

A Traditional IRA is the common denominator of all types of retirement accounts such as Simple IRA, SEP IRA, 401(k), etc., with the exception of a Roth IRA.

In other words, withdrawals are all treated the same when the money comes out of the accounts and are taxable at the tax rate at the time you take money out. They each, however, have different contribution rules as far as how much you can personally contribute.

A Self-Directed IRA is just what it sounds like. It is an IRA in which you are able to direct the specific type of investment in which you want your money invested. Most people are familiar with the typical mutual fund IRA where the only choices are mutual funds or maybe annuities. This is fine if you believe that your portfolio can have enough diversification by being in the stock market only.

For those investors who got burned in the stock market over the past few years, the need for more diversification

is needed. A Self Directed IRA can give you this flexibility.

In short, it is a shell account typically owned by a bank and is also known as an IRA Custodian. The custodian’s only job is to hold title of your investment.

When you shop for a custodian, you are best to look for one that charges flat rate fees as opposed to a percentage of your investment value. Your investment can be, but is not limited to stocks, bonds, annuities, real estate, limited partnerships, limited liability corporations, private placement investments, etc. As long as the investment stays held by the custodian, your IRA tax rules will apply.

If you want to learn more about these other alternative type investments, refer back to my past articles on those topics.

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 objectives.

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.

When matching contributions stop, take control

YaChting Capital

MaRk a. Cline

A1� August 2012 www.the-triton.com The Triton WRITE TO BE HEARD

Chef ’s attitude is a set-up for conflict onboardOh, Mary Beth, joining a boat with

this kind of attitude is surely a set-up for conflict. [“One chef ’s guide to working well with others,” page C1, June issue.]

Someone who walks onto a boat would probably want to gather as much information from the interior staff as possible. They are the ones who are with the guests at all meals and have been, prior to your arrival.

Somebody with 20 years experience probably already knows this, so why on Earth would you surmise that the chief stew would feel threatened or that she had a fear of losing control?

Perhaps the kind of control that a chief stew may lose stems from an incompetent, lazy chef who lied all over their resumé and thought they really knew what it took.

Yes, I can see how a chief stew would be frustrated while she performed another song and dance at the boss’ table, making more excuses for the delayed meal or lukewarm filet, again. Breaking in a new chef is time consuming and frustrating.

I insist on giving everyone a chance, but feel that most are on their best behavior for the first three weeks only. Then their true colors show, and it’s not always fun after that.

A member of the interior crew told you what plate to use and you have a problem with that? Well, I can see how this would upset your whole week, enough to even write a column about it. There are other kinds of preferences, not just where food allergies are concerned.

Surely there are ways to make a suggestion, but perhaps this size plate is the one that the boss prefers. This is where “absence of trust” applies. It’s not always about the chef and what they think looks good.

Every boat is different as well as the

owner’s likes/dislikes. And even though you “have the most experience,” it doesn’t mean you know anything about the boat you just joined.

I have a list of preferences. I have a suggested list of kids’ meals that have been winners for my boss’ family. I have a standard shopping list for when they are on board. Anything in column A, the chef buys; certain kinds of yogurts, which kinds of milk, etc. It really isn’t brain surgery. I do it for the chef. I do it for the owner. I do it to ensure that everything is exactly how it should be when the boss is on board. I know them; a new chef does not. The owner of the yacht takes very good care of me and you can bet that I am going to make damn sure it stays that way, too.

Furthermore, the owners of my boat unequivocally do not want to speak to the chef about preferences. You will have no access unless they come into the galley. This is not my decision.

“That, of course, caused problems for me that I was responsible for.” Get over yourself and give credit where it’s due. We help you do a good job, allowing you to keep your job and/or get a good reference. You’re welcome. A boat is too small for any ego.

I not only “order food” but I am continuously editing horrifically spelled menus that are scratched out on some balsamic-stained notepad. I then highly embellish, type up and display it in the dining room every day, all while reminding the chef that guests ate that same thing three days ago.

I am sick of it. I am sick of babysitting. I find that chefs can’t grasp simple black and white directives, which are posted in front of them. They’d rather do things their own way. Same ol’ story.

Sure, us stews have that “inexperienced stigma” just like chefs have the hotheaded tempers, know-

it-all attitudes and gargantuan egos. It also sounds like the two of us have had our fair share of incompetent co-workers. But we don’t all fall into these categories.

There absolutely is a hierarchy in place when you sign on. Unfortunately for freelance chefs, it does not apply. Additionally, once you step aboard as chef, it doesn’t put you in charge of anything except food. Chief stews have an overabundance of things to concern ourselves with daily. You have food. That’s it.

I disagree with your statement about finding a boat with crew your own age. I love my diverse crew of all ages (22-51). Our 22-year-old bosun is more responsible and has more money in the bank than the rest of us put together (there are nine). And we all genuinely like one another. Our deck crew will wash everything in your sink during every trip without being asked.

So, how does a new or freelance chef find their place in an already established crew? Yes, killing us with kindness helps. Be nice, listen, appreciate us, feed us well and be a team player.

And please change your way of thinking that crew meals should be less than what is given to guests if it’s in the budget. This is a perk we get as crew on yachts. I want to brag about our chef to other boats. Please take that into consideration. I am a foodie. I love to cook. I love to eat. I know what mise en place and mirepoix are and I secretly judge your cheffing skills.

Do your best and stop talking about your experience. We want to put out gorgeous food without the drama. Think outside the box because when you walk onto our boat, we already know more than you do.

ChiefStew15On www.the-triton.com

The Triton www.the-triton.com August 2012 A1�WRITE TO BE HEARD

You have a ‘write’ to be heard:

editorial@the-triton.com.

PublisherDavid Reed, david@the-triton.com

Advertising SalesMike Price, mike@the-triton.com

Becky Gunter, becky@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

Contributors

Carol Bareuther, Becky Castellano,Capt. Mark A. Cline,

Capt. Jake DesVergers, Capt. Rob Gannon, Beth Greenwald,

Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan,

Tim Keogh, Keith Murray, Steve Pica, Capt. Michael Pignéguy, Capt. Gordon Reid,

Rossmare Intl., Tom Serio, John Vergo, Capt. John Wampler

Vol. �, No.5The 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.

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

www.the-triton.com

Captains bring serious crew problems to light at lunch

I find the article [“The scariest thing on the water? Crew,” cover story, July issue] has brought to light a serious problem, finally.

I see crews with the ability and no knowledge, and I see crews with no ability but they have extensive knowledge. It’s all in the way you train your crew.

Let me try to explain. A crew that is trained in a fashion that will save their lives and provide a logical surviving outcome will retain that information.

A crew that is trained in a step-by-step fashion and is not provided a logical outcome will not care/want to retain the information.

No one can ever be 100 percent sure a crew member is going to act and not panic. However, with proper training and proper organization, your chances of survival increases.

Training, much like an emergency needs to be quick, correct and confident. Train on all spaces and all equipment. Train only on operating equipment. Captains, take the time to walk and know your drills. Plan for crew mistakes and be ready to adjust your drill accordingly.

During a drill, if the crew makes a mistake, take the drill that way to show the dangers involved in the mistake. A well-planned and critiqued drill that is fun and challenges a crew will not only be retained but will also stimulate future conversations.

There is a skill to training a crew in damage control. To build a captain’s confidence the installed systems are onboard and provide a level of safety.

There is no crew I cannot train effectively. Thanks for the vent.

Jim LogsdonSeahorse Marine Training

Frozen crew make matters worseJust read the great article about how

captains fear crew. [“The scariest thing on the water? Crew,” cover story, July issue]

We are in the Med at the moment and myself and two crew members were cruising along the shore to take rubbish ashore. We saw a kid fall about 4m off a cliff. I immediately stopped the tender and jumped in the water to assist. The crew were frozen.

Since then, we run more practices on first aid and small boat handling.

I should mention that it’s important to keep fit, too. That goes for all the crew, including the captain. The captain is the example for the crew, the model. The captains in the picture, I bet you a thousand euro they could not run a mile or swim a hundred meters if they had to.

Keep fit or get off the yacht for your own safety. We run and train, or swim. We eat healthy, thanks to our great chef. Very, important.

Capt. Daniel BustamanteM/Y Far Too XSIV

Conflicts normal between crewI love Mary Beth’s column [“One

chef ’s guide to working well with others” page C1, June issue]. Teamwork

is such an exciting topic for crew. Even with normal turnover, rotational and seasonal positions, there are going to be some disagreements and conflict aboard somewhere. In fact, I would be more worried if you found none.

Your fine examples: “But when a member of the interior crew tells me what plate to use, I have a problem with that.”

And: “I have to assume our conflict stemmed from her fear of losing control.”

These bring up points that I find quite regularly when working with teams, especially when they do not have firm models in place (and not just in the yachting industry).

When crews are put together, or come together in a bit of a rush, and/or have no model of teamwork these types of issues tend to surface.

Teamwork does not come easily. Perhaps because we all speak the same language, many forget that we actually have different styles of communication.

Approaches to decision making and problem solving, what motivates and rewards you, and how you respond to conflict can be as different as yachts.

So when you find the “fear of losing control” aboard, you can be fairly sure that this points to the first the “Five Dysfunctions of a Team”, namely an

absence of trust.Working and living together on a

yacht requires a shared understanding of teamwork, the communication skills necessary to build and continually develop teamwork, and an understanding of goals, roles and responsibilities.

It is hard being the new crew aboard, even when you have the most experience. Your column will certainly help crew find a little more peace, and I am sure if they follow your lead, success in their positions.

Simon HarveyProgram Director

Neurons 2 people skills (N2)

Remembrance appreciated I just wanted to thank The Triton for

the heartfelt follow-up Mr. Tom Serio did for David. [“David Barbee treasured being part of the yachting industry,” page A4, July issue]

Tom again clearly captured the essence of what David’s life perspective was about and the passions that helped kept him strong throughout his life.

Your kind effort helped me, too. Again, thank you all for your kindness, time and consideration.

Faith HartyDavid Barbee’s partner

Crew who freeze in accidents need training

www.the-triton.comSection B August 2012

Playtime for fun and fitness

Use hoops, ropes, beams.

Sweaty, sticky and sweltering

Heat exhaustion is real and deadly.

Your firstpriority is you

B13Focus on mind, body and spirit.

Get yourmotor runnin’

See the U.S. Wild West while in port. B9 B12B2

By Capt. Michael Pignéguy

While cruising around a rocky coastline recently, I saw an unfortunate skipper who, amongst other things, was not aware of the depth under his keel. This led to his fine little craft spending six hours perched at a precarious angle on some nasty little rocks awaiting the return of the tide.

Had he been keeping an eye on his depth sounder, an expensive day and tow home may have been avoided. Even if he didn’t have an electronic depth sounder he could have had his wife out on deck swinging a lead, taking soundings and shouting out “by the mark 5 fathoms.”

But, by the sound of her voice in the background of his VHF calls, she was not too impressed with his navigation skills. And apart from giving advice, she didn’t sound like she was really into the practical side of boating.

I’m sure that neither of them would have known of one school of thought that the saying “by the mark” originated from the steamboats that were working on the Mississippi River during the

mid-1800s. Because the channels in that mighty river were constantly changing their position and depth, it was necessary for steamboats to have a leadsman who, by swinging a line with a lump of lead attached to it, would check the depth of water. The line, who some say was a twine, was marked at certain intervals, the first mark being at 6 feet (one fathom).

So if the depth was only 6 feet, the leadsman would call out to the captain that the depth was “mark one.” The measurements then continued in 18-inch gaps as “quarter one” (7 feet, 6 inches), “half one” (9 feet), “quarter less twain” (10 feet, 6 inches), then to “mark twain” (“twine” maybe?) that indicated a depth of 2 fathoms (12 feet), which was safe water for a steamboat to proceed in.

The phrase “mark twain” was also apparently used in waterfront hotels along the Mississippi River when a patron had two drinks to go on his tab.

Those of you who have read some American authors will recognize the phrase “mark twain” as being the Author’s photo, taken in 1961, shows crew using a ‘real depth sounder’

during an approach to an anchorage on the east coast of India. PHOTO FROM CAPT. MICHAEL PIGNÉGUY

Navigating ‘by the mark’ – the real depth sounder

See DEPTH, page B7

Are you ready? It will be here soon. Cue the ominous music. It’s the ECA! Oh no, another unknown acronym for us to memorize. The North American Emissions Control Area (NAECA) is scheduled to begin

enforcement on August 1.The NAECA is the world’s

third largest such area. The two larger ECAs cover the North Sea and the Baltic Sea regions. The NAECA was first proposed to the International Maritime Organization (IMO) by Canada and the United States in March of 2009. France subsequently joined the proposal on behalf of its overseas territory of Saint

Pierre and Miquelon. These islands are located off the

Atlantic coast of Canada. The proposal was approved by the IMO on March 26, 2010 through an amendment to Annex VI of the MARPOL Convention. The NAECA

entered into force last August, but included a one-year grace period to give the various enforcement agencies and the maritime community sufficient time to adapt to the new regulations. That grace period ends Aug. 1. Impacted areas

The NAECA covers nearly all coastal waters of the two nations out to 200 nautical miles from their coasts. Within the ECA, ships and yachts of 400 gross tons and above are required to reduce harmful air emissions by adopting one of three approved alternatives. These are:

1. Use fuel with a sulfur content that does not exceed 1.0-percent;

2. Utilize an exhaust gas cleaning system approved by its flag administration in accordance with IMO

Rules of the Road

Jake DesVergers

North American emissions control area is coming soon

See RULES, page B6

The North American Emissions Control Area is scheduled to begin enforcement on Aug. 1.

