Cruising to Alaska will be a bit of a rules challenge. A12-13
Far off track
Ft. Lauderdale shoots down new marina at old Best Western. A30 Vol. 4, No. 4
Tom Fexas’ design influence lives on after his passing.
SMALL VESSEL SECURITY SUMMIT
Best terror defense – an alert public The U.S government’s strongest tool in the fight against terrorism and the defense of homeland security is me. It’s you, too, and everyone who works and plays on the water. That was the message, repeated over and over during the twoday Small Vessel Security Summit put on by the U.S. Department Editor’s Notebook of Homeland Lucy Chabot Reed Security: that public awareness, education and reporting of suspicious behavior is the best way to stop terrorism. More than 400 people gathered for the summit in Washington, D.C., from June 19-20. They represented myriad segments of the maritime industry interested in small vessels including commercial fishermen, recreational boaters, passenger vessel operators, tug and barge operators, marine manufacturers and retailers, law enforcement and government officials. Four attendees, including me, were easily identifiable as representing the megayacht industry. The message of public involvement kept coming back as the No. 1 way to See SUMMIT, page A16
Trying to ID system failures in immigration ANOA, terror We received so many thoughtful comments from captains and industry leaders that we wanted to include some of them. We sought suggestions and solutions concerning the Advance Notice of Arrival (ANOA), terrorism threats, immigration, pilots, and clearing in processes. Some answered those questions, others simply wanted to note for the record why the current system isn’t working all that well. Comments have been edited for space and the identities of the respondents have been withheld for the sake of consistency. – Lucy Reed
The biggest problem is lack of communication between federal agencies. Having traveled around the Pacific – stops in Communist China (Shanghai), Hong Kong, The Philippines, Australia, Tonga, Fiji, Tahiti, and Galapagos – we were always greeted in a polite, professional manner, not like the ‘When one population is less governed than another population, that creates storm-trooper approach normally a soft area and a security risk,’ said Adm. Thad Allen, commandant of the U.S. in the United States. The owner of the vessel, who Coast Guard. ‘It’s a hard problem to fix, and that’s why we need your ideas.” For travels worldwide, has commented ideas from captains, see story at right. For ideas from the summit, see page
PHOTO COURTESY OF USCG
See COMMENTS, page A19
Captains weigh in on subcontractors, subs as crew, yard rules A couple of months ago, a group of industry leaders gathered in San Diego to talk about yachting. In one seminar, yard managers and owners took the liberty of beating up on crew and subcontractors. We have discussed yards and their management practices several From the Bridge times with Lucy Chabot Reed megayacht captains in this forum, so this month we raise the issue of subcontractors. (It is summer time in Ft. Lauderdale, after all.) What do captains think of subcontractors in yards?
“I’m all for them,” one captain quipped as everyone laughed. 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 A18. Let’s start with the basics. Who gets the subs for the work you need? “Typically, we get them,” one captain said. “The yards just require that they have insurance.” Some yards don’t allow you to bring in subcontractors, do they? “No,” another said. “We had to move to get some guys we wanted on board.” “When that happens, I sign them on as my crew,” one captain said. “I
contact the management company and get them on the insurance.” “And it saves the 20 percent, too,” another said, referring to the common and accepted practice of tacking 20 percent onto the invoice of any subcontractors not on a yard’s list of preferred vendors. “Twenty percent is pretty standard, and it’s posted for subcontractors not on the list,” a captain said. Several captains acknowledged they use the crew-list technique to get subcontractors on their yachts, adding as many as four or five “crew” members at any one time. One captain said he has the workers review and sign the yacht’s crew articles, then gives his crew list to the yard so the “crew” will
have access to the yard and yacht. Can’t the yard see through that? “Yes, but it relieves them of liability,” one captain said. “And they may not get the 20 percent, but they don’t have business walking out the door.” “You have to clarify that they are listed as crew and working under your discretion,” one captain said. “We pick them up and drop them off. We’re responsible for them. But every insurance underwriter is different.” “It all comes down to the American culture of suing everybody,” one captain said. There began a discussion of that never-endearing American trait, but it
See BRIDGE, page A18
A July 2007
WHAT’S INSIDE Betcha can ..., page A12
... clear in at Ketchikan, Alaska. Learn from one PHOTO/STEPHEN REED captain’s experience.
Advertiser directory C19 Brokers/Boats A12 Calendar of events B22-23 Classifieds C14-19 Cruising Grounds B1,16-21 Crew News A4,6,C6 Columns: By the Glass C9 In the Galley C1 In the Stars B15 Latitude Adjustment A4 Management C2 Manager’s Time C1 Nutrition C8
Personal Finance C11 Photography B14 Stew Cues C10 Well Read C12 Features A24-25 From the Bridge A1 Fuel prices B3 Marina News B11 News A1,9-11,14-23 Photo Gallery A26-27 Puzzles/answers C13/online Technology B3-10 Triton spotter A26-27 Write to Be Heard A28-31
A July 2007
Captains make tracks, miles and lots of wedding memories Capt. David Gaskins is spending his summer at the Burger Boat yard in Wisconsin awaiting the launch of twin 127-foot Burger tridecks. M/Y Areti I is to be Gaskin’s new command, based in Florida. Areti II will be launched in November and is headed to Europe. Latitude No images Adjustment yet, but Capt. Lucy Chabot Reed Gaskins says he’ll soon be looking for crew, so keep an eye on The Triton’s free classifieds (pages C14-19 this month and online anytime at www.thetriton.com). Capt. John Wampler wrote to us in June to announce he’s completed his 160th Florida-to-New England delivery. At 24 knots aboard a 2003 Ocean 57C with 1300hp Man engines, the trip took seven days, two inside due to high winds/seas. “The most expensive fuel (as always) was at Cape Marina in Cape Canaveral at $3.12, with the award for lowestpriced diesel going to Atlantic Shipyard at the Great Bridge Lock in Norfolk at $2.30 a gallon,” he said June began with Wampler preparing for his 161st trip, this time from Ft. Lauderdale to Atlantic City, N.J. Here’s to a fair wind and a following sea, John. (I’d wish for a change of scenery but I don’t want to spook the weather gods.) Freelance stewardess Dawn Kuhns (posing with her niece, Bubba) has taken on an amazing challenge – to walk more than 39 miles to raise money and awareness for breast cancer. I thought it an admirable quest, until I read more about her mission. Breast cancer takes the life of a woman every 14 minutes in the United States. About 40,000 women will die
this year from the disease (and about 450 men). For Kuhns, it’s an even more chilling story. “In my world, breast cancer has struck my mom, an aunt, a cousin and two friends,” she wrote recently on her Web site. “I want to do everything I can to help prevent and cure this disease that, quite frankly, really scares me – both for myself and for those I love.” Kuhns is on a yacht in the Med this summer and will be walking in Charlotte, N.C., in mid-October. She’s committed to raising $100 for every mile and is about halfway to her goal. To donate online, visit www.avonwalk. org, click on “Make a donation,” click on “donate to a participant” and search for Kuhns. Or e-mail her directly at firstname.lastname@example.org. Newlyweds Oliver and Hannah Dissman spent a wonderful couple of weeks honeymooning in Italy. They jump-started the trip with a few days in Amsterdam – a first for them; the experience was about as you’d expect – then drove more than 2,600 km exploring one charming little Italian village after the next, including Rome. We catch them here in Monaco on the weekend of the Grand Prix. This must be the summer of love. Capt. Ben Stanley, who recently took over the 73-foot Outer Reef Sea Star, tied the knot with his long-time partner Jo Springer, an employment
See LATITUDES, page A6
A July 2007
CREW NEWS: Eighth Man
From extra hand to specialist: Magney’s eighth man evolves By Lucy Chabot Reed It seems like a simple idea: Hire an extra person on charter to give regular crew a chance to rest. Nevermind that hours of rest are required by law, many busy charter yacht crew are willing to work the long hours for the gratuity at the end. Capt. Herbert Magney of M/Y Milk & Honey, a 125-foot charter yacht, flew his idea of that one extra person up the flagpole at his charter management company and got the OK of a charter in April. He justified it by showing how much work the person would do (standing night watch so the regular crew could rest) and pitch in at dinner so some crew could begin their rest earlier. [See the story on page A4, April 2007 issue.] In actual practice, the extra person can do much more than pay for himself in a refreshed crew and a few extra projects completed. The extra man has turned into a selling feature for charters. “It worked perfectly,” Magney said after the April charter that tested his theory. “And it has morphed into something I’m pushing with charter brokers.” His latest idea is to make that extra person a specialist of some kind. On a charter Milk & Honey is vying for, the guests plan to do a lot of diving. So Magney wants to hire a guide. Nothing new there; yachts do that all the time. That’s what gave Magney the idea of taking a specialist on every charter. If the next charter has a lot of kids, for example, the extra person will have life-saving skills and be dedicated to playing with the kids all day. If the charter after that includes a bunch of guys who want to fish, the specialist will have those skills and be dedicated to taking the guests, running the
tenders and handling all the gear. They don’t have muster duties, and they don’t have a job in fire drills and all that. They just cater to the specific needs of that charter’s guests. “That way I’m not killing crew members to do double duty,” Magney said. “What I’m not doing it taking crew away from their regular duties.” No one is balking at the cost of the extra person because it may very well mean more charters, less burnout in the long run and better service. On a recent charter of guests who enjoyed swimming, Magney’s crew loaded the dryer with a load of towels. Whenever a someone came in from a swim, they were handed a warm towel. A guest who was a veteran charterer noted that was a first for her. “If I can get someone with 20, 30 charters to have a ‘first’, I’m golden,” Magney said. “I can take a charter away from a 150-foot competitor because they can’t offer the service and I can.” Plenty of good ideas get tripped up in the realities of finding the perfect crew member, which seems exaggerated when a captain is looking for a specialist every week. But Magney said he finds these folks through schools and from resumes he’s collected. If he knows what he’s looking for – fishing skills, life-saving skills, ability to play a musical instrument such as for a possible upcoming charter – the perfect crew member is easy to find. “There are lots of people walking the docks looking for work who have a lot of these extra skills,” he said. “It gives people a chance to do something from their hobby list. And they don’t have to be great. They just have to be better than the charter guests.” Contact Editor Lucy Chabot Reed at email@example.com.
