Running a megayacht takes finesse. There’s a fine line between the owner’s enjoyment of what is hopefully a hobby and the business of operating a

multimillion-dollar corporation.

And many times, that line blurs between what’s fun for the owner and what’s right for the professionals who run his yacht.

We asked our assembled captains at this month’s lunch when that line gets crossed and when owners might behave in unprofessional ways. Given that yachts belong to owners, can they do whatever they want or is there some behavior that is inappropriate on a yacht?

We kept the conversation restricted to professional behavior, not an owner’s personal behavior. We weren’t interested in making moral or social judgments, but rather to focus specifically on what owners may do or say that could hinder the safe and professional running of his yacht. And whether they even know that what they do impacts their professional crew.

The conversation began with a venting session about age. The captains

in attendance are experienced and in the job market. They were baffled that owners would opt for youth over experience when hiring a master to run their yachts.

“You’re in an interview and you feel it’s gone well, but then you don’t get the job, even with 30 years experience,” one captain said.

They didn’t completely blame the owners, but rather the hiring party: the management company.

“It all started with brokers trying to figure out, ‘how do I keep my relationship with the owner beyond the buying and selling?’” this captain said. “So they developed management companies. Captains knew how to manage boats before that; we still do.

“The problem is, the manager doesn’t have as much experience as you,” he said. “So now they don’t want the 49-year-old; you’re a threat to them. They’re going to grab a 28-year-old.”

“Younger guys they can control,” another captain said.

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.

www.the-triton.com April 2013/tritonnews

Network onApril 3 and

Expo on April 10. See pages C2, B5.

A17A8-9

The industry networksMega Yacht Mart andMarina Bay events. B1

M/Y Yogi under 500m of sea Report issued on possible causes of sinking. B1

New safety rules to come?Sinking of Bounty investigation could change the rules.

B7

Captains putter aroundThe Triton hits the links fora charity golf event.

Some owner behavior can make captains’ jobs harder

See BRIDGE, page A15Yacht crew dressed for show at the Palm Beach International Boat Show in March in West Palm Beach, Fla. See more on A10. PHOTOS/TOM SERIO

Yacht Path doesn’t pay; yachts arrested

From the Bridge

Lucy chabot Reed

TRITON SURVEY

Have you been getting work done on the vessel this spring?

No – 20%

Yes – 80%

– Story, C1

By Lucy Chabot Reed

Since mid-February, the owners of at least 30 private pleasure boats and megayachts have had to pay again the cost of shipping their vessels after the yacht transport company failed to do so.

Ft. Lauderdale-based Yacht Path was unable to make the freight payments in at least five shipments of vessels arriving in ports stretching from Hong Kong to Gibraltar since Feb. 15. In all of those

cases, the yachts were either arrested or threatened with arrest by the shipper, causing yacht owners and their representatives to frantically pay hundreds of thousands of dollars direct to the shippers before they could take possession of their yachts.

Dennis Cummings, president of Yacht Path, said a legal judgment against the company in December resulted in the freezing of its bank accounts on Feb. 12 so it could

Company files Ch. 11By Lucy Chabot Reed

The freezing of Yacht Path’s corporate accounts on Feb. 12 started a series of events that ended March 20 when Yacht Path filed for protection from bankruptcy under Chapter 11 of the Bankruptcy Code.

“Today is a sad day,” company President Dennis Cummings said just prior to signing the

See ARREST, page A13

See YACHT PATH, page A14

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

Advertiser directory C12Boats / Brokers B7Boat Show Gallery A10Business Cards C13Calendar of events B14Columns: Captain’s lunch A1 Crew Coach C10 Crew’s Mess C6 In the Galley C1 Interior C3

Latitude Adjustment A3 Nutrition C5 Personal Finance C7 Onboard Emergencies B2

Rules of the Road B1Crew news A12 Event photos C11 Fuel prices B4Marinas / Shipyards B10Networking Q and A C2 Networking photos A8,9 News A4,11,6 News Briefs A4Puzzles C12 Tech Briefs B3 Triton Expo B3 Triton Spotter B5 Triton Survey C1Write to Be Heard A18,19

What is the dress code?

You never know what you’ll see at Triton networking events, but you can be sure it will be interesting. See more photos on pages A8-9. PHOTO/DORIE COX

The Triton www.the-triton.com April 2013 A3

In the days and weeks before a boat show, I often dread what’s coming. It means long days on the docks and long evenings in the office creating our

Triton Today daily edition.

But then I get to the show and I remember how great it is to bump into everyone again. Here’s some news from some familiar faces I ran into in Palm Beach.:

Capt. Ian and Cici

van der Watt are on the 141-foot expedition yacht M/V Copasetic. This isn’t really news; they’ve been aboard for three years. I just haven’t seen them in a while so it was nice to catch up with this world-traveling team that took M/Y Queen of Diamonds around the world. They’re hoping to do it again with a new owner of Copasetic.

Capt. Ron Gonsalves is running the 100-foot M/Y Red Pearl built by MCP Yachts and he’s been moving quite a bit. The yacht makes its winter home at Palm Harbor, Fla. but had to move for the show, so Gonsalves was strolling the docks to make sure visiting yachts were taking care of the place. (They were.) He spent last summer in Palma, is headed to Newport this summer, and is off to explore the Galapagos next summer. But first, he’s taking a birthday trip to Thailand this month.

Capt. Brad Baker just saw M/Y Golden Compass through a four-month refit and is showing her for sale at the show. He had that same role on the 144-foot Feadship M/Y Kingfisher last year, which sold. He said he’s getting used to working himself out of a job. Maybe there’s a niche there – captains who can sell yachts.

Not all about the showIn other crew news away from

Palm Beach, Capt. Steven and Julie (Morgan) King have taken over the 40m Jongert ketch S/Y Islandia.

After working for the same owners on S/Y Eastern Sky and S/Y Eastern Sky II for seven years, they took a year-long break to go traveling.

“We island hopped through the Caribbean, backpacked around Central America and did a sort of busman’s holiday on a sailboat delivery from Bermuda to Cartagena, Spain,” Capt. King wrote in recently. “We finished off with a memorable week in Paris.”

Ah. What a lovely bit of time off. But that’s over now and the couple

were in Newport this winter– “not thoroughly enjoying the weather” – but

happy to be back to work on Islandia. No word yet where they plan to cruise.

And the latest news from my favorite ubercaptain: Grant Maughan of M/Y Turmoil:

On March 9, he completed a 160-mile running race across the Atacama Desert in Chile, a seven-day stage race where runners must carry all their supplies in a backpack. At night, they slept in 10-person tents and were given hot water for their freeze dried meals.

“My pack weighed over 25 pounds at the start until I began to eat my way through my rations,” he wrote in an e-mail. “We traversed a varied terrain of blinding white razor sharp salt crust, mud, flooded slot canyons, towering sand dunes and mind-numbing gibber desert to all horizons. The sun was merciless and scorching at over 120 degrees F on most days.”

He finished 13th overall from 152 “fellow crazy souls”. His accrued time for the 160 miles was 32 hours, 32 minutes.

But wait, there’s more. After a lengthy application process, he has been accepted to run this year’s infamous Badwater 135-mile ultra across Death Valley in the middle of summer.

“More to come on that one,” he said.

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.

LATITUDE ADJUSTMENT

Latitude adjustment

Lucy chabot Reed

Despite a pack filled with food and water, Capt. Grant Maughan thought to tuck his Triton inside and took this photo at the finish of a 160-mile, seven-day race in Chile.

PHOTO/CAPT. GRANT MAUGHAN

Boat shows are great chance to reconnect with yacht crew

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

By Lucy Chabot Reed

All he really wanted was a hot dog.But that request started a series of

events that by mid-March culminated in the opening of Shipyard Cafe at Derecktor Shipyard in Dania Beach, Fla.

The cafe is really a converted refrigerated container and a food truck, which are now parked full time at the yard and selling food from 6:30 a.m. to 3 p.m., Monday-Friday.

It started just after Christmas when Derecktor General Manager Ken Imondi said he wanted an alternative to the food trucks that stop by to feed laborers in the yard.

Sam and Joyce Frusterio, who own Dart Canvas and have their office at the yard, volunteered to find it.

“I know a lot of people and so I told him I’d find one,” Sam Frusterio said.

But none of his food truck contacts wanted to park at the yard full time. So Frusterio created his own. And he hired former yacht Chef Bill Fahey to run it.

Before working on yachts, Fahey

ran pizzerias in New England. And after 15 years on yachts such as M/Y Contrarian and M/Y Mystique, he opened Big Wheel Pizza on Andrews Avenue in Ft. Lauderdale. He sold that a few years ago and has been freelancing since. When Frusterio asked him to join him in his new venture, Fahey said he jumped “all in”.

In 60 days, Frusterio and Fahey outfitted both trailers -- one is just a kitchen, complete with 12 gas burners, fridge, freezers, convection oven and fryer -- and created the menu. Shipyard Cafe offers traditional breakfast and lunch fare including bacon and eggs, omelets, sandwiches, hot subs and salads. There are a few fried food options, including fish and chips, and hot dogs, of course.

“We wanted to have an option for crew, captains and owners that is not available on the food trucks,” said James Brewer, director of sales and marketing for the yard.

They hired a pastry chef to make fresh breakfast goods daily and two other employees to help keep the place running.

“We’re going to have a lot of the food ready, prepared that morning, so that when the guys hear the horn, they can get their food right away,” Frusterio said. “They only have 30 minutes for lunch.”

They also built a deck where the old railway pulley used to sit near the guard gate and put up an open-sided shed to give customers a place to sit out of the sun. New patio furniture is sprinkled throughout and a new television hangs on the fence.

It’s more than Imondi expected, but it’s the kind of cafe Frusterio and Fahey say they wanted to create.

“Every time I see Ken, he says ‘all I wanted was a hotdog stand’,” Frusterio said.

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

Yacht chef at the wheel at new Shipyard Cafe in Dania Beach

Sam Frusterio of Dart Canvas, left, and Chef Bill Fahey opened the Shipyard Cafe on March 12 at Derecktor Shipyard in Dania Beach, Fla. PHOTO/LUCY REED

NEWS

A� April 2013 www.the-triton.com The Triton NEWS BRIEFS

Beavers appointed to federal committee for maritme issuesAmy Beavers of Maritime

Professional Training in Ft. Lauderdale received a federal appointment to serve on the Merchant Marine Personnel Advisory Committee (MERPAC).

The committee advises the Secretary of the Department of Homeland Security (DHS) on training, qualification, licensing, certification and fitness of seamen in the merchant marine. The appointment began on February 15 for a three years term.

Beavers is currently the vice president of regulatory compliance at MPT and has served as a member of the public at MERPAC meetings and working groups since 1998.

“This appointment is a significant honor for Amy and Maritime Professional Training is very proud that she will have a voice on such an important federal committee that influences the lives of the mariners who we are training every day,” said Lisa Morley, vice president of sales and marketing at MPT.

“I have every confidence her knowledge and experience will be tremendous assets to MERPAC,” Capt. Ted Morley, chief operations officer at MPT, said.

“I look forward to this new responsibility and I’m honored by the appointment. Throughout my

professional career, my focus has been on supporting students and providing useful guidance based on my knowledge of the regulations and first hand experiences. The opportunity to serve on MERPAC will allow me to communicate how I see the decisions and policies as they are implemented in a real world setting, how they will impact the mariner and maritime corporations and labor unions, and where I believe improvements can be made,” Beavers said.

Yacht fire injures captainAn explosion and fire aboard a yacht

injured the captain in early March, according to the Sun Sentinel. The boat was docked in the Intracoastal Waterway near Hillsboro Beach, Fla.. The fire on the 65-foot Viking sport fisherman was extinguished by the Broward Sheriff Fire Rescue. The 32-year-old captain sustained burns and was first taken to a local hospital.

Cruise ship hits rock near PanamaThe National Geographic Sea Lion

cruise ship hit an uncharted rock near Panama City in early March, according to USA Today.

There were no injuries reported among the 90 people onboard, including 35 crew. The ship’s hull and

one propeller sustained damage during the incident, but the ship was able to return to Panama City under its own power.

The ship is operated by Lindblad Expeditions and the passengers were given the option to continue the trip to Costa Rica by air or land, or to return home. Seventy four of the passengers continued the trip and were given a $2,500 refund.

New dates for Antigua showThe Antigua Charter Yacht Show

has pushed back the dates of this year’s show to December 6-12 in an attempt to allow more yachts and brokers to attend. One of the reasons cited is to make it easier for brokers from the United States to participate after the November Thanksgiving holiday.

Registration is open and this year’s events include island tours, a day sail day, and a crew action tour.

Containers fall off bargeTwenty two shipping containers fell

off the 91-foot barge Atlantic Trader near Miami in early March, according to the Miami Herald.

The ship was headed to Guantanamo Bay, Cuba when the containers fell into the ocean about 18 miles east of Key Biscayne, Fla. It was

reported that the containers sank to the bottom of the Atlantic Ocean and were not a navigational hazard. The heaviest containers sank immediately and some floated for more than a day before sinking.

Due to the depth at the scene, the cargo is not scheduled to be salvaged. The U.S. Coast Guard has launched an investigation into the cause of the accident

TSA changes prohibited itemsThe U.S. Transportation Security

Administration (TSA) has changed the list of items allowed to be carried on commercial airline flights effective April 25.

The TSA established a committee to review the prohibited items list and made the decision to allow the following items in carry-on bags: Small pocket knives with non-locking blades smaller than 2.36 inches and less than 1/2 inch in width will be permitted, small novelty bats and toy bats, ski poles, hockey sticks, lacrosse sticks, billiard cues and golf clubs (limit two.) These items remain on the prohibited items list: Razor blades, box cutters and full-size baseball, softball and cricket bats.

See NEWS BRIEFS, page A7

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

Changes made to U.S. system for notices of arrivals, departures The new rules are part of an overall

risk-based security approach to allow TSA officers to focus on finding higher threat items such as explosives.

The government Web site, TSA.gov, has more information on small knives and sporting equipment permitted in carry-ons.

USCG changes e-NOADThe U.S. Coast Guard released a

statement this week that errors or omissions on Notices of Arrival and Departure (NOAD) would cause the notice to be rejected.

The announcement reads, in part:“As part of ongoing efforts to

enhance maritime domain awareness, we continue to improve handling of essential, required data contained within Notices of Arrival and Departure (NOAD).

“Beginning Tuesday, May 14, submissions containing invalid or otherwise erroneous arrival date/time data will be rejected, necessitating correction and resubmission.”

The USCG also has made two changes to the electronic NOAD system.

“Users may now download electronic copies of NOAD submission confirmations directly through the

eNOAD application without the use of e-mail. While e-mail confirmations will still be provided, this added functionality will eliminate wait times and allow for confirmation retrieval on a self-service basis.

“Account administration has also been simplified, allowing retrieval of forgotten passwords and facilitating account unlock with reduced manual intervention. To ensure account accessibility, log into your eNOAD account and confirm that your user information is current. Please note that the e-mail address, provided in your eNOAD account user information, is required to reset all accounts.”

Antibes show organizes auctionThe Antibes Yacht Show scheduled

for April 18-21 will host a live yacht auction on Saturday, April 20, at 3:30 p.m. at the IYCA. Organized by Monoco-based Morley Yachts, it will be conducted by auctioneer Pierre Cornette de Saint Cyr.

The 55m M/Y Turquoise built by Proteksan, the 35m Benetti M/Y Paradigm and the 30m Heesen M/Y Matantar have confirmed their participation.

The auction will be broadcast live to the Star Deck in Monaco (above Stars & Bars) to allow people unable to attend the show to bid.

For a list of the yachts in the auction, visit www.prestige-yacht-auction.com.

Winners named in photo contestLuxury Yacht Group announced

winners in their annual photo contest. Bosun Daniel Chafer was awarded $3,000 for his wide-angle photo of the swimming pigs of the Big Majors in the Bahamas. The second place prize of $2,000 went to Chief Mate John-Henry Davis for a photo of a Mexican diving scene and the third place prize of $1,000 was awarded to Chief Stewardess Nikki Hancock for a photo of her husband with his prize catch during their cruise of Pacific waters.

The winners were chosen by votes to the company website, and can be seen at www.luxyachts.com.

Marine grant open for applicantsWest Marine seeks applications

for its marine conservation grants for projects on fish populations, marine habitats and barotrauma.

Five to ten grants will be awarded for $500 to 5,000 per recipient. The closing date for entries is May 1 and winners will be announced on World Oceans Day on June 8.

All applications will be reviewed by the Marine Conservation Action Team (MCAT).

Applications are available online at www.westmarine.com/bluefuture.

Maersk dumps Panama for SuezMaersk Line, the world’s biggest

container shipping company, will stop transiting the Panama Canal to move goods from Asia to the U.S. East Coast in favor of the Suez Canal, according to a story by Bloomberg.

New, larger ships mean it can move just as much cargo with one vessel through the Suez Canal as it takes on two vessels through the Panama Canal, said Soeren Skou, chief executive officer of the Holland-based Maersk Line.

The last sailing through Panama will be on April 7 and the first service through Suez will be a week later, the company told Bloomberg.

“The economics are much, much better via the Suez Canal simply because you have half the number of ships,” Bloomberg reported Skou as saying. “One of the reasons for why this is happening now is that the cost for passing through the Panama Canal has gone up. At the end of the day, it comes down to cost.”