GRAPHIC FROM ENVIRONMENTAL PROTECTION AGENCY

B� August 2012 www.the-triton.com The Triton ONBOARD EMERGENCIES: Sea Sick

Most of you are experiencing the heat of August and most of you must work in the heat at least part of your day. But did you know that the

combination of heat and lack of drinking water can be deadly?

Excessive heat exposure caused 8,015 deaths in the United States from 1979 to 2003, according to the U.S. Department

of Health and Human Services. More people have died in this time period from extreme heat than from hurricanes, lightning, tornadoes, floods, and earthquakes combined.

The first thing I want to stress is prevention of heat-related emergencies. You know the old saying, an ounce of prevention is better than a pound of cure. With heat-related emergencies, I want you to think in terms of ounces – ounces of water, that is. Not alcohol, coffee, tea or soda – these dehydrate you. Think and drink water. When working or playing outdoors in the heat you should drink a lot of cool water each hour. Notice I said cool not cold, because very cold drinks may cause stomach cramps.

There are many things that can cause heat-related emergencies, for starters, high temperatures and high humidity. Often high heat and humidity affect the body’s ability to cool itself during extremely hot weather. When the humidity is high, your sweat will not evaporate quickly. This sweat on the skin prevents the body from releasing heat quickly. Other factors that may increase your risk are age, obesity, fever, dehydration, heart disease, poor circulation, sunburn, and prescription drug and alcohol use can also affect our body’s ability to cool itself. And yes, a hard night of drinking the night before can increase your risk factor – you may wish to switch to club soda if you know that your next day is going to be a long hot day in the sun.

Below are three heat related emergencies, symptoms and how to help someone with these symptoms.

Heat crampsHeat cramps generally occur when

we sweat a lot, depleting the body’s salt and moisture. Heat cramps are muscle pains or spasms that are usually felt in the arms, abdomen or legs. If you are experiencing heat cramps you should first stop what you are doing, sit in a cool place, relax, drink clear juice or Gatorade, and wait a few hours before returning to work. Seek medical

attention if the symptoms are severe or do not go away in an hour.

Heat exhaustionLike heat cramps, heat exhaustion

is also caused by exposure to high temperatures and lack of fluids. It is the body’s response to an excessive loss of the water and salt contained in sweat.

Warning signs for heat exhaustion include heavy sweating, paleness, muscle cramps, tiredness, weakness, dizziness, headache, nausea or vomiting and fainting. If left untreated, heat exhaustion may lead to heat stroke, which may be fatal.

Treatment should include helping the victim to cool off. If the victim has heart problems or high blood pressure or if the symptoms worsen or last longer than one hour, you should seek medical attention immediately.

Heat strokeHeat stroke is the most dangerous

type of heat emergency, as it can cause death or permanent disability. Heat stroke occurs when the body is unable to cool itself. The body’s temperature rises rapidly, the sweating mechanism fails, and the body is unable to cool down. It is possible for the body temperature to reach 106°F or higher within 10 to 15 minutes.

Warning signs for heat stroke vary

but may include an extremely high body temperature, red, hot, and dry skin (no sweating), rapid, strong pulse, throbbing headache, dizziness, nausea, confusion, and unconsciousness.

If you see any of these signs, you may be dealing with a life-threatening emergency. Call for immediate medical assistance, get the victim out of the sun and cool the victim rapidly by placing the person in a cool shower or spraying the victim with cool water from a hose. Get medical attention as soon as possible. If emergency medical personnel are delayed, call or radio for further emergency medical instructions which may include giving the patient oxygen. Lastly, if there is vomiting, make sure the airway remains open by turning the victim on their side in the recovery position.

It is much easier to prevent these heat related emergencies than it is to treat them. Drink plenty of water and look for the early warning signs.

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 +1-561-762-0500 or keith@theCPRschool.com. Comments on this column are welcome at editorial@the-triton.com.

August is the month for deadly heat exposure; be prepared

sea sick

Keith Murray

B� August 2012 www.the-triton.com The Triton

New tracker tracks them allFt. Lauderdale-based Global

Satellite Engineering, a developer in custom satellite engineering systems, has announced that its new software platform, GSatTrack, a universal tracking system, now supports more than 70 tracking devices.

“The list of tracking devices that can use GSatTrack is growing weekly,” said Jeff Palmer, director of Global Satellite Engineering.

“This is the result of many new customers and distributors implementing their devices onto the GSatTrack platform. We have a unique product. It’s exciting to see so many manufacturers working with us.”

Traditionally, the manufacturer of a tracking device requires the consumer to use its proprietary software to monitor a particular asset, equipment, personnel or vehicle.

Global Satellite Engineering has developed a software system that can monitor a plethora of devices to track multiple devices using one software platform, viewing all activities on a single unified interface.

Currently, the manufacturers that work with GSatTrack include: AddValue, Apple, Blackberry, Calamp, Cerberus, EMA, EMS SatCom, Falcom, Furuno, Globalstar, FlightCell, Genx, GSE, Honeywell, Inmarsat, Intricode Solutions, Iridium, JRC, NAL Research, Pointer, Quake Global, Queclink, Satlink, Skywave, Skyworks, Solara, Stratos, Teltonika, Trimble, and Thrane & Thrane.

For more information, visit www.gsat.us.

GOST supplies yacht trackingFt. Lauderdale-based GOST

(formerly Paradox Marine) is the featured supplier of yacht tracking systems for Phantom Services, a yacht

security, recovery and anti-piracy training firm headed by former U.S. Army Special Operations officer and maritime security expert Tony Sparks.

“Yacht owners and captains have several choices for vessel tracking systems, but we have found GOST systems to be the most comprehensive and reliable systems on the market,” Sparks said.

“A yacht with a GOST tracking system installed on board and monitored by the Phantom Services Monitoring Center combines the best technology with our experienced, highly trained security team.”

For more information, visit www.phantomservices.com.

Palladium partners for A/VFt. Lauderdale-based Palladium

Technologies, developer of advanced control and monitoring systems for megayachts, has been appointed the exclusive marine distributor for Media Decor’s custom A/V solutions for the megayacht and superyacht market.

“Yacht designers, architects and A/V custom installers have been looking for solutions to conceal the large TV screens that dominate the wall space in yachts, homes and conference rooms,” said Jonathan Graham of Media Décor. “We provide custom solutions that not only solve this problem, but do it with style and flair enhancing the interior designer’s vision, and ultimately pleasing the client.”

“The strategic relationship with Media Décor marks an important expansion of our portfolio of A/V solutions, which include Apple-based products for entertainment, lighting, environmental control and media center,” said Palladium president and CEO Mike Blake. “This is consistent with our aim of being the premier supplier of total technology solutions

for discriminating yacht owners.”For more information, visit

www.palladiumtechs.com or www.mediadecor.com.

New Nav lights certified to 2nm

Miami-based Perko has introduced an updated version of its popular Stealth series of LED navigation lights that are U.S. Coast Guard certified up to 2nm for powerboats up to 20m.

The line includes bi-color lights, and horizontal- and vertical-mount side lights. White all-round lights with fixed or articulating heads are also part of the new Stealth II line.

Stealth II lamps feature a polished 316 stainless steel housing and come in either black or white powder-coated finishes.

A reduced-glare design helps preserve night vision by limiting the amount of light outside the visibility zone.

New anodes are cadmium freeBarbados-based CMP Global has

introduced Martyr Clamp Shaft Anodes in cadmium-free aluminum and magnesium models.

They fit most propeller shafts. Inside diameters range from .75-2 inches; outside diameters from 2.2-3.3 inches and lengths from 2.5-4 inches.

CMP Global is a manufacturer and supplier of die cast aluminum, magnesium and zinc anodes. It’s the only company with the capability to produce cadmium free anodes that

perform in saltwater, brackish water and freshwater, according to a company statement.

For more information, visiit www.cmpglobal.com.

Viking expands into AUS, NZMiami-based marine and fire safety

equipment manufacturer Viking Life-Saving Equipment has expanded its service network into Australia and New Zealand, primarily aimed at servicing liferafts.

Six existing certified service partner stations in Australia, and three in New Zealand will expand their servicing portfolio to include Viking’s fixed-price Shipowner Agreement. The expansion will take place through Australia’s Wiltrading and New Zealand’s Denray Marine.

Viking’s Shipowner Agreements provide global, all-in-one servicing with a choice of product packages and systems that range from basic options to top-of-the-line innovations.

For more information, e-mail usasales@viking-life.com.

New line cutter introducedBritish Columbia-based Thermoboat

Ltd. has introduced Sea Saber, a new line of protective propeller shaft devices, to the recreational and commercial marine markets.

Made in Canada from 316 grade marine stainless steel and precision machined, Sea Saber cutters clear entangled rope, netting, and kelp before it damages propeller shafts and drive trains. Sea Saber kits feature one-piece construction to allow for easy installation.

Sea Saber cutters fit most propeller shaft diameters from .75” - 4.5” in SAE sizes and 20mm-70mm metric sizing.

For more information, visit www.seasaber.com.

UV lamp fights moldSeattle-based Technicold by

Northern Lights, a marine HVACR systems company, has introduced Technicold UV Lamps as a safeguard against airborne contaminants.

As an option on either draw-through or blow-through air handlers, Technicold provides the anti-microbial power of UV light. Technicold UV Lamps are available for new installations on its line of 8,000–32,000 BTU air handlers.

UV light works by inhibiting mold and algae growth in the evaporator, blower housing and drain pan.

“Placing UV lamps in the air handler conditions air in the blower, ducts and drain pans,” said Technicold sales manager Chip Van Gunten. “This wipes out virtually all microbes in the entire system, not just the ducts.”

For more information, visit www.technicold.com.

TECHNOLOGY BRIEFS

Global Satellite launches universal tracker; Palladium does A/V

The Triton www.the-triton.com August 2012 B�

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 814/868Savannah,Ga. 710/NANewport,R.I. 720/NA

CaribbeanSt.Thomas,USVI 930/NASt.Maarten 950/NAAntigua 1,001/NAValparaiso 961/NA

NorthAtlanticBermuda(IrelandIsland) 714/NACapeVerde 953/NAAzores 866/NACanaryIslands 938/1,181

MediterraneanGibraltar 858/NABarcelona,Spain 815/1,731PalmadeMallorca,Spain NA/817Antibes,France 833/1,676SanRemo,Italy 935/2,067Naples,Italy 959/2,091Venice,Italy 938/2,244Corfu,Greece 1,048/1,983Piraeus,Greece 999/2,082Istanbul,Turkey 853/NAMalta 864/1,540Tunis,Tunisia 884/NABizerte,Tunisia 892/NA

OceaniaAuckland,NewZealand 865/NASydney,Australia 861/NAFiji 723/NA

Today’s fuel prices

One year ago

MARINAS / SHIPYARDS

*When available according to local customs.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 2011.

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 901/957Savannah,Ga. 872/NANewport,R.I. 905/NA

CaribbeanSt.Thomas,USVI 1,013/NASt.Maarten 1,143/NAAntigua 1,119/NAValparaiso 965/NA

NorthAtlanticBermuda(IrelandIsland) 1,035/NACapeVerde 935/NAAzores 1030/NACanaryIslands 1052/1,267

MediterraneanGibraltar 920/NABarcelona,Spain 978/1,672PalmadeMallorca,Spain NA/1,835Antibes,France 1061/2,052SanRemo,Italy 1,093/2,125Naples,Italy 1,089/2,113Venice,Italy 1,075/2,097Corfu,Greece 1,095/2,230Piraeus,Greece 1025/2,045Istanbul,Turkey 1020/NAMalta 952/1,779Tunis,Tunisia 872/NABizerte,Tunisia 881/NA

OceaniaAuckland,NewZealand 975/NASydney,Australia 1002/NAFiji 1,057/NA

*When available according to local customs.

Yacht Haven part of Ocean HavensOwnership of Boston Yacht Haven

has changed hands to Ocean Havens, a partnership between the Boston marina and Miami Beach Marina in South Florida.

Recently, Boston Yacht Haven has been upgraded to include among its 100 berths 15 slips for yachts up to 300 feet in length and includes amenities consistent with today’s standards for megayacht marinas.

Boston Yacht Haven also recently introduced HubCruzers, a fleet of street-legal golf carts to make provisioning and sightseeing easier for marina guests.

Situated in Boston’s historic North

End on Commercial Wharf, the marina is nearby to Quincy Market, the New England Aquarium, Boston’s theater and financial districts, and downtown shopping, dining, and nightlife.