Tying the knot in a 20-knot wind LATITUDES, from page A4 lawyer and Capt. Stanley’s “faithful and favorite (favorite, because I’m the one that trained her) first mate/deckhand/ stew; part-time house painter; bartender; and handyman.” They married Capt. Ben and Jo on the beach Stanley. at Fortune Bay, Grand Bahama Island, on May 31, with no one to see except the officiate and the cameraman (or woman). Here’s the
account, if the groom is to be believed: “White stretch limo to the private beach (past the No Trespassing sign – yikes); steel drum soloist; flowers in the sand; beautiful vows; and a 20-knot wind. Jo figures that as she managed to stay on her feet in spite of the howling wind ..., she should make a decent yacht captain’s wife.” The couple celebrated with a party in Ft. Lauderdale with friends when the official stuff was over because isn’t that the best part of a wedding anyway? What have you been up to lately? Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at firstname.lastname@example.org.
Several sources available to clarify pilotage information A couple of captains traveling up the U.S. East Coast this summer shared this information on the requirements for megayachts and pilots in various locations. Because various pilots associations have only been applying their state pilotage requirements on yachts in the past few years, what the law requires and what pilots will require sometimes differs. In general in the United States, every foreign vessel regardless of gross tonnage or draft, and every American vessel under register must employ a pilot licensed by the state in which the vessel traverses. Individual states govern pilotage and set parameters such as tonnage, length, draft and rates. To determine if a yacht requires a pilot, it is advised that each vessel perform its own due diligence, using these findings simply as a guide. One captain noted that if a skipper communicates with the local pilots association about his intended course, is able to demonstrate knowledge of an area (it doesn’t hurt to mention the name of a previous pilot that has been on board) and requests a
Oregon captain gets 6 years in jail in sinking deaths An Oregon charter fishing boat captain was sentenced to six years in prison in a federal court in mid-May after a sinking that caused the death of three passengers. The captain, who owned the 38-foot vessel, steered it into dangerous waters Sept. 19, 2005, after being warned to stay away by the U.S. Coast Guard, according to a news release from the U.S. Attorney’s Office in Oregon. The boat was struck by a large wave and sunk off the Umpqua River Bar, killing three passengers. The captain pleaded guilty to three counts of Seaman’s Manslaughter, in violation of 18 U.S.C. 1115. “This sends the message loud and clear: If you ignore the warnings of the Coast Guard and tragedy results, you will go to prison,” said Karin J. Immergut, U.S. Attorney for the District of Oregon. “The seas and river bars can be extremely dangerous,” said Capt. Patrick G. Gerrity, Captain of the Port in Portland. The captain and one passenger were rescued by the Coast Guard. A Web site created to support the captain states he “sincerely regrets the loss of life caused by this tragic accident and will regret it for the rest of his life. He also maintains that the tragedy was not the product of any deliberate or reckless conduct.”
waiver, sometimes a waiver of a pilot is granted. The Triton did not verify that claim, but it can’t hurt to ask. l In Savannah, Ga., yachts over 200 gt need a pilot. Savannah Pilots Associations, 912-236-0226, Fax 912236-6571, www.savannahpilots.com l In Virginia, yachts over 300 gt need a pilot. Virginia Pilots Association, www.vapilotassn.com l In Maryland, yachts over 500 gt need a pilot, except in the C&D Canal, where they defer to Delaware’s regulations. One captain said the fellow who answered the phone at the
Maryland pilots association said vessels over 300 gt needed a pilot. Association of Maryland Pilots, 410-276-1337, www. mdpilots.com l In Delaware, yachts over 100 gt need a pilot. No contact information could be found. l In New York, yachts over 100 feet in length need a pilot. Sandy Hook Pilots (for the ports of NY, NJ, Hudson River, Hell Gate and Long Island Sound), 718-448-3900, fax 718-4471582, www.sandyhookpilots.com l In Rhode Island, every foreign vessel and every American vessel under
register, regardless of gross tonnage or draft, needs a pilot (according to the law). Northeast Marine Pilots (in Newport), 401-847-9050 or 800274-1216, fax 401-847-9052, www. nemarinepilots.com, dispatch@ nemarinepilots.com l In Massachusetts, yachts over 350 gt need a pilot. Boston Harbor Pilot Association, 617-569-4500, VHF Ch. 20 International, www.bostonpilots.com l American Pilots Association in Washington, DC, 202-484-0700, fax 202484-9320, www.americanpilots.org – Lucy Reed
A10 July 2007
Virgin Islands registry upgraded to Category 1 The Red Ensign Group has agreed to the upgrading of the Virgin Islands Shipping Register to Category 1 status. The decision was made following consultation between the Maritime & Coastguard Agency, the Foreign & Commonwealth Office, VISR and with the British Virgin Isles governor and his staff. The BVI recently has completed a three-year program to meet REG Category 1 standards. The MCA carried out a monitoring visit in October and VISR was found to have met the technical requirements to become a REG Category 1 Register limited to general cargo ships including megayachts of less than 3,000 gt. In addition to the United Kingdom, the Red Ensign Group consists of the shipping registers of: Anguilla, Bermuda, British Virgin Islands, Cayman Islands, Falkland Islands, Gibraltar, Guernsey, St. Helena, Isle of Man, Jersey, Montserrat, and Turks and Caicos Islands. Five are now Category 1 registers, meaning they are unrestricted as to the size of ships they may register: Bermuda, BVI, Cayman Islands, Gibraltar and the Isle of Man, and UK. The VISR upgrade will be implemented by an order made under Section 18 of the Merchant Shipping Act 1995. Monitoring arrangements and details of conditions for
maintaining compliance with Category One standards will be covered by a Memorandum of Understanding between the MCA and VISR. BVI Chief Minister D. Orlando Smith said once the legal process is finalized, the decision will be formally approved by the Privy Council. In its 2003-2007 legislative agenda, the BVI government pledged to take the necessary steps to establish the BVI as a base for megayachts. Achievement of that task depended on the upgrading of the territory from a Category 2 to a Category 1 shipping registry. For more information, visit www. redensigngroup.org.
MYBA offers broker training
The Mediterranean Yacht Brokers Association has announced the creation of a broker training program for new and aspiring superyacht brokers. The three-day seminars will cover all aspects of a megayacht broker’s profession, including sale and purchase, charter and operational management. Detailed modules will address maritime law, insurance, finance, tax, customer care and ethics, and sea trials and surveys. The program, developed with the MPI Group and Maritime Services International, involves lectures, roundtable discussions and competitive team work. Course director is Jonathan Beckett, chief executive officer of the Nigel Burgess Group. Other lecturers will include MYBA board members, senior superyacht brokers, and yachting industry professionals. The first seminar is scheduled for Sept. 24-26 in the south of France. Another is planned for April. Attendance is limited to 35. For more information, visit www. marinediplomas.com.
New marine regulations in Canada
Canada’s new government has implemented regulations to modernize the certification system for Canadian seafarers, and harmonize their working conditions with international labor standards, according to a government press release. “These regulations support Transport Canada’s commitment to a marine industry where the health and safety of Canadians are top priorities,” said Lawrence Cannon, Canada’s minister of transport, infrastructure and communities. “They are a result of our extensive consultations with the marine industry.” The new personnel regulations are a combination of existing and new requirements and are divided into three parts. Part 1 covers requirements for individual certificates of competency; Part 2 covers the crewing requirements for vessels; and Part 3 covers working conditions for crew, including the
requirements of the Maritime Labour Convention, 2006. The rules include requirements for seafarer recruitment and placement services, and the development of new onboard complaint procedures for seafarers. The regulations bring the certification system for seafarers in line with the provisions of the new Canada Shipping Act, 2001 which, on July 1, becomes the principal legislation governing safety in marine transportation and recreational boating, as well as protection of the marine environment. The regulations are also in line the STCW Convention, to which Canada is a party. Visit Transport Canada online at www.tc.gc.ca for more information.
U.S. Coast Guard rescue
The U.S. Coast Guard rescued four adults, one child and one infant from the sinking 65-foot vessel Imagination on May 31 about 13 miles east of Miami Beach, Fla. Imagination left Bayside Marina in downtown on the morning of May 31 for Bimini and notified search-andrescue coordinators at Coast Guard Sector Miami about 10 a.m. that it was taking on water in the engine room. Coast Guard Cutter Dolphin, a Coast Guard Station Miami Beach small boat and a Good Samaritan vessel responded to the Mayday call and pulled people off. No injuries were reported.
California may amend Clean Air Act Two California legislators introduced the Marine Vessel Emissions Reduction Act of 2007 to amend the Clean Air Act to reduce air pollution from marine vessels. The bills, if enacted into law, would wholly ignore MARPOL Annex VI and impose unilateral standards for sulfur levels in marine fuels and require advanced marine vessel emission controls on new and in-use marine engines, according to a story on MarineLink.com.