Fees for ships to go through the Panama Canal have tripled in the past five years, Skou said.

A $5.25 billion expansion of the Panama Canal is now expected to open by June 2015.

NEWS BRIEFS

NEWS BRIEFS, from page A6

A� April 2013 www.the-triton.com The Triton NETWORKING LAST MONTH: Mega Yacht Mart

About 300 captains, crew and industry professionals joined The Triton for networking on the first Wednesday in March, this

month sponsored by Mega Yacht Mart at its new location on South Andrews Avenue in Ft. Lauderdale. Yacht chefs Shapan Markelon and George von Waltsleben fed all our guests with 150 pounds of beef, 40 pounds of chicken, pasta salad and more, all from Bush Brothers. PHOTOS/DORIE COX

The Triton www.the-triton.com April 2013 A�NETWORKING LAST MONTH: Marina Bay Marina Resort

About 200 captains, crew and industry professionals networked with us at Marina Bay in Ft. Lauderdale on the third Wednesday

of March. Attendees enjoyed food, beverages and Caribbean music by the water at the clubhouse and pool deck. PHOTOS/DORIE COX

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

The 28th annual Palm Beach International Boat Show opened on March 21 in West Palm Beach, Fla. Yacht crew and industry

professionals reported steady crowds, clear skies and a festive vibe. The show features about 800 yachts of all sizes, including more than 100 yachts of 80 feet and larger. PHOTOS/TOM SERIO, DAVID and LUCY REED

The Triton www.the-triton.com April 2013 A11CREW NEWS

By Carol M. Bareuther Seven species of Caribbean coral

are recommended for listing on the Endangered Species Act (ESA) by the National Oceanic and Atmospheric Administration (NOAA). Two additional species – Elkhorn and Staghorn corals – are suggested for reclassification from threatened to endangered. Threatened means any species likely to become endangered, while endangered means any species in danger of extinction.

The recommendations came after a series of public forums in February in Puerto Rico and the U.S. Virgin Islands. NOAA has extended the public comment period on the recommendations until April 6.

“In terms of the importance, all of these are hard-bottom species that are the main anchor species for the reefs that protect our islands,” said David Goldstein, chief of interpretation and education for the National Park Service in Christiansted, St. Croix, U.S. Virgin Islands. “Without them, no reef, at least as we know it now.”

Coral reefs in the Caribbean have deteriorated dramatically over the past four decades. According to a report by the International Union for Conservation of Nature released Sept. 7, total live coral cover from all countries examined declined from 58 percent in 1973 to 8 percent in 2012.

More specifically, while coral reefs in Bonaire, Curacao and the Cayman Islands show the least loss with coral

cover of 20 to 28 percent, reefs in Jamaica, Puerto Rico, the U.S. Virgin Islands and Florida Keys were the worst with an average of 8 to 10 percent coral cover.

Global warming is the biggest hazard. The report says that more than 97 percent of coral reefs worldwide are expected to incur thermal stress -- and the resultant bleaching and mortality -- by 2050. Human-induced habitat change is also a threat.

Goldstein offers tips for yachtsmen to prevent coral destruction:

• Stay away from seagrass beds, which are hard-bottom critical

habitats, and reefs when anchoring.

• Be certain that line scope is sufficient when anchoring.

• Be aware of changing conditions for both boating and snorkeling when allowing guests/owners on the reef.

• If seas are rough, it is not the time to visit the reef.

• Be prepared for any necessary engine repairs with appropriate

clean-up materials, e.g., hazchem kit for oils, etc. The same goes for bilge or septic breach.

• Nearly 90 percent of all boating accidents take place in instances without a lookout. Be certain that the crew is aware of a captain’s decision to navigate and anchor in a reef area where guests/owners intend to visit a reef.

• The vessel captain is ultimately responsible for any damage to ESA-protected species due to passenger actions, intentional or accidental.

Caribbean Corals proposed for endangered species act listing

Proposed Caribbean Coral Species

Proposed EndangeredStaghorn coralElkhorn coralPillar coralBoulder star coralMountainous star coralStar coralRough Cactus Coral

Proposed ThreatenedLamarck’s Sheet CoralElliptical Star Coral

Coral photographed in Buck Island Reef National Monument, St. Croix, Virgin Islands. Seven coral species are being recommended for listing on the Endangered Species Act by the National Oceanic and Atmospheric Administration. PHOTO FROM PHILIPPE MAYOR, NPS BIOLOGICAL SCIENCE TECHNICIAN

A12 April 2013 www.the-triton.com The Triton

More yacht crews pitched in to help YachtAid Global move donated medical and school supplies to needy communities around the world.

The crew of the 193-foot M/Y Seawolf picked up aid in Panama City and dropped it off at the secluded Islas Secas 25nm away. Following in the steps of M/Y Lady Lola, which carried

similar supplies in February, the Seawolf crew loaded supplies for the

local communities that border Coiba National Park.

“Everyone at YachtAid Global extends a huge thank you to captain and crew of both yachts for making a stand, and acting as a

catalyst to inspire others to do good things,” said Mark Drewelew, a former

yacht captain and founder of the non-profit group. “These are the sorts of actions that are changing the public perception of the superyacht industry.”

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Crew of M/Y Seawolf pitch in with medical, educational suppliesNEWS

YachtAid GlobalYachtAid Global is a nonprofit

group that orchestrates the delivery of aid to coastal communities worldwide.

To donate or to include your yacht, contact yachtaidglobal.org

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

not access money to pay shippers.“As a result of this legal action

and subsequent garnishment, we were unable to meet our financial obligations to this vessel owner prior to the vessel arriving in her final discharge port,” Cummings wrote in an e-mail in early March.

He referred to M/V BBC Vesuvius, the cargo ship that arrived in Port Everglades late on the afternoon of Feb. 22 and whose cargo of six boats and yachts was arrested upon discharge the following day.

His explanation generated little sympathy from yacht owners and their representatives. Capt. David F. Sloate, captain of two yachts arrested from the Vesuvius, said the owner paid $250,000 to get his two Christensens back.

“That’s on top of the $320,000 and insurance already paid,” Sloate said, sitting in the wheelhouse of the 145-foot Aghassi just before the Palm Beach show. “They’re robbing Peter to pay Paul. I guess it finally caught up with them.”

The vessels under Capt. Sloate’s command – M/Y Aghassi and the 120-foot M/Y First Draw, both in the boat show – along with the four others were arrested by U.S. Marshals and discharged into the custody of National Liquidators. The boat owners worked out payment of the $392,000 Yacht Path owed BBC Chartering, which owns the ship.

“At least three ships have had this same issue, but this is the first time we’ve been involved where the shipper has not been paid,” said attorney Robb Maass of Alley Maass Rogers & Lindsay in Palm Beach, which represented the owners of three vessels on Vesuvius. Two more ships would become known since this interview.

A few days after the yachts on Vesuvius were arrested, M/V Billesborg pulled into Port Everglades, but not before Yacht Path informed the owners of the 16 boats on its deck that it couldn’t pay the freight bill. Those owners scrambled to wire money to Danish shipowner Nordana and within a few days of arriving, their vessels were discharged without arrest.

Four vessels on M/V Star Laguna weren’t as lucky. Freight unpaid, those vessels were arrested when the ship arrived in Vancouver on Feb. 18 and remained so as of press time.

In Gibraltar, two yachts shipped through Yacht Path arrived on March 6 but the shipper had again not been paid.

The owner’s representative and captain of a 115-foot yacht and its 25-foot tender wired money directly to the German shipper and paid all the port

fees and other miscellaneous expenses to get the vessels released.

And a ship expected to arrive in Hong Kong on March 23 has at least two yachts on its deck. Yacht Path notified owners that it could not pay the freight and suggested how much money each one should wire to the shipper to retrieve their yachts.

In many cases, in covering the freight charges, stevedoring costs, port dues, marshals fees, tow boats and other expenses, vessel owners wound up paying almost as much as they spent to have the yachts shipped in the first place.

Lawsuits pile upDozens of lawsuits in state courts

and U.S. federal court have been filed against Yacht Path in its myriad corporate identities: Yacht Path Palm Beach, Yacht Path International, Yacht Path Marine Group, and Unity Shipping. Many of them are over shipping delays, route changes or altered discharge ports and the associated costs that Yacht Path indicated it would reimburse its clients for but didn’t.

But the arrests that began in Vancouver and stretched to Ft. Lauderdale and Gibraltar mark the first time Yacht Path has not paid its shippers.

“All that money yacht owners paid to Yacht Path went somewhere,” said Bruce McAllister, also of Alley Maass and the attorney who managed the Billesborg release. “Where is that money?”

“It’s frozen,” Cummings said simply. That situation arose from a business

deal involving a merger or acquisition that Cummings would not discuss, except to say it was not pursued.

“The guy wanted 51 percent of our

Owners pay twice as yachts are treated like cargo for payment

Yacht Path missed payment to these ships:

Feb. 18: M/V Star Laguna: 4 yachts arrested, still under arrest

Feb. 22: M/V BBC Vesuvius: 6 yachts arrested, owners paid freight, released

Feb. 25: M/V BBC Billesborg: 16 yachts avert arrest, owners paid freight, released

March 7: M/V HC Melina: 2 yachts arrested, owners paid freight, released

March 23: M/V BBC Sjard: Owners alerted that freight unpaid, 2 yachts subject to arrest, status unresolved by presstime

Another ship arrived in New York with one yacht. It was unclear if that vessel was arrested.

See ARREST, page A16

ARREST, from page A1

FROM THE FRONT: Yachts arrested

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

Defensive decision not an easy one to makeFROM THE FRONT: Bankrupt

bankruptcy paperwork. “This is our lives for 13 years. But we’re not going to close our doors; we’re not going to go away.”

Under court direction, Cummings said he hopes the company can reorganize, repay its debts and creditors, and move forward.

Once the accounts were frozen, freight charges were not paid, yachts were arrested, owners paid twice to get their yachts back, people got mad.

But none of that would have happened if its accounts hadn’t been frozen, Cummings said.

“Twelve years in business and this one thing is going to force us into Chapter 11,” he said.

Making the decision to file Chapter 11 was not easy, he said, but it was defensive.

Forcing his hand was the threat of an involuntary bankruptcy petition being filed against Yacht Path by Ft. Lauderdale attorney Robert McIntosh, who was accumulating clients for the petition.

“Three creditors can get together and put a company into involuntary bankruptcy,” Cummings said. “That’s Chapter 7, liquidation. We had to face a decision, Kevin [Cummings] and I:

Chapter 7 or Chapter 11. The decision was made to reorganize.”

Doing so will release the freeze on his bank accounts, both corporate and personal, and lets the company get back to work.

His first task, he said, will be paying back clients who paid twice. Chapter 11 makes available certain financing

vehicles not available to the company in other ways, including debtor-in-possession (DIP) financing.

“Through whichever tools are available to us, our first goal is to make our clients whole,” he said. “That takes cold, hard cash.”

After that, he said he wants to make

sure future clients get their yachts shipped without incident.

“There’s a fundamental problem happening in the yacht transport industry, and it’s bad,” he said of the practice of a customer paying up front for the service. Instead, he plans to propose to the bankruptcy court that deposits and transport fees be placed in escrow, with the shipper being paid before Yacht Path is paid.

“This ensures a risk-free transport,” he said. “This is the way I’m going to try to come back. I want a no-risk yacht transport company. If I don’t perform, I don’t get paid.”

Yacht Path has transported about 8,000 yachts since beginning operations in 2001, he said. It saw revenues of $28 million in 2008 and as much as $30 million in 2011, he said.

He expected the bankruptcy reorganization process to take 90-120 days.

“Do Kevin and I feel obligated to make these people whole? Absolutely. Just allow me to run my business again. Free me from my handcuffs. What we have is worth saving, and the way to do that is to make good with these clients.”

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

YACHT PATH, from page A1

U.S. Marshal sticker on a yacht arrested in February. PHOTO/DORIE COX

The Triton www.the-triton.com April 2013 A15FROM THE BRIDGE: Owner’s behavior

While the captains understand why that behavior occurs, the problem is that owners permit it. They trust their broker, their management company, these captains said. And that results in unfair if not inappropriate professional behavior.

“It’s not about being anchored in St. Tropez,” one captain said. “It’s about fire, flood and the lives of your wife and your children. What’s going on now is a dumbing down of captains who are truly learning not to manage boats. What will we have 15 years from now?”

Another captain relayed the story of yachting friends, a husband-and-wife team, who took their job seriously and worried over every little detail, but who recently have stopped.

“They’ve given up stressing over it now because they know they could lose their job like that, not because of anything they did,” he said. “If the management company changes tomorrow, we will be on the dock tomorrow.

“Management does have its place,” this captain said, “but it’s nice if you have the owner and bring the management company in for what you need.”

Beyond inappropriate hiring requirements, these captains discussed a range of inappropriate owner behavior.

“There are different levels,” one captain began. “There’s the kind when Mr. says dinner’s at 7 and Mrs. says dinner’s at 8 and they won’t budge; the chef just wants to know when’s dinner.

“Spontaneity can be fun,” he said. “Suddenly, there’s six more for lunch and the chef has to make that work. But in general, as an owner, if you can’t think at least an hour ahead, it’ll make us nuts.”

At the other extreme is the kind of behavior that puts safety at risk.

“I was on a delivery with the owner and he wanted to leave,” another captain said. “The weather was bad and I told him no, we’ve got to wait. He insisted and I got off the boat. He changed his mind.”

Another captain related a story of when the owner insisted he move the yacht to another slip in a marina. The captain resisted, noting that there wasn’t enough water. The owner became angry and raised his voice.

“I backed up, away from the helm and said ‘I stand relieved’,” this captain said, at which point the owner understood how serious the captain was and stopped insisting.

Somewhere in the middle is a host of owner behaviors that make a captain’s job harder, everything from being involved in crew matters to not paying bills on time. One captain felt strongly that the owner not protect crew or make them “untouchable.”

“If I’m responsible for the boat – and I’m not a power freak, but that’s my job,

I take it – you can’t not let me fire crew and hire who I want,” one captain said. “You have got to give me the power to be responsible for the boat.”

“The owner tells you you can’t touch them; they’ve been with me for 13 years,” a captain said.

“They walk around with an attitude because they know they are untouchable,” said another.

That changes the crew dynamic and makes the chain of command difficult to enforce, they said.

“The chief stew calls the Mrs. when there’s a problem on the boat,” one captain said. “That’s something we have to handle. I tell my crew that if I ever do anything that is unsafe or puts the boat or crew at risk, by all means, call the owner. But don’t call to complain about me or that Johnny got in a fight with Sally. Those are issues we have to deal with. The owner doesn’t want to hear about that.”

So how do you handle those kind of crew?

“You have to get rid of the person,” one captain said. “The person has owneritis. Only the owner can have owneritis. Anyone else [with it] needs to go. We’re all just worker bees.”

“It’s up to the captain to have a quiet chat with the owner,” another captain said. “Safety comes first, but after that, communication is key. Without communication, it’s going to fail.”

That flow of communication between the captain and the owner – something that managers often interrupt – must be there on all levels, these captains agreed.

“There has to be trust between the owner and the captain,” one captain said, noting that he didn’t mean blind faith. “Look through the books, that’s OK; they should. But you have to have a certain level of trust that I have your best interest in mind or the boat won’t work.

“If you’ve got someone between you, it’s a problem,” this captain said. “You’ve got to be able to pick up the phone and call the owner. Now, I may only do that a couple times a year, but when I need to do it, I need to be able to do it.”

Another time an owner might behave inappropriately and not realize it is with time off. Beyond simply granting of vacation time, owner should understand that crew coming off a booked charter season of 24-hour turnarounds there is no down time.

“Nine weeks later, the crew is exhausted,” one captain said. “So the last charter is over and 12 hours later, the owner shows up.”

Without communication, this captain said, the owner doesn’t realize what he’s putting his crew through. He may stay aboard for six months and says

to give the crew a three-day weekend.“That’s where crew rotation comes

in,” another captain said.“Treating crew well and getting them

to stay is important,” the first captain said. “The owner can help with that with down time.”

Asking about other types of inappropriate owner behavior sparked a series of stories.

“Backing into slip, it’s windy, the current’s ripping, the owner did a backflip into the water,” one captain said. The owner made it back aboard safely, “but I had to tell him to hold the performances until the engines have stopped.

“The owner is the owner; he can do what he wants,” this captain said. “But when he tells me at 3 in the morning, after he’s been drinking and he’s on the dock with his buddies, that he wants to take the boat out for a drive, I have to tell him he can’t.”

One captain told the story of pulling into a quiet Caribbean bay late one afternoon. Small sailboats and other cruisers were already there, anchored, sitting on deck with cocktails in hand, waiting for the sunset. The yacht arrives and the owner starts playing loud music and wants to party. It makes it hard for that captain to go ashore and get anything done without dirty looks.

Another behavior that has embarrassing results is when the bills aren’t paid on time, the captains agreed.

“An owner can ruin your reputation,” a captain said. “You have to quit the job because everyone is going to hate you.”

“The first thing is always safety, then it’s their enjoyment,” another captain said. “But we don’t end up working long term for [jerks].”

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.