Ocean Havens also operates Fan Pier Marina in Boston and recently purchased Harbor Fuels, a fuel barge and push-boat to service boats in Boston Harbor with high-speed, in-slip fuel delivery.

– Tim Keogh

Italian marina has new managerMDL Marinas, Europe’s largest

marina operator, has signed a contract to operate a new Italian marina, Marina del Gargano in Manfredonia, Puglia.

Marina del Gargano, which will open in March, will offer 747 berths for boats ranging from 8 to 60 meters, as well as a number of on-site facilities and services, including 24-hour security, covered private car parking, concierge service, bicycle hire, solarium, and on-site lounges and restaurants.

A swimming pool is also planned and expected to open next year.

“We are delighted to have been selected to operate Marina del Gargano,” said Jon Eads, chief operating officer at MDL Marinas.

MDL has already begun handling all elements of business planning, service delivery, training, operations, security, marketing and berth sales.

“We will have a mix of local and international MDL team members at the marina and are looking forward to welcoming new and existing MDL berth holders to enjoy the marina in coming years,” Eads said.

St. Thomas marina gets new GMYacht Haven Grande in St. Thomas

has promoted Gili Wojnowich as general manager of the marina.

In his tenure at the marina, Wojnowich has overseen fuel and utilities management, customer service relations, berth management, marina events, and financial data tracking.

“We were very impressed with Gili’s ability to adapt new policies and procedures at the marina that have clearly led us down a more cost-effective and customer-driven path,” said Kenny Jones, executive vice president of operations for IGY Marinas, which owns and operates Yacht Haven Grande.

“His plans for the future of the marina sit well with the IGY standards of practice and go beyond what we first

Boston marina changes hands, buys fuel firm

The new Boston Yacht Haven staff, from left: Jackie Gilman, Chris Burke, Megan Lagasse and Nick Farmer., enjoying a Triton. PHOTO/TIM KEOGH See MARINAS, page B8

B� August 2012 www.the-triton.com The Triton

guidelines; or3. Adopt any other technological

method that is verifiable, enforceable, and has been approved by its flag administration in accordance with IMO guidelines.

Where applicable, yachts that burn more than one type of fuel must maintain detailed records regarding fuel changeovers. All yachts must continue the current requirement of retaining bunker delivery notes and samples.

Unilateral rulesNot atypical of previous international

rules, California implemented a program to significantly regulate air emissions from ships within its waters. A ship owner association challenged the regulations developed by the California Air Resources Board (CARB).

In the published rules, the CARB requires oceangoing vessels entering or departing California ports to utilize low sulfur fuel in diesel engines. This must be done out to a distance of 24nm from the coast. In 2011, the U.S. Court of Appeals for the ninth circuit found that the state regulation did not directly conflict with any federal requirement. The court noted that the IMO had recently approved the joint United States-Canada application for the NAECA.

In reference to this acknowledgment, the court felt it was a reasonable prediction that, once the ECA’s higher international standards went into effect, California’s rules would be terminated. No change just yet. In fact, the CARB issued a marine notice emphasizing the requirement to comply with both.

Affect on yachtsThe NAECA will definitely impact

commercial shipping and yachts to a lesser extent. Currently, ships and yachts operating within an ECA may only use fuel oil with a sulfur content that does not exceed 1.0-percent.

Beginning on January 1, 2015, the maximum sulfur content in fuel oil will lower to 0.1-percent. Vessels that operate predominantly in coastal and inland areas of the United States and Canada will potentially incur the most added-cost. Those ships and yachts will constantly operate within the NAECA.

An attempt has been made by foreign-flagged cruise ships that operate out of U.S. and Canadian ports. They state that they deserve a modification to the rules or some type of dispensation as they spend a large percentage of their time underway within the NAECA. It is not yet known if foreign-flagged yachts would be allowed to take part in any such allowance. To date, such requests have been unanswered among the regulatory authorities. Partially to blame

is the abundant availability of low-sulfur diesel fuel in the United States and Canada. With such a large volume of product, there is no expected shortage of ECA-compliant marine diesel fuel.

The other issue for ship and yachts is that the ECA-compliant fuel often must be obtained prior to sailing for a U.S. or Canadian port. After all, the obligation to utilize the low-sulfur oil will arise when the yacht comes within 200 nautical miles of those coasts. It remains in effect until the yacht is at least 200 nautical miles out. As we know, yachts travel to the United States and Canada from all over.

The availability of ECA-compliant fuel outside of North America is unknown and an uncontrollable variable. In the worst case, yachts may have to carry a certain quantity of ECA-compliant fuel to enter the United States or Canada. Otherwise, the yacht is looking at a considerable diversion or delay.

BunkersBunker suppliers in the United

States will be subject to MARPOL Annex VI and implementing the EPA’s regulations on fuel content. For several years now, many suppliers have been providing bunker delivery notes and samples to those yachts requesting it. Although IYB surveyors have not seen this consistently throughout the United States, especially at smaller marinas, it will become more commonplace.

The NAECA will have a broad impact on all marine operations, commercial and recreational. It will require operational changes for many ships and some yachts. For bunker companies and fuel supplying marinas, it will involve changes in business practices and the way its meets its customers’ demands. Advanced planning for bunkers and related petroleum products must be done with greater lead time, taking into consideration location and availability. New recordkeeping requirements will be implemented. And where applicable, engineers must be extra vigilant when switching the main engines from regular bunkers to ECA-compliant fuel and vice-versa. It will be a learning experience.

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.

Burn more than one type of fuel? Keep detailed changeover recordsRULES, from page B1

FROM THE TECH FRONT: Rules of the Road

The Triton www.the-triton.com August 2012 B�

name of one of the most famous of those writers. Mark Twain began life as Samuel Langhorne Clemens, being born in Missouri on Nov. 30, 1835. In his early 20s, he travelled on a Mississippi steamboat down to New Orleans and was inspired enough to study for two years the 3,200km length of the river to gain his pilot’s license.

Young Clemens gained intimate knowledge of the Mississippi River and of life on the steamboats, and he used this knowledge to great success in his later writings. But the name Mark Twain was first the pen name of an old steamboat pilot called Captain Sellers whose writings Clemens parodied and which greatly offended the old captain. Clemens much regretted this, and as a tribute to the old captain and steamboat traditions, also started using the pen name of Mark Twain in 1863.

Meanwhile, ships working in deeper coastal waters had developed their own sounding lines and were usually equipped with both a hand lead line and a deep-sea lead line.

The hand lead line was used in shallower waters and was constructed of a three-strand dressed hemp 30 fathoms (54.9m) line of 1 1/8th-inch circumference, and the attached leads would weigh anything between 7 and 14 pounds (3.2-6.3 kgs).

The deep-sea lead line was of the same construction but with a 1 ½-inch circumference and was 120 fathoms (219.5m) in length. The lead weight on this line was a hefty 28-30 pounds (12.6-13.5 kgs).

Both these leads would have a cavity in their base that would be “armed” with a mixture of white lead and tallow. When the lead struck the bottom, small particles of the composition of the seabed would adhere to this sticky mixture, which would then be identified by the leadsman and shouted up to the bridge along with the depth. This information would then be checked with any that there may be on the chart, and could assist in verifying the ship’s position.

It was a system that was used on the ships I was on when working the Indian coast in the 1960s, and entering bays that were not particularly well charted. The senior apprentice had the responsible job of taking soundings, which was done from a small platform called the chains that folded out from the rails at the break of the fo’c’sle so the cast line did not go under the bow.

There was quite a skill in casting the lead line as, because the ship was making way, it had to hit the bottom some way ahead of the leadsman, so that by the time the chains platform was vertically above where the lead was on the bottom, an accurate depth could be measured on the line. To achieve this, the lead had to be swung in a vertical

circle, over the head of the leadsman, and let go at the right moment to achieve maximum forward velocity.

On one occasion, the senior apprentice, a short lad from the English Channel island of Jersey, was having a job in getting enough swing in the line to get it to go round in a circle. He at last managed to get the lead moving fast enough to start the circle, but it ran

out of steam just at the critical moment of 90-degree elevation, stalled, and came hurtling earthward at maximum velocity nearly taking our good lad to the bottom. A fast-falling, 28-pound lead is something to keep well clear of.

It’s interesting to note that the markings on merchant ship lead lines were similar to those used on the Mississippi steamboats: 2 fathoms was indicated by a piece of leather with 2 tails, 3 fathoms by 3 pieces of leather and 7 fathoms by a piece of red rag (bunting) that was woven into the line, and many more. Each lead line was marked off in what was called marks or deeps. Marks were those depths at 2, 3, 5, 7, 10, 13, 15, 17 and 20 fathoms and had a regulated system of marks. Deeps were those depths in between the marks and were sometimes indicated with short strips of marline or yellow bunting.

If the depth was 5½ fathoms, the leadsman would call out “by the mark 5, and a half 5,” or sometimes just “and a half 5.” And a depth of 6¼ fathoms by “by the deep 6, and a quarter 6,” or just “a quarter 6.” With no handy VHF sets, the leadsman had to have a good voice to reach the bridge on a windy day.

If coming in to anchor and with the vessel stopped, the leadsman used to leave the lead on the bottom with the line tight so that he could advise the captain when the vessel had started moving astern.

One ship that I was on had a “high-tech” sounding machine that consisted of a small hand winch with about 300 fathoms of wire on its drum. With a lead attached, the line could be let out fairly fast, and when the lead landed on the seabed, the depth could be read from a dial.

But even fancier was finding the depth through pressure: instead of attaching a lead to the line, an open

ended glass tube with a sinker was attached instead. The open end of the tube was pointing down, and its inside was coated with chromate of silver which would turn into chromide of silver by any sea water that entered the tube due to the pressure at whatever depth it reached. Upon raising the tube the chromide of silver would then be measured against a scale that would indicate the depth reached by the tube.

Those were the days when we operated mostly on the KISS Principle (Keep It Stupidly Simple, as one dyslexic student put it to me), and we could fix most things that went wrong.

But I have to admit that it’s great to flick a switch that activates a sound that travels at nearly 1500m/sec through the water, and watch a colored screen show me not only the contours of the seabed but also the type of fish that are down there. So long as I know where the fuse is and have a lead line handy, just in case, I’m happy.

Capt. Michael Pignéguy is a relief captain on charter boats and superyachts around the world. He is an RYA instructor and examiner in Auckland, NZ, and the author of three boating books (www.boatingfun.co.nz). Comments are welcome at editorial@the-triton.com.

DEPTH, from page B1

Technology is terrific, but keep a real lead line handy

There was quite a skill in casting the lead line ... it had to hit the bottom some way ahead of the leadsman, so that by the time the chains platform was vertically above where the lead was on the bottom, an accurate depth could be measured.

FROM THE TECH FRONT: By the mark

B� August 2012 www.the-triton.com The Triton

envisioned for the property,” Jones said. Wojnowich is a native of Savannah,

Ga., and a graduate of Emory University in Atlanta.

He also holds a USCG Master Captain’s License and is an avid fisherman, boater, and scuba diver.

Saunders hauls largest boat yetAlabama-based Saunders

Yachtworks hauled the 100-foot Broward M/Y She’s My Lady II in June, the largest boat the company has

hauled to date. Saunders celebrated the grand

opening of the its new full-service facility in March.

The Gulf Shores facility includes 14 slips and out-of-water space for more than 20 boats. With its 150-ton Travelift, the yard can haul vessels up to 130 feet in length.

The 14-acre site includes a 15,000-square-foot headquarters building with administrative offices, service shop and warehouse; a 3.5-acre service and transient basin; and a dock shop to support below-waterline hardware service and equipment storage.

Additionally, a fully enclosed works building for indoor projects is under way and is expected to be complete by September, the company said in a statement.

Six acres remain available for future expansion and development.

The company continues to operate a full-service yard with 60-ton lift capacity at its original location in Orange Beach, Ala.

Veteran joins Shelter Island MarinaIndustry veteran Kate Pearson

joined Shelter Island Marina in San Diego as dockmaster in June.

Pearson most recently was vice president of business development for the shipyard Knight & Carver YachtCenter and is the current president of the San Diego Superyacht Association.

Pearson replaces Deborah Pennell, a 33-year industry veteran who is retiring after 17 years at Shelter Island Marina. She will be consulting to the company for special projects.

Shelter Island Marina is a full-service, 190-slip marina that hosts megayachts up to 200 feet and offers full-service hotel amenities.

IGY gets clean marina awardsIGY Marina has received the Clean

Marina Award (from the International Council of Marine Industry Associations) to its three marinas in the Yacht Haven Grande Collection: Yacht Haven Grande in St. Thomas, Rodney Bay Marina in St. Lucia and The Yacht Club at Isle de Sol in St. Maarten.

Some of the attributes of a “clean marina” include waste and recycling management, clean and efficient storage of fuels and oils, prohibiting sewage discharge, customer awareness on environmental best practices, and a staff trained in environmental best practices.