Australia to build yard
The expansion of Western Australia’s shipbuilding capabilities is set to continue with the construction of two crucial common-use facilities at the Australian Marine Complex at Henderson, south of Perth, according to a story on MarineLink.com. The State Government has called for expressions of interest to build a service and repair facility for the local superyacht industry and a blast and paint facility at the AMC. Industry and Enterprise Minister Francis Logan said the government was committed to ensuring the long-term future of the WA shipbuilding industry
See NEWS BRIEFS, page A11
Interactive, multi-media CD a U.S. guide covering right whales NEWS BRIEFS, from page A10 by planning for these new facilities. Logan said the superyacht industry had the potential to bring millions of dollars to Western Australia. “WA is the perfect base for this fast growing marine industry sector and this new common-use facility will be available for all superyacht and commercial shipbuilders to use for the launch, retrieval, sea trials, refits and maintenance of vessels,” Logan said. AMC-based Hanseatic Marine recently launched a 74m superyacht, which it claims is the world’s longest
Somalia atop list of piracy hotspots The International Maritime Bureau has identified Somalia as the area with the highest piracy risk in the world. “In 2007 to date, there have been 15 reported attacks on vessels in or near Somali waters,” said Capt. Pottengal Mukundan, director of IMB, speaking at the Conference on Piracy and Security in Kuala Lumpur in June. “This exceeds the total of 10 which occurred in the entire year of 2006. “In the absence of any effective law enforcement in Somalia, the only forces able to assist vessels under attack are the navies of the international coalition. We request that they interrogate suspicious craft in international waters off southern Somalia and prevent hijacked vessels from being taken into Somali waters. If these acts of piracy continue unchecked, commercial shipping in this region will remain threatened.” The most recent attack occurred on the Denmark-flagged general cargo vessel MV Danica White. Pirates in three small vessels hijacked the Danica White with five crew members aboard more than 100nm off the coast. It was the latest incident that has occurred at a similar distance, suggesting pirates may be operating from a mother ship, according to a report of the conference on the IMB’s Web site. East Africa and the Malacca Straits remain piracy hotspots, according to the IMB.
IMB launches hotline
The IMB has launched a Maritime Security Hotline, a confidential communication procedure that will enable seafarers to report suspicious information regarding maritime crime to the IMB Piracy Reporting Centre. This service will be available 24 hours a day, seven days a week and will be accessible worldwide. Call +603-2031-0014 or send e-mail to email@example.com. Visit www.icc-ccs.org for more information.
aluminum superyacht. The two facilities – a megayacht service and repair and a blast and paint facility – could help the AMC secure the Royal Australian Navy’s $6 billion air warfare destroyer contract and the $2 billion amphibious ships contract. Submissions close July 6.
Rules about right whales
The National Oceanic Atmospheric Administration Fisheries Service and the U.S. Coast Guard are making available “A Prudent Mariner’s Guide to Right Whale Protection,” an interactive, multi-media CD that serves as a guide
and voluntary training resource for commercial mariners operating in right whale habitats along the U.S. Atlantic coast. The free CD includes crew training information about right whales, recommended navigational actions when operating in right whale habitat, a guide to reporting sightings of dead or injured right whales, a video, and a quiz. It also provides guidelines for compliance with the Mandatory Ship Reporting Systems, including an interactive report generation program and key supplementary information such as video clips and diagrams of
the recently implemented traffic lanes shifts in Massachusetts Bay. Ship strikes account for more right whale deaths and serious injuries than any other single human impact, and are considered the most significant threat to the recovery of the population. With as few as 300 remaining, North Atlantic right whales are among the most endangered marine mammals in the world, NOAA said in a statement.
Talk of crime in St. Maarten
St. Maarten Governor Franklyn E.
See NEWS BRIEFS, page A14
A12 July 2007
CRUISING GROUNDS: Alaska
Want to visit Alaska by boat? Special regulations await By Capt. Rusty Allen Here are the special requirements for visiting Alaska. Some of the special requirements are for vessels my size (larger than 400 feet but under 500 tons). 1. The one issue that is common to all boats is the requirement to be “purged.” The regulation is titled for cruise ships but the local Customs and Border Protection (CBP) office is adamant about its enforcement. Any vessel that has been out of the United States in the past two years must undergo purging. This is a complex procedure involving bleach and the disposal of most (if not all) food on board. This is not an Alaska regulation but a federal regulation, with no distinction as to size. There are
only two ports in Alaska that this can be done in, Ketchikan and Kodiak. In Kodiak, an inspector flies down from Anchorage. 2. For vessels over 400 gt, both foreign and domestic, since the U.S. Coast Guard hasn’t gotten its act together on the Non-Tank Vessel Response Plan, the state of Alaska requires one. The procedures are relatively simply, but they require a shore-based contract. We have the normal WQIS certificate of financial responsibility that is good in the other 48 states (except California and Alaska). We had to obtain a special Alaska endorsement for our WQIS and increase the coverage. The Alaska state government has a Web site (www.dec. state.ak.us) where anyone can get all
the forms and read the regulations. 3. A pilot is required throughout Alaska for foreign flagged vessels in excess of 65 feet. An exemption can be arranged, but no exemptions are allowed for the Wrangell Narrows or Peril Straits going to Sitka. You must take a pilot on the first entry into the area, even with an exemption for other areas. For more information on exemptions, e-mail renda_ firstname.lastname@example.org. 4. Although we never need a customs decal in South Florida, our agent in Alaska says CBP there requires one ($25) in addition to the cruising permit ($37). I have also been told to call in weekly while in Alaska (even if I don’t move) and, contrary to USCG regulations, to send in an Advance Notice of Arrival (ANOA) every time I move, even within the same Captain of the Port zone.
Clearing into Dutch Harbor
The entire procedure of clearing in at Dutch Harbor was accomplished by one senior inspector. He has an immigration background so was familiar with immigration issues. The clearance end was accomplished in about an hour. This might be due to the fact that we had forwarded all of the information (crew list, clearance from our last port, vessel documents, expired cruising permit) to our agent a week ago. We had a pleasant chat with the inspector regarding the electronic notice of arrival procedures. I mentioned the problems with the transfer of information from the U.S. Coast Guard to CBP. Interestingly enough, he said that even though crew information is forwarded to CBP, they have opted not to process any
information from pleasure vessels. He said that they only process information submitted from commercial vessels under APIS. He said the advanced notice of arrival for pleasure vessels is strictly a Coast Guard requirement. I find that extremely interesting. If CBP is not going to process info from pleasure vessels then why do we have to submit it? Overall, I would give the process here in Dutch Harbor an A+.
Capt. Allen requested his agent, Rex A. Westergard of North Pacific Maritime (907-225-2200), to comment and shares those with The Triton as well. From the agent’s standpoint, the issue Capt. Allen raises regarding the transfer of information from USCG to CBP and vice versa is one of our biggest complaints. When we file the eNAO/D on behalf of any of our customers through the National Vessel Movement Center (NVMC), CBP gets an APIS report on both the arrival and departure notices. CBP’s information from NVMC is not very comprehensive; therefore they will call us for clarifications. They don’t get the info we send in any kind of an identifiable format. At first they were accusatory toward us that it showed some kind of an inconsistency when they attempted to ascertain what we submitted versus what information they received from the USCG. Now we print the eNOA submittal and fax it to CBP at the first hint of a question so they can actually see what we submitted in an understandable format. Why the UCCG has such an unfriendly format they send to CBP is
See ALASKA, page A13
Entry proceedures for megayachts – such as M/Y Kisses, seen here cruising the inside passage in late May near Ketchikan – can be stricter in Alaska PHOTO/STEPHEN REED than in other U.S. ports.
CRUISING GROUNDS: Alaska
Different ports, different people interpret rules their way ALASKA, from page A12 beyond me. Also our CBP has trouble communicating with NVMC. We’re not sure why; we don’t. Regarding the CBP inspector’s comment regarding processing information for pleasure craft, that is definitely different from Ketchikan’s procedures. If you are under 300 gross tons, you are exempt and they won’t process. But if you are 300 gross tons or greater, you had better file an eNOA/APIS. We can assure you that unless CBP is extremely busy and your vessel is deemed a low risk, they will process your eNOA/APIS. In addition, we often send them a paper crew list (granted, as a courtesy) so they can check all crew and passengers if they are unsure of what the USCG sends them. There again, different strokes for different folks. One port/port director enforces or interprets things differently from another, as do individuals within that port. We, as agents, know these idiosyncrasies because we work with the ports and officers daily, but folks such as Capt. Allen are basically at their mercy. Also we have built a trust with our government officials through years of reliable interaction. Joe Schmoe off the street does not have that trust level. Granted, we are a small town but even our Anchorage office has developed a good working relationship with CBP, USCG, etc. My point is the inconsistencies Capt. Allen commented on earlier will always be prevalent due to human nature. You can’t believe how much effort it took to get all the USCG Sectors from San Diego to Anchorage to agree regarding the regulation exempting pleasure craft less than 300 gt from eNOA/D. Sector Anchorage and Sector Juneau had all vessels, no matter their tonnage, submitting advanced notifications since Sept. 11. We finally asked the MSO officer in Anchorage just last month to call the various sectors and get everyone on the same page. Whether this information is processed by CBP elsewhere we can’t comment. The other big issue from the agency side is the cruising permit. When it expires while a yacht is cruising in Alaska, we have to send the vessel out of the United States for 15 days before they can be issued another permit. We understand the reason behind the law, but if CBP would allow a 60- or 90-day extension by the local port director or even the originating port director (port director where the permit was issued) then the vessel could at least complete its cruise before having to go foreign for 15 days. This has caused a great amount of confusion, hard feelings and money in
the recent past. Finally the issue of foreign “regulated garbage” has been an issue for yachts because Alaska CBP and USDA have taken an energetic approach to the requirements. This is either due to the heightened environmental presence in Alaska, or the smaller volume of vessels that makes it easier to enforce these regulations. From what we glean from the yacht fleet, nobody in the lower 48 even asks them about garbage. We assume some of the bigger harbors have contracted with Compliance Holders within their facilities to dispose of regulated garbage in the
To read more from captains and industry professionals on customs, immigration and related issues, see stories related to the Small Vessel Security Summit that begin on page A1. proper manner. Regarding the “purging” process, this agency will always recommend what is best for the vessel to keep them out of trouble with authorities. Ultimate compliance is up to the master and the owners of the yacht.