Attendees of The Triton’s April Bridge luncheon were, from left, Michael Schueler, Barnaby Dennen of M/Y Longo Mai, and Paul Corgill PHOTO/LUCY REED

Owner indecision makes operations toughBRIDGE, from page A1

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

company,” Cummings said.When they refused, the company

was sued over unpaid transaction and other costs in “a deal that never happened,” he said. Both Cummings and his brother, Yacht Path Vice President Kevin Cummings, had their personal bank accounts frozen as well, he said.

Money in the accounts was enough to pay the legal judgment, he said, but once frozen, the legal process gave banks and other parties weeks in which to respond and act. In the meantime, ships carrying their clients came in, expecting to be paid.

“We figured we’d have it resolved,” Cummings said. “The ship [Vesuvius] was coming in Saturday and we wanted it to sit out. We’d pay the extra charges, and on Monday, it would get resolved.”

But BBC filed the warrant of arrest on Friday before it even arrived.

“We discovered the arrest warrant Friday afternoon and called them,” Cumming said. “What did you do, what happened?”

Despite doing about $8 million in business with BBC a year, the shipper was under time pressures to unload the ship and keep going.

“In commercial shipping, it’s not unusual for a ship to arrive and the cargo is unpaid,” Kevin Cummings said. In that case, the cargo doesn’t clear customs until the bill is paid, he said. But when the cargo is a yacht that can sail away, the shipper’s only recourse is to arrest them.

“Something so typical in shipping becomes a spectacle because it’s a yacht,” he said.

Clients warned With the M/V Billesborg due to

arrive the following week, Yacht Path contacted Alley Maass and each of its clients, warning them what was happening and advising them to pay the shipper to avoid arrest.

“It approached $600,000 before it was all done, with the additional demurrage charges, stevedoring and port fees,” McAllister said. The yachts onboard included a 93-foot Broward, two 85-foot Pacific Mariners and a 74-foot Viking.

The ship arrived late Monday, Feb. 25, just a few days after Vesuvius had arrived. All charges has been paid by Tuesday and the yachts were discharged without arrest.

Capt. Marvin Wilson in Gibraltar didn’t have that chance.

The 115-foot yacht and 25-foot tender under his command were booked in December for a Jan. 6 loading in Ft Lauderdale but they

weren’t loaded until Feb. 23. Yacht Path charged the owner $260,000.

Just before the ship arrived in Gibraltar on March 7, Capt. Wilson was told the yacht was being arrested. He and the owner’s rep scrambled to get the shipping fee of $100,000 paid, but that still didn’t release the yachts.

“Yacht Path did not tell us what was going on,” Wilson said. “If we had known this was coming, we would have wired the money sooner. But because they waited until the last moment, the yacht was arrested so we had to pay the $8,500 arrest fee, too.”

The agents hadn’t been paid and there were port dues as well.

“The next day I walked in with $50,000 in hundred-dollar bills in my backpack,” Wilson said. “I told them, ‘We need the yacht and we need it now; what’s it going to take?’”

About $36,000 more, all told.

Red flags alertIn doing his research for shipping

Aghassi and First Draw, Capt. Sloate said he ran across a few red flags with Yacht Path, but ultimately the owner chose to ship with the company as it was less expensive than other transport companies. And he wanted to ship them to avoid the additional wear and time on the engines as the yachts are for sale.

Of course, after the ordeal they went through, Capt. Sloate acknowledged that shipping the yachts really wasn’t cheaper.

“I could have taken them over on our bottom, one at a time, and still gotten here sooner and cheaper,” he said. “In a nutshell, you’re at their mercy; the contract says so. You are cargo. With a judge’s order, they could have auctioned off the yachts to pay their fee.”

He’s right. At the heart of the events is the intersection of ancient laws created for the commercial shipping industry and the relatively new science of transporting yachts.

In commercial shipping, a bill of lading is issued by the shipowner to the cargo owner for the goods it will carry. That is the cargo owner’s proof that the ship will get the cargo to its destination safely.

Not so in yacht transport. There is no bill of lading required nor offered by the shipper.

“It’s outrageous,” McAllister said. “That’s the universal reaction of the 16 yacht owners on Billesborg: ‘This is outrageous’.

“What [owners, brokers and manufacturers] ought to do is refuse to send a yacht on a vessel unless they have a bill of lading signed by the ship’s captain,” he said. “Who are you going to

Frozen accounts coincide with arrival of the transport shipsARREST, from page A13

See ARREST, page A17

FROM THE FRONT: Yachts arrested

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

trust, the guy who owns a 600-foot ship or the guy with a phone and a chair?”

Yacht transporters, and Yacht Path in particular, “took total advantage of a little-used commercial practice of retailing cargo space without binding the shipowner to performance,” McAllister said.

But the system works, as long as the ship does what it’s supposed to do (namely, carry good from point A to point B) and the company chartering the space does what it’s supposed to do (namely, pay its bills).

“Up until a year ago, Yacht Path had a sterling reputation, but it’s been crumbling little by little,” he said.

When bills aren’t paid, the shipowner is left with the only recourse to arrest the cargo. If owners refuse to pay, the shipper has the legal right to auction the cargo to get paid.

Owners, it seems, have few options as well. They could refuse to pay and watch their yachts be sold to pay the shipper; once arrested, they can bond their vessel out by paying 120-130 percent of what is owed, and then pursue legal action to recoup those expenses; or they can pay what is owed and carry on with their cruising plans.

“Nobody likes to look like a sucker,” McAllister said. “They all got taken and there’s nothing they can do about it. The system works if Yacht Path does the right thing; there’s no protection for the owners if they don’t.”

Maass had advice for yacht owners considering shipping their yachts on cargo ships.

1. Don’t assume that all brokers that arrange shipping are the same. “Do your research and know who you are dealing with,” he said.

2. Verify with the broker or agent that the shipper has been paid.

3. If you can negotiate it, pay a low initial payment and the rest when the yacht is offloaded.

Capt. Sloate agreed with that last tip. If he had it to do over, he would put the transport fee in escrow to be paid when the yacht is discharged at its eventual

destination.Cummings said he plans to do that

moving forward. (See sidebar story that begins on A1.)

Yachts taken overWhat happened to Capt. Sloate’s

yachts can be a little unnerving for any captain who takes seriously his command.

After the yachts were arrested, he convinced the marshals to allow him onboard to help with offloading procedures and to make sure systems were back up in running.

Once offloaded, the tugs showed up for a tow up the New River. He had signed the standard waiver agreement when the marshals took control. And two men he called “watchmen” took command. Capt. Sloate remained on the dock, watching the yachts get hauled away.

“I totally felt violated with these guys on the boat,” Capt. Sloate said. “They wanted to know what bunk was theirs. They can do anything they want onboard. They can cook in the galley, they can take a shower. He took my jacket out of my cabin because he was cold.”

His crew stayed in hotels for two days until National Liquidators granted them permission to move back aboard and begin the lengthy task of cleaning the yachts from their 28-day journey. The lawyers did their thing and the yachts were released a few days later, a week after they arrived.

“It was quite an ordeal,” Capt. Sloate said. “I felt really bad for the owner. There were people all over the boat.

“These boats don’t deserve that,” he said. “These boats get taken care of so well. We walk around with socks on, we don’t touch more than we need to. These guys were all over it.

“It was none of our doing and it was happening. I felt more violated even for the boat.”

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

Transport system works when all parties involved do rightARREST, from page A16

FROM THE FRONT: Yachts arrested

Capt. Sloate with M/Y Aghassi and M/Y First Draw at Lauderdale Marine Center after the yachts were arrested in February. PHOTO/DORIE COX

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

By Brook Seacrest Ft. Lauderdale has often been

described as one of the yachting capitals of the world. With more than 100 marinas, Port Everglades and a long tradition of hosting some of the greatest boating shows ever, Ft. Lauderdale is a boat lover’s paradise.

I come into the yachting world with a sailing background. I started racing small sailboats competitively back home at age 10. While most kids were playing baseball and football, I loved my time on the water. Since there were not a lot of young people learning to sail in the Midwest, there were lots of opportunities to crew on a boat or assist with repairs. Doing it all, I learned a lot.

About a year ago, I decided that I love being on the water so much that I would make a career decision to make it my livelihood. So I moved to Ft. Lauderdale with the goal of becoming a yacht captain.

I began the journey to earning my four stripes by taking classes at Maritime Professional Training and International Crew Training. I earned my STCW and since I had enough sea time, I earned my OUPV and Able Seaman-Sail deck ratings. I made the rounds at the crew agencies, began networking as often as possible, and followed up on every lead I could. To keep myself busy, I took more classes that would make me more marketable to the industry, including an engineering certification class and a small tender class.

But I kept hearing the same thing from every crew agent: “You don’t have enough yachting experience.”

I have been sailing almost my entire life; that has to count for something. So I started asking professionals in the industry if sailboat experience has any relevancy in the motor boating world.

Many said sailboat experience teaches a solid background of boating skills, greater awareness to the weather and elements, and great teamwork.

“You don’t understand what teamwork is until you screw up during a race,” Capt. Michael Schueler told me. “Everyone becomes accountable to everyone else, therefore there is not a sense of ‘my job is more important than yours’.”

Others agreed that basic skills such as line handling, navigation and weather are more instilled in a sailor.

They agreed that these are things that must be learned on a sailboat to survive.

Capt Ben and Jo Stanley of Stanley Yachts agreed that sailboat experience is relevant and good because “it teaches good creativity onboard a boat.” It seems as though a solid background of fundamentals is driven into the mind of a sailor from Day One out of necessity, and they take those fundamentals with them, to power or sailing yachts.

One self-described “bilge baby” had the same problems I did starting out with no yachting experience. While she did tell me that there are good captains and bad captains in the industry, she said, “Sailboat racing captains are the most difficult to deal with; all they do is scream.” It may be the amount of stress

they are under, or the need to feel in control when they are on the edge of losing control.

However, not all the captains I spoke with agreed that sailors make the ideal megayacht crew. One captain told me that “sailors can be cocky because they know

they can sail.” For example, on night watch, a sailor might stand watch alone because they have crossed the ocean and think they can do it alone. While a motoryacht crew member would be more inclined to want a watch partner.

I have always enjoyed sailing for the challenge and complexity of working with the wind. Does that create an attitude of grandeur? A safe boater will always be a safe boater, and an unsafe boater will need to change his ways or face the consequences of his actions, whatever background they come from.

The need for dependable, hard-working crew will always be required in an industry that often moves fast and unpredictably. The yachting industry will most likely always be dominated by motor yachts due to comfort, speed and size. The owners will always demand a level of competence above average.

Whether a “yachtie” learns from a young age to right a capsized sailboat or how best to manage speed on the water, each of us loves the water as much as the next. Respect and tolerance for others’ skills will help make the entire team more successful.

Jimi Kelley of Kelley’s Yacht Service put it best: “At the end of the day, we are all boaters.”

You can reach Brook Seacrest by email at brookseacrest@aol.com.

Sailing experience: Is it still relevant in the yachting world?

I kept hearing the same thing from every crew agent: ‘You don’t have enough yachting experience.’

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

PublisherDavid Reed, david@the-triton.com

Advertising SalesMike Price, mike@the-triton.com

EditorLucy Chabot Reed, lucy@the-triton.com

Associate EditorDorie Cox, dorie@the-triton.com

Production ManagerPatty Weinert, patty@the-triton.com

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

ContributorsCarol Bareuther, Capt. Mark A. Cline,

Capt. Jake DesVergers,Capt. Rob Gannon,

Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan,

Capt. George Llop, Keith Murray, Steve Pica, Rossmare Intl., Brook Seacrest, Tom Serio,

Capt. John Wampler

Vol. 10, No. 1The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2012 Triton Publishing Group Inc. All rights reserved.

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

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

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

www.the-triton.com

WRITE TO BE HEARD

With this issue, The Triton begins its 10th year publishing. Over the next 12 months, we’ll take a look back at the industry through the pages of The Triton, which launched in April 2004. Here’s an editorial we printed in our second issue, explaining a little more about what we were trying to do by starting this newspaper and how we came up with the name:

“Readers keep asking us why we decided to call this newspaper The Triton. (That is, of course, if they don’t misunderstand and somehow call it The Trident.)

“We brainstormed nautical terms and gravitated toward lines. We liked the idea of implying that we were a landline of sorts for industry news while captains and crew were out to sea or in ports around the world. We came up with some clever twists of phrase but they all required too much explanation.

“We knew that everything we published would somehow benefit the captains and crew who are our core readers. Stories, features, photographs, even advertisements would somehow inform them of what’s going on in the yachting world. They may not always like the news we impart, but it will be delivered objectively with the ultimate goal of informing them about the industry and providing a way for them to build their businesses and careers.

“We stumbled on the word Triton during an Internet search and the more we read, the more we liked it. In Greek mythology, Triton is a sea god, the son of Poseidon and Amphitrite. He is often described as being a man from the waist up, a fish from the waist down.

“We liked the Greek god reference. Powerful, capable, influential even. As a newspaper, we strive every month to deliver news that will dispel rumors and shed light on the issues and trends captains and crew face. Powerful, capable, influential.

“When we learned that Triton had the power to calm or rile the seas by blowing a conch horn, we knew we had our man. We hope to have the same effect on our readers – to allay fears and encourage debate on the things that matter most in their livelihoods.

“By the way, a trident is that three-pronged spear Poseidon carries. Nautical, sure, but not quite what we were going for.”

There is no destination for a newspaper; it’s a journey every day, every issue. We hope we’re still on course.

Lucy Chabot ReedEditor

The Triton

Random drug testing works

Birthday is a time to reflect

It’s great to see that The Triton is putting out a survey on drugs onboard yachts, especially now, with some of the main insurance underwriters asking concerned questions on this problem [“Crew see drugs in industry; not onboard,” page C1, March issue]. It is a major issue that has been swept under the carpet for too long.

Most of our vessels, large and small, have random drug testing. We like to use the drug-testing company Invenia Technologies (www.inveniatech.com), as they are versatile and can operate globally, which is a large benefit, especially when your vessel is sitting in St. Maarten or somewhere similar for weeks on end. It also has a 24-hour response service, which the insurance companies like to use should there be an incident onboard a yacht with a possible claim.

We find that with a random drug testing contract onboard, the drug issues have all but gone, as it works as a great deterrent. Also, we are able to apply for a reduced premium on the vessels’ insurance.

Graham Thomson, ownerMTS Yachts

Ft. Lauderdale

You have a ‘write’ to be heard.

Yacht captains, crew and industry professionals

are encouraged to send us your

thoughts on anything

that bothers you.

Write to us at editorial@the-triton.

com

The Triton continues with original goals, focused intentions

B Section April 2013

B2 B7B6 B15

Tritons are spottedPhotos from golfing in Lauderdale, seas of Bali.

Inside Passage is moreThis low-traffic destination is a treasure of sights to see.

Check this list of yachts Updates of sales, charters, new builds and more.

What is a pulse ox?It’s a small, non-invasive and quick way to assess health.

Ships and yachts operate in a highly dynamic environment. Frequently, the people on board follow a set routine of work disrupted by arrival at, working in, and sailing from port. This

existence involves living in the place of work for prolonged periods and it creates a unique form of working life, which almost certainly increases the risk of human error.

Historically, the international maritime community has approached safety from a predominantly technical perspective.

The conventional wisdom has been to apply engineering and technological solutions to promote safety and to minimize the consequences of marine casualties and incidents. Accordingly, safety standards have primarily addressed ship design and equipment requirements. Despite these technical innovations, significant marine casualties and incidents have continued to occur.

Analyses of marine casualties and incidents that have occurred over the past 30 years have prompted the international maritime community, and the various safety regimes concerned, to evolve from an approach that focuses on technical requirements for ship design and equipment to one that seeks to recognize and more fully address the role of human factors in maritime safety within the entire industry.

These general analyses have indicated that given the involvement of the human in all aspects of marine endeavors, including design, construction, management, operations and maintenance, almost all marine casualties and incidents involve human factors. The development of the ISM Code is a prime example of this shift in thinking.

A recent example of this revolves around the loss and sinking of the HMS Bounty. The ship sank off the coast of North Carolina after being battered by Hurricane Sandy. Two people, including Capt. Robin Walbridge, perished.

A federal safety panel consisting of officials from the U.S. Coast Guard and the U.S. National Transportation Safety Board heard from a series of witnesses in late February in Portsmouth, Va. The investigation will determine what caused

Bounty sinking may create new safety policies

Rules of the Road

Jake DesVergers

See RULES, page B10

By Lucy Chabot Reed

A year after the sinking of M/Y Yogi, a new 198-foot (60m) yacht built by Proteksan-Turquoise in Turkey, French investigators have released the report into what happened.

The report by the Bureau d’enquetes sur les evenements de mer (the French Marine Accident Investigation Office, known as BEAmer), carries this caveat: “The analysis of this incident has not been carried out in order to determine or apportion criminal responsibility nor to assess individual or collective liability. Its sole purpose is to identify relevant safety issues and thereby prevent similar accidents in the future.”

Statements from the owner, the shipyard, the classification society, and the flag state authority (France) indicate that the vessel was technically sound and complied with the requirements of the French administration, the report notes.