MARINAS, from page B5

MARINAS / SHIPYARDS

San Diego’s Pearson moves to Shelter Island; IGY gets noticed

Pearson

Saunders Yachtworks in Alabama

hauled its largest yacht

to date, the 100-foot

Broward M/Y She’s My

Lady II. PHOTO PROVIDED

The Triton www.the-triton.com August 2012 B�

Capt. Wampler’s excellent adventure in the American WestBy Dorie Cox

Capt. John Wampler works hard, but enjoys his time off. Last year he drove across the United States to base out of Sturgis, S.D., to see the American West by motorcycle.

“One of things I enjoy about being a contract captain is not only all of the places around the world my work takes me,” Wampler said, “but the time I enjoy between trips, like my journey to the Sturgis Motorcycle Rally last October.

“Makes you wonder about Conestoga wagons in the early 1800s,” Wampler said. “Go west, young man.”

Wampler rode to Mount Rushmore up Iron Mountain Road from Sturgis through Deadwood.

“The Iron Mountain highway is a cool, windy, twisty, two-lane road with switch-back bridges,” Wampler said.

“Wild Bill Hickok was murdered playing poker in the Saloon No. 10 in Deadwood in 1897,” Wampler said. “His poker hand, aces and eights, is now called the Dead Man’s Hand.”

Throughout the trip Wampler saw deer, pronghorn antelope and prairie dogs.

“And the dapple of sunlight through the pines, big rock formations and thousands of Harleys going each way, waving,” he said.

Day trips from Sturgis also included Devil’s Tower National Monument, the scene of Col. George Custer’s Last Stand at Little Bighorn, and Badlands National Park.

“All the trips are within one to three hours from Sturgis,” Wampler said.

This year Wampler will be outfitting a yacht for an October job in Peru instead of attending the 72nd annual Sturgis Motorcycle Rally on Aug. 6-12.

PHOTOS/CAPT. JOHN WAMPLER

Stops along the way:72nd annual Sturgis Motorcycle Rally on Aug. 6-12www.sturgismotorcyclerally.com

Buffalo Chip Campground and Sturgis Rallywww.buffalochip.com

Loud American Roadhouseloudamericanroadhouse.com

Devil’s Tower National Monument (top left) www.nps.gov/deto

Mount Rushmore (bottom right)www.nps.gov/moru

CRUISING GROUNDS: American West

B10 August 2012 www.the-triton.com The Triton

This short workout circuit encompasses cardiovascular, balance and strength. Take the five exercises listed and perform them in any order

you like.Perform the

exercises one after the other for 1-2 minutes. Take a short rest after you complete the circuit, hydrate yourself and repeat 2-3 times.

Jump ropeStart with regular jumps and then

change it up a bit, jump side-to-side, forward and backward, rotate the hips, cross-over the arms in front, bring the rope around twice, jump on one leg, jump as fast as you can and any other moves that come to mind. Have fun and keep moving.

Hula-HoopWho would have thought that the

good old Hula-Hoop could be such a great exercise for the abdominal muscles. If you have the space, this is a fun piece of equipment to have around. They even make ones that are weighted.

Inchworm push-upStand tall with your arms at your

sides. Bend over at the waist and place both hands on the ground. Walk your hands forward as you lengthen your

body to an ideal push-up position. Perform one push-up and reverse

your movement to stand up, walking your hands back and straightening up until you are standing tall.

Balance beamBalance is something we need to

practice on because our ability to do so decreases as we age. There are many different pieces of equipment that you can use (a foam pad, bosu, half foam roller, etc.) or you can simply just practice on a line on the ground.

Make sure you try with each leg and add challenges such as changing your hand position or changing the height or position of the leg that is lifted.

Upright row to lateral raiseStand tall and place one foot on

a resistance band (both feet for an additional challenge) ensuring that your foot is securely on the ground. Holding on to each of the handles, begin with your arms down, in front of your body.

Start with the upright row, slowly bend your elbows as you pull the band upward toward your chin until your elbows are the same height as your shoulders. Lower the band to starting position.

For the lateral raise, lift your arms, pulling the resistance band out to the sides of your body, so that your arms form a “T” at the height of your shoulders. Lower to starting position. Keep alternating between upright rows and lateral raises.

Beth Greenwald received her masters degree in exercise physiology from Florida Atlantic University and is a certified personal trainer. She conducts both private and small group training sessions in the Ft. Lauderdale area. Contact her at +1 716-908-9836 or bethgreenwald315@gmail.com. Comments on this column are welcome at editorial@the-triton.com.

Pull out the Hula-Hoop, beam, jump-rope, for a fun workout

FITNESS: Keep it Up

keep it up

Beth Greenwald

The Triton www.the-triton.com August 2012 B112012 DESIGN AWARDS

Alloy Yachts’ 226-foot (67.2m) S/Y Vertigo was the big winner at ShowBoats magazine’s third annual Design Awards in late June in Monaco.

The yacht’s designers – Philippe Briand and Christian Liaigre – took home three of the 21 golden Neptune awards for Exterior Design & Styling, Interior Layout and Best Recreational Space for Guest Use (for her midships lazarettes on the lower deck.)

Peder Eidsgaard and the design team at Eidsgaard Design behind Feadship’s 77.7m M/Y Tango received honors for Exterior Design & Styling and received the Tender Design Award for TT Tango built by Compass Tenders.

David Ostrander of Iluminus Design Group was honored as Newcomer of the Year for the restyling of the interior of the 39m Hakvoort M/Y SnowbirD.

Austrian Benjamin Julian Toth was honored as Young Designer of the Year for his design of ReSeadence 50, a conversion of a 50m survey vessel into a yacht. His design, the judges said, not only “showed sympathy with the original vessel, but also incorporated novel design features within its avant-garde appearance, in particular the beach-club facility located on the well deck.”

Jim Sluijter from the Netherlands, whose Project Summer entry was considered well conceived and drawn, earned a Judges’ Special Commendation. The honor was sponsored by Camper & Nicholsons International.

The full slate of Neptune winners is as follows:

The Interior Design Award – Sailing Yachts was shared among Michael Leach Design for the 145-foot S/Y Hemisphere built by Pendennis and Rhoades Young Design for the 218-foot S/Y Hetairos built by Baltic Yachts.

Rémi Tessier won the Interior Design

Award – Semi-Displacement & Planing Motor Yacht for work with the 163-foot Heesen M/Y Satori.

Tansu Yachts took home the Neptune for Interior Design Award – Displacement Motor Yachts 30m – 59.99m for the 119-foot M/Y Bartender

The Interior Design Award – Displacement Motor Yachts 60m+ went to Sinot Yacht Design for the 288-foot Feadship M/Y Musashi.

Espen Øino International won the Exterior Design and Styling Award – Semi-Displacement & Planing Motor Yachts for M/Y Shooting Star, the 124-foot yacht built by Danish Yachts.

For Exterior Design and Styling Award – Displacement Motor Yachts 30m – 59.99m, the winner was Vitruvius for the 182-foot M/Y Galileo G built by Picchiotti and Perini Navi.

The Exterior Design and Styling Award – Displacement Motor Yachts 60m+ went to Eidsgaard Design for the 254-foot Feadship M/Y Tango.

The Naval Architecture Award – Sailing Yachts was awarded to Tripp Design Naval Architecture for the 140-foot S/Y Sarissa, built by Vitters Shipyard.

The Naval Architecture Award – Motor Yachts went to Axis Group Yacht Design for the 230-foot M/Y Numptia (now renamed High Power III) built by Rossi Navi.

The Interior Layout Award – Motor Yacht was awarded to Art-Line Interior for M/Y E&E, a 138-foot yacht built by the Turkish builder Cizgi Yacht.

The Bespoke Furniture Award was given to Achille Salvagni for the main dining room table on the 230-foot M/Y Numptia.

The Design and Technology Award was given to Baltic Yachts for the drive train system on S/Y Hetairos.

And the Environmental Protection Award was given to Sanlorenzo for its SL94 yacht.

Best in interior, exterior designhonored at ShowBoats’ gala

The designers of the 140-foot S/Y Sarissa won the Naval Architecture Award for sailing yachts in the annual ShowBoats Design Awards recently. The yacht was built by Vitters Shipyard. FILE PHOTO

B1� August 2012 www.the-triton.com The Triton BOATS / BROKERS

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Trinity Yachts has delivered the 187-foot (57m) M/Y Lady Linda, pictured below. It’s the third Trinity for this Florida owner.

The aluminum-hulled yacht was built to park behind the owner’s house and to cruise the Bahamas. It has a 33-foot (10m) beam and 8-foot (2.4m) draft, and a full-width main deck master suite and office.

The crew quarters accommodate 12-14 in seven cabins and include a lounge. The pilothouse deck has a sundeck with floor-to-ceiling glass doors to deflect wind.

Ingo Pfotenhauer was the owner’s rep. Evan Marshall of London gave the interior a contemporary design.

The yacht is cruising the Med this summer and expects to be at the Monaco Yacht Show in September.

Amels has launched the 180-foot (55m) M/Y Step One, the first of Amels’ Limited Editions range, which was

designed to bridge the gap between semi-custom and full-custom yachts.

The exterior was drawn by British designer Tim Heywood and her interior by Laura Sessa from Rome.

With annual growth of 10 percent over the past four years, Amels called itself the largest superyacht builder in the Netherlands, according to a news release about the yacht. So far this year, three new builds and two refits were delivered. Nine new construction projects are under way.

The yacht, which can accommodate 12 guests and 13 crew, will be on display at the Monaco Yacht Show in September.

Holland Jachtbouw has launched the 131-foot (40m) S/Y Rainbow JH2, a replica of the famous J-Class yacht that won the America’s Cup in 1934.

“We are very proud to be able to offer Rainbow JH2 for sale as part of our sailing yacht fleet,” said William Bishop, head of YPI’s sailing division. “We were delighted to have sold Lionheart last year and are excited to see the renewed interest being generated today by the iconic J-class fleet.”

The yacht was redesigned by Dykstra & Partners Naval Architects based on the original design by William Starling Burgess.

“Built for an experienced sailing

yacht owner, Rainbow JH2 is the first J-class yacht with a complete hybrid propulsion and power system,” Bishop said in a company statement. “That means fuel savings of up to 30 percent as well as a reduction in sound. She can sail under way in silent operation and has ample hydraulic power in racing mode.”

Rainbow JH2 has a 1930s-inspired interior and offers accommodation for up to 10 guests and seven crew.

She will be on display at the Monaco Yacht Show.

Turkish builder Vicem Yachts has launched the all-mahogany 107-foot (32.5m) M/Y Moni, the flagship of the company’s semi-displacement cruiser line.

It will debut at the Cannes Boat Show in September.

It has a midship, full-beam master cabin, and a 70-square-meter flybridge. Built for a European owner, the yacht has a draft of 6-feet, 4 inches (1.9m) to cruise the Caribbean as well as the Med. It can accommodate 10 guests and five crew.

Sunreef Yachts expected to launch the first of three new vessels in late July, the Sunreef 82 Double Deck, which will start a series of 80-foot composite superyachts.

The Poland-based builder expects to launch the Sunreef 80 Single Deck in March and the 85 Sunreef Power by the end of 2013.

The most recent launch, the 82-foot catamaran, has a two-story owner’s cabin forward, a large salon and an internal helm station with sea views. The company has positioned this yacht as an alternative traditional motoryachts, which consume much more fuel.

It can accommodate up to seven guests and two crew. The 64-square-meter cockpit holds a dining table for up to 8 guests, among other things. The main helm station is on the flybridge as is another dining table and bar with barbecue.

The Sunreef 80 Single Deck is a different concept, intended for owners who wish to enjoy fast sailing adventures. Commissioned by a European owner, the Sunreef 80 will be made of an advanced composite sandwich combining epoxy-vinylester resin, PVC foam, glass fiber with carbon reinforcement for the hulls and carbon fiber for the deck and the superstructure, with a carbon mast and boom, standing rigging with Kevlar, weighing 45 tons lightship and 60 tons fully loaded.

The yacht can accommodate nine guests and four crew.

The 85 Sunreef Power has a new design similar to a motoryacht, with a full-beam main salon and aft deck for dining and lounging. The master

is forward on the main deck. The flybridge will include the helm station and two lounging areas (inside and outside). Guest cabins with private bathrooms and crew quarters with access to the galley and storage will be within the hulls.

The aft deck will include a beach club platform to allow guests access to sea level at anchor and at lower speeds and to make access to water toys easier

Sunreef launched two catamaran-superyachts larger than 100 feet – Che and Ipharra – in 2010.

Ft. Lauderdale-based Northrop & Johnson has sold M/Y Kingfisher, the 142-foot (43.3m) Feadship, pictured below. Kevin Merrigan from the firm’s Fort Lauderdale office represented the seller in cooperation with Burgess.

The firm also sold the 126-foot (38.4m) S/Y Parlay with Michael Nethersole. Designed by John G. Alden and built in aluminum, this was the first time Parlay was for sale since her launch in 1991. It can accommodate 10 guests and six crew.

Broker Gregg Child sold the 115-foot (35m) Crescent M/Y Kapalua., pictured below.