Finally, we appreciate having another venue to convey frustrations with the system and try to affect change. Our effectiveness as agents is based a lot on our relationship with the various government agencies and how it relates to our customers. It is difficult for us to be at the forefront of debate on these issues. When industry “pipes up” and wants to help fight the battle, we are always very appreciative, and truthfully it is always much more effective. Contact Capt. Rusty Allen through email@example.com.
A14 July 2007
Yacht restoration school, museum to merge NEWS BRIEFS, from page A11 Richards met with Dutch Minister of Justice Ernst Hirsch Ballin in June, asking for his support in fighting the rise in crime on St. Maarten. Ballin and Dutch Secretary of State for Administrative Reform & Kingdom Relations Ank Bijleveld were expected to meet with Antillean Minister of Justice David Dick in Curacao in late June to discuss the Antillean Safety Plan in general and that of St. Maarten in particular. “My discussions with Minister Ernst Hirsch Ballin were very constructive,” Richards said. “We discussed ... the creation of a special immigration unit with possible assistance of the Marechaussees,” he said. “This unit shall have as task all immigration matters including naturalization, with exception of border control at our ports of entry such as our sea and airport and mobile supervision.”
IYRS, museum to merge
The International Yacht Restoration School and The Museum of Yachting, both in Newport, agreed in principle to a structure for bringing the non-profits together, according to a statement released by the organizations.
IYRS and The Museum are currently fine-tuning specifics of their convergence, with a goal toward having a final agreement in place later this summer. IYRS President Terry Nathan will also serve as president of the museum, and SallyAnne Santos will continue as creative director with the museum. The boards will combine. They will coordinate programs, exhibitions, attractions, and events. Visit www.museumofyachting.org or www.iyrs.org for more information.
and IRC, with the addition this year of a class for double-handed boats. For more information, call 401-8461969, e-mail firstname.lastname@example.org, or visit www.ildistancerace.org.
Wellcraft lays off 60
Organizers announced in June dates for the second Antibes Yacht Show, April 17-20. The 2008 show will have double the mooring spaces. For more information, visit www. antibesyachtshow.com.
At least 60 workers have been laid off from Southwest Florida boat builder Wellcraft Marine, a direct result of shifting operations to other states, according to a story in the Bradenton Herald. “I think Florida has lost a lot of manufacturing in the world of boating,” said Irwin Jacobs, chief executive officer of Genmar Holdings, parent company of Wellcraft. “It doesn’t seem that the state is responding to it in a way that will keep them there.” About 640 workers were employed at the Wellcraft facility as of 2005.
Ida Lewis race now annual
Waterfront conference set
Antibes plans second yacht show
The Ida Lewis Yacht Club has made its biennial distance race – which debuted in 2004 – into an annual affair. The third Ida Lewis Distance Race begins and ends off Newport, R.I., on Aug. 10. Covering 175 nautical miles, the race plies some of the most storied and beautiful sailing grounds in the world, challenging boats in classes for PHRF (spinnaker and non-spinnaker)
Urban Waterfronts 25: The Next Wave, the Waterfront Center’s 25th international annual conference, is scheduled for Nov. 1-3 in Boston and will include 33 presenters in four panels and workshops along four tracks: economic development techniques, design considerations, policy issues, and topical workshops. Visit www. waterfrontcenter.org for information.
St. Thomas fall charter yacht show moves to Yacht Haven Grande By Carol Bareuther After a brief lull, the Virgin Islands Charteryacht League is back in operation, run now by an eightmember Board of Governors that is organizing one of the island’s biggest fall boat shows at the newly opened Yacht Haven Grande. “Yacht Haven Grande has been called the sparkling jewel on the waterfront of St. Thomas and naturally we would love to launch a new VICL image at the facility,” said VICL board member Shelly Tucker who, with husband, Randy, charter their 72-foot Irwin Three Moons. “We’re excited at the level of support we’ve received from the Department of Tourism and the local business community for this year’s show.” Set for Nov. 8-10, this will be the VICL’s 33rd annual fall show. Fifty to 80 yachts – power and sail, multihulls and monohulls – from 45 to 93 feet are so far registered for the show. More than 250 attendees, including brokers from the Caribbean, U.S. mainland and Europe, are expected to take part. “We envision that holding a charter yacht show at Yacht Haven Grande will lead to much bigger shows in the future, complete with megayachts attending,” Tucker said. “We hope in the future to rival the famous shows held in Antigua and St. Maarten.” This year, dockage fees for the show are designed to attract exhibitors. Yachts less than 60 feet will pay $1 a foot a day, while yachts 61 feet and larger will be charged $1.25 a foot a day. Yachts must register for the show individually with Yacht Haven Grande and the VICL (www.vicl.org). In years past, the fall charter show was held at American Yacht Harbor, a Sun Resorts managed marina on the eastern end of St. Thomas. With
30 months in jail for tugboat captain The U.S. Attorney’s Office announced May 16 that a 52-yearold towboat captain in Indiana was sentenced to 30 months in prison after being charged with neglect of duty that resulting in the sinking of the tug M/V Margaret Ann and a 250-gallon diesel fuel spill in Lake Michigan. He was also found to be using a forged license. He was ordered to pay $750,000 in restitution to the owner of the vessel that sank under his command. “The privilege to operate and maintain a vessel, whether commercial or recreational, should be taken very seriously by the licensed mariner,” said Paul Mehler III, commanding officer of Coast Guard Marine Safety Unit Chicago.
the opening of the redeveloped Yacht Haven Grande, owned and operated by Island Global Yachting, the show has moved to the bigger and more luxurious marina, which reopened in November. IGY recently acquired Sun Resorts and American Yacht Harbor. Plans for that property have not yet been revealed. “The first show at the new Yacht Haven Grande needs to be special, so we have several really nice social activities in the works,” Tucker said. The grand opening gala on Nov. 8 will be a formal black and white cocktail party, where the island’s governor and other officials are expected to attend and lend their support to the crewed yacht sector of the island’s economy. On Nov. 9, the St. Thomas Skyride has donated its Paradise Point property for a party set overlooking Charlotte Amalie Harbor. The final night’s party, on Nov. 10, goes island-style with a Buccaneer’s Barbecue Ball. “We’re asking everyone to dress in his or her best pirate costume,” Tucker said. Prizes for best pirate costume include a two-night stay in the deluxe royal suite at the Marriott Frenchman’s Reef Resort (a $2,000 value). Organizers hope to host a vendor show, possibly the night before the show opens, Tucker said. The culinary competitions so popular at yacht charter shows will not be included this year, but there will be a culinary component. Organizers are working with a local distributor to bring in a Bacardi Blender Master for a rum class and party. The master will discuss making sauces using flavored rum. A wine-and-food pairing seminar is also in the works. Beyond the charter yacht show, VICL board members have set their
sights on homeland security issues, strengthening communication with the Virgin Islands National Park, promoting local vendor discounts, and teaching local kids how to sail and take part in the charter yacht industry. “Right after the show, in that quiet time before Thanksgiving, we’ll take
a group of about 30 community kids out to teach them about sailing, our industry, and let them know this is a career path they can pursue.” Carol Bareuther is a freelance writer living in St. Thomas. Contact her through email@example.com.
A16 July 2007 FROM THE FRONT: Small Vessel Security Summit
Reports of suspicious activity can help identify patterns SUMMIT, from page A1 prevent another terrorist act on U.S. soil. And the concept seems pretty simple: encourage people to watch for and report any suspicious activity they see on the water to a central location where the information can be recorded
and disseminated to the proper authorities. The U.S. Coast Guard is considering several new regulations for small vessels – including lowering the threshold for automatic identification systems (AIS) on commercial vessels down to 65 feet and lowering the threshold for advance notice of arrival on vessels down to 100 tons. But the summit was designed to ask mariners and recreational boats what other things the government can do and how. “It’s a forum to generate ideas,” said Adm. Thad Allen, the first speaker of the summit and commandant of the U.S. Coast Guard. “I would rather have this forum today than after an event has occurred. It’s my duty to ask.” Several attendees noted that one of the hurdles to getting the boating public to contribute to the U.S. government’s efforts to protect homeland security is the attitude many officials have toward the public, often considering them suspects instead of part of the solution. “The U.S. Coast Guard needs to treat us as equals if it wants to take advantage of all the eyes on the water,” said Capt. James Ruhl, founder and president of Commercial Fishermen of America. “Attitude makes all the difference.” Several other government officials reiterated how important public input is to catching the bad guys. “We rely on reporting,” said Dr. Chris Merritt, chief of the joint USCG/ Office of Naval Intelligence Maritime Homeland Threat Analysis Division, Small Vessel Threat Assessment, at the USCG Intelligence Coordination Center. “They are the golden nuggets to putting a broader picture together.”