Still, it sank. In the early hours of Feb. 17,

2012, M/Y Yogi sank off Skyros Island in the Aegean Sea while en route from Istanbul to Cannes. Its eight crew were rescued. According to the report, here’s what happened:

On Feb. 15, 2012, Yogi sailed from Tuzla, Turkey, to Istanbul for bunkering. As the vessel was not fitted with a stability analysis software, the master carried out the stability calculations on paper. To lighten the vessel and to keep a level trim, the swimming pool tanks were emptied and the DO tanks were left empty, according to Proteksan Turquoise shipyard instructions.

On Feb. 16, about 3 a.m., customs inspection ended, bunkering began (25,000 liters).

At 6:15 a.m., under way to Cannes.

At 6:30 p.m., out of Dardanelles straits, pilot dropped. The autopilot setting was 5 degrees maximum rudder angle.The engines running at 60 percent of maximum load.

On Feb. 17, about 1:40 a.m., the chief engineer on watch (Chief M1)

observed that the starboard engine exhaust expansion ring was split and leaking. As the phone was out of order, he tried to inform the bridge with the interphone but this was defective as well. Chief M1 went up to the bridge and asked the master to stop the starboard engine (there had been no high temperature alarm).

Chief M2, arrived on the bridge. He closed the two starboard engine exhaust hull valves.

At 1:46 a.m., failure confirmation e-mail sent to DPA. Soon after, the port engine exhaust and coolant freshwater temperature were also abnormally high. Chief M1 asked the master to slow down; at the same instant, the engine automatically shut down.

Yogi was stopped and making no way. Starboard broadside to the waves, she was rolling and listing to port.

At 2 a.m., the DPA was informed of the second engine failure. The three engineers (the master mechanics had also been woken up) undertook the survey of the two seawater suction strainers and the two engine cooling circuit strainers. The baskets were clean, but it seemed to the engineers that they were frame fit in the chamber without enough clearance and thus the inlet rate of seawater flow was insufficient.

The chambers were put back

without the baskets, the seawater cross-pipe was bled and the circuit was placed back in service.

The service pump circuit (which was feeding the generators) had been set on the propeller shaft stuffing box (max. temp. 35 degrees C, normally cooled by the main engine seawater cooling circuit); but soon after the generators’ coolant pressure was insufficient: back to initial set-up.

At 2:20 am, pan-pan alert.About 2:30 a.m., the port engine

was restarted and temperatures were back to normal. Chief M2 came to the bridge. The master observed that there was no answer to the helm: the autopilot was off and the two steering engines were “out of order”. The alarm lamps were on and a 30-degree angle to starboard was displayed on the helm angle repeater. He could not start the bow thruster.

The engineers considered sealing the leak on the starboard exhaust with a thermal blanket (back-up generator insulation) and ratchet straps. Chief M1 and the master mechanics went then aft (without handheld VHF) for a first investigation in the steering room, through the companion hatch on the starboard side of beach club 2: about 15cm of water flooded beach club 2. When they opened the

Yogi sinking dissected, not proved

See SINKING, page B11

The sinking of the 198-foot M/Y Yogi in 500m of water is attributable to the flooding of the three aft compartments. FILE PHOTO

B2 April 2013 www.the-triton.com The Triton ONBOARD EMERGENCIES: Sea Sick

Oxygen meter is vital for clues to patient diagnosis and healthA guests complains he has difficulty

breathing. You are several hours from the nearest port so you contact your medical service provider and the doctor

instructs you to get the patient’s baseline vitals.

You wonder why the doctor needs this information. Can’t he just do something?

Think of the doctor on the other end of the call as a detective

solving a mystery. The doctor needs you to provide the clues to figure what is wrong with your patient. The vital signs will be the first clue.

One of the vital signs you will be asked for is the patient’s pulse. The pulse is the beat you feel against the wall of an artery when the heart beats. It is the same as your heart rate.

In a normal adult, the pulse will be between 60 and 100 beats per minute. You can manually check the adult with either the carotid (neck) or radial (wrist) pulse but this requires practice to get it right. I have seen nurses struggle to get accurate numbers.

There is an easier way. In fact, there are two ways. Both are by using

relatively inexpensive devices that take the patient’s pulse for you.

The first is a digital or automatic blood pressure monitor; it ranges in price from $25-$500.

The second is a pulse oximeter, commonly called a pulse ox; it ranges in price from $30-$300.

A pulse oximeter is a medical device that can monitor the oxygen saturation of your patient’s blood and their pulse (heart rate). The pulse oximeter is a non-invasive medical device that slips on the patient’s finger. It does not hurt.

Once clipped on the end of the patient’s finger, it sends two beams of light across the nail bed. Inside the clip are two diodes. The first diode emits a red light and the second an infrared light. (You will be able to see the red light, but not the infrared.)

These two beams of light enable the pulse oximeter to detect the color of the arterial blood, which helps to calculate the oxygen saturation.

Because a pulse oximeter is easy to use and provides fast results, it plays a vital part in emergency medicine. Often, these are very useful when working with patients with respiratory

or cardiac problems such as chronic obstructive pulmonary disease (COPD), a common lung disease.

I spoke with Paramedic Rick Sosa of Stuart (Fla.) Fire Rescue about pulse oximeters. He said his team uses the pulse ox on every patient. The information it gathers is part of the vitals they obtain for every patient

they treat. These vitals provide the general condition of the patient and let paramedics know if the patient’s condition is improving, declining or is unchanged.

If you have a telemedicine device onboard, the pulse oximeter should be part of your kit. If you are not sure, now is a good time to open your telemedicine unit or your first aid kit to see what you have. (It’s also a good time for onboard emergency medical training.)

OK, I have a pulse oximeter on my patient’s finger and I want to know what these numbers mean. A healthy person should have an oxygen saturation of 95-100 percent. These numbers may vary with age, health, altitude, and if the patient is connected to an oxygen tank. I am reluctant to talk about “normal” pulse or “normal” oxygen rates in too much detail as it

is always best to let trained medical professionals interpret these readings.

A good pulse oximeter is a vital part of every first aid kit. If yours does not include one, now is a great time to invest in one. Make certain you show all crew members how to use it, and let them see what normal readings look like.

Please note that the pulse oximeter will not provide accurate oxygen saturation information if the patient has been exposed to carbon monoxide. Carbon monoxide is a colorless, odorless gas that is produced by fires and exhaust from engines. If you believe your patient has been exposed to carbon monoxide, alert your medical provider immediately.

The pulse oximeter may not perform well on patients with circulation issues, irregular or weak pulse rates or in brightly lit areas. Bright lights as may provide inaccurate readings since this device uses light to measure.

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

sea sick

Keith Murray

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

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 896/954Savannah,Ga. 883/NANewport,R.I. 881/NA

CaribbeanSt.Thomas,USVI 1,095/NASt.Maarten 1,177/NAAntigua 1,095/NAValparaiso 999/1,309

NorthAtlanticBermuda(IrelandIsland) 1,074/NACapeVerde 873/NAAzores 992/1,783CanaryIslands 987/1,875

MediterraneanGibraltar 966/NABarcelona,Spain 960/1,772PalmadeMallorca,Spain NA/1888Antibes,France 928/1,842SanRemo,Italy 1,071/2,325Naples,Italy 987/2,241Venice,Italy 1065/2,769Corfu,Greece 1,117/2,058Piraeus,Greece 1,091/1,849Istanbul,Turkey 893/NAMalta 974/1,705Tunis,Tunisia 909/NABizerte,Tunisia 909/NA

OceaniaAuckland,NewZealand 985/NASydney,Australia 993/NAFiji 1070/NA

Today’s fuel prices One year ago

*When available according to local customs.

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 935/995Savannah,Ga. 925/NANewport,R.I. 905/NA

CaribbeanSt.Thomas,USVI 1,069/NASt.Maarten 1,132/NAAntigua 1,140/NAValparaiso 1,309/NA

NorthAtlanticBermuda(IrelandIsland) 1,080/NACapeVerde 975/NAAzores 971/1,788CanaryIslands 1,140/NA

MediterraneanGibraltar 1265/NABarcelona,Spain 992/1117PalmadeMallorca,Spain 1802/NAAntibes,France 963/1893SanRemo,Italy 1,199/2,358Naples,Italy 1,170/2,330Venice,Italy 1,160/2,335Corfu,Greece 1,135/2,135Piraeus,Greece 1,129/2,132Istanbul,Turkey 1,015/NAMalta 965/1,749Tunis,Tunisia 935/NABizerte,Tunisia 935/NA

OceaniaAuckland,NewZealand 1,030/NASydney,Australia 1035/NAFiji 1040/NA

*When available according to local customs.

Jeppesen, FarSounder partnerJeppesen and FarSounder have

partnered on the FarSounder-500 and FarSounder-1000 sonar systems. FarSounder’s software uses Jeppesen charts as part of its 3D forward-looking sonar’s chart overlay feature and Jeppesen will provide a three-month trial of charts. The promotion will run through March 1, 2014.

“We are excited to be partnering with FarSounder to offer our customers the best in both sonar navigation technology and digital chart data,” said Gunn-Lisbet Opshaug, Jeppesen’s commercial marketing manager.

Dometic launches small A/CDometic Marine’s air-conditioning

brand, Italy-based Condaria, launched the new PCWM Compact Series at Seatec this year. The unit was designed to fit the compact engine room space of the new Azimut 54. The compact version’s length has been reduced by one third by remotely positioning the electric box.

It is built with a stainless steel structural frame and a cupronickel seawater circuit. It has a built-in circulation pump and a remote control panel with breakers and user-intuitive digital display. It uses R410A refrigerant in three capacities: 48K BTUs, 60K BTUs and 72K BTUs.

For more details, visit www.condaria.com.

Manson anchor exceeds in testsNew Zealand-based Manson

Anchors completed seabed testing in which the 35-pound Boss 2 exceeded expectations, holding 4,200kg (9,260lbs) and bent 5/8-inch shackles.

Testing began with 40 feet of 5/16-inch chain and 3/8-inch shackles and a scope of 5:1 using a 90-ton tug boat.

“We pulled up to 2,000kg (4,500lbs) but bent all the shackles,” said Ned Wood, Manson’s vice president of sales and marketing. “We returned to the dock, went to a chandlery and bought 5/8 shackles and 60 feet of half-inch chain. Back out testing on the tug again, and pulling on the 35-pound Manson Boss. This time testing had to stop at 4,200kg because the 5/8 shackles were all bending.”

At about the same weight as other anchors, Manson Boss has larger fluke size, which generates more holding power.

For more information, visit mansonanchors.com.

Anti-fouling coatings introduced

International Paint introduced Intercept 8000 LPP and Intersleek 1100SR, biocide-free slime release coatings. The coatings are designed to improve vessel operating performance, increase efficiency and help control fuel costs and emissions.

Intercept 8000 LPP is a biocidal linear polishing polymer antifouling with Lubyon technology for performance for in-service periods up to 90 months.

The technology gives the coating a superhydrophilic surface in which the seawater has a lubricating effect, resulting in less friction for emissions savings of 5 percent annually. The coating surface swells on contact with seawater to reduce imperfections and further reduce drag.

Intersleek 1100SR is biocide free fouling control coating featuring a slime release technology that combats micro fouling on ship hulls. Designed for commercial vessels traveling at all speeds, Intersleek 1100SR allows macro and micro fouling control with static resistance even in warm waters.

Johnson introduces fittingsConnecticut-based C. Sherman

Johnson has introduced a line of splice line fittings designed for replacement of stainless steel lifelines with hi-tech Dyneema or Spectra line.

Lightweight, easy-to-install and machined from hard-anodized 6061-T6 aluminum, the splice end accommodates up to 5/16-inch diameter line. The new fittings are available with a turnbuckle, pelican hook, gate eye, or toggle jaw attached. And the fittings are available with four sizes of male thread, allowing installers to reuse existing hardware.

For information, visit www.csjohnson.com.

Jotun launches new bottom paintNorway-based paint manufacturer

Jotun has introduced SeaLion Resilient, a marine coating based on epoxy-polysiloxane technology.

The epoxy-polysiloxane prevents settling of organisms on the hull and produces a glossy, smooth surface optimised for owners seeking to reduce costs related to dry-docking and maintenance, the company said in a statement announcing the new product.

For more information, visit www.jotun.com.

Smaller A/C unit tucks into engine room; chart trial offered

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

Join us for our über-networking event – the Triton Expo – on April 10 in Ft. Lauderdale. This

is our 10th Expo, so instead of a Q-and-A about it, we decided to retell its story in photos.

Triton Expo premiered in 2008 as more of a job fair, complete with seminars given by captains and a resume clinic. Through the years, we’ve gotten away from chilly hotel conference rooms, brought the networking outside, and invited more vendors to display their products and services. Recently, we held a fashion show in the good-ol-days of Ft. Lauderdale’s yachting scene, a climbing wall, an outdoor movie, and photo contests.

This year join vendors under the oak trees surrounded by a Caribbean Carnival theme. The Triton Expo is free and open to everyone in the yachting industry -- both working and looking. No RSVP is required; just sign in when you get there.

Find us on Wednesday, April 10, between 5-8 p.m. at Lauderdale Marine Center, 2001 S.W. 20th St. TRITON FILE PHOTOS

TRITON EXPO: A Restrospective

April 2012: Information for a variety of yachting needs was on display at LMC.

2009: Yacht crew got opinions from the experts, captains during the resume clinic at Bahia Mar in Ft. Lauderdale (above) and networkers continue to meet old and new friends each Expo.

2010: Captains, crew and industry professionals attended vendor displays (above), a refit forum and luncheon plus stew, chef and other seminars at the Doubletree Hilton in Ft. Lauderdale (below).

October 2011: Vendors lined the dock at The Sails and crew favorite, “Captain Ron” showed on the big screen after dark.

April 2011: A Spring fashion show premiered crew clothing and contemporary styles (above) and attendees networked surrounded by refits and yachts in the west yard LMC (right).

2010: Captains got many of their questions answered at a refit forum and luncheon, as well as made new connections with many of their peers and other professionals during the Expo at the Doubletree Hilton in 2010.

2008: Industry professionals presented a host of seminars at Bahia Mar in Ft. Lauderdale to help yacht crew stay competetive in their careers.

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

By Alison Gardner

Thoughts of the Inside Passage conjure images of Alaska’s rugged and remote natural offerings, but the scenery and the memories can begin long before a yacht hits Alaska, according to cruising veteran Bill Kelly.

“The southern Inside Passage is an excellent waterway for boats 65 to 300 feet,” said Kelly, co-author of the 320-page guidebook, Best Anchorages of the Inside Passage. “Just the Canadian portion stretches over 500 nautical miles from the south end of the island to the B.C.-Alaska border. Within this coastline are hundreds of safe anchorages, islands and dozens of inlets.”

The Inside Passage still remains a low-traffic destination for large recreational vessels, although it is not uncommon to see boats in the 100-foot range travelling to and from Desolation Sound or Port Hardy.

“Almost every port mentioned in the guidebook works for a 100-footer,” Kelly said. “Of the 200 anchorages recommended, about half are suitable for boats of 150 feet. Most of the anchorages have good depth for such a boat; the limiting factor is often swinging room.”

These coastal waters are swept by significant tides that can produce strong currents in passes, channels and straits. The ever-changing nature of weather and the sea is what makes cruising along the Inside Passage

a fascinating adventure, Kelly said. With piloting detail for all passes, the guidebook allows cruisers to be prepared for most controllable contingencies. It also contains information about customs clearance, banking rules, marine parks, sport

fishing licences, provisioning and pets on board.

However, the book is not all nuts and bolts. It includes a section on native art, which has such a rich gallery and museum presence in villages and ports that dot the Inside Passage. It is an area full of aboriginal history dating back 6,000 years as well as tales of exploration and

trading by Spanish, French, Russian, British and Americans in the 17th and 18th centuries, and European settlement in the 19th and 20th centuries.

There is also an informative section on plants and wildlife, with marine mammals, eagles and bears prominently among them. Many anchorage descriptions identify options to go ashore and walk nature trails.

Following a sold-out first edition, the second edition will be launched this summer, available at marine stores and online book Web sites.

Alison Gardner is a travel journalist based in Victoria and editor of Travel with a Challenge (www.travelwithachallenge.com), a Web-based resource for mature travelers. Comments on this story are welcome at editorial@the-triton.com.

Inside Passage is 500 miles of Canada, not just Alaska

MARINAS / SHIPYARDS

CNI opens marina in CyprusLimassol Marina in Cyprus, a

Camper & Nicholsons-managed marina with slips for megayachts up to 115m, has begun taking reservations for its slips, including half off for seasonal and annual berth-holders until May 31.

The marina is expected to be fully operational by summer, with shore-side bars, restaurants and shops, villas with private berths, apartments and penthouses with berths. For more information, visit www.cnmarinas.com.

Smaller yachts can find dockage at Cala Ponte Marina on the southeast coast of Italy, which also is expected to open this summer.

The marina lies close to the cliff-top town of Polignano a Mare. The Dalmatian Coast of Croatia and Greece’s northern Ionian islands are also within a day or two’s sail.

Builder to build in DubaiDubai Maritime City (DMC),

a high-tech facility providing maritime services, has signed a yacht manufacturing workshop lease agreement with Vitmar Yachts, a custom luxury yacht manufacturer, according to a story by the TradeArabia News Service.

“We are delighted to have reached this agreement with Vitmar as this would provide an impetus to our focus on catapulting the region on to the global yacht building map,” said Drydocks World Chairman Khamis Juma Buamim after signing the deal.