New to the company’s charter fleet is the 130-foot Westport M/Y Amarula Sun in the Caribbean this winter, and Bahamas and Florida next summer.

Camper & Nicholsons has sold the 123-foot (37.5m) S/Y Bushido, below.

Trinity, Amels, Holland Jachtbouw, Vicem launch new builds

See BOATS, page B13

The Triton www.the-triton.com August 2012 B13

The firm has added two yachts to its sales fleet: the 105-foot (31m) M/Y Luna built by Admiral Yachts with an asking price of 3.95 million euros, and the 85-foot (26m) M/Y Serendipity Blue built by Falcon Yachts with an asking price of 1.5 million euros.

Merle Wood & Associates has added these yachts to its new central agency listings for sale: the 162-foot M/Y Zaliv III by Mondo Marine (in a joint with Marine Marketing) and the 96-foot Bloemsma Van Breemen expedition M/Y C1 (in a joint with Fraser).

Moores Marine Yacht Center has rebuilt a 1933 Wheeler to star in a movie about Ernest Hemingway, the 20th century American author and avid fisherman.

Hemingway’s boat, the 38-foot 1934 Wheeler named Pilar, is in Cuba and could not be obtained for the film. M/Y Elhanor was found in New York, owned by the same family for 50 years.

But because Pilar was specially built for Hemingway, it was unique, with an extra tank, broken shear, lowered transom to make it easier to haul in fish and a live fish well. Pilar is also four feet longer than Elhanor.

Nathaniel Smith and his crew at Moores Marine in Beaufort, N.C., were hired to do the work.

“We restore wooden boats,” Smith said. “It doesn’t matter if this boat is being used for a movie or Hemingway was going to actually take this boat fishing every day. We wanted to make sure she not only looked right but worked right.”

Moores Marine’s other notable projects include refits of the presidential yacht Honey Fitz and the 1928 John G. Alden schooner Summerwind, which won the Newport Bucket three months after re-launching.

All blueprints and drawings burned in a shipyard fire, so the company relied on photographs and input from Hilary Hemingway, Wes Wheeler and the producers.

“Both Hilary and I had been researching the original Pilar from images, documents, conversations with the Wheeler family and trips that Hilary had made to see her in Cuba,” producer and actor Andy Garcia said. “So we felt comfortable that once we found a potential replica, with the help of Moores Marine we could achieve what we needed for the film. She is not only a boat but a main character in our film.”

Artist’s drawings were laid over old photographs to determine scale and placement. Changes had to be made to the pilothouse and transom. And a 1930s-style flying bridge and settee had

to be built from scratch.The boat also required new

planking, new systems, new engines and galley modifications.

The project concluded in early July and the boat was shipped to Moores’ Florida facility for sea trials.

The film, “Hemingway & Fuentes”, will feature Sir Anthony Hopkins as Hemingway and Annette Bening as his wife, Mary Walsh. Andy Garcia, who is producing and directing the film, plays Capt. Gregorio Fuentes, who inspires Hemingway to write “The Old Man and the Sea.”

Yachting Partners International (YPI) has hired Russell Crump as the firm’s new director of sales.

A broker for more than 20 years, Crump started his career as a brokerage manager with 22 Northy in Hong Kong,

agents for X-yachts of Denmark and other performance and motoryachts in Southeast Asia. He’s also worked with Sunseeker and, most recently, with Edmiston, setting up its French office in Golfe Juan.

Crump joins the YPI Brokerage team as part of YPI’s 40-year anniversary strategic re-shape.

The firm recently added the 141-foot (43m) M/Y Makira to its central agency listings for sale. Launched in 2010 and built to a Studio Bacigalupo design under ABS Class, Makira can accommodate nine guests and seven crew. Asking price is 10.9 million euros.

IYC has hired Fabien Roché as director of yacht management in Europe, a newly created position based in IYC’s Monaco office. He joins André Peens, director of yacht management in Ft. Lauderdale.

Raised on a sailboat, Roché got his first commercial maritime license in 1987.

He worked on charter and private yachts in the Mediterranean and Caribbean until the early 1990s when he resumed his studies and got his master’s license in 1996. He most recently worked aboard S/Y Felicita West.

Moores Marine rebuilds yacht to be Hemingway’s Pilar in filmBOATS / BROKERS

Crump

Roché

BOATS, from page B12

B1� August 2012 www.the-triton.com The Triton

Aug. 1 Networking Triton style. We’re facing summer headon with a barbecue on Ft. Lauderdale beach, 6-8 p.m. www.the-triton.com

Aug. 2-6 45th Sydney International Boat Show, Sydney, Australia. www.sydneyboatshow.com.au

Aug. 3 The Triton’s captains luncheon, discussing issues and trends. Request an invite at editorial@the-triton.com. Active yacht captains only.

Aug. 3-4 Classic Lyman and Antique Boat Rendezvous, Boothbay Harbor, Maine. www.OldBoatLovers.com.

Aug. 10-12 10th annual Shipyard Cup, East Boothbay, Maine. An invitational regatta open to sailing yachts over 70 feet. www.shipyardcup.com

Aug. 11-18 Cowes Week 2012, Isle Of Wight. With up to 40 daily races for 1,000 boats, it is the largest sailing regatta. www.aamcowesweek.co.uk

Aug. 17 Ida Lewis Distance Race, Newport, RI. Features a 104nm and a 177nm race course in Narragansett Bay. www.ildistancerace.org

Aug. 21-26 America’s Cup World Series, San Francisco. Each regatta is a combination of practice and championship racing, with additional practice sailing on-site ahead of each event. www.americascup.com

Aug. 27-Sept. 9 U.S. Open, New York City. One of the four grand slam tennis tournaments. www.usopen.org

Sept. 1-3 33rd annual Classic Yacht Regatta. Sponsored by Panerai. www.moy.org

Sept. 4-7 25th SMM, Hamburg, Germany. A shipbuilding, machinery and marine technology international

trade fair. smm-hamburg.de/en/home

Sept. 4-9 Hiswa In-Water Boat Show, NDSM-shipyard, Amsterdam. To be held at a new location this year with luxury, recreational and active categories. www.hiswatewater.nl

Sept. 5 Networking Triton style with Ward’s Marine Electric, 617 S.W. Third Ave., 6-8 p.m.www.the-triton.com

Sept. 7 The Triton’s captains luncheon, discussing issues and trends. Request an invite at editorial@the-triton.com. Active yacht captains only.

Sept. 11-16 Cannes International Boat Show, Cannes. To include 583 boats, 425 exhibitors, 173 first-time vessels and 181 boats more than 20m. www.salonnautiquecannes.com

Sept. 13-16 42nd annual Newport International Boat Show, Newport, R.I. One of the oldest and largest in-water boat shows in the United States. www.newportboatshow.com

Sept. 14-23 PSP Southampton Boat Show, Southampton, UK. To include the Boat Project, made entirely from

donated wood, includes wood from Jimi Hendrix’s guitar, a piece of the Cutty Sark and a replica of Shackleton’s boat. www.southamptonboatshow.com

Sept. 18 MonacoNet, Monaco. AYSS hosts this informal speed networking event of yacht agents and support companies from around the world. RSVP to jenny@ayss.org.

Sept. 19-22 Monaco Yacht Show, Port Hercules, Monaco. The exhibition of 500 luxury yachting companies and 100 megayachts. www.monacoyachtshow.com

CALENDAR OF EVENTS

Boat show season has begun: Sydney, Monaco, Cannes, Newport

MAKING PLANS

Oct. 10Triton Expo

The Triton is hosting its popular Expo for the people who earn their livings working on yachts. The Expo is open to yacht crew and industry – both working and looking – to help them develop the contacts that can make their careers better. Stay tuned to www.the-triton.com for more details.

EVENT OF MONTH

Aug. 24-26Newport Bucket Regatta, Newport, R.I.

Described as a “congenial, invitational regatta set in the Corinthian spirit”, this is a fun regatta with safe sailing the highest priority. The regatta is open to yachts over 90 feet LOA, unless invited under the ‘grandfather clause’. www.bucketregattas.com

The Triton www.the-triton.com August 2012 B1�

Triton Spotters

Where have you taken your Triton recently?

Send photos to editorial@the-triton.com.

SPOTTED: Peru, Ireland

Kim Loughlin and John Vergo of SuperYacht Support recently spent two weeks exploring Machu Picchu and the Amazon rainforest in Peru.“We found a copy of your venerable newspaper just lying around the ruins and thought that amazing so we snapped a couple of photos,” Vergo said.

PHOTO FROM JOHN VERGO

Becky Castellano of Ocean Medical International in Ft. Lauderdale took her Triton with her to welcome the Volvo Ocean Race yachts in Galway, Ireland.

She braved more than 60,000 people for the July 4th parade, then waited until 4 a.m. for the yachts.

“The crush of people along the waterfront was a sight to behold,” Castellano said. “The party just went on and on.”

The parade was a hoot, too, and included bands playing “ God Bless the Red, White and Blue” and cheerleaders cheering “Go U.S.A.” Mickey Mouse made an appearance as did an Elvis Presley impersonator in a convertible Cadillac with a Papa John’s logo. Local dignitaries followed behind.

“This made me laugh that America is perceived as Cadillac, pizza, Mickey Mouse and Elvis,” she said. “It was touching and appreciated to have a little bit of our holiday recognized.” PHOTO FROM BECKY CASTELLANO

www.the-triton.com August 2012Section C

Networking last month

C3With friends at Newsworthy Cafe

Tray tables in upright position

Yacht stews vs. air, restaurant and hotel

Bonjour for your breakfast

Start your day with a healthy meal. C5C4

A little beer with that?

Beer adds flavor to bread. C6

After working in yachting for a few years, you begin to understand that there are some owners well worth working for, and others that you really

should stay away from.

After a decade or two, you begin to learn how to identify them and seek them out.

I have seen every kind of owner and just recently left an employer when I realized everyone in his employ breathed fear all

day long, afraid every minute of losing their jobs.

I’ve been on the market recently and have worked some freelance gigs, looking for my next long-term employer. Here’s what I look for in potential employers.

1. Respect. That one little word boils down to how yacht owners act toward their chef, the captain, and the rest of the crew. Do they interact with you, ask questions and then listen to your response, remember your name? Or do they just utter orders, ask rhetorical questions, look away when you try to answer, and basically emotionally dismiss you? Do they offer constructive feedback on your cooking, or do they demean you?

If you broke your leg, would your job be there six weeks later? Or are you just as replaceable as the crew towel? If a loved one died, would the employer care enough to give you time away to grieve?

You are given a time off -- be it an hour break on charter, a day off during the yard time, several days off to visit family. And when you get a little time away from the yacht, a great boss does not call or disturb you to make

Ingredients that make up a great owner

Culinary Waves

Mary Beth Lawton Johnson

See WAVES, page C7

By Lucy Chabot Reed

During last year’s Ft. Lauderdale International Boat Show, we surveyed captains and crew on this one question: Have you ever had an emergency at sea?

With tragic accidents on megayachts seemingly rare, we were surprised to learn that more than 80 percent had experienced an emergency.

We were curious to see if a broader group of captains and crew had a similar response.

So we asked Have you ever had an emergency at sea? By emergency, we referred to anything that would call a crew member’s training into action, but it didn’t necessarily mean a catastrophe had occured. For example, a man overboard successfully retrieved.

More than 81 percent of our respondents said they had had an

emergency at sea, and nearly 16 percent more had some semblance of an emergency. We credit that “sort of ” response to our inexact question.

“If you’re in this game long enough, someone on your crew will get very sick or get broken up,” said a captain in yachting more than 30 years. “You will lose power or dump the rig halfway along a 1,500-mile trip. You’ll be stuck “out there” and you’ll be the person who should know what to do.”

Perhaps most telling was the fact that less than 3 percent said no, they had never had an emergency at sea.

“Anyone who says he has not encountered a mishap, problem or a crazy situation at sea probably has not spent much time out there,” said another captain in yachting more than 30 years. “It’s those exciting bits that remind us we are alive.”

When we asked what sort of emergency was it, answers ranged from failures in the vessel itself to

lightning strikes and pirate attacks.The most common emergency was

a mechanical failure.“Loss of main shaft seal while

approximately 80 miles offshore in 16-foot seas,” said a captain with more than 15 years in the industry. “We were repositioning from Newport to Ft. Lauderdale and were just south of Cape Hatteras when we got hit with big seas and the sea decided to start coming in one of the main shaft seals.”

The next most common emergency was related: loss of power onboard.

Fire or the beginnings of fire was the third most common type of emergency our respondents dealt with at sea.

Medical emergencies were fourth.“The mate on a small sailboat I

was delivering to the Virgins passed a kidney stone 200 miles north of Puerto Rico,” said one of those veteran

Yacht crew regularly train onboard to remain prepared for emergencies at sea. FILE PHOTO

TRITON SURVEY: EMERGENCIES AT SEA

See SURVEY, page C8

97 percent have had one; are you prepared?