And the public are the ones panning for gold. Repeatedly, attendees referred to America’s Waterway Watch, a system begun by the U.S. Coast Guard Auxiliary several years ago that mimics the spirit of the civilian coast watchers who guarded U.S. coasts after World War I. America’s Waterway Watch is designed to educate people who live and work on the water on how to notice unusual or suspicious activity and report it. They are the people who are in the best position to notice if someone is behaving in a way that is not normal for the area, attendees repeatedly said. It’s those anomalies that law enforcement officers said are vital to generating valuable intelligence and assess risk. If someone sees two men in a small boat lingering under a bridge photographing or videorecording the area, they can call the toll-free number and report that behavior. If someone else notices two men practicing maneuvers in a strange location in a boat of the same description, they might report that, too. Neither “activity” alone is criminal, of course, but law enforcement authorities can connect these incidents and others to determine if there is enough of a pattern to investigate. “Terrorists spend most of their time in the planning and surveillance phase,” one law enforcement officer said. “If we can catch them there, we have the best chance of thwarting an attack.” Attendees of the summit were divided into six groups, each analyzing two terrorist attack scenarios to determine, from a small vessel perspective, where interdiction would have been most effective. (For details
about the two scenarios I worked on, see related story on page A17.) Nearly every attack scenario analysis concluded that better public awareness and reporting of suspicious activity would have prevented or at least minimized the attacks. There were concerns about it, though. Most in the room – and this was a room full of maritime industry leaders – had never heard of America’s Waterway Watch (AWW). One of the final suggestions was to give AWW a massive public relations campaign to spread the word. We didn’t address how that would be paid for, however. Another concern was whether the AWW’s National Response Center, which handles incoming calls, inputs the incoming data and disseminates it quickly to relevant agencies, would quickly get overwhelmed. There are more than 70 million recreational boaters across the country, not to mention commercial mariners who perhaps even have a better grasp on what is normal in an area and what is an anomaly. Staffing would need to be sufficient to handle the potential volume of incoming calls, process the data and then offer feedback so the public would know if their contributions made a difference, otherwise they wouldn’t call. U.S. government agencies will be implementing more regulations for mariners in U.S. waters, but the first thing they likely will do is expand the awareness and scope of the America’s Waterway Watch. Because of space limitations, this is only a piece of what was discussed at the summit. Watch for more stories in the August issue. Contact Editor Lucy Chabot Reed at firstname.lastname@example.org.
www.the-triton.com SMALL VESSEL SECURITY SUMMIT: Working groups
A detailed look at one group’s terrorism prevention analysis By Lucy Chabot Reed
Six terrorists plan to blow up a freight vessel (a laker) in the Detroit River with a waterborne improvised explosive device. Four months before the attack, they begin conducting surveillance of lakers by driving across the bridge, walking the river banks, and taking riverboat tours. Each time, they take photographs or jot notes. They steal a 25-foot sport cruiser from Ohio and bring it to Detroit, where they launch it at a marina every day over the ensuing weeks, learning how to operate it. They cruise the river and nearby lake, getting close to several lakers for surveillance. On one occasion, the U.S. Coast Guard boards the vessel. None of the men have identification, but the officer finds no other discrepancies and lets them go. The terrorists smuggle C4 explosives from Canada over the St. Clair River by boat to northern Detroit, where they assemble a bomb, crate it and put it on the boat. On the day of the attack, all six men launch the boat, but four then leave in a vehicle. The boat rams the targeted laker at the dock, sinking it and clogging the vital waterways around Detroit for two to six months.
guys going out on the water, on this day only two did. But by the time that was reported and analyzed, the attack would have taken place. In the weeks preceding the attack, however, there were myriad opportunities for the public to report abnormal behavior, including taking notes on a tourist riverboat and photographing a laker. Marina operators or boaters might have reported six men launching a 25-foot boat every day with no other activity other than driving it. The Coast Guard might have demanded identification. “We’re the only culture on Earth that assumes peace is the norm,” one group member said. “Boaters have got to carry identification. Some people say that violates freedoms but if that’s the price we have to pay to enjoy the water, I don’t think it’s such a big stretch.” We agreed that officers would not have let these men go, but since we weren’t allowed to fight the scenario, we recommended the Coast Guard have the ability to check a vessel for theft more quickly than is currently available. (A nationwide vessel identification system, which U.S. Congress authorized 20 years ago, is still not in place.) Another place to catch anomalies is at the border. There was a lot of discussion on the effectiveness of the U.S. Department of Customs and Border Protection’s entry requirements for domestic recreational vessels and whether that could or should be enhanced. We did not agree on a solution.
Scenario 2: Miami
The summit’s 400 attendees broke into six groups of at least 40 people, given terrorist situations and asked to determine – from a small vessel perspective – what sort of measures could have prevented it. Here are the scenarios my group analyzed.
Scenario 1: Detroit
The day of the attack, we agreed there was little that could have prevented the boat from hitting the laker. Someone at the marina might have noticed that after weeks of six
An Al Qaeda-supported group targets the cruise ship terminal in the Port of Miami. Two dirty bombs (chemical or radioactive, not nuclear) are assembled in Colombia and shipped
in a container to the Bahamas. The terrorists acquire (unclear if bought or stolen) two 45-foot yachts in Miami and dock them at Bayside Marina, where they plan to detonate one as a diversion before attacking the cruise terminal. Their surveillance involves taking photographs while posing as taxi drivers around the port, driving across nearby bridges, and hanging out in a park across the water. The yachts sail from Miami to the Bahamas, where the bombs are trucked from the container port to a marina and loaded. The bombs sit on the back decks, covered in tarps. The vessels approach Miami from the south. The first yacht docks at Bayside and detonates. When marine patrol boats at the cruise terminal move to respond, the second vessel detonates alongside several cruise ships at the terminal.
Immediately before the attack, we disputed the fact that patrol boats would have left their posts at the cruise terminal. Even so, the difference of a few hundred feet in the explosion of a dirty bomb might have saved a few dozen lives on the cruise ships but the resulting radiation would still have been immensely destructive. At that point, we decided it was too late. We discussed, again, whether closer scrutiny of boats arriving into a port would have stopped these vessels farther out. It was determined that with the volume of traffic in Miami, it’s nearly impossible to tell at the port of entry which vessels are coming from a foreign location and which are coming from simply offshore. We talked about the Automated Identification System (AIS) required on commercial vessels over 300 tons, which transmits vessel information to surrounding craft and shore-based
authorities. Recreational boaters have rejected this requirement as too expensive and invasive. But would it have let law enforcement know which vessels had not reported in? And would that knowledge have provided any meaningful intelligence to stop an unreported vessel 12 miles out? We couldn’t decide. Another technology, RFID (radio frequency identification), was suggested. There are many forms, but basically it involves a chip built into a vessel that transmits vessel information to on-shore operators. There was less objection to this approach. It was suggested better observation and reporting by the foreign government might have kept the vessel from leaving. And there was discussion about whether radiation detection equipment in Miami would have made a difference. We agreed that technology was too late for this scenario, but might work when bombs are brought in for detonation later. Some detection equipment is mobile and we discussed whether having it on a patrol vessel would be effective. Manpower and cost dismissed this option. In the days and weeks before the attack, the acquisition of the vessel might have raised flags, but it was noted that the terrorists could have easily rented, leased or stolen the vessels without raising many questions. The situation with the best likelihood of thwarting the attack would have been the reporting of the surveillance in the park across the water and the loitering of the taxi drivers. If those incidents had been reported, coupled with the odd circumstances surrounding the purchase of the vessels (who buys two identical boats with cash?) and its docking in Bayside, perhaps the attack could have been averted.
A18 July 2007
FROM THE BRIDGE
It’s the technician, his work – not the company – that matters BRIDGE, from page A1 quickly morphed into a conversation about contract, and negotiations. “When I go to the yard, I negotiate,” one captain said. “I have a list of items that need to get done and my time frame. I give it to the yard first and say, which jobs are you going to do and in what time frame? Whoever gets to it first, gets it. Anything they can’t do or don’t have time to do, I bring people in and pay the yard time. “Having details written out makes it easy to hold them to it,” this captain said. “If you lay it out and give them a fair shot, it’s a matter of negotiating things like dockage, electrical and daily charges. And it’s a great negotiating tool, too, that 20 percent.” Several captains noted that the 20 percent mark-up didn’t bother them. The yards have provided the facility, which is worth compensation. “All you have to do is walk around the yard,” one captain said. “The overhead is there.” “We have to keep the good guys open,” said another who usually uses subcontractors on the vendor list particularly so they can park inside the yard and not spend too much time getting to and from the yacht. “We’ve got to give them their nickel.” So how do you pick your subs? “Reliability,” several captains said. “We each have our group of people we trust,” one noted. “It’s not just the company but the specific tech.” “My phone is full of the cell phone numbers of the techs I want, not the company.” And how do you pick the yard? “Integrity,” several captains said. “Not every job is perfect, and we understand that,” one captain said. “But if it’s not right, how do they handle the follow up?”
Attendees of The Triton’s July Bridge luncheon were,from left,Mac McCullar of M/Y So Far So Good, Herb Magney of M/Y Milk & Honey, Wendy Umla of M/Y Castaway, Scott Redlhammer of M/Y Golden Times, Philip King (looking), Don Stanbro of M/Y Scott Free, Don Watkins of M/Y Lady Di and David Johnson of M/Y Texas Star. PHOTO/LUCY REED “Unless you know the yard, ask other captains to see if the yard will take care of a problem and own up to it,” another said. “If I brought a subcontractor in and the job’s bad, I eat it,” said a third. “If the yard did they work, they eat it.” “Sometimes, the yard won’t stand behind a job but the subcontractor,” a captain said. “That’s when you have a problem, if they won’t own up to problems.” One captain recognized that between all the negotiations and backdoor methods of getting the quality of work required by the owners, the owners were still paying. “There’s got to be a balance between the subcontractors we hire and the prices so there’s a benefit to the yard, the yachts and the owners,” this captain
said. “When we’re forced to use a subcontractor because no one else is available, they need to acknowledge that. If the low guy is $3,000 plus 20 percent and then they have to redo it, it’s better to pay the [preferred vendor’s] $5,000.” “You’ve got to call contractors, get quotes, check their background,” another said. “Then you can say to the yard, ‘You are charging me $4,000 more for this job than this guy with a reputable background. How am I going to sell this to the owner?’” These captains were also concerned with an owner’s propensity to release crew when a yacht goes in for service. “The captain is required to be there and oversee the yard time,” one captain said. “The owner is thinking of releasing crew, that the project
manager will handle it.” “But maintenance of the vessel still goes on,” another said. “Sometimes you have to hire more crew to do it all.” Isn’t it reasonable, though, for an owner to expect the crew to do some of the yard work and not sub it all out? Can’t your crew do things like varnishing and most maintenance? “It depends on how much work you have to do in what kind of time,” one captain said, as most agreed. “In the yard, crew manage their area and make sure the subcontractors are working for the owner, not someone else’s interests,” another captain said. “You’ve got your employees all over the boat, watching and making sure the work’s getting done.” “If you get rid of crew during a refit, you’ve just got to re-crew afterward,” said a third. “You lose rhythm, you have crew agency fees.” Several captains agreed that working on a refit together tightens the bond between crew and makes for a more educated, more engaged crew. One captain put his bosun in charge of all the emergency gear, its maintenance and upgrades during a recent refit. “Now he’s responsible for the briefings and the drills,” this captain said. “I let him have ownership of it and he’s developed a lot of pride about it.” The captains could not overestimate the value of the education crew members receive during a yard period. “Most crew don’t know where everything is on a boat,” one captain said. “Ask them, where are the struts? The sump pump? Being in the yard is the best training there is.” If you make your living working as a yacht captain, contact Editor Lucy Chabot Reed at email@example.com for an invitation to our monthly Bridge luncheon, firstname.lastname@example.org.