Vitmar Yachts is a new brand founded by Sheikh Tariq Al Khalifa, president, and Antonio Amatuzzo, CEO, with the cooperation of Italian designers and builders. Vitmar will build yachts from 35m-72m.

CNI to open marina in Cyprus; DMC signs with Vitmar in Dubai

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

Feadship has launched the 189-foot (57.6m) M/Y Larisa.

The interior comes from Bannenberg & Rowell Design with influences from Greece, Italy, the Riviera and the Byzantine Empire. There is a circular dining area on the bridge deck. Round doors slide open, allowing guests the choice of al fresco dining.

Larisa features a first for Feadship: The inboard balcony in the owners’ lounge on the main deck is accessible without the assistance of crew via push-button controlled doors.

The contract for Larisa was the first new order signed after the beginning of the financial crisis.

“It has long been an ambition of mine to be involved with a build at Feadship,” Capt. James Verity said at the christening ceremony.

The 235-foot (71.6m) M/Y Utopia has returned to the yard in Holland for maintenance and technical upgrades. Launched in 2004, this is the second time Utopia has returned to Feadship for a refit.

The yacht will get a full paint job, including a new coat of underwater antifouling, installation of a new A-Sea shore power convertor, installing a new HMSA sewage treatment plant to meet the latest IMO requirements, and reconditioning the teak decks.

“Although we have covered some 46,000 miles over the past two years, Utopia has been exceptional,” Capt. Collins said. “She has also been well maintained and we could easily have waited another year for this refit. However, when he heard that a dock was available in March, the owner changed his cruising plans and sent us off on our third Atlantic crossing in seven months. It is definitely worth the effort as the owners get a better product. And it is a great experience for me as skipper to take a signature Feadship like this back to the yard. It gives us all a real sense of pride.”

Camper and Nicholsons has sold the 112-foot (34m) Moonen Bonita J by broker Mark Hilpern.

The firm has added to its central agency listings for sale the 177-foot (54m) rebuild project M/Y Fils de Grace with broker Jeremy Comport. Built in 1968 as a cable layer for the North Sea, Fils de Grace is undergoing a complete refit.

Also new to its central agency

listings is the 108-foot (33m) Sanlorenzo M/Y Petrus with broker Gaston Lees-Buckley and the 98-foot (30m) Moonen M/Y Livia with broker David Sargus in a joint listing with Fraser Yachts.

Merle Wood & Associates has recently sold the 145-foot Cheoy Lee M/Y Summerwind and the 124-foot Hakvoort M/Y Perle Bleue.

New to its central agency listings for sale include the 198-foot Feadship M/Y Nara (in a joint listing with Edmiston), the 177-foot (54m) new build Benetti

M/Y Lady Michelle (in a joint listing with Fraser yachts) available in May for 33.9 million euros, the 143-foot M/Y Sea Falcon built by Angus (in a joint listing with Liberty Yachts), the 128-foot (39m) Feadship M/Y Go (in a joint listing with Fraser) for 21.9 million euros and the 96-foot Bloemsa Van Breemen expedition-style M/Y C1.

26 North Yachts has sold the 140-foot Feadship M/Y Andiamo. Built in 2003, it’s the only expedition-style yacht Feadship has built. The yacht recently completed a circumnavigation

and previously spent the majority of her time in the Pacific. Listing price was 19.5 million euros.

Yachting Partners International (YPI) has sold the 30m Benetti M/Y Salve by broker Gregory Gheraia. Built

M/Y Larisa launches, yachts Summerwind, Perle Bleue sell

See BOAT BRIEFS, page B8

BOATS / BROKERS

B� April 2013 www.the-triton.com The Triton BOATS / BROKERS

in 1974, the yacht was restored to her original condition after a year-long refit in 2007/8.

The yacht runs with a crew of five, is RINA and MCA compliant, accommodates up to 10 guests and cruises at a 13 knots. Asking price was 1.75 million euros.

Northrop & Johnson has recently sold the 154-foot (47m) Delta M/Y Mr. Terrible, the 102-foot (31m) M/Y Beothuk built by Kuipers Woudsend by broker Michael Nethersole in Ft.

Lauderdale and Cromwell Littlejohn of Merle Wood & Associates with an asking price of $11.9 million, and the 92-foot Tarrab M/Y The Bee’s Honey with an asking price of $2 million.

New to its central agency listings for sale include the 137-foot custom-built M/Y Anda with broker Simon Turner, the 126-foot (38.4m) Feadship M/Y Sirenuse with Gregg Child for $5.5 million, the 114-foot Benetti M/Y Emerald Lady with broker Bart Kimman for $5 million, the 107-foot S/Y Avalon built by Southern Pacific Yachts with Jonathan Chapman, the 89-foot Sunseeker Pacific Conquest

with Kimman and the 83-foot Camper Nicholson S/Y Mustang with Ann Avery.

New to its charter fleet is the 100-foot (30m) SanLorenzo M/Y Las Brisas.

IYC has sold the 77-foot (23.5m) Hatteras M/Y Sea Vista by broker Chany Sabates. Bradford Marine Yacht

Sales represented the seller with an asking price of $599,000.

The brokerage has added to its new central agency listings for sale the 145-foot (44m) Christensen M/Y Aghassi for $14.9 million and the 120-foot (36.5m) Christensen M/Y First Draw for $8 million (both with broker Mark Elliott and co-listed with Cambridge Yacht Group) and the 100-foot (30m) Broward M/Y Situations with David Nichols for $1.4 million.

Fraser Yachts has recently sold the 164-foot (50m) Codecasa M/Y Grace E with an asking price of $18.5 million by brokers Penny Parrot in Ft. Lauderdale and Jan Jaap Minnema and Antoine Larricq in Monaco; a 164-foot (50m) berth in Cap d’Ail with an asking price of 3.3 million euros by broker Richard Earp in Monaco; a 163-foot (49m) new-build Couach due next year with an asking price of 24.9 million euros by brokers Pierrik Devic and Dennis Frederiksen in Monaco and the 116-foot (35m) Falcon S/Y Ester with an asking price of 3.5 million euros with brokers Alain Tanguy and David Legrand in Monaco.

New to the firm’s central agency listings for sale include the 203-foot (62m) new build M/Y Turquoise built by Proteksan and due in 2016 with broker Stuart Larsen in Ft. Lauderdale for 32.5 million euros; the 177-foot (54m) Benetti new build M/Y Lady Michelle with Larricq in Monaco for 33.9 million euros; the 163-foot (49m) Benetti M/Y Taiba with Larsen in Ft. Lauderdale for 9.5 million euros; the 127-foot (39m) Feadship M/Y Go with Minnema in Monaco for 21.9 million euros; the 125-foot (38m) M/Y Ligaya built by Ocean Pacific with broker Giulio Riggio in Spain for 4.4 million euros and the 106-foot (32m) M/Y Lady Ecosse built by De Beer with broker Thorsten Giesbert in Spain for 1.8 million euros.

Mississippi-based Trinity Yachts has signed a contract with long-time clients for a 193-foot (59m) tri-deck. The yacht will be built in Trinity’s New Orleans shipyard.

The new yacht will have six staterooms and a spa. Although the yacht will not charter, it will be ABS classed and MCA compliant for yachts over 500 IGT.

The 8-foot draft enables it to visit the owner’s favorite spots in the Bahamas. It will have a top speed of more than 19 knots.

The exterior will be designed in-house by Geoff van Aller.

A diesel-powered Novurania -- capable of carrying the entire owner’s party ashore -- will be housed in a garage in the stern.

The yacht is due for delivery in 2015.

Sales for motoryachts Mr. Terrible, Beothuk,The Bee’s HoneyBOAT BRIEFS, from page B7

See BOAT BRIEFS, page B9

The Triton www.the-triton.com April 2013 B�BOATS / BROKERS

All Ocean Yachts and Inace Yachts have launched the 126-foot (38.5m) M/Y Batai, the second in a series of explorer yachts designed by de Basto design. The first one, M/Y Far Far Away, is a 120-foot version and was delivered last year.

Batai is powered by twin cat engines and has a full displacement steel hull with bulbous bow. It is built to Lloyds class and MCA, and has a 7,000nm range.

Churchill Yacht Partners has added to its charter fleet the 108-foot S/Y Marae, ex-Paraiso, built by Alloy Yachts. It runs with a crew of four and will be available in New England this summer and the Caribbean next winter.

Moran Yacht & Ship has added to its new central listings for sale the 114-foot (34.7m) Moonen explorer M/Y Beluga for 10.6 million euros.

Yacht designer Ron Holland has designed a 110-foot yacht using an existing Rayburn Yachts hull.

The hull, originally developed by the late Ed Hagemann, was designed to be an efficient and seaworthy hull suited for a range of uses, Paul Rayburn said.

“Based on the accolades from captains and owners of the existing sister ship hulls I felt that this new design was a natural fit,” he said.

There are two design concepts available. The first, an adventure platform with a large exterior aft deck capable of carrying a personal submersible. The second, more of a standard cruising yacht with rugged style.

The concept was developed at the suggestion of Freedom Marine’s Don Young and David Campbell during a meeting between Rayburn and Holland at the Fort Lauderdale International Boat Show in October. Asking price for the hull is $600,000. For more information, visit www.

boatingfreedom.com Fulvio Dodich has been appointed

new CEO of Italian boatbuilder Sanlorenzo.

In 2002, Dodich became CEO of Ferretti Yachts, Mochi Craft and Custom Line. In 2006, he became managing director of Ferretti Spa, the Ferretti Group’s holding company. Since 2008, he has been an acquisition consultant.

In a statement, Dodich said he plans an aggressive approach to growth, including new models and the strengthening and enlargement of the dealer network, especially in emerging markets in China and Latin America.

Chairman Massimo Perotti said his company’s focus the past year has been expansion through the acquisition of new shipyards.

In other company news, the Sanlorenzo SL94 yacht won its second environmental award from the Union Internationale Motonautique (UIM).

The 28.6m SL94, launched in August 2011, best exemplified the increasing environmental awareness of the yachting industry. In particular the judges pointed to the electronic probes used to monitor and prevent oil spillage and the electric actuators used to avoid hydraulic oil leakage from the steering systems, according to a company statement. Other environmentally friendly systems are the climatization plant optimization and the low energy lighting system.

The fibreglass hull was also produced in a low-emissions manufacturing process: the deckhouse and deck are made using vacuum-infusion resin, and the entire hull is built with the vacuum-infusion process – using vacuum bags for PVC bonding.

Bob Peterson has joined Florida-based builder Kadey-Krogen Yachts as a sales executive in its corporate office in Stuart. His wife, Jeni, has also joined the company.

Peterson began cruising in the Pacific Northwest from Oregon to Canada and the Inside Passage. He and his wife took their two young children on a year’s trip to Mexico on a motoryacht.

In 1974, they built a 94-foot brigantine and with 10 teenagers sailed from San Diego to Acapulco, across the Pacific to the Marquesas and Society islands, and back to San Diego. In 1978, they passaged aboard their U.S. Army-built 148-foot cargo vessel around the coasts of Mexico and Central America to the Caribbean through the Panama Canal.

By 1996, Bob and Jeni headed up the Micronesian Maritime and Fisheries Academy.

All Oceans launches Batai, Sanlorenzo gets new CEOBOAT BRIEFS, from page B8

B10 April 2013 www.the-triton.com The Triton

the sinking of the tall ship, which was built for the 1962 film “Mutiny on the Bounty.” It was also featured in films such as “Treasure Island” and “Pirates of the Caribbean: Dead Man’s Chest.”

The panel is tasked with making recommendations on whether any policy changes are needed to prevent similar incidents. In addition, it may recommend criminal charges if wrongdoing or negligence is found.

The HMS Bounty departed New London, Conn., on Oct. 25 as Hurricane Sandy was moving up the eastern seaboard. She sank four days later about 90 miles off the coast of Cape Hatteras, N.C.

U.S. Coast Guard helicopters and rescue swimmers were able to save 14 of the 16 crew. In addition to Walbridge, the great-great-granddaughter of the infamous Fletcher Christian, Claudene Christian, 42, succumbed to injuries received during the ship’s evacuation.

During the week-long schedule of interviews, the panel heard testimony from other tall ship captains. Capt. Dan Moreland, master of the Picton Castle, testified that he decided not to depart from Nova Scotia until the storm had passed. Capt. Jan Miles, master of the Pride of Baltimore II, kept the ship tied up in Baltimore.

The panel also heard from Commander James Mitchell, search and rescue coordinator for the USCG North Carolina sector. Cdr. Mitchell testified that other vessels were trying to avoid the storm. The nearest U.S. Navy ship at sea was about 260 miles from where the HMS Bounty sank.

The ship’s chief mate, John Svendsen, testified that Capt. Walbridge favored trying to repair the HMS Bounty’s failing systems instead of abandoning ship. Capt. Walbridge twice turned down Svendsen’s recommendation to evacuate before agreeing to it. However, these recommendations were made within two minutes of each other and long after any type of orderly evacuation could be initiated.

Todd Kosakowski, a project manager at Boothbay Harbor Shipyard in Maine, testified that he warned Capt. Walbridge about significant rot in the ship’s wood frames. It was also noted that the crew was instructed to use household caulking for the repair of the hull below the waterline.

Testimony by Tracey Simonin, the HMS Bounty Organization’s director of shoreside operations, revealed confusion about the ship’s status as it related to tonnage certificates, maintenance, classification, flag-state, and who may or may not be in charge of repair work aboard.

In July of 2011, at the urging of the

U.S. Coast Guard, Simonin walked through a new tonnage certificate issued by the American Bureau of Shipping (ABS). During a visit, inspectors noticed a change to the ship’s construction, specifically the removal of a tonnage opening. This modification was not reported to ABS.

The new admeasurements made the ship subject to SOLAS, MARPOL, and other international conventions. The HMS Bounty Organization appealed to the U.S. Coast Guard. A year later, it changed the vessel back and received a new tonnage certificate that brought it back to the U.S. tonnage measurement, but it would seem that for a year, Bounty operated in violation of IMO regulations.

Multiple surviving crew members recalled their efforts to repair the ship’s systems during the storm. It was reported that bilge pumps were unable to keep pace with the amount of flooding. The investigating panel also determined that the majority of the crew had never been to sea or had minimal experience at sea on a tall ship. Interviews also revealed that emergency drills, including those for abandon ship, were only verbally discussed and never conducted in real-time scenarios.

Owner of the HMS Bounty, New York executive Robert Hansen, invoked his Fifth Amendment rights against self-incrimination and declined to testify before the panel.

While the investigation is expected to take several more months before conclusions are released, it is extremely important for the facts of this accident to be acknowledged. In the yachting industry, many tend to feel a type of invincibility. “We’re a yacht; that could never happen to us.”

The name HMS Bounty can be easily exchanged with any yacht, commercial or private. The level of complacency and assumption exhibited by the crew could have been avoided. Ignoring critical issues or not relying upon your own level of knowledge can have life-altering effects.

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.

Testimony highlights crew decisions, structure, statusRULES, from page B1

FROM THE TECH FRONT: Rules of the Road

The Triton www.the-triton.com April 2013 B11

No engine alarms to alert crewhatch, they observed that the steering room was also partially flooded (30-40cm) without any flooding detection alarm actuation. As the companion hatch was opened, the water was running from beach club 2 to the steering room and the alarm set off.

Chief M1 went back to the engine room and started to pump. The watertight door to access the hi-fog room was then closed by an engineer.

The master mechanics went up to the bridge to report. The first officer and the master mechanics (also without handheld VHF) went to inspect beach club 1 using the outside starboard staircase; taking advantage of a lurch to port, he opened the watertight door, and observed about 1m of water.

Soon after, the first officer and the master mechanics carried on a second investigation in beach club 1, after they had put on their survival suits. It appeared that the height of water was the same.

Due to the tacking, the list shifted to starboard and increased suddenly. Water from the sewage tank flooded the engine room.

At 3:25 a.m., DPA contacts Athens company to charter a salvage tug.

At 3:40 a.m., the hi-fog room located aft of the engine room was flooded. The draining pumps ran dry.

At 3:45 a.m., the Lloyd open form contract was confirmed and the salvage tug went under way.

At 4:28 a.m., mayday issued.At 4:40 a.m., vessel and DPA have

last satellite communication.About 6 a.m., crew attempt to reach

liferafts aft of the sundeck through the lounge but the two glass windows were blocked closed by the list. The crew found refuge in the superstructure.

At 6:43 a.m., the first helicopter cancelled due to a technical failure.

At 6:47 a.m., last mobile phone communication between the master and the DPA.

At 7:45 a.m., the second helicopter was on task. Two crew were winched from the superstructure. As weather conditions deteriorated (snow and hail) the six other crew jumped in the water to be winched up.

At 8:50 a.m., all crew were in the helicopter bound to Skyros.

At 11:04 a.m., the 406 MHz beacon ceased to transmit.

Yogi had two wide access shell doors at the level of the lower deck. The side door on starboard allowed pleasure boat movements from beach club 2. The stern door was used to store

SINKING, from page B1

See SINKING, page B12

FROM THE TECH FRONT: The sinking of Yogi

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

Flooding of aft compartments to blame

two retractable swim ladders. It was accessible from beach club 1. Both doors opened downward and outward.