The Triton www.the-triton.com August 2012 C�NETWORKING LAST MONTH: Networking at Newsworthy Cafe

The Newsworthy Cafe welcomed more than 150 captains and industry professionals for Triton networking in July. The group

enjoyed live music, tasty treats and cold beverages on a hot summer evening. The Newsworthy Cafe also hosts weekly gatherings for light snacks, beer and wine during Happy News Hour on Thursdays from 4-7 p.m. PHOTOS/TOM SERIO

C� August 2012 www.the-triton.com The Triton INTERIOR: Stew Cues

Many novice stews ask what it means to be a yacht stew, why we are called stews, and how hospitality in yachting differs from hotels and

restaurants.Very often,

people don’t know that interior service crew on yachts are called stewards and stewardesses. They think of the cabin crew on airplanes and they often comment that these titles are old-

fashioned and sexist.That is true, but the title confers a

status that outsiders don’t understand, reminiscent of classical yachting etiquette.

A steward is a person who looks after passengers on a ship, aircraft, or train. The term chief steward dates back to British maritime tradition from the 14th century.

The terms purser and chief steward are often used to describe workers with similar duties among seafaring occupations. Commercial aviation, on the other hand, gave it a different spin. In the early days, female air hostesses were selected not only for their knowledge but also their characteristics. A 1936 New York Times article described them this way:

“The girls who qualify for hostesses must be petite; weight 100 to 118 pounds; height 5 feet to 5 feet 4 inches; age 20 to 26 years. Add to that the rigid physical examination each must undergo four times every year, and you are assured of the bloom that goes with perfect health.”

Three decades later, a 1966 New York Times classified ad for stewardesses at Eastern Airlines listed these:

“A high school graduate, single (widows and divorcees with no children considered), 20 years of age (girls 19 1/2 may apply for future consideration). 5’2” but no more than 5’9,” weight 105 to 135 in proportion to height and have at least 20/40 vision without glasses.”

Hmm. Sounds like some of those ideas are still around in some minds. Now we know where they came from.

Unlike yacht stews, flight crew are more concerned with safety than with food and lodging. A thing in common is that we are in the hospitality business.

Hospitality is about kindness in welcoming guests or strangers. It’s making guests feel like they are coming home. It’s the sum of all the thoughtful, caring, gracious things you do.

Just as the plane is checked and cross-checked, the boat has to be organized and checked for safety issues before guests come aboard.

Once aboard, the service must meet or exceed the standards of luxury hotels.

If you have hotel or restaurant experience, you will have an idea of what hospitality means, and how service is delivered. There are similarities in service, but here are things that are different on a yacht:

On a yacht, you will observe many personal experiences. You must be respectful, completely trustworthy, and utterly discreet.

Adequate social skills and strong personal and professional boundaries are required. You need to be poised and polished, but you must know how to make people feel at ease in situations that are much more intense and personal than at a restaurant or hotel.

For many guests, the experience of service at this level feels like they are in a fishbowl. Assure them that their safety, security, confidentiality and comfort are your primary concerns. You are together for long periods of time, so get good at being comfortable with them. Your confidence and grace will put them at ease

Be cheerful, positive, fair and consistent in the way you treat guests as well as crew. Each time the owner or guests are onboard, they expect to be treated in the same way, and at the same level, or higher.

Do not underestimate the power of each person. Even though they may be “staff ”, the personal assistant, the nanny, the pilots, the children, or crew deserve respectful and fair treatment, every time. These are not guests in a hotel or restaurant who you will never see again. They are the infrastructure of your job, and to an extent, your life.

There is a lot of fussing about the interior service process: the food, the activities, the table decorations, the flowers, the wine, and the meal service itself. But this is all secondary to something much more important. Really, it’s about the guests, isn’t it?

As Maya Angelou once said, “I’ve learned that people may forget what you said, people may forget what you did, but people will never forget how you made them feel.”

That’s what it’s all about for us. We are in the feel good business. I know how hard it is to be a yacht stew. There is plenty of hard physical labor along the way. Let’s hope it turns out to be a labor of love.

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.

Hospitality: Job about service more than just being a servant

Stew CueS

Alene KeenAn

The Triton www.the-triton.com August 2012 C�

Whether you’re enjoying a quiet summer in the Caribbean or are busy beyond belief on charter in the Mediterranean, it’s important to start

your day by eating a healthy breakfast. This isn’t just a myth or old wives tale. Numerous studies have shown that sitting down to a healthy morning meal can help you meet daily nutrient needs, keep blood sugar and blood

cholesterol under control, aid in weight maintenance, provide plenty of energy and even stimulate memory and alertness enhancing blood flow to the brain. Does it mean that a doughnut and coffee will do? No, there are much better choices for breakfast.

Eggs. Once scratched off many breakfast plates for fear of artery-clogging cholesterol, changes in the feed of laying hens has meant that the average cholesterol content of a large supermarket egg has decreased 14 percent compared to a decade ago. Now, eggs total 100 milligrams of cholesterol per egg. This is only one-third of what nutrition professionals advise as the recommended daily intake of cholesterol.

According to a study by U.S. researchers and published in 2010 the Nutrition Journal, daily consumption of two hardboiled eggs didn’t adversely affect blood cholesterol in a group of 40 men and women who already had high cholesterol. The study also showed that swapping out whole eggs for egg substitute (egg whites only) actually decreased blood cholesterol. Eggs provide several beneficial nutrients such as protein, which can stabilize blood sugar throughout the day, as well as iron, vitamin D and brain boosting choline.

Do cook eggs without butter to reduce overall fat content. This means poaching or boiling in water or frying or scrambling in a non-stick pan. Eggs are a great vehicle for incorporating other healthful ingredients. For example, make a breakfast omelet stuffed with onions and colorful bell peppers, or egg salad on toast with celery, or scrambled eggs with mushrooms.

Cereal and bread. Ready-to-eat cereals consumed at breakfast provide more fiber, iron, folic acid and zinc and less fat, sodium, sugar and cholesterol compared to non-cereal breakfasts, according to a study published in 2008 in Nutrition Research. The whole-grain form of cereals, as well as breads, provides the most nutrition and tummy-filling fiber. Whole-grains include more common selections such as corn, oats, barley, rice, rye and wheat, as well as lesser-known grains

such as amaranth, quinoa, sorghum and teff.

Cook these grains into a hot cereal. You can cook-up a batch and just reheat in order to save time in the morning. Top whole-grain cereals with fresh or dried fruits to add extra flavor and nutrients. The flours of these whole grains can be used to make bread, bagels, muffins, biscuits and pancakes. Or simply buy pre-made whole grain forms of these foods at the supermarket or bakery.

Fruits and vegetables. Diets high in fruits and vegetables may have a protective effect against many cancers, according to the World Health

Organization. Conversely, eating too much red and preserved meat may be associated with an increased risk of cancer. Combine this with the fact that most adults living in developed nations don’t eat enough fresh fruits and vegetables, and there is good reason to pile the produce

on your breakfast place and eat foods like bacon and sausage in moderation.

Fruits and vegetables are an excellent way to get needed nutrients such as vitamins C and A. Good selections include dark orange fruits and vegetables such as oranges, cantaloupe, mangoes and carrots, as well as green leafy vegetables such as spinach, broccoli and kale. Choose whole fruits rather than juice. Whole fruits provide more satisfying fiber and other nutrients. Spinach quiche, a bagel topped with low-fat cream cheese, slice of smoked salmon on plenty of chopped onions, or a granola parfait made with low-fat Greek yogurt and berries are just a few breakfast examples to wake you up and energize you for the day ahead.

Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editorial@the-triton.com.

NUTRITION: Take It In

No myth, breakfast really is the most important meal of the day

take It In

Carol Bareuther

Start with a healthy, happy breakfast. PHOTO FROM DEAN BARNES

THE CREW’S MESS

Beer Bread

Pre-heat oven to 350 degreesOil a 5 x 9 inch bread pan; a little flour

in the corners will ensure easy extraction.

In a large mixing bowl:3 cups non-rising flour3 tablespoons turbinado (natural cane

sugar)3 teaspoons baking powder1 1/2 teaspoon of salt1 bottle of beer

Mix well, then transfer to bread pan

Bake for 30 minutes. Remove from oven and melt 2 tablespoons butter to top of loaf. This will give the top a rich crust. Return to oven for an additional 30 minutes. A tooth pick to the center will tell you when it is done.

Remove, let stand for 10 minutes then extract to a wire cooling rack.

Enjoy.

THE CREW’S MESS – BY CAPT. JOHN WAMPLER

Choose color, flavor and strength of beer for a variety of breads

In the beginning, there was bread. Bread begat beer and the rest is history. Beer bread goes back to our stone-aged ancestors, the Sumerians and Mesopotamians as early as 10,000 B.C.

Beer bread is simply bread based on the idea that both beer and bread have a common creation process: yeast is used to turn sugar into alcohol, which in the case of bread then boils off in the oven.

Beer bread can be simply made with flour, beer, and sugar. However, it will be fairly dense and heavy unless an additional leavening agent, e.g., baking powder or yeast and sugar, is added. Beer bread without a leavening agent is very sturdy and tends not to lose moisture if it is overcooked. The only consequence of overcooking tends to be a thicker crust.

Different types of bread are made by using different beers; for instance, a stout or dark beer will give a darker

bread with a heavier flavor.For this recipe, I am using Lagunitas

“Hop Stoopid” ale for its rich flavor and amber color. A can of Budweiser works as well. To add dimension to your bread, add dill, sun-dried tomatoes, cheddar or even feta cheese to the batter. The variety is endless. On its own, the taste of this bread is sweet, yet indescribable.

Capt. John Wampler has worked on yachts big and small 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 on this column are welcome at editorial@the-triton.com.

Change your beer, change your bread. A stout or dark beer will give a darker bread with a heavier flavor, for instance. PHOTO/CAPT. JOHN WAMPLER

C� August 2012 www.the-triton.com The Triton

The Triton www.the-triton.com August 2012 C�

a midnight snack or provision for an impromptu cocktail party.

Just because an owner has a multimillion-dollar yacht does not give him or her the right to act unethically toward any of the crew. We should not stand for it.

2. Management style. Does the owner control the yacht or does he allow the captain to do his job? The sure sign of a good boss is in the proof where he sits back and lets others do the job he hired them to do without interference.

3. Loyalty. Great owners want longevity from their crew and treat them well to ensure it. In the old days, you heard of the captain staying with the yacht owners for 20-something years and taken care of when he finally left. When I was new to the industry, I

met a couple who worked for the same employer, the same yacht for more than 24 years and thought, wow, I want a long career like that.

4. Benefits. A great owner recognizes that our jobs as crew are our careers. Not only are we compensated more than fairly, but we are offered things like health benefits, vacation time, a round-trip ticket home once a year, and perhaps a bonus.

5. Constructive feedback. A great

employer tells his chef how he liked or disliked the food. We need to know so we can continue to tweak our menus to give them what they want. If they can’t tell us in a respectful, constructive way, they get what we assume they want. What if we’re wrong?

6. Ability to communicate. Great owners are great communicators. The employer – and the captain – should have a great rapport with the chef. They should be able to talk to the chef

directly about anything, not through the chief steward or yacht manager. It’s insulting to be told what the owner wants from the stew.

And great owners don’t yell. No matter what.

To have a long-term career with one employer you have to look for these things.

We have all had our share of bosses we would never work for again. And every time it happens, we learn yet one more thing that makes a great boss great and what separates the turkey bacon from the real McCoys.

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..

WAVES, from page C1

Great owners want longevity from crew, treat them wellGreat owners are great communicators. The

employer – and the captain – should have a great rapport with the chef. They should be able to talk to the chef directly about anything, not through the chief steward or yacht manager. It’s insulting to be told what the owner wants from the stew.

Chef Megan of S/Y Destiny is from Texas, but that didn’t deter her when it came to making New England’s quintessential dish in the annual culinary competition at the Newport Charter Yacht Show in late June.

She took home top honors in her class for her seafood chowder, which she had never made before.

“This is my first time to the show, my first time to New England and my first time making chowder,” said Megan, who has worked on megayachts for six years.

“I kind of winged it but got a lot of good advice and did my research,” she said in a statement.

Show attendees were invited to taste all six entries among yachts smaller than 100 feet for the winner.

Second place went to Chef Michelle of M/Y Lady Victoria and third place went to Chef Jade of S/Y Campai.

Among yachts larger than 100 feet, chefs were given a basket of 40 ingredients local to Newport and asked to prepare a meal of any cuisine.

Chef Eddj of M/Y Lady M took top honors with his meal of a shellfish broth with pasta, spinach, ricotta cheese and marinara sauce.

“The amount of time we had to prepare this dish was about the same amount that we would need if we were serving to our guests onboard,” Chef Eddj said.

Second place went to Chef Adrian of M/Y Syrenka; third place went to Chef Jean Paul of M/Y Encore.

Newport show honors chefs on S/Y Destiny, M/Y Lady M

IN THE GALLEY: Culinary Waves

C� August 2012 www.the-triton.com The Triton TRITON SURVEY: Emergencies at Sea

Was the emergency resolved successfully?