www.the-triton.com FROM THE FRONT: Homeland security and megayachts
InfoPath makes things easy; Virginia, to one captain, does not COMMENTS, from page A1 often that he has never been treated as poorly as he is when he returns to the States. We are citizens and should be treated with respect and dignity, not as suspected criminals just because we have visited a foreign country. U.S. megayacht captain, more than 20 years Current vessel 100-120 feet l
Re: ANOA. Filing the e-NOA is quite easy with the new InfoPath method. NVMC is very efficient in processing the data and letting the operator know their submission is handled. The problem is that on entry, there is no sense that customs has any idea that you have submitted. You have to read the entire crew list – with first, last, middle names, DOB, passport, and nationality – which takes about 45 minutes. Then you go to immigrations anyway. If the eNOA was transmitted from NVMC to CBP then one would think you would only need to tell CBP your eNOA reference number and vessel name and CBP would say, thanks, proceed to immigration. When moving within U.S., we have not been required to report to immigrations, but we do have to call and read out all crew / passenger data again even though the eNOA was filed. Short answer for solution: NVMC sends data to CBP for inward clearance and internal voyages. We haven’t changed a port of entry because of hassles trying to enter, but I hear Virginia is a good one to miss. The CG there has a terrible record of large yacht harassment for no reason. Re: terrorist threats. It’s not likely a yacht would be taken over by a terrorist group. It is easier to simply buy one. So it would be an idea to check purchases and offshore owning companies to see who beneficial owners are. Re: pilots. Pilots do nothing but take time and often cause more distraction on the bridge than otherwise. Pilots should be left for commercial traffic only. Delaware Pilots are a problem, so I would bypass there if possible. Re: clearing in. Quarantine docks are a bad idea. We don’t need that kind of security and we do not want to do anything to distract the DHS from going after the real threat, which is cargo ships. Security is not an issue, efficiency is. The NVMC and CBP working together would solve the small problem that exists. U.S. megayacht captain, more than 20 years Current vessel 200-220 feet l
If we could do one thing, it would be a clearly written set of checking-in
rules for each class of vessels, such as foreign-flagged recreational vessel under 300 gross tons, U.S.-flagged commercial vessel over 300 tons, U.S.flagged recreational vessel under 100 tons, etc. These rules for checking in and perhaps filing ANOAs would be the same regardless of port. Checking in would be the same in San Francisco as Miami. There is no way more rules or regs are going to do anything if no one understands them and the agency doesn’t have the personnel or desire to enforce them. As it is now, there is no communication between Coast Guard stations, no communication between USCG and the Department of Homeland Security, no communication between CBP and anybody. Tell Washington 99 percent of us are trying to do the right thing but
it is easy to become jaded with the enormous agencies that are clueless, refuse to answer the phone, and speak English poorly. U.S. megayacht captain, more than 20 years Current vessel 100-120 feet l
Re: ANOA. I’ve only dealt with it in South Florida where the local commander only requires 24 hours notice. [Editor’s note: Sector Miami accepts ANOA of 24 hours from foreign ports within 96 hours travel time, including much of the Bahamas.] Therefore, it isn’t really an inconvenience. If I have to operate in New England, which is likely next summer, it could prove almost impossible for me to adequately give
notice while keeping my guests happy. Frankly, I don’t feel it accomplishes anything. It’s terribly easy to pull up to any dock, unload anything or anybody, and leave with none the wiser. Re: immigration. Dealing with immigration is always an adventure. Some guys and gals are as helpful as can be; others don’t have a clue and don’t care. I’ve actually had two officers argue in front of me about which visa was correct and who should and shouldn’t be allowed in the country. It’s simply a lack of guidance. An official letter to all departments with clear definitions would make this simple. Somewhere higher up, a decision needs to be made and adhered to. A “yacht visa” would make things simpler. I suppose verification from the
See COMMENTS, page A20
A20 July 2007 FROM THE FRONT: Homeland security and megayachts
Customs agents inconsistent COMMENTS, from page A19 yacht (a letter and/or contract) would suffice to be issued the visa. Re: clearing in. A quarantine dock is a good idea for control but, of course, a bad idea for guests. I find that the process is pretty smooth for customs via the phone but almost ineffective for control. I’m surprised that when I call for customs, they don’t have access to the ANOA. I have to give a complete crew and passenger manifest over the phone. U.S. megayacht captain Current vessel 140-160 feet l
Re: ANOAs. The biggest problem I have working on a foreign-flagged megayacht with a U.S. cruising permit is having to call in for coastwise movements. The problem is the wide array of responses you get from customs agents when you call in. Some seem to be bothered that you have called, others think you need to call on every movement, still others say you only need to call when you leave that office’s jurisdiction. CBP needs to get its act together and have all of these officers on the same page. I am amused that upon entering the U.S. on a boat, you call CBP to report in and then you have 48 hours to report in person to an office. In the meantime, you can drop off any illegal persons and items you brought in. There should be officers stationed at places where you stop, like in the old days, and they look over the boat and all persons right there. Local offices should not close. I have several times called to report a coastwise movement only to find the local office closed. On one occasion in (Portsmouth, Va.), I was told they were too busy and to call back later. Re: pilots. Pilots are unarmed, non-law enforcement, private people who do their jobs very well on larger ships where they can provide the local knowledge. Under no circumstances does a pilot help to minimize a security threat. U.S. megayacht captain Current vessel 80-100 feet l
Re: ANOA. We’ve got a system that works; it’s just not refined yet. Being Web-based is not always good. We have a slow, unreliable satellite connection. It makes changes hard. Recently, we were out in weather and tried to come in. I called and the officer says no problem. Then as I get closer and my Blackberry works, all hell is breaking loose. “You can’t come in, you haven’t given 24 hours notice.” We’re a yacht, we run until the weather gets bad, then we come in. How big a deal is that? One
guy did more investigating and saw that I had filed the NOA and let me in. In New England, I contact them and say, “I’m coming to your sector; here’s my information.” Then when I’m in the sector, they leave me alone. If I go to a different sector, I’ll file again. In Maine, there are a thousand little islands. If a guest points to one and says let’s go there, there’s no way I’m not stopping. What they do in New England works. They need to grab the captain of the port in New England and the captain of the port in Port Everglades and say, what do you guys think? U.S. megayacht captain, more than 10 years Current vessel 140-160 feet l
Re: immigration. A yacht-specific visa would be best because it would remove the confusion that many immigration officials have when it comes to crew either arriving by yacht or plane. The criteria are in their system already; it is ignorance of the agents that is the biggest problem. Re: pilots. Our boss is from New York and won’t take his boat north because of some of the ridiculous rules. U.S. megayacht captain, more than 10 years Current vessel 80-100 feet l
Re: ANOAs. The ANOA has not been of any assistance regarding security. Every time, I find myself giving all the crew and passenger lists in full over the phone when it is surely on file. There seems to be no crossover; maybe there is not meant to be. It must be good for commercial shipping to know what is coming in and out, but for luxury yachts, it’s of no point. I have not changed a port of entry because of ANOA, but I know lots of non-U.S. captains who have and who have not bothered coming to the U.S. Re: terrorist threat. I absolutely do not think yachts are a threat. Consider instead freighters that hire through seamen’s pools in Indonesia. The ISM/ ISPS handles security issues very well for luxury yachts over 500 gt. Re: immigration. If foreign nationals are not permitted entry to the United States to work on yachts, the fleet will stop coming. It is already happening. The B1/B2 works fine in the way it has worked for years, not as your last article said it was supposed to work. I arrived recently with several boat names on the B1 visa and had no problem whatsoever. In fact it was a great day at the CBP office. Laughter and politeness. As I was staying after the boat left, I asked if I should report in to change over to a B2 and they said,
See COMMENTS, page A21
www.the-triton.com FROM THE FRONT: Homeland security and megayachts
USCG helpful and informed COMMENTS, from page A20 “no, don’t worry about it, you’re fine.” The next week, I took in the I-94s from the crew who had left by sea and there was chaos in the same office. Tears, angry words and overall bad scene with a crew clearing in. I passed my forms and ran away. Foreign megayacht captain more than 10 years, Current vessel 200-220 feet l
Re: ANOAs. I find the electronic ANOA easy and straightforward. The USCG is always helpful and informed of what you have filed, and when mistakes have been made on my part, rectified without fuss. A 100 gt vessel is unlikely to be making landfall at a U.S. port direct from a port on a higher MARSEC level or known terrorist activity. Perhaps a compromise would be for vessels less than 100 gt to file a onetime “registration” with USCG on first arrival so subsequent visits can be as simple as a VHF call on arrival with the basic vessel details. The USCG checks its database for verification. Re: immigration. I don’t think a specific visa for yacht crew will solve anything. The rules governing the hiring of non-U.S. crew while in the U.S. on a non-U.S.-flagged boat are pretty clear and easy to comply with. In general, once through immigration, the U.S. is probably one of the easier countries. A lot of countries insist on departure clearances, crew presenting themselves on arrival/departure if it conflicts with the list at clearing in, etc. Try making a mistake in St Maarten and the threat of jail time/fines is there. Re: clearing in. Clearance procedures are straightforward and simple. In Ft. Lauderdale, a sub-station along 17th Street would be a bonus. Difficulties with clearance can often be resolved by engaging an agent to do a pre-clearance prior to arrival. That seems to give CBP a kind of comfort level that there is a local running the operation. Perhaps the use of an agent should be a requirement for foreign-flagged vessels. That is the case in Italy with commercial yachts and I haven’t heard too many complaints. Foreign megayacht captain Current vessel 160-180 feet l
One issue I must address is the policy for foreign crew when a vessel goes to a shipyard. It happened to me and went like this: We arrived in Ft. Lauderdale around 3 a.m. In the morning, I went to clear the crew in. When the immigration officer asked what our business in town was, I replied that we need to haul the boat and do some needed work.