Fitted with joints, they were watertight and weathertight. An inclining experiment was done on March 17, 2011.

Damage stability was subjected to several propositions, which were linked to the definition of the watertight compartments proposed by the owner and for which the classification society asked the flag state advice. Indeed, at first, compartment beach club 1 and beach club 2 constituted one compartment (no tightness between the 2 compartments). This arrangement was not compliant to the damage stability criteria.

Watertightness between these compartments had been restored by a watertight hinged door. The compartmentation as well as the watertight doors location was subjected to a new examination after which it had been asked: “Given the type of door fitted between compartment 1 (described as beach club 1) and compartment 2 (described as beach club 2), the damage stability analysis should consider the case when these two compartments are flooded. This door would have to remain closed when the vessel is under way.”

Damage stability had been analyzed. The watertight bulkheads of the vessel should be so arranged that minor hull damage that results in the free flooding of any one compartment will cause the vessel to float at a waterline which, at any point, is not less than 75mm below the weather deck, freeboard deck, or bulkhead deck if not concurrent.

However, the classification society took into account the flooding of only one beach club and not both.

Two months after the delivery, Yogi had a technical call in June 2011 to sort out a problem on the air conditioning system and to repair damages caused by a leak of refrigerant. Some deficiencies noted on the stern door had been corrected.

In addition, a 200-liter tank to collect the dripping from the beach clubs had been installed aft of the steering gear in compartment 03. The installation required the modification of the draining circuit. These important modifications do not appear on plans, and the ABS company and the French administration were not informed.

Works were scheduled during the warranty survey done at the shipyard from October 2011 to February 2012. The major works were to recoat the vessel and to take down the stern door to refit the swim ladders chests, and it was necessary to punch the two hinges.

However, a projected work list to be done shows a specific request linked to the vessel instability (new inclining

experiment), problems of submersion of the freeboard marks for some particular loading cases and a request to study an additional VIP cabin.

Loss of stability led to sinkingThe foundering of the vessel can be

explained only by a fast deterioration of the stability, due to a progressive flooding of the three compartments of the aft zone, according to the report.

The gas leak in the starboard engine due to the crazing then cracking of the expansion ring had been preceded by no alarm. BEAmer had been informed of a similar failure on M/Y Petara (the rubber expansion ring, which melted at near 600 degrees C, had been replaced by a metallic ring). As the engineers did not have time to make a repair, the starboard engine was not restarted.

The engines were set at 60 percent of maximum load. The sea state and vessel motions did not require to reduce speed. BEAmer does not consider the hypothesis of an air-blocked seawater circuit due to the vessel pitching and rolling.

On the other hand, BEAmer considers the hypothesis of an insufficient cooling seawater flow rate, due to strainer basket frame fit in the chamber without enough clearance as an underlying factor contributing to put the vessel in jeopardy. (See the builder’s response to this on page B13.)

The cooling temperature thresholds had been exceeded, without the telemonitoring device to allow the officer to anticipate an “auto shutdown” of the port engine and a major failure of the starboard engine. This malfunction is also an underlying factor.

The changes made to the superstructures led to a raise of the center of gravity. The additional keel does not appear on the as-built plans nor on the free-board report transmitted to the administration. Generally speaking, due to the absence of draught marks (to check the trim and the actual gross weight of the vessel), the stability calculations done on board lacked of precision.

The intact stability of the yacht appeared inadequate to the crew when the vessel was at sea: even when the wind was moderate the list taken by the vessel was noticeable.

When the master wrote the projected work list to be done in the frame of the warranty visit, he requested other inclining experiment to check the figures. This request had been rejected by Proteskan Turquoise project manager and suppressed from the final list of works to be done.

This intact stability situation is an underlying factor and points out vulnerability of the vessel.

The damage stability analysis has been impaired by an advice that was not acted upon, which stated the analysis should take into consideration

the case when both beach clubs would be simultaneously flooded.

It is probable that criteria would not have been met if this analysis had considered this requirement. This had been confirmed by the inability of the vessel to right after the list to starboard had increased.

Considering the presence of 10cm (up to 30cm or more) of water in each of the beach clubs, it appears that the vessel could not right herself.

This small reserve stability had been an aggravating factor of the flooding of contiguous compartments.

The side doors located under the level of the free-board deck have to be watertight. The sill of the side doors was under the waterline yet the detailed plans show that the door internal lower sills, protected by a seal, were above the deep waterline (DWL).

However BEAmer observes that International Convention on Load Lines (LL66, 1988 protocol) is not referred in division 242 although it seems particularly relevant in the case of big size side doors opening to watertight compartments.

Although it was not part of the planned warranty work list, the disassembly of the stern door had been difficult. These difficulties resulted in meticulous watertightness control, both in the shipyard and at sea.

To remain undetected, a water leak should have begun only shortly before the engine failure, with an important flow rate. Moreover, when the height of water is higher than several dozens of centimeters, its origin cannot be identified anymore.

A tightness failure of the stern door seal is the first hypothetical factor of the flooding of Yogi.

The officers on watch had never been alerted by the flooding alarm of the steering room. Given the vessel motions and the height of water observed during the investigation, it should have gone off. This malfunction is the second hypothetical factor contributing to the flooding.

The modified draining circuit of the three aft compartments constitutes a “weak link” that could have initiated the spreading of water from one compartment to the two others, through a siphon effect in case of an overflowing of the drips tank, and following the flooding of beach club 1. This malfunction constitutes a third hypothetical factor.

BEAmer observed that the crisis had been managed without unnecessary risk-taking and with cold-blood by the crew, under the master’s authority.

Read the full report at “Yogi report” on www.the-triton.com.

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

FROM THE TECH FRONT: The sinking of Yogi

SINKING, from page B11

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

Proteksan: Yogi reportincomplete

Mehmet Karabeyoglu, managing director of Proteksan-Turquoise, issued this response. (It has been edited for space. Read the full response online.)

“A significant number of our comments on the draft have been not taken into account in the final BEAmer report, nor are they acknowledged. For example, in the draft report, BEAmer mentioned that the speed of Yogi was 16.7 knots at a 60 percent load on the engines. We advised them that the loading was incorrect. If the 16.7 knots speed was correct (which we believe it was) then the correct engine loading would be 100 percent; pushing any vessel in those conditions at 100 percent load is not wise.

“When we read the draft report, we thought that it was impossible to open [the outside watertight door] inwards against 1m of water. We calculated the force needed to open the door. With the assumption there was no water in the staircase, if it is pushed on the handle at the center of the door, 460 kilograms [of] force is required to open the door. If it is pushed on the farthest edge, 230 kilograms [of] force is required. In the final report after we pointed out the amount [of] force needed to open the door, new words were introduced into the report that state there was a lurch to port [that] forced the door open.

“But instead of looking at these human issues in any serious detail, BEAmer has chosen to concentrate on stability issues. The yacht was delivered in May 2011 and cruised extensively during the entire summer season. When she was at the yard for warranty repairs, initially the owners wanted to repeat the inclining test and, yes, that was on the original warranty list. When we received the final warranty list, the request for the stability test had been removed by the owners.

“Following a short sea trial, the warranty list was signed off and Yogi left. There was never a suggestion that the yard had refused a stability test and there was no reservation on the warranty list relating to stability. We can only conclude that stability was not an issue, otherwise the captain would not have sailed for months if he had doubts about stability and certainly would not have sailed into poor weather after the warranty work if he had serious concerns about stability.

“It is hard to fathom how water flooded into watertight compartments. The yacht had electrical power right up until the final sinking; why weren’t all three bilge pumps operated to try and save the yacht?”

FROM THE TECH FRONT: The sinking of Yogi

B1� April 2013 www.the-triton.com The Triton

April 1-4 Work Boats Exchange, Ft. Lauderdale. Event for commercial fleet representatives and marine suppliers. www.exchangeevents.net

April 3 Networking Triton style (the first Wednesday of every month) with Dockwise, Ft. Lauderdale from 6-8 p.m. See C2 for more details and stay tuned to www.the-triton.com.

April 4 The Triton Bridge luncheon, Ft. Lauderdale, noon. This is our monthly captains’ roundtable where we discuss the issues of the industry. If you make your living running someone else’s yacht, this is for you. Space is limited.

Contact Editor Lucy at lucy@the-triton.com or 954-525-0029.

Apr. 6 Westrec annual Sunrise Harbor Marina Captain and Crew Appreciation Party, Ft. Lauderdale. www.sunriseharbormarina.net

April 9-11 Marina Service Manager course, Portsmouth, RI. For leadership, human resources, job estimating, budgeting. For more contact +1 954-654-7821 or info@ABBRA.org.

April 11-14 China (Shanghai) International Boat Show. www.boatshowchina.com

April 12-14 South Carolina In-Water Boat Show, Charleston, SC.www.scinwaterboatshow.com

April 13-14 Essentials of household and estate management seminar, Ft. Lauderdale. Sponsored by Domestic Estate Managers Association. domesticmanagers.com

April 13-21 Monte-Carlo Rolex Masters Tennis Series, Monte-Carlo Country Club, Monaco.www.monte-carlorolexmasters.com

April 16-21 America’s Cup World Series, Venice, Italy. Combination of practice and championship racing, with practice sailing. www.americascup.com

April 18-21 Antibes Yacht Show, Port Vauban, Antibes. With focus on larger vessels with expanded refit and services. info@antibesyachtshow.com, antibesyachtshow.com.

April 18-21 Boat Asia, Marina at Keppel Bay, Singapore.www.boat-asia.com.

April 18-23 Antigua Classic Yacht Regatta, Antigua.www.antiguaclassics.com

April 19-21 Suncoast Boat Show of Downtown Sarasota, Fla.www.showmanagement.com

April 21 Annual Day at the Docks, San Diego Sportfishing Landings, Point Loma, Calif. Event signals the start of Southern California’s fishing season.www.sportfishing.org

April 27-May 3 Antigua Sailing Week. www.sailingweek.com

April 25-28 Cruisers University, Annapolis, Md. Expert instruction in a wide range of subjects pertinent to long-range cruising. Contact +1 410-268-8828 or info@usboat.com.

April 29-May 3 25th MYBA Charter Show, Genoa, Italy. Trade-only show dedicated to charter professionals and superyachts with Chefs’ Competition.www.mybashow.com

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

May 1 Networking Triton style (the first Wednesday of every month) in Ft. Lauderdale from 6-8 p.m. Stay tuned to www.the-triton.com for more details.

May 2 The Triton Bridge luncheon, noon, Ft. Lauderdale. Yacht captains only. Request an invite from Editor Lucy Chabot Reed at lucy@the-triton.com or 954-525-0029. Space is limited.

May 9-11 Monaco Grand Prix, Monaco. Hosted by Automobile Club de Monaco, for ticketing and more see www.acm.mc.

May 14-19 16th annual Trawler Fest, Anacortes, Wash. A celebration of the cruising-under-power lifestyle. Trawler Fest is produced by PassageMaker Magazine. For more details visit

trawlerfest.com or call 1 888-487-2953.

May 14-16 American Superyacht Forum, Las Vegas. Join 300 delegates for large yacht topics of the day.www.superyachtevents.com

May 14-19 America’s Cup World Series, Naples, Italy. Each regatta is a combination of practice and championship racing, with practice sailing. www.americascup.com

May 15 Networking Triton style in Ft. Lauderdale from 6-8 p.m. Stay tuned to www.the-triton.com for more details.

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

May 22-23 4th Annual Tackling Kidnapping, Hijack and Hostage-taking, London. The conference is for operators, industry associations, security organizations, insurance and coastguards. Seminars include international cooperation, naval protection, security, preventative measures and funding policing. www.quaynote.com, info@quaynote.com.

May 23-26 25th Sanctuary Cove International Boat Show, Queensland, Australia. The largest on-water display in the Asia-Pacific region with 400 exhibitors. www.sanctuarycoveboatshow.com.au

June 2-7 30th Treasure Cay Billfish Championship, Abaco, Bahamas. Four days of fishing, a lay day, social parties, dinners and competitions.www.treasurecay.com

June 18-19 8th annual Future of Superyachts, Mallorca, Spain. For lawyers, service providers, brokers, managers, builders, refit and design companies, technology developers and suppliers, owners` representatives, crew companies and captains. www.quaynote.com, info@quaynote.com.

CALENDAR OF EVENTS

Seminars, forums, courses highlight education this Spring EVENT OF MONTH

April 10 Triton Expo Lauderdale Marine CenterFt. LauderdaleJoin The Triton and colleagues for valuable networking with exhibitors. Enjoy food and drink, make new connections, find old friends and enhance your career. 5-8 p.m. No RSVP required.www.the-triton.com.

MAKING PLANS

June 17-20Newport Charter Yacht Show Newport, RI

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

The Triton www.the-triton.com April 2013 B1�SPOTTED: Ft. Lauderdale, Bali

Triton Spotters

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

Capt. George Llop of the 131-foot Palmer Johnson M/Y Rasa has spent the past year in Indonesia and snapped this Triton Spotter with a captain in Bali’s fishing fleet in Benoa Harbor.

“I don’t know the captain,” Capt. Llop said. “I just though his boat had so much character that I asked him if he would pose for me. He was very happy to do it and even happier when we shared some soft drinks with him.”

Cory Waldman and David Morrison took a break from the “longest drive” on hole one at the 2013 Yachty Nationals Invitational on St. Patrick’s Day at Plantation Preserve Golf Course and Club in Plantation, Fla.

Although the golfers, captains and industry professionals, were interested in yachting news, reading The Triton had to wait until after 18 holes and an awards ceremony.

Proceeds from the raffle at the event went to Marine Industry Cares Foundation. See more photos on C11.

C Section April 2013

C2

Networking this monthJoin The Triton and Dockwise on April 3 in Ft. Lauderdale. C6

Navigation charts changeAnd so do paths in your life. Read tips to stay on course. C7

Time to hang up your hat?Retirement looks differentthan it did for your parents.C3

A stew’s tragic taleDrug and alcohol abusecan change lives.

TRITON SURVEY: Springtime in yachting

Yachts are all about specialty items. From interiors to cruising destinations to the finale of specialized cuisine. Among the

specialties that have been chefs’ darlings for years are micro greens.

What are micro greens? Technically, they are lilliputan plants, the smallest of all plants, about an inch or two

long. Don’t make the mistake of

thinking that micro greens are sprouts. Sprouts are germinated in water, not soil. They are grown in low light, making them more susceptible to E coli and bacteria. Sprout turn-around time from growth to harvesting is 48 hours; micro greens take one to two weeks.

Micro greens are very versatile and can add a flavorful twist to anything from appetizers to salad or simply add a garnish to any dish.

However, they offer so much more. Micro carrots are perfect atop a steamed, stuffed cabbage with carrots and foie gras. Try micro pea shoots atop that tuna you are serving with regular peas. Other common varieties include amaranth, basil, beet, celery, parsley, radish, and cilantro.

Micro greens lend themselves to a lot of uses and not just decoration. Throw them into soups for a fresh spring look or atop a chicken or lobster salad. Incorporate them into sandwiches for a more healthy approach to dining. If you have a shaved salad of kohlrabi, then use kohlrabi

Micro greens are perfect as specialty item onboard

Culinary Waves

Mary Beth Lawton Johnson

See WAVES, page C6

By Lucy Chabot Reed

As South Florida prepared for two boat shows over as many months this spring, shipyards around Ft. Lauderdale have been busy, which isn’t completely unusual.

But we noticed that not all those yachts in the yards were prepping for a show. Many were large charter yachts that we would have expected to still be in the Caribbean. Some had actually recently sold.

So we thought we’d ask yacht captains what they were up to this spring, whether it be yard time, cruising or the recently typical syndrome of sitting at the dock, waiting for that call from a broker that the yacht has sold.

What are you doing this spring?The largest group – 41 percent of

respondents – is in the shipyard for repairs or refit. So our first thought that the yards are busier this spring seems to be holding true.

“We thought the yard would be quiet this time of year, but we noticed how busy it stayed and were wondering the same things you were,” said the captain of a yacht 120-140 feet who is in the shipyard this spring.

“The boat is heavily for sale,” said another captain of a yacht 120-140 feet, also in the shipyard. “We’re applying massive amounts of lipstick on the pig.”

The next largest group, however, with almost as many respondents – 40 percent – is out cruising with the owner and/or guests. Even though that result doesn’t support our hypothesis, we’re thrilled owners are out and about using their vessels.

More than a fifth of respondents said their yacht was sitting at the dock with no plans or waiting for sale.

“My boat is mothballed,” said that captain who’s yacht is “heavily for sale”. “Has been for more than three years now.”

“I noticed a quite a few boats returned from the Caribbean early to the yards,” said the captain of a yacht

larger than 200 feet. “The owner of this vessel has not used it for a year now as it is awaiting sale. We worked out the benefits of using it while waiting but the costs and wear on the machinery meant we have stayed idle instead.”

About 12 percent are preparing for the summer season, presumably not in a shipyard.

And finally, just 6.9 percent of our respondents indicated they were chartering this spring, which unfortunately does support our hypothesis that more yachts seem to be in the shipyard than out with charter guests.

And one respondent indicated that he was out helping the owner find a new yacht. Huzzah.

While the spring is a long time, yachts can do more than one thing, so we asked specifically Have you been getting work done on the vessel this spring?

Eighty percent are.So then, of course, we wanted to

know what sort of work?