Yes – 89.9%

No – 10.1%

‘We responded to a mayday where the captain had died and no one onboard could run the boat’

captains. “He was in horrible agony for 12 hours, and I could do nothing for him; I had no way to ease his extreme pain.

“Narcotic painkillers are a touchy subject in these troubled times, but they should be on board every yacht that goes voyaging offshore more than 50 miles or so, depending on the speed of the yacht,” this captain said. “A complete medical kit is the captain’s responsibility.

“I can still hear him screaming, and it was almost 30 years ago. He finally passed the stone, and then slept for 12 hours.”

“A crew member stepped through an open hatch, ripped open his right hand, and broke his radial bone,” said a captain in yachting more than 20 years. “I called the Coast Guard on Channel 16 and was advised to dial 911 on my cell phone. We were met 3 miles from the marina by a rescue boat from the local fire department.

“The victim was transported to a local hospital,” this captain said. “Victim would have bled out without the aid of the rescue boat.”

Sinking, accidents and collisions followed.

Other emergencies included lightning strikes, issues with navigation, man overboard, robbery, and loss of life.

“‘Issues with navigation’ doesn’t seem like a correct category because it sounds like navigator-error,” said a stew on yachts more than 10 years. “We hit/sliced an abandoned prop on the side of the channel because a receptionist was too lazy to send a marina-mandated pilot out on Christmas Eve.”

“We responded to a mayday where the captain had died and no one onboard could run the boat,” said a captain in yachting 4-6 years.

“Grounding after loss of anchor,” said a captain in the industry more than 25 years.

The least common type of emergency was related to weapons onboard.

Considering how much training is available to yacht crew, we were interested to know if those emergencies were averted before catastrophe struck, so we asked Was the emergency resolved successfully?

Nearly 90 percent of respondents said yes. Just 10 percent said no.

“Most situations can be handled before they become an emergency when correct safety procedures are in place and continual

training and drills are done,” said a captain in yachting more than 20 years. “There will always be situations, so vigilance and preparedness are the key.”

“In most instances, a successful solution leads to a more confident, observant and aware crew,” said a captain in yachting more than 30 years. “An emergency at sea has a sobering effect, whether it be keeping a better lookout, a good weather eye, engine room checks, steering, nav skills, mechanical aptitudes, or just not dozing off on watch. It’s a good teacher, and that shared experience will make them better seamen. They learn responsibility to the vessel and their shipmates.”

Did the emergency generate any changes onboard?

Interestingly, just a little more than half of respondents said the emergencies they experienced at sea caused changes to the vessel or their operations.

“Tighter procedures written and implemented, training and drills introduced for loss of power and mechanical failure, increased security budget for second trip through piracy waters,” said the captain of a yacht larger than 200 feet.

Among those who made changes, the most prevalent type was to improve procedures in include more and better inspections of onboard equipment, and they increased training.

“More regular inspections of failed equipment,” said the first officer of a yacht of 120-140 feet.

“New and upgraded chocks were installed, and tie downs and covers for both tenders were replaced,” said the captain of a yacht of 180-200 feet. “A new management plan for a recovery of this kind became a recommended drill for the entire crew, which we carry out prior to all trips. New towing bridles were made up and were dual purpose for towing boat or deploying sea anchors.”

“Life jackets were worn in glacial waters,” said the first officer of a yacht of 100-120 feet.

“Crew awareness of the seriousness of their jobs and training/drills,” said the captain of a yacht of 80-100 feet.

“While we didn’t need them this time, the life rafts were out of inspection (only by a few months) and the boss didn’t want to pay for new inspections as the boat was for sale,”

said the captain of a yacht 100-120 feet. “We promptly got them inspected after returning to port.”

“For the fire, we changed the design of the washer and dryer so venting was accessible and could be inspected and cleaned,” said the captain of a yacht 120-140 feet. “For the mechanical failure, our tender fell while being lifted aboard. The wire broke but no one was hurt as no one was riding the tender up. Now we have cable inspection at closer intervals.”

“Improved medical equipment onboard in one instance and improved fire systems onboard all the future yachts the company made,” said the captain of a yacht larger than 220 feet. “Those were lessons learned the hard way, but still with positive outcomes.”

“More intense awareness of how quickly emergencies can occur was added to the training of crew in emergency situations,” said the captain of a yacht 80-100 feet.

The next common change, though by half as many respondents, upgraded equipment.

“We re-engineered the systems that failed after discovering the cause,” said the captain of a yacht 100-120 feet.

SURVEY, from page C1

See SURVEY, page C10

If you have dealt with an emergency, what sort was it? (choose all that apply)

Mech.failure

68

Loss of power

Fire/near fire

Medical situation

Sinking Accidents Collision (or near)

Lightning Navig. issue

Drowning (or near)

Robbery/attempt

Medical emerg.

Pirates Loss of life

Other Weapons

53 52

3631 31

23 23 21 18 18 14 106 6 4

The Triton www.the-triton.com August 2012 C�TRITON SURVEY: Emergencies at Sea

Was the emergency resolved successfully?

Yes – 89.9%

No – 10.1%

How did you learn how to handle emergencies?

Previousemergency

Class/school

Previouscaptain

Dad/family

Captain

80

65

48

15 9

How should new crew learn to handle emergencies?

Every captain

Class/school

First captain

Family

8874

64

22

‘We responded to a mayday where the captain had died and no one onboard could run the boat’

captains. “He was in horrible agony for 12 hours, and I could do nothing for him; I had no way to ease his extreme pain.

“Narcotic painkillers are a touchy subject in these troubled times, but they should be on board every yacht that goes voyaging offshore more than 50 miles or so, depending on the speed of the yacht,” this captain said. “A complete medical kit is the captain’s responsibility.

“I can still hear him screaming, and it was almost 30 years ago. He finally passed the stone, and then slept for 12 hours.”

“A crew member stepped through an open hatch, ripped open his right hand, and broke his radial bone,” said a captain in yachting more than 20 years. “I called the Coast Guard on Channel 16 and was advised to dial 911 on my cell phone. We were met 3 miles from the marina by a rescue boat from the local fire department.

“The victim was transported to a local hospital,” this captain said. “Victim would have bled out without the aid of the rescue boat.”

Sinking, accidents and collisions followed.

Other emergencies included lightning strikes, issues with navigation, man overboard, robbery, and loss of life.

“‘Issues with navigation’ doesn’t seem like a correct category because it sounds like navigator-error,” said a stew on yachts more than 10 years. “We hit/sliced an abandoned prop on the side of the channel because a receptionist was too lazy to send a marina-mandated pilot out on Christmas Eve.”

“We responded to a mayday where the captain had died and no one onboard could run the boat,” said a captain in yachting 4-6 years.

“Grounding after loss of anchor,” said a captain in the industry more than 25 years.

The least common type of emergency was related to weapons onboard.

Considering how much training is available to yacht crew, we were interested to know if those emergencies were averted before catastrophe struck, so we asked Was the emergency resolved successfully?

Nearly 90 percent of respondents said yes. Just 10 percent said no.

“Most situations can be handled before they become an emergency when correct safety procedures are in place and continual

training and drills are done,” said a captain in yachting more than 20 years. “There will always be situations, so vigilance and preparedness are the key.”

“In most instances, a successful solution leads to a more confident, observant and aware crew,” said a captain in yachting more than 30 years. “An emergency at sea has a sobering effect, whether it be keeping a better lookout, a good weather eye, engine room checks, steering, nav skills, mechanical aptitudes, or just not dozing off on watch. It’s a good teacher, and that shared experience will make them better seamen. They learn responsibility to the vessel and their shipmates.”

Did the emergency generate any changes onboard?

Interestingly, just a little more than half of respondents said the emergencies they experienced at sea caused changes to the vessel or their operations.

“Tighter procedures written and implemented, training and drills introduced for loss of power and mechanical failure, increased security budget for second trip through piracy waters,” said the captain of a yacht larger than 200 feet.

Among those who made changes, the most prevalent type was to improve procedures in include more and better inspections of onboard equipment, and they increased training.

“More regular inspections of failed equipment,” said the first officer of a yacht of 120-140 feet.

“New and upgraded chocks were installed, and tie downs and covers for both tenders were replaced,” said the captain of a yacht of 180-200 feet. “A new management plan for a recovery of this kind became a recommended drill for the entire crew, which we carry out prior to all trips. New towing bridles were made up and were dual purpose for towing boat or deploying sea anchors.”

“Life jackets were worn in glacial waters,” said the first officer of a yacht of 100-120 feet.

“Crew awareness of the seriousness of their jobs and training/drills,” said the captain of a yacht of 80-100 feet.

“While we didn’t need them this time, the life rafts were out of inspection (only by a few months) and the boss didn’t want to pay for new inspections as the boat was for sale,”

said the captain of a yacht 100-120 feet. “We promptly got them inspected after returning to port.”

“For the fire, we changed the design of the washer and dryer so venting was accessible and could be inspected and cleaned,” said the captain of a yacht 120-140 feet. “For the mechanical failure, our tender fell while being lifted aboard. The wire broke but no one was hurt as no one was riding the tender up. Now we have cable inspection at closer intervals.”

“Improved medical equipment onboard in one instance and improved fire systems onboard all the future yachts the company made,” said the captain of a yacht larger than 220 feet. “Those were lessons learned the hard way, but still with positive outcomes.”

“More intense awareness of how quickly emergencies can occur was added to the training of crew in emergency situations,” said the captain of a yacht 80-100 feet.

The next common change, though by half as many respondents, upgraded equipment.

“We re-engineered the systems that failed after discovering the cause,” said the captain of a yacht 100-120 feet.

SURVEY, from page C1

See SURVEY, page C10

Megayacht captains and crew offered more insight into emergencies at sea.

l l l

My service in the Royal Navy and air sea rescue gave me a great deal of firsthand experience with emergencies at sea and I continually call upon this invaluable experience in my day-to-day operations. It is imperative that you train your crew in the various aspects of emergency situations. You have to have a plan B.

l l l

In 28 years and 200,000 sea miles, we have a very good record, but things do happen. We live and work in a dangerous environment.

l l l

Every emergency is different and has to be handled with each case at hand. Schools are good but in real situations, cool heads prevail.

l l l

The imp of the perverse never sleeps. It does not matter how well you prepare for trouble on a boat, it will happen. How you deal with

the issue is where training becomes important.

l l l

The most important thing is not overreacting and to keep as calm as possible. All emergencies need proper diagnosis, whether medical or mechanical.

l l l

Because of the simple definition or circumstances of an emergency or accident, you can never train or drill enough. It just isn’t possible. But work on the vessel still needs to get completed. It’s a tough balance.

l l l

You learn something new every day. If you think you have learned everything, stay home.

l l l

What is that adage? Hours and hours of sheer boredom punctuated by seconds of sheer terror.

l l l

I’ve had plenty of close calls but, luckily, in more than 40 years no one was ever seriously injured. For sailors, it’s all in a day’s work. I’ve

had more than one owner/passenger over the years ask quietly if we were going to die/sink/ be lost. I’ve had others go ape shit and need be restrained.

Ask a sailor; emergencies at sea are always remembered vividly, and are the base of all good stories. The possibility of adventure, discovery or mishap, maybe that is why we really go to sea.

l l l

When the emergency occurs, it will not be the emergency that you trained for.

l l l

Training and practice makes perfect. You never know when you will be called upon to react to a given emergency, and they will never be the same.

l l l

Plan, plan, plan. Train, train, train. If you have a good set of contingency plans and you regularly train to them, you are prepared to handle most emergencies. Adventure at sea

‘You can never train or drill enough. It just isn’t possible’

See COMMENTS, page C11

What sorts of changes did the emergency cause on board?

Training/processes

Better gear

Better hiring

Moreinspections

Repairs

18

9

5 4 4

C10 August 2012 www.the-triton.com The Triton

“Larger hatches to escape cabins, more and better fire equipment, better medical kits, better rafts and EPIRBS,” said the captain of a yacht less than 80 feet. “And more spares, sat phones, as well as crew and owner training.”

Some made changes to crew or the way they hired crew.

“Find out all medical conditions before leaving the dock,” said a captain on a yacht 140-160 feet.

“No longer accepting ‘will wait for treatment’,” said the captain of a yacht 180-200 feet.

“After the emergency, medical conditions of all crew members were fully known,” said a chef of more than 10 years.

At least one respondent let us know that the emergency resulted in severe and far reaching repercussions.

“Amended schedules, insurance claims, stranded in the Caribbean for months, loss of personal relationships, resignations and dismissals, and ultimate sale of the boat,” said the stew on a yacht 80-100 feet.

Considering most respondents had experience with emergencies and resolved them, we weren’t surprised to learn the answer to this next question: In general, do you feel prepared to handle an emergency at sea?

One hundred percent of respondents said yes. Keep in mind, however, that most of our respondents are captains, with presumably enough sea time and training to have the skills necessary to handle emergencies..

It was interesting, however, that the answer to the next question was different. In general, do you feel like you have had enough training (through drills or classes) to deal with an emergency at sea?

Most – 86 percent – said yes.“Please don’t force any more required

courses on us,” said a captain in yachting more than 25 years. “I’ve spent too much time and money to keep my master’s license because somebody from the schools suggested to the coast guard we need this. Enough is enough.”