He stated that if we are going to the yard then all foreign crew must immediately leave the country. When I asked why, he said that the yard will do the work and we don’t need any crew, foreign or American. I could not impress upon him the fact that without at least the captain, engineer and mate on board, the work could not be accomplished. No one has the knowledge the crew does. He stated that is what happens when cruise ships and commercial ships have yard work done in the U.S.; they send hundreds to thousands of crew out of the country. The point is CBP needs to understand that a policy geared toward cruise ships cannot be broadbrushed to include yachts. We need our crew on board for yard periods. They need to make a provision for yachts to allow it. If we can’t, we simply will have to go offshore for yard work. U.S. megayacht captain, more than 20 years Current vessel 120-140 feet l
Re: ANOAs. The ANOA from foreign is a reasonable request and filing electronically is a convenient means of doing it. However, there is rarely a response from the authorities so it is difficult to know if it was received and if it was correctly completed. The ANOA between ports in U.S. waters is totally unnecessary. AIS will advise the authorities of a yacht’s position and informing the NVMC of intentions that can change at the whim of weather or the owner is pointless. Reducing the threshold to 100 tons will exponentially increase the authorities’ workload as there are many more boats of that size. I regularly change intended ports or cancel trips owing to paperwork issues and the owner not being happy with treatment by the authorities. Re: terrorist threats. There is nothing to suggest yachts are a security threat. There is nothing in any of the U.S. specific regulations that would affect the ease with which a yacht could be commandeered and used for malicious purposes. Security is an American obsession. Only North Korea is more preoccupied with security. Re: immigration. U.S. immigration policy is standard and clear. There is a love of foreign crew in the yachting industry, but if they are not allowed so be it. All that will happen is fewer boats will use the U.S. as a destination, but this will hardly hurt the economy. The B1/B2 system works well and a yacht visa would almost certainly be difficult to design and enforce. Re: Pilots. Pilotage is not connected with security and should not be. It is perfectly reasonable to use pilots when
See COMMENTS, page A22
A22 July 2007 FROM THE FRONT: Homeland security and megayachts
Port agent: Hijacking a yacht of limited benefit to terrorists COMMENTS, from page A21 regulations require. Regular users should be able to apply for exemption certificates based on competence. Foreign megayacht captain Most recent vessel 160-180 feet l
Re: ANOA. It’s a good idea to lower the ANOA threshold from 300 to 100 tons for foreign-flagged yachts so DHS can monitor more vessel movement. Re: terrorist threats. Luxury yachts are not vulnerable to take-over by a terrorist group. The value in hijacking a luxury yacht is the value in the owner and guests being held for ransom and the resale value of the artwork aboard as well as jewelry. Re: pilots. Pilots are required in many ports. In San Diego, it is officially optional to take a pilot for any sized yacht, but payment of fees is required. This will be difficult to enforce and will be interesting to see how it develops. SFO, The Colombia River, Puget Sound and SE Alaska all have strict pilotage regulations for luxury yachts. I believe these requirements limit the number of yachts that visit those areas and in turn, limit that area’s income stream from luxury yachts, which is significant. Pilots don’t minimize a security threat; the yachts just provide more income for the local pilots associations. Re: clearing in. The logistical bottle neck that would be created from requiring quarantine docks would make things far from ideal. It’s best to allow luxury yachts to proceed directly to the marina, fuel dock or shipyard of their choice. Luxury yachts over, say, 75 feet are the lowest risk vessels with professional captain and crew. The efforts of the U.S. government should be on higher risk vessels such as those under 75 feet not run by professionals. All U.S. ports should have the same protocol in place for luxury yachts to follow. Skippers are always complaining about the lack of consistency from port to port with immigration, customs, pilotage, agriculture, USCG, etc. Former U.S. megayacht captain Currently working as a port agent
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All other countries in the world board my vessel, check documents, and check crew for eligibility, health and sanitation. They also charge a fee for the entry boarding party. Nassau in the Bahamas charges $300-350 per entry, depending upon fishing licenses, etc. The U.S. charges nothing, earns nothing, and therefore has no staff to enter vessels.
We (yachts) must enter on our honesty and go through the highly inefficient and cumbersome process of driving across town to find an open office to make entry. We must leave our $27 million yacht unmanned, so all crew can show their faces after standing in a crowded office for hours. Meanwhile, if we had other intentions, one of us could simply step out of the vehicle along the way. Who would ever know the difference? The U.S. government is lost. It doesn’t have a clue, and more legislation is not the answer. Here’s the way it should be: 1. Vessels entering port must dock at a secured dock, recognized as a port of entry. 2. No person shall leave the vessel prior to clearance. 3. One immigration and one customs official will board every vessel entering, and make the clearance onboard. 4. Agents will charge the vessel a fee for entry, $250 should cover it. Honor exemptions for local, pre-registered boaters. These are tax-paying citizens already footing the bill. Charge them $20 per entry. All funds collected will help pay for operation. When I clear into the U.S., no one asks if I have weapons, if there’s any illness, if any deaths have occurred, if I’ve declared the value of the vessel or if I’m carrying valuables other than ships stores. These are regular questions in other countries. The U.S. asks nothing and doesn’t even answer the phone when you call to make entry. Good luck in DC. Tell them the whole program is off task. I would like to take each member of the group you will meet, take them to the Bahamas and re-enter U.S. waters just once so they could actually see the task they are working on. U.S. megayacht captain, more than 20 years Current vessel 120-140 feet l
Re: ANOAs. I don’t file electronically. I fax and follow up with a phone call. I can file electronically, but feel boats aren’t/shouldn’t be required to have the means to do so, convenient as it is. The ANOA people I’ve dealt with were fantastic, real pros. The same applies to virtually all USCG personnel I’ve had contact with over the last 30 years. ANOAs aren’t particularly effective as a screening process yet. The borders are a sieve, and anybody trying to sneak in wouldn’t advertise it by listing themselves on an ANOA. I suppose it’s a start though. All vessels arriving from outside U.S. waters need to be included. Re: terrorism threats. I do feel yachts
See COMMENTS, page A23
www.the-triton.com FROM THE FRONT: Homeland security and megayachts
‘I resent beyond expression having to suffer bureaucracy’ COMMENTS, from page A22 are a potential platform for terrorism. Ubiquitous as they are, maneuverable, often fleet, makes them rather ideal for nefarious uses. What defense would there possibly be to prevent laying a yacht filled with explosives up against an LPG ship, a major bridge piling or a passenger ship in a narrow channel entrance of a busy port? Or from carrying in any variety of deadly cargo? ANOAs need to be followed up with inspections and confirmation of said cargo/POBs at arrival, or before. Re: pilots. As yachts have gotten bigger, pilots are naturally coming into play more and more. And as the number of foreign-flagged vessels increase, it’s obviously a good source of revenue. Captains and owners shouldn’t complain. It does help with security, helps protect the environment from accident-related oil spills, allows a chance to gain some local knowledge and meet interesting people. If money was no problem, ports could set up a hoop-like gamma scanner that boats would pass through. They are available for about $10 million each. They’re like a degaussing loop. They will tell you every last little element or compound on the boat, ship, (or truck) in seconds, even ones hidden away (unless enclosed in lead). These scanners can pick up grains of sand and identify them. As a nation we spend a fortune on various security and military issues but sometimes ignore equipment or procedures as too controversial. Why not deploy more personnel to help monitor/control our borders? Shouldn’t we use every means at our disposal? Shouldn’t we vary our efforts just as the bad guys do? Hunters love when prey follows routines. I am capable of wandering pathless oceans and of being responsible for my actions and accepting consequences. I resent beyond expression having to suffer bureaucracy, imposed on everyone because a few can’t learn to live together. The worst-case scenario is that the very freedom we want to protect gets sacrificed. More than anything, I think more training and drills, and ability to perform in-depth background checks easier, would help the yachting community contribute to the efforts. In other words, I’d put my money on the people. They’re the biggest threats and the biggest assets. U.S. megayacht captain, more than 20 years Current vessel 140-160 feet l
Re: ANOAs. The ANOA as it stands
is just fine. Reducing the threshold to 100 ton is ridiculous. CBP can barely manage the Local Boater Option program for U.S. boaters returning from the Bahamas. Re: immigration. The U.S. should exact the same scrutiny as every other maritime nation in the world. If I arrive from the U.S. to the Bahamas, St. Maarten, Mexico, etc. on a one-way airline ticket to pick up a yacht, I had better have a cruising letter and copy of the documentation for the vessel I am going to work on in my possession or I am not getting off of the tarmac. Re: pilots. Any vessel over 300 toms should have a pilot onboard. Re: clearing in. The current system of docking a boat then getting into a personal conveyance and driving to CBP with crew and passengers is just ridiculous. Who’s to say that everyone in the car is actually everyone who arrived on the boat? What we should have is a customs dock where vessels clear in from foreign ports. If airports have them for private aviation assets, then why not private vessels? It is my professional opinion as a veteran of the U.S. Coast Guard and an active yacht captain for over 30 years that the Coast Guard makes up all of the new threat analysis to lobby Congress for more funding. Plain and simple, the USCG, being the smallest of the five armed services (and smaller in personnel numbers than the entire NYC police department) wants a bigger piece of the Homeland Security pie. U.S. megayacht captain, more than 30 years Currently does deliveries worldwide
A24 July 2007 FEATURE: Summer in the Caribbean
Signs of Carnival (a Mocko Jumbie puppet in a tree) and deserted beaches PHOTO/DEAN BARNES spell summer in White Bay, Jost Van Dyke, in the BVI.