The largest group of captains — nearly half of our respondents — were simply getting a jump on regularly scheduled maintenance, hopefully in preparation for their summer cruising plans.

But close behind were those in the midst of moderate repair and refit work (29 percent), including partial paint jobs and bottom jobs. We also included five-year survey work in this category.

Some captains noted they were accepting new tenders and television satellite systems, conducting “ER beautification” and sanding teak decks. We classified all these as moderate projects as most of them were being carried out in conjunction with other work.

About 20 percent of respondents were managing smaller scale repair and refit work, including upgrading electronics, varnish and engine maintenance.

“Trying to keep costs down,” said the captain of a yacht 80-100 feet.

Just 12.5 percent of our respondents said they were in a major refit.

For an indication of new yachts or new yacht sales, we asked about

The 53m Feadship M/Y Kisses was one of four Feadships that Derecktor Shipyards had hauled out at the same time in mid-March, a time when many yachts are often out cruising. PHOTO/LUCY REED

See SURVEY, page C8

Where are the yachts? Yard, charter, dock

C11

C2 April 2013 www.the-triton.com The Triton

Join us for our monthly networking event on the first Wednesday of the month, April 3, with Dockwise Yacht Transport of Ft. Lauderdale. There

will be music, light fare, adult beverages and lots of people to meet and network with. And DYT has gathered some nice door prizes so join us from 6-8 p.m. around the fountain in The Quay, on the east

end of 17th Street near the bridge.These monthly events are designed

for everyone in the yachting industry to meet and mingle. Until then, learn more about our sponsor, DYT, from PR/Marketing Officer Catalina Bujor.

Q. So tell us about Dockwise.Dockwise Yacht Transport (DYT)

is best known for its orange yacht transport ships that sink, on purpose, so yachts can access their assigned positions onboard the dock bay, which is a process unique to our company.

Our global yacht transport routes for the semi-submersible fleet currently focus on seasonal trans-Atlantic crossings to/from the U.S. East Coast to the Mediterranean, via the Caribbean, and an annual shuttle direct from the

Caribbean to/from Newport.We also have an annual sailing to/

from the Pacific West Coast and South Pacific originating in Palma with stops in Martinique and Port Everglades, arriving in Brisbane and Auckland.

With additional lift-on/lift-off offerings, DYT has serviced more than a dozen ports around the world.

Since its maiden voyage in 1987, we have transported more than 12,000 motor and sailing yachts.

Q. How does the process work?We use yacht carriers that can load

and discharge using the float-on/float-off method. After deck preparation, which includes the installation of keel-block cradles and supports to the deck of the carrier, the vessel is submerged into a “floating marina” that allows for easy loading. When all yachts are moored in their position, the carrier starts her de-ballasting operation.

Once the deck is dry, the yachts are secured to the deck and are ready for a safe crossing. During transportation, the yachts are stowed between the yacht carriers’ bulwarks, protecting them from the elements.

Q. What should crew do to prep the yacht?

Secure everything. No matter how far the boat is traveling, one should secure it as if it were crossing an ocean. Secure hatches with tape to avoid leaks

and possible rainwater damage and latch all cabin windows. Tape interior cabinet doors shut, securely close the cabin doors and lock all exterior doors.

The yacht can be protected with shrink wrap. Vulnerable areas such as teak and non-skid surfaces are recommended to be covered. Cover stainless steel and chrome fittings or apply an insulator wax.

Deliver the yacht as light as possible, including a minimum of fuel and water.

Q. What’s it like on a crossing? Yachts 90 feet or larger are allowed

a rider. While lounges, swimming pool, fitness room and a mini-theatre may be available onboard the new yacht carrier, Yacht Express, assigned riders sleep onboard their yacht, which is hooked with water and electricity. Meals are served in the ship’s dining room three times a day, prepared by Ukranian crew and is considered comfort food. Riders with dietary need should bring their own items. A satellite phone is available, so have some cash on hand to settle the tab at the end of the voyage.

While under way, riders may perform light maintenance and detail work. The rider is responsible for washing down the yacht during transit. Consumption of alcohol is prohibited.

Q. Any new routes?We have been offering a more

flexible option of transporting yachts

via the lift-on, lift-off method (using cranes) using third-party cargo ship operators for those clients who do not have time constraints and wish to have their yacht delivered to destinations not covered by our semi-submersible yacht carriers’ schedules. We are focusing on Dubai, in the UAE; Hong Kong, Singapore and Phuket in the Far East to/from the Med; and Northern Europe. We can tailor an itinerary to other destinations as well.

Q. In February, your parent company accepted an offer to be acquired by another company. Does that impact DYT in any way?

DYT is a wholly owned subsidiary of Dockwise Ltd., a Bermuda incorporated marine contractor providing transport services to the offshore, onshore and yachting industries as well as installation services of extremely heavy offshore platforms.

Its acquisition will not impact DYT in any way. DYT is going strong and will continue to service the yachting industry and do so with the same fervor and dedication as we have done in the past.

Triton networking with Dockwise Yacht Transport will be April 3 around the fountain at The Quay, 1535 S.E. 17th St. in Ft. Lauderdale (33316.) Contact +1 954-525-8707 and visit www.yacht-transport.com for more information.

Load onboard for Triton networking with Dockwise in AprilNETWORKING THIS MONTH: Dockwise Yacht Transport

Bujor

The Triton www.the-triton.com April 2013 C3XXXXXXXXXX

Last month’s Triton survey was about crew drug use. I was eager to write about it and realize that, as Lucy said in the preface to the article, The

Triton resisted addressing the issue because it was kind of like preaching to the choir.

There were some really great comments from the column last month, in case you missed it, and I am borrowing liberally

from them in this article. Yes, yacht crew work hard and long hours. It is commonly accepted that crew go off the deep end when they get free time. And I totally agree that if they return to the boat when they are impaired in any way, there could be serious consequences. Lives and jobs are at stake, even at the dock.

Perhaps drug use is not any worse in yachting than in any other industry, but people in other industries don’t live where they work. It’s much less likely that the guy in the office cubicle is going to put his co-workers’ jobs, homes, and lives at risk by using drugs. Yachting is not a 9-5 job and, as was stated, drug use endangers everyone on

board.One comment in particular really hit

home.“Sometimes, just bringing it to their

attention and letting them know that you know, and that you disapprove, may help them stop,” said the chief stew on a yacht 160-180 feet. “I worked on a yacht where a crew member was killed in an alcohol- and cocaine-related accident while off the boat. This person had just returned from company-paid rehab. We all discussed it openly and it was something that made the rest of the crew really think.”

That was my comment; that was me. I was that chief stew and I was really close to that guy. He was our chef. We had a great working relationship and, as chefs and chief stews so often do, we shared many parts of our lives. I knew he had problems, but so did I.

When you live and work together, you accept people in spite of the petty annoyances. The crew loved him, the owners and guests loved him, the check-out ladies at Publix loved him. Not only did his death make us think, it broke our hearts. It just about destroyed his parents. And you can imagine how the captain felt.

“Most people who use drugs and alcohol seem to think that the bad things – the overdose, the accidents – won’t happen to them.” Well, it can

happen to you.I’m not moralizing. I believe in free

will and responsible action like the rest of you. But here’s my other contribution to last month’s discussion:

“When I was younger, I used drugs and alcohol excessively, and I am not judging anybody. But I wish someone would have stepped in to help me. I wasted a lot of my life self-medicating. I know how difficult the yachting lifestyle is, but there are healthy ways to cope.”

I got into yachting when I was in my 30s, so I had already lived through that stage of my life. I worked in the oil and gas industry in Wyoming for six years as a heavy-equipment operator, a carpenter, a welder’s helper, and a pipefitter. On some jobs, we worked seven 14-hour days. That’s 84 hours a week.

I know all about long hours and unhealthy coping mechanisms. My sister worked with me on a big job in Colorado. There were lots of drugs available around that job site. I made it out alive, but my sister didn’t. She was killed in an alcohol-related, and likely drug-related, car crash.

You would think I would have learned my lesson from that, but I didn’t. I stopped using drugs, but not alcohol.

When I see someone abusing drugs

or alcohol, I totally get it. I have a tendency to look the other way at first, and then I have a tendency to try to fix the problem, and help them fix their life. What is really sad is that I don’t like to tell on anybody, even though I know I should, because I know where they are coming from. I’ve been in those shoes.

What is a stew to do? A stew is supposed to do the right thing, the honest thing, which is to take it to the person in authority, and to report any incidents or accidents. This takes courage and strength of character. But we are not born with this stuff; we have to learn it.

This is where senior crew/management need to not look away, but to look at other ways to cope in dealing with the stress of the long work hours and being confined to a relatively small space for an extended period of time with the same people. Maybe drug use is a symptom of some deeper issue, but it is almost always a symptom that someone’s life is out of balance. Let’s face it; the industry is out of control, in the work load and the travel schedule and the turn-around time for charters.

One of the healthiest things we can do as an industry is to be more reasonable with hours and working conditions. Depending on where you

Drug use impacts more when you work and live with users

See STEW CUES, page C4

INTERIOR: Stew Cues

Stew CueS

Alene KeenAn

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

are in the world, there may be local healthy entertainment in port. But one thing is for certain: there will always be drugs and alcohol.

Why isn’t there more attention paid to this subject? Illegal activities that impinge on the livelihood of others must not be condoned. Why do so many people get away with such behavior? Why doesn’t the maritime consortium provide more random testing, and harsher penalties so it will give the industry a more professional image? Isn’t it unfair that people who use and abuse drugs are allowed to work in the industry? Aren’t there are plenty of people who don’t use drugs who deserve those jobs?

Don’t ask me to answer those questions; I don’t have any room to talk. But I do have an opinion. There are probably hundreds of people every day who work in a chemically altered-state. Caffeine is a chemical. Many people take prescription drugs every day. Red Bull is legal.

The question is, how much is too much? When do we become a danger to ourselves and to those around us? Our bodies are not meant to work 14, 16, 18 hours a day for weeks at a time, and then party all night on top of that. But we do it, and drugs will help keep us going. We push and push and push and we destroy our health (and sanity).

I think what really has to happen is that people have to grow up and take responsibility for their lives. It usually happens eventually on its own accord, by the time we turn 35 or 40, but aren’t there things we could do to help the process along?

As several respondents said, “If you want to booze, get high or generally act irresponsibly, stay away from my source of income.” “If you cannot take responsibility for yourself, you have no business working on a yacht.” “If you decide to make this your career, then understand the laws and obey them. Simple.”

I especially like this one: “I used to give new crew a simple briefing: You endanger my freedom and livelihood with drugs, I break your legs. Deal?”

Owners need to support professional mariners in getting rid of drug users or alcohol abusers, whether they are guests or crew. Captains, officers and all of us have worked hard to obtain our credentials. Captains are responsible

for the safety of crew and vessel at all times. When crew abuse drugs and alcohol, we rarely, if ever, think about this part of the deal, because when we are in that phase of our lives we are selfish, inconsiderate, and a bit weak and insecure. We haven’t developed good character and strong moral fiber.

Let me tell you the rest of my story and then I will shut up. My second year in yachting I was in a car accident. I broke my neck. There was alcohol involved. I had two weeks in traction in intensive care with steel bolts screwed into my head, and then I had surgery and eight more weeks to think about it.

Like I said, you would think I would have learned. You see, there was a defining moment the night of my car accident. We were in Ft. Lauderdale and had gone to see a band in a local bar. At the end of the night, we had that

same conversation many of you have from time to time, out in the parking lot. “Are you okay to drive?”

Obviously, we had the wrong answer. I am very lucky to be alive, and not in a wheelchair.

I quit drinking for 11 years. Now I drink socially.

I know when I have had enough. My friends and I look out for each other, and we no longer let things get out of control. We would not hesitate to call a cab.

I never used to want anyone to know about those dark days in my life, because I felt afraid that I wasn’t setting a good example for somebody who claims to be an “ethics and etiquette” educator.

But now I feel differently. Maybe I am a good example, a good role model, because if nothing else, perhaps you can learn something from my mistakes. And if it sounds like I am preaching to the choir, I am.

In the end, it all comes down to the choices you make, minute by minute. Your life can be changed in a heartbeat. You have a job that others only dream about. These are the days of your youth, these are the days of wonder and glory. Don’t let them slip away.

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.

Personal tale of car accident brings reality to alcohol use STEW CUES, from page C3

There are probably hundreds of people every day who work in a chemically altered-state. Caffeine is a chemical. Many people take prescription drugs every day. Red Bull is legal.

INTERIOR: Stew Cues

The Triton www.the-triton.com April 2013 C�XXXXXXXXXX

Bone health, heart health, memory, muscle mass and even helping chemotherapeutic agents do their cancer-fighting job more effectively

have been ascribed to the benefits of an alkaline diet. Is it true? Would this diet benefit you? Read on.

Life depends on a balance of alkaline and acid, measured by pH. The pH level of our diet has undergone a huge change from

the days when our ancestors lived by hunting and gathering.

According to the scientific article “The Alkaline Diet: Is There Evidence that an Alkaline pH Diet Benefits Health?” published in the October edition of the Journal of Environmental Health, both the the agricultural and industrial revolutions have led to many nutrient changes that can affect the body’s acid-alkaline balance.

These include a decrease in potassium compared to sodium, an increase in chloride compared to bicarbonate, an inadequate intake of magnesium, potassium and fiber with an excess of fat, sugars and salt. Some say these dietary changes tend to favor the development of too much acid.

The assignment of a food as either alkaline or acid depends on the type of ash produced after a food is burned under laboratory conditions. Meat, fish, poultry, eggs, cheese, and grains produce acidic ash while alkaline-ash producing foods include most fruits (with the exception of prunes, plums and cranberries), green vegetables, peas, beans, lentils, spices, herbs, seasonings, seeds and nuts. In spite of what we eat, our bodies have a

remarkable ability to maintain the pH of the blood in a very narrow and healthful range. Anything too far outside of this range can have life-threatening consequences.

However, some initial research indicated that an alkaline diet may play a role in curbing osteoporosis. According to a position paper on vegetarian diets published in 2009 by the Academy of Nutrition and Dietetics, the high potassium and magnesium content of alkaline foods such as fruits and vegetables can help prevent bone loss.

Yet, the authors of the Journal of Environmental Health article mentioned earlier say that while there is no substantial evidence that an alkaline diet protects against osteoporosis, a diet with an ample amount of fruits and vegetables would improve the potassium-to-sodium ratio. This in turn may benefit bone health as well as reduce the muscle wasting found as we age and help to protect against other types of chronic diseases such as hypertension and strokes.

How much is ample? Current recommendations call for filling half of the plate with fruits and vegetables.

Fresh, frozen, canned, dried and juice, they all count.

Authors of the Journal of Environmental Health also came to a few other interesting conclusions about an alkaline diet. One is that an increase in growth hormone can improve heart health as well as memory. Two, that the increase in magnesium that comes from eating produce can benefit many of the body’s vital enzyme systems including activate vitamin D. Three, alkalinity may help chemotherapeutic agents that require a higher pH to work better.

The bottom line is that an alkaline diet is basically a healthful one. National nutrition organizations around the globe advise that we consume less animal foods and more plant foods such as fruits and vegetables. Since diet can’t substantially change blood pH, any sign of an irregularly high blood pH may signal bigger problems such as diabetes or kidney failure. In that case, it’s best to check with a doctor.

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

NUTRITION: Take It In

take It In

Carol Bareuther

Heart health, memory better in akaline diet

Most fruits and vegetables aid in alkaline diet. PHOTO/DEAN BARNES

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

micro greens to compliment them.When they first came out more

than 15 years ago in the United States, there was not a lot of variety, almost no variety as a matter of fact. That is not the case today. There are too many to name now that can be used to complement your cooking onboard.

You should know, though, that micro greens are not cheap. But let’s look at the pros and cons next time you come across them.

The cons: They don’t last. The minute they are refrigerated, they start to wilt. They are fragile. If you grow your own then it will cost you about $14 to $18 and more to get started.

The pros: Dense in nutrients, micro greens contain chlorophyll, phytonutrients and enzymes. For example, sunflower seeds contain as much protein as chicken. They also contain large amounts of zinc phosphorus, and inflammation-fighting enzymes.

We all know the nutritional benefits of wheatgrass and how it cleanses the body, detoxes and offers the benefits of chlorophyll. Did you also know it is considered a micro green?

Although we might think of pea shoots as long stalks with tiny pea tendrils on the end, reconsider them in this light: they contain more vitamins and nutrients than any fruit we can consume. Actually eight times more folic acid than bean sprouts and more than seven times the amount of vitamin C found in blueberries.

Unlike sprouts, micro greens are grown in soil, reducing the pathogens introduced by humidity and water.

Europe started the first living micro green sold in paper cups. Now that has spread and you can find them in specialty stores. If you can’t find them, look online for the grower, usually a farm that specializes in micro greens. Then you can have them shipped to you. Time is of the essence when dealing with micro greens.

If you can grow plants onboard, consider growing your own micro greens. They are easy to cultivate, harvesting at only one to two weeks of age. If allowed to grow, they are considered baby greens, such as the ones we find in a grocery store.

There are plenty of mail order stores that carry seeds for germination.