“There is no such thing as enough training,” said a captain in yachting more than 20 years.

“More drills, more advanced planning is always a good thing,” said another captain in yachting more than 20 years.

“STCW, ENG1, RIB2, and AEC should be mandated for all crew, whatever their passport or the vessel’s flag-state,” said the stew on a yacht 80-100 feet. “Non-commercial vessels should have to conduct weekly/monthly drills. Captains should have to pass annual exams and drug tests like pilots in aviation.”

That leaves 14 percent who said they

did not think they had enough training to handle an emergency.

“Working freelance, we never seem to have enough time to drill,” said a captain in yachting more than 20 years.

Among them, most thought they would benefit from more drills, and more advanced medical skills.

“I think I should have more basic emergency medical training, splints, CPR, initial diagnosis, etc.,” said a captain in yachting more than 30 years. “And phone numbers to reach services that provide coaching over the sideband or sat phone.”

“While the vessel’s SMS [safety management system] requires a variety of monthly drills, it does not include a medical drill or review,” said a captain of a yacht more than 220 feet. “We now give the medical side more attention.”

A few said they thought owners needed to be better educated about the dangers of being at sea and of keeping a crew equipped to handle being at sea.

“The owner isn’t willing to pay for what’s needed until afterward,” said a captain on a yacht 80-100 feet.

We were curious to learn How did you learn how to handle emergencies?

Far and away, the most common answer was experience with previous emergencies.

“Many emergencies require calm thinking and common sense,” said WHO. “Training is great, but years of experience is almost as good. Experience is one of the best teachers.

“The trait most important to surviving an emergency is a calm, logical response,” said a captain in yachting more than 30 years. “Some people are just naturally wired to respond appropriately when called upon to deal with problems. Others freak out or give up. Their ability is more about their personality than it is about training or experience. The world will always have victims.”

“You never stop learning,” said a captain in yachting more than 25 years. “Here we are at the top of our game and we still are learning every day. That is what makes a good crew/captain, someone who can think on their feet and learn from the experience.”

Many respondents also gave credit to school or class time.

About half as many noted that previous captains taught them.

When we followed that questions with this one: How should new crew learn to handle emergencies?, we learned that captains (the majority of our respondents) take the responsibility on themselves. The largest group said captains teach their crew how to handle an emergency.

‘Find out all medical conditions’ before the ship leaves the dockSURVEY, from page C9

See SURVEY, page C11

is just bad planning.l l l

Working at sea has inherent risks. Everybody that steps on a vessel should be aware of and take measures to get appropriate training to navigate themselves safely through almost any situation. Unfortunately, no matter how many training classes one takes, without continuous review and repetition of emergency situations, you will not be prepared when the skill is needed.

l l l

Emergencies at sea are generally very scary and all generally life threatening. Not knowing how others are going to react can lower everyone’s chances of survival and efficiency in dealing with any emergency or issue.

You only have to see the reports on Cayman Islands registry site (for superyachting) and MAIB (for maritime in general) to see how different people react to things in different ways. Not knowing people’s preferences in decision making, conflict, and their mental models lowers your chances of success and raises chances of getting into accidents or situations.

Human error is still the top cause of accidents at sea. Why we as an industry do not lead in training of crew resource management rather than trailing always amazes me.

From an experienced mate falling over the side letting a reef point go but not having a life jacket on (recovered luckily) to the loss of life of a deckhand who was riding a PWC (with the understanding of the captain) to the dragging of an anchor and grounding of a brand new superyacht on a lee shore, how much more does one need to read to know that training is not a one time

fix-all thing?Captains and crew do not just show

up and make great teams. They must develop into great teams, and this takes time, effort, a growth mindset and development.

Accidents and behavior are not just random occurrences. People cause accidents, have poor behavioral safety, and make errors (human errors), and a human error is an organizational and system problem. Some suggestions

Debriefing everyone involved after any incident provides ideas for improved Standard Operating Procedures. Write these ideas down, and incorporate them into future emergency response plans.

l l l

Accident reports filled out by all crew members and change of some crew.

l l l

While the vessel’s SMS [safety management system] requires a variety of monthly drills, it does not include a medical drill or review. We now give the medical side more attention.

l l l

You never know when the training you need is needed by another member of the crew because you have been hurt. Crew resource management should be incorporated into all crew development plans. All yachts should have crew development plans, especially on yachts with rotational crew.

l l l

Think of everything, and drill, drill, drill. Have appropriate emergency equipment onboard. The time to consider what could go wrong and how to handle it is not when it goes wrong, but before it goes wrong.

“Safety seems to be preached about more than practiced,” said the captain of a yacht 100-120 feet. “Numerous crew come aboard thanking me for taking them on a personal safety orientation of the vessel and providing them a manual to reinforce that orientation, further commenting that they rarely get this type of briefing. Why is this not SOP?”

“You can never value the price of a real-life incident whilst at sea using the facilities/equipment that is in your reach,” said the first officer of a yacht more than 220 feet. “Anyone who is not confident or helpful should be removed from the situation as swiftly as possible as they will only create matters worse.”

But nearly as many also gave credit to schools and classes.

And those statistics held true even when we looked at our respondents with the most experience, captains with more than 25 years in the industry.

Captains should teach crew, they said, followed by school.

“Dealing with emergencies is primarily innate behavior,” said a captain of yacht 100-120 feet. “Some people run toward them; others run away. You can train someone to deal with them but it may not be in their DNA to be the first responder.

“I would never have the compassion to be a doctor or a nurse, but I do react well in an emergency,” this captain said. “It takes a real emergency before you know yourself.”

Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.

SURVEY, from page C10

First responder might not be in someone’s DNA

‘Human error’ is still the No. 1 causeCOMMENTS, from page C9

TRITON SURVEY: Emergencies at Sea

The Triton www.the-triton.com August 2012 C11

“Larger hatches to escape cabins, more and better fire equipment, better medical kits, better rafts and EPIRBS,” said the captain of a yacht less than 80 feet. “And more spares, sat phones, as well as crew and owner training.”

Some made changes to crew or the way they hired crew.

“Find out all medical conditions before leaving the dock,” said a captain on a yacht 140-160 feet.

“No longer accepting ‘will wait for treatment’,” said the captain of a yacht 180-200 feet.

“After the emergency, medical conditions of all crew members were fully known,” said a chef of more than 10 years.

At least one respondent let us know that the emergency resulted in severe and far reaching repercussions.

“Amended schedules, insurance claims, stranded in the Caribbean for months, loss of personal relationships, resignations and dismissals, and ultimate sale of the boat,” said the stew on a yacht 80-100 feet.

Considering most respondents had experience with emergencies and resolved them, we weren’t surprised to learn the answer to this next question: In general, do you feel prepared to handle an emergency at sea?

One hundred percent of respondents said yes. Keep in mind, however, that most of our respondents are captains, with presumably enough sea time and training to have the skills necessary to handle emergencies..

It was interesting, however, that the answer to the next question was different. In general, do you feel like you have had enough training (through drills or classes) to deal with an emergency at sea?

Most – 86 percent – said yes.“Please don’t force any more required

courses on us,” said a captain in yachting more than 25 years. “I’ve spent too much time and money to keep my master’s license because somebody from the schools suggested to the coast guard we need this. Enough is enough.”

“There is no such thing as enough training,” said a captain in yachting more than 20 years.

“More drills, more advanced planning is always a good thing,” said another captain in yachting more than 20 years.

“STCW, ENG1, RIB2, and AEC should be mandated for all crew, whatever their passport or the vessel’s flag-state,” said the stew on a yacht 80-100 feet. “Non-commercial vessels should have to conduct weekly/monthly drills. Captains should have to pass annual exams and drug tests like pilots in aviation.”

That leaves 14 percent who said they

did not think they had enough training to handle an emergency.

“Working freelance, we never seem to have enough time to drill,” said a captain in yachting more than 20 years.

Among them, most thought they would benefit from more drills, and more advanced medical skills.

“I think I should have more basic emergency medical training, splints, CPR, initial diagnosis, etc.,” said a captain in yachting more than 30 years. “And phone numbers to reach services that provide coaching over the sideband or sat phone.”

“While the vessel’s SMS [safety management system] requires a variety of monthly drills, it does not include a medical drill or review,” said a captain of a yacht more than 220 feet. “We now give the medical side more attention.”

A few said they thought owners needed to be better educated about the dangers of being at sea and of keeping a crew equipped to handle being at sea.

“The owner isn’t willing to pay for what’s needed until afterward,” said a captain on a yacht 80-100 feet.

We were curious to learn How did you learn how to handle emergencies?

Far and away, the most common answer was experience with previous emergencies.

“Many emergencies require calm thinking and common sense,” said WHO. “Training is great, but years of experience is almost as good. Experience is one of the best teachers.

“The trait most important to surviving an emergency is a calm, logical response,” said a captain in yachting more than 30 years. “Some people are just naturally wired to respond appropriately when called upon to deal with problems. Others freak out or give up. Their ability is more about their personality than it is about training or experience. The world will always have victims.”

“You never stop learning,” said a captain in yachting more than 25 years. “Here we are at the top of our game and we still are learning every day. That is what makes a good crew/captain, someone who can think on their feet and learn from the experience.”

Many respondents also gave credit to school or class time.

About half as many noted that previous captains taught them.

When we followed that questions with this one: How should new crew learn to handle emergencies?, we learned that captains (the majority of our respondents) take the responsibility on themselves. The largest group said captains teach their crew how to handle an emergency.

‘Find out all medical conditions’ before the ship leaves the dockSURVEY, from page C9

See SURVEY, page C11

is just bad planning.l l l

Working at sea has inherent risks. Everybody that steps on a vessel should be aware of and take measures to get appropriate training to navigate themselves safely through almost any situation. Unfortunately, no matter how many training classes one takes, without continuous review and repetition of emergency situations, you will not be prepared when the skill is needed.

l l l

Emergencies at sea are generally very scary and all generally life threatening. Not knowing how others are going to react can lower everyone’s chances of survival and efficiency in dealing with any emergency or issue.

You only have to see the reports on Cayman Islands registry site (for superyachting) and MAIB (for maritime in general) to see how different people react to things in different ways. Not knowing people’s preferences in decision making, conflict, and their mental models lowers your chances of success and raises chances of getting into accidents or situations.

Human error is still the top cause of accidents at sea. Why we as an industry do not lead in training of crew resource management rather than trailing always amazes me.

From an experienced mate falling over the side letting a reef point go but not having a life jacket on (recovered luckily) to the loss of life of a deckhand who was riding a PWC (with the understanding of the captain) to the dragging of an anchor and grounding of a brand new superyacht on a lee shore, how much more does one need to read to know that training is not a one time

fix-all thing?Captains and crew do not just show

up and make great teams. They must develop into great teams, and this takes time, effort, a growth mindset and development.

Accidents and behavior are not just random occurrences. People cause accidents, have poor behavioral safety, and make errors (human errors), and a human error is an organizational and system problem. Some suggestions

Debriefing everyone involved after any incident provides ideas for improved Standard Operating Procedures. Write these ideas down, and incorporate them into future emergency response plans.

l l l

Accident reports filled out by all crew members and change of some crew.

l l l

While the vessel’s SMS [safety management system] requires a variety of monthly drills, it does not include a medical drill or review. We now give the medical side more attention.

l l l

You never know when the training you need is needed by another member of the crew because you have been hurt. Crew resource management should be incorporated into all crew development plans. All yachts should have crew development plans, especially on yachts with rotational crew.

l l l

Think of everything, and drill, drill, drill. Have appropriate emergency equipment onboard. The time to consider what could go wrong and how to handle it is not when it goes wrong, but before it goes wrong.

“Safety seems to be preached about more than practiced,” said the captain of a yacht 100-120 feet. “Numerous crew come aboard thanking me for taking them on a personal safety orientation of the vessel and providing them a manual to reinforce that orientation, further commenting that they rarely get this type of briefing. Why is this not SOP?”

“You can never value the price of a real-life incident whilst at sea using the facilities/equipment that is in your reach,” said the first officer of a yacht more than 220 feet. “Anyone who is not confident or helpful should be removed from the situation as swiftly as possible as they will only create matters worse.”

But nearly as many also gave credit to schools and classes.

And those statistics held true even when we looked at our respondents with the most experience, captains with more than 25 years in the industry.

Captains should teach crew, they said, followed by school.

“Dealing with emergencies is primarily innate behavior,” said a captain of yacht 100-120 feet. “Some people run toward them; others run away. You can train someone to deal with them but it may not be in their DNA to be the first responder.

“I would never have the compassion to be a doctor or a nurse, but I do react well in an emergency,” this captain said. “It takes a real emergency before you know yourself.”

Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.

SURVEY, from page C10

First responder might not be in someone’s DNA

‘Human error’ is still the No. 1 causeCOMMENTS, from page C9

TRITON SURVEY: Emergencies at Sea

C12 August 2012 www.the-triton.com The Triton BUSINESS CARD ADVERTISERS

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