Working against the flow: Summer in the Caribbean By Carol M. Bareuther Warm weather in northern climates and the threat of hurricane season in the tropics translates to a slow summer season in the Caribbean. Yachts typically follow a seasonal migration, leaving the Caribbean for ports below the hurricane belt, north in New England or across the Atlantic to the Mediterranean. As yachts leave, so do crew. “If they are attached to a yacht, they go where the yacht goes,” said Afsaneh Franklin of Nicholson Yacht Charters & Services in English Harbour, Antigua. “If they are not attached to a yacht, they will go where the yachts are so they can work.” There are, of course, some yachts and crews that stay. “For the monohulls, moving to a depth-challenged venue like the Bahamas is impractical, and for some, cruising the coast of the ‘big island up north’ raises knotty visa issues,” said Dick Dick Schoonover, manager of CharterPort BVI, a Tortola, British Virgin Islands-based yacht clearinghouse,, manager of CharterPort BVI, a Tortola, British Virgin Islandsbased yacht clearinghouse. “Europe takes a couple months out of the charter schedule, and then there’s the Atlantic crossing. “Down island remains an option, mostly because of the hurricane-related actuaries, along with the attractive haul-out options from Grenada to Venezuela,” he said. “There’s the adventure of a new cruising area, too.” Some crews find there is no good reason to leave the Caribbean for the summer. In fact, the only seasonal change they may see is with the make-
Summer Carnival Calendar
July 4: St. John, U.S. Virgin Islands July 16-18: St. Lucia July 18-20: Saba July 18-Aug. 5: Crop Over Festival, Barbados July 20-Aug. 5: Antigua July 23: Statia July 23-Aug. 6: Nevis July 23-Aug. 11: Tortola, British Virgin Islands Aug. 2-12: Anguilla Aug. 10-12: Virgin Gorda, British Virgin Islands Aug. 13-14: Grenada
up of potential charter parties. For example, from winter to summer, the typical charter client changes from couples to families. “The reason for any crew to stay on island is usually to look after a yacht and make sure that it’s safe during the hurricane season,” said freelance crew member Gary Chesher. “For me, besides the daily routine of cleaning and taking care of the yacht, I usually socialize with friends. I live on Antigua year round and have many friends here.” The hustle and bustle of a busy winter season can leave many crew with a bit of cash in the pocket. “Many hired crews do so well with gratuities during the season, they can easily live off their nest egg and enjoy the slow pace of the summer until the season begins again in November,” said Shelly Tucker, who with her husband, Randy, own and charter Three Moons, a 72-foot Irwin ketch based out of the U.S. Virgin Islands. Her mate, Katy Bedner, is one who opts to stay, picking
See CARIBBEAN, page A25
www.the-triton.com FEATURE: Summer in the Caribbean
Boat races a main attraction CARIBBEAN, from page A24 up daysail work and other odd jobs where she can. One advantage to a Caribbean summer is discounted dockage and lots of it, said Lucille Frye, co-owner of Super Yacht Services in St. Maarten. “There’s also quiet cruising grounds, entire bays to yourself, fantastic calm weather with excellent diving, and if you are a charter boat you will be very busy since you are the only one available in an area,” she said. The Caribbean in summer is definitely a place and a time “for peace and quiet,” said Nicholson’s Franklin. CharterPort’s Schoonover relates a story about just how quiet it can be in the Caribbean during the summer. “As Capt. ‘Bungie’ Flynn said to me once after a September charter, ‘This would be a great place to charter if it was like this year round.’” Of course, peace and quiet has its price. Many shore-based attractions close their doors and yachting folks concentrate more on the Weather Channel than sporting events. Beyond summer chartering, boat maintenance and simply bumming around, locals in the Caribbean don’t sleep the summer away. In fact, many islands hold their Carnival celebrations this time of year. Carnival is a celebration that comes to life in a week or more of parades with costumed dancers and stilt-walking Mocko Jumbies, steel drum bands, prince and princess competitions, and massive food and craft fairs. Many islands also hold boat races that feature native sailing sloops, powerboats and oftentimes a chance for modern-day production boats to join in the fun. Carriacou and Anguilla are known for hosting wildly fun boat races, along with beach parties, in August. Carriacou Regatta Festival (July 29-Aug. 6): Everything from serious yacht racing to beachside donkey races, greasy pole climbs and netball competitions will highlight this event, held on Grenada’s northern offshore island of Carriacou. “The main aim of the festival is to perpetuate the indigenous art of boat building handed down to us by our Irish and Scottish ancestors,” said regatta committee chairman Dexter Leggard. The regatta race events focus mainly on the locally built workboats with 10 classes of boats ranging from 14 to 35 feet, although more than a dozen modern racing yachts also competed last year. On-shore activities include road races, a Miss Wet T-Shirt contest, and Miss Aquaval Queen Show with participation from Trinidad, Tobago, Grenada, Barbados, Canouan, Union Island and host Carriacou.
For information, call (473) 443-7930 or (473) 443-7948, e-mail ccouregatta@ caribsurf.com or visit www. carriacouregatta.com. Anguilla Summer Festival (Aug. 2-12): Boat racing is a 150-yearoldtradition – and the national sport – on the isle of Anguilla. Come festival time, there is a series of three races for Anguilla’s famous racing sloops, culminating with a Champion of Champions Regatta. “Our open-hull racing sloops are still masterfully crafted and raced according to centuries-old standards,” said director of tourism Amelia Vanterpool-Kubisch. Fireworks, cultural talent shows, live music and the annual Miss Anguilla pageant are other activities spanning the weeklong Anguilla Summer Festival, which takes place at Sandy
A local boat races during the Anguilla Summer Festival; this year, it will be held from Aug. 2-12. PHOTO/DEAN BARNES
Ground. There will also be what locals call “thousands of revelers defying sleep’s calling to engage in a before-thebreak-of-dawn festive street dance and jump-up.” Located in the Leeward Islands eight miles north of St. Martin, Anguilla is also acclaimed for stretches of deserted and not-so-deserted beaches lined with beach bars and restaurants serving 5-
star cuisine. For more information, contact the Anguilla Tourist Board, 264-4972759, e-mail atbtour@anguillanet. com or visit www.festival.ai/article/ archive/116/ Carol Bareuther is a freelance writer living in St. Thomas. Contact her through email@example.com.
A26 July 2007
Despite the much-needed rain in South Florida, more than 50 captains, crew and industry folks joined us to network on the first Wednesday in June. Thanks to the graciousness of our sponsors – NautiTech and ARW Maritime – there was a tent, not to mention delicious barbecue, tubs of cold adult Hazel Pobeda, who handles parts and runs the office at NautiTech, also manned the beverages and grill. That’s Lorenz Brunier at left, son of NautiTech owner Jacques Brunier and a PHOTO/LUCY REED great networking. student in culinary school. The food is good at Triton events.
The adult beverages are better than average, too. Willie Lavant of Bradford goes for the good stuff. PHOTO/KENNA REED
Join us the first Wednesday of every month for more new faces. In July, we’re meeting from 3-5 p.m. at Crown Liquors on Cordova just north of Southeast 17th Street. There will The networking is always good. From left: Tiora La Porta, service manager be hot dogs. (It’s a Realtor Ginger Hornaday and Capt. Walter at Marine Max in Pompano Beach; Roberto Menniti, vice president at holiday, after all.)
Clawson enjoy the evening and some fun PHOTO/LUCY REED conversation.
Opacmare USA; Bob Hagemeister, a technician with Opacmare; and Bruce PHOTO/LUCY REED LaPorta, service manager at Marine Max in Miami.
Triton Spotter The fine folks at Palma Engineering in Mallorca keep The Triton moving around the island all summer. Here they delivered the newspaper to the megayacht that shares our name, the 163-foot Delta Triton in Varadero, Palma de Mallorca. That’s Baron and Liam on board with their hands full. If you are in Palma and want a Triton (the newspaper, that is), stop by PHOTO/MARI SANCHEZ Palma Engineering.
Capt. Veronica Hast is overseeing a refit of her latest command, M/Y So Taj, at the Delta shipyard near Seattle. Here she is in typically springtime weather in the Pacific Northwest with her husband, mate Andrey, at Friday Harbor, San Juan Islands. Capt. Hast is helping hand out Tritons around there this summer (or however long the vessel extension and replacement of the engines takes) so if you are near Delta, you know where to find us.
Where have you and your Triton been lately? Send photos to firstname.lastname@example.org. If we print yours, you get a T-shirt.
Chef/stew/deckhand Amy Cross stands watch over the 85-foot Pacific Mariner M/Y Carbon Copy at Capri West Marina in Port Washington, N.Y. this summer. Cross – who hails from Glen Cove, one harbor east – is the only crew on this owner-operated yacht, which cruises New England in summer and the Caribbean PHOTO/TOM SERIO in winter.
Mate Philip Ray is busy cleaning the tender Sidekick, one of his many duties aboard M/Y Shacar, an 87-foot Austral/ Oceanfast (in the background). Ray has dreams of sailing the ocean to exotic ports while he works his way toward a captain’s ticket. For now though, he’ll spend his summer in New England and head to PHOTO/TOM SERIO Florida later this year.
From left, Doug (a friend of the captain), Mate Michael Hux, Capt. Mark Hall, Chef Dominique Hall, and Stewardess Daniela Vessoni of M/Y Sensation on their way to spend the summer in Alaska. PHOTO/SUNNY HANLEY
Capt. Craig Martin takes a few minutes to chat while hustling around