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

Fragile, costly but packed with nutrients

THE CREW’S MESS – BY CAPT. JOHN WAMPLER

IN THE GALLEY: The Crew’s Mess

Chimichurri Beef SteakIngredients:

2½ lbs of London broil1 bottle non-creamy Caesar salad

dressing½ cup fresh parsley, chopped2 tablespoons crushed red pepperSalt and pepper

Preparation:To make the marinade, mix all ingredients

(except the meat) in a gallon-size zip-top bag. Set aside 1/3 cup of the marinade.

Add the beef and marinade for six hours or overnight. I use zip-top bags to massage the beef while it marinates with no mess. This enhances the tenderizing of the beef.

Remove the beef and discard the

marinade. Place beef on grill over medium ash-covered coals. Grill uncovered for 16-20 minutes until medium rare, turning occasionally. For broiling, place on a rack 4 inches from heat source. Broil 8 minutes one side, turning once, and then 8 minutes on the other until the internal temperature of the meat is no more than 150 degrees.

Remove and let stand for 5 minutes before cutting diagonally across the grain. Serve with or without reserved marinade. Enjoy.

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

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

When cooking for one’s self or crewmates, simplicity is the rule. However, that doesn’t mean you have to sacrifice quality and taste.

What most supermarkets call London broil is not a cut of meat, but rather a type of cooking. It is typically a top round roast cut into smaller two-and-a-half-inch steaks.

This is a lean cut of meat, and it is moderately tough. Lack of fat and marbling makes round dry when roasted or grilled. It is best to marinate or slow cook with moist-heat or braising, such as in a crock pot stew or soup.

The Triton www.the-triton.com April 2013 C�XXXXXXXXXX

Recently, I had a conversation with a gentleman that was just getting started in his retirement years. He wanted retirement, he said, but he didn’t want

to retire. He was tired of a rigid daily routine and was looking forward to a more flexible and relaxed day.

To him, retirement did not mean to stop working, as his father had done.

For this gentleman, retirement meant doing something different. His concern was whether he had planned for inflation, the increasing cost of healthcare and other expenses. Like many others eligible for retirement, he was opting to continue to work because of unknown expenses and concerns over finances.

By sitting down and charting out a course, we determined that he could, in fact, retire immediately, but he would live on a tight budget. So instead we discussed a slow transition into retirement, giving him a chance to get used to retiring and also making his funds last longer. He agreed to not take on as many jobs and to be more picky of the jobs he did take, giving him time to take long weekend trips and enjoy free time without getting bored.

The result is that he is not as stressed about his finances now that he has a plan and knows that he can start taking a lot more time off without impacting his future finances.

I had a similar conversation with a couple in their 50s who faced retirement around the corner. They are a husband-and-wife team, always traveling. After looking over their portfolio, we mapped out a plan to transition them into retirement. They liked the idea of working hard for the next five years and socking as much away as possible to “retire” early.

Of course, in retirement, they would continue to do deliveries and work with less demanding vessels that didn’t require as much travel. While they wouldn’t be putting much new money away, that extra time would give the investments they had begun time to compound in value. (One way to calculate this is to visit www.ultimatecalculators.com/continuous_compounding_calculator.html.)

This couple had already accumulated about $150,000. They committed to investing an additional $50,000 a year for five years. By their

mid 50s, they would have a portfolio of about $430,000. This would be left alone to compound at 10 percent over 10 years with no additional investment contribution. In other words, they would live on just what they make working part time.

If they can do it, they will have a portfolio of $1.17 million upon retirement. That would give them $80,000-$90,000 of income a year without touching the principle.

As our life expectancy grows, our definition of what to do in retirement may change. Listening to the chatter in Washington, D.C., it is clear that the expectation of social security as a major component of retirement income is becoming questionable.

Many of my clients had no real idea what they would do for retirement. However, they understood that not having enough money was a limiting factor.

If you do not have a written plan for your retirement income and just jump on “the best investment of the day” with your investment dollars, then you will most likely not have an enjoyable retirement. Funding retirement requires getting help from a professional who is willing to take the time to understand your objectives.

In most cases, your plan requires frequent changes as investments change over time and preservation of existing money changes as you get closer to

retirement years. Time for me to step up on my

standard soapbox: If you don’t have a plan for retirement, get one. We all make plans to accomplish what we want but it is truly amazing the number of people who just ignore the need for a retirement plan. Consider that it is the longest and most expensive trip you will ever take.

If you are a yacht captain and the owner asks you to plan a one-year trip with a monthly budget to cover all costs -- and a bonus to you at the end if you make it happen -- how much planning will you do? Don’t make planning vacations more important than planning your retirement years.

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

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

PERSONAL FINANCE: Yachting Capital

YaChtIng CapItal

MArK A. Cline

Retirement doesn’t mean it’s suddenly time to stop working

Retirement is the longest and most expensive trip you will ever take.

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

Regular maintance

warranty work and things like surveys. About 8 percent were doing warranty work; just 6 percent were dealing with the yard work related to a sale, including haul outs and surveys.

We asked these same questions of our captains in relation to their peers: Among your yachting colleagues, do you know anyone who is getting work done on their vessel this spring?

The numbers were about the same; 77 percent said they knew yachting colleagues who were in the shipyard this spring.

But when we asked what type of work, the answers were a little different. It seems that our responding captains saw their peers doing more and bigger shipyard work than they were.

The two largest groups were tied at about 38 percent each getting small and moderate repair and refit work done, followed by those with regularly scheduled maintenance

at 29 percent.And our responding captains saw more

sales work being conducted – about 18 percent – than among their own work.

With moderate weather and fewer storms, spring is a popular cruising time. So we asked our captains If you have been working on the yacht instead of cruising, please tell us why.

Among the captains who have been getting work done (80 percent of our respondents), almost half say it’s because the owner just isn’t using it much.

“The boss just likes to sit and not do much as it costs more,” said the captain of a yacht 80-100 feet.

But the next common answer, by nearly a quarter of respondents, was that spring is their time for repair work.

“We always refit this time of year,” said the captain of a yacht larger than 220 feet. “This is actually transit time right now. Refit to follow.”

“We’re private and don’t do the Caribbean,” said the captain of a yacht 180-200 feet. “We had two months in the yard on preventative maintenance and then cruising Florida and Bahamas with the owners.”

“We cruise New Years through March and head to the yard for annual work in April/May before heading to New England for the summer,” said the captain of a yacht 80-100 feet.

There were a whole host of possible reasons we left off our list of possible answers, so almost 20 percent of our respondents chose “other.” Their reasons for being in the yard this lovely spring ranged from mechanical failure and preparing for a voyage to the South Pacific, to new boat warranty work and plain old it was just time for refit work.

“The boat required the work after being run too long without maintenance,” said the captain of a yacht 120-140 feet. “Projects uncovered additional problems so spring

trips were cancelled.”Fewer than 10 percent said it was

because they had too few or no charters.For those yachts and captains that have

been cruising this spring, we were curious how have the cruising areas been?

Most of our respondents said this spring’s cruising grounds have been average (41 percent) or slightly busier (25 percent).

“It’s been a very normal spring season,” said the captain of a yacht 120-140 feet.

“Florida will be busy,” said the captain of a yacht 100-120 feet. “Glad we already booked for the spring.”

About 19 percent said it was pretty slow, 13 percent called it “dead” and 3 percent classified areas as “crazy busy”.

In an effort to see if some areas marked a trend for being busy or slow, we also asked these captains where have you been cruising?

But their answers were all over the map. While most of our respondents have been

cruising in the Bahamas, the Caribbean and Florida this spring, their answers for how busy those places varied. The Exumas were equally classified as busy, average and slow. The Out Islands were called crazy busy but also slow. We don’t put much weight in these responses. Our question wasn’t specific enough to generate meaningful statistics.

We wanted, also, to try and put this spring’s cruising and yard time in perspective, so we asked What were you and/or the yacht doing at this time last year?

Most were doing what they are doing this year, cruising with the owners and guests and fitting in some shipyard time. But more were sitting at the dock last year than this year, which we will greedily accept as a sign that things are changing for the better in yachting.

Among those “other” replies, a few were getting ready for the boat show or getting

ready for the owner and some summer cruising. A few captains were between vessels last spring.

When we asked for any closing thoughts on this spring’s cruising or yard period, a few captains shared from the heart.

“Frustrating times,” said the captain of a yacht 80-100 feet

“Owners have no money,” said the captain of a yacht 140-160 feet. “We need a new [U.S.] president. It’s four more years of nothing.”

“Sell, baby, sell,” said another captain of a yacht 140-160 feet. “It’s time to move.”

Lucy Chabot Reed is editor of The Triton. 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, e-mail lucy@the-triton.com to be added.

Majority of yachts getting work done in spring: From refit, warranty, maintenance to salesWhat are you doing this spring (since the December holidays through to May?)

If getting work done this spring, what kind?

No -23%

Yes - 77%

Are any of your yachting peers getting work done this spring?

If yes, what sort of work are they doing?

Moderate refit

Small refit

Major refit

Warranty work

Sales work

In the yard

Cruising At the dock

Summer prepping

On charter

Other

Regular maintance

Moderate refit

Small refit

48%

29%

38%

29%

6%8%

13%

21%

38%

41%

22%

12%

7% 2%

40%

TRITON SURVEY: Springtime in yachting

SURVEY, from page C1

The Triton www.the-triton.com April 2013 C�XXXXXXXXXX

warranty work and things like surveys. About 8 percent were doing warranty work; just 6 percent were dealing with the yard work related to a sale, including haul outs and surveys.

We asked these same questions of our captains in relation to their peers: Among your yachting colleagues, do you know anyone who is getting work done on their vessel this spring?

The numbers were about the same; 77 percent said they knew yachting colleagues who were in the shipyard this spring.

But when we asked what type of work, the answers were a little different. It seems that our responding captains saw their peers doing more and bigger shipyard work than they were.

The two largest groups were tied at about 38 percent each getting small and moderate repair and refit work done, followed by those with regularly scheduled maintenance

at 29 percent.And our responding captains saw more

sales work being conducted – about 18 percent – than among their own work.

With moderate weather and fewer storms, spring is a popular cruising time. So we asked our captains If you have been working on the yacht instead of cruising, please tell us why.

Among the captains who have been getting work done (80 percent of our respondents), almost half say it’s because the owner just isn’t using it much.

“The boss just likes to sit and not do much as it costs more,” said the captain of a yacht 80-100 feet.

But the next common answer, by nearly a quarter of respondents, was that spring is their time for repair work.

“We always refit this time of year,” said the captain of a yacht larger than 220 feet. “This is actually transit time right now. Refit to follow.”

“We’re private and don’t do the Caribbean,” said the captain of a yacht 180-200 feet. “We had two months in the yard on preventative maintenance and then cruising Florida and Bahamas with the owners.”

“We cruise New Years through March and head to the yard for annual work in April/May before heading to New England for the summer,” said the captain of a yacht 80-100 feet.

There were a whole host of possible reasons we left off our list of possible answers, so almost 20 percent of our respondents chose “other.” Their reasons for being in the yard this lovely spring ranged from mechanical failure and preparing for a voyage to the South Pacific, to new boat warranty work and plain old it was just time for refit work.

“The boat required the work after being run too long without maintenance,” said the captain of a yacht 120-140 feet. “Projects uncovered additional problems so spring

trips were cancelled.”Fewer than 10 percent said it was

because they had too few or no charters.For those yachts and captains that have

been cruising this spring, we were curious how have the cruising areas been?

Most of our respondents said this spring’s cruising grounds have been average (41 percent) or slightly busier (25 percent).

“It’s been a very normal spring season,” said the captain of a yacht 120-140 feet.

“Florida will be busy,” said the captain of a yacht 100-120 feet. “Glad we already booked for the spring.”

About 19 percent said it was pretty slow, 13 percent called it “dead” and 3 percent classified areas as “crazy busy”.

In an effort to see if some areas marked a trend for being busy or slow, we also asked these captains where have you been cruising?

But their answers were all over the map. While most of our respondents have been

cruising in the Bahamas, the Caribbean and Florida this spring, their answers for how busy those places varied. The Exumas were equally classified as busy, average and slow. The Out Islands were called crazy busy but also slow. We don’t put much weight in these responses. Our question wasn’t specific enough to generate meaningful statistics.

We wanted, also, to try and put this spring’s cruising and yard time in perspective, so we asked What were you and/or the yacht doing at this time last year?

Most were doing what they are doing this year, cruising with the owners and guests and fitting in some shipyard time. But more were sitting at the dock last year than this year, which we will greedily accept as a sign that things are changing for the better in yachting.

Among those “other” replies, a few were getting ready for the boat show or getting

ready for the owner and some summer cruising. A few captains were between vessels last spring.

When we asked for any closing thoughts on this spring’s cruising or yard period, a few captains shared from the heart.

“Frustrating times,” said the captain of a yacht 80-100 feet

“Owners have no money,” said the captain of a yacht 140-160 feet. “We need a new [U.S.] president. It’s four more years of nothing.”

“Sell, baby, sell,” said another captain of a yacht 140-160 feet. “It’s time to move.”

Lucy Chabot Reed is editor of The Triton. 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, e-mail lucy@the-triton.com to be added.

Majority of yachts getting work done in spring: From refit, warranty, maintenance to sales

If yes, what sort of work are they doing? If you are getting work done on your yacht instead of cruising, why?

What were you doing this time last year?

Regular maintance

Major refit

Warranty work

Sales work

In the yard

Cruising At the dock

On charter

Other

Owner not using48%

Refit time24%

Other19%

Too few charters7%

No charters2%

TRITON SURVEY: Springtime in yachting

29%

18%20%

11%

47%

7% 7%

19%

32%

C10 April 2013 www.the-triton.com The Triton

I’ve done some interesting deliveries of yachts in my day. Some of these vessels were well equipped with the latest electronics for navigation,

updated publications and charts on board. Others, well, not so much.

If you need to navigate an inlet along a sandy coast, even a chart from a year ago may not be accurate. The sands are always

shifting, buoys get relocated and, in some cases, removed.

Navigating life can get like that as well.

A couple of years ago, I taught a coastal navigation class. This was hands-on coastal cruising, four students and me on a 50-foot sloop. We were on the Gulf Coast of Florida where the inlets are notorious for shifting and shoaling. This was a fairly new yacht with the latest electronics and big shiny GPS right in front of the helm, but the charts were a couple years old.

I had informed the students that these channels can change, so as we approached the channel for Longboat Pass, which is prone to shoaling and can test even a seasoned skipper on a rough day, I told the team they were in charge, that I would intercede only if needed.

It proceeded to get a little crazy. One student was sure we were at the wrong inlet and we had to keep sailing. Another was sure of our position but baffled by the marker positions. The student at the helm was staring at the GPS, which showed a straight channel heading in (which was not the case) and he wanted to trust that.

The debate continued as we sailed away from channel entrance. OK, time to step in. I had them tack back, confirm our position and identify the entry marker. We lowered sail and got the boat under control under power.

I then reminded them of the shifting channels and recommended they not trust the all-knowing GPS but to trust their eyes instead. Locate the red triangle day marks. Locate the green squares. Pay attention and proceed. The lesson was learned, and the following day they did a great job navigating a tricky channel in Tampa Bay.

Life throws us these shifting sands as well. The markers we expect to be there may be missing and our life map or chart suddenly seems not much help to us. We have shifted, just like the sandy inlet. Maybe some personal storms have changed our path. Perhaps our personal growth has rendered our old navigation tools less effective.

The good news is with that growth we can update the charts and our personal navigating tools with self-awareness, an open and flexible mind, and intuition. Our brains are wired to scan for stored experiences, to scan the old data to see if we have a solution there. Sometimes we do. Sometimes we do not. If we do not, the system needs updating.

Those of us who have been around the boating world for a couple of decades likely remember the Loran system. It was a radio tower-based navigation system, before the days of GPS. It was pretty good for near coastal navigating and it was all we had at the time.

Then, suddenly, we have a satellite system and GPS, which proves way

more accurate, and so Loran faded away. Are you holding onto a navigation system that wants to fade away?

If you find yourself inflexible and frustrated,

perhaps you are. If you’re a captain, maybe this new owner cannot be handled like the previous owner. Maybe this crew can’t be dealt with the way the old crew was.

I’m sure many veteran captains have seen how the details of the game have changed. So you adjust, upgrade your personal navigating system.

The same goes for crew. You may not be able to deal with your new captain the same way you related to your previous captain. Procedures may also be new and different on a new vessel. So you must adjust and adapt. Go with the changes. Work with the tides. Sail with the current. Go with the flow.

If you find yourself in new circumstances and what you’ve always done no longer fits, slow down for a minute and open up. Just like my coastal navigation students, take time to trust your senses and that inner GPS.

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.

For good journey, update your personal navigational charts

YACHT CAREERS: Crew coach

Crew CoaCh

rob GAnnon

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Captains and industry professionals hit the greens on St. Patrick’s Day for the 2013 Yachty Nationals Invitational at Plantation

Preserve Golf Course and Club in Plantation, Fla.The first place award went to Rickard Sandstrom, Kenny

Williamson, John Cummings and JD Ducanes (below); second place to David Morrison, Tim Morrison, Lawrence Miller and Cory Waldman; third place to Service By Air and and best dressed to M/Y Mary Alice.

Proceeds of $6,500 from a raffle and a putt competition were donated to Marine Industry Cares Foundation. PHOTOS/MIKE PRICE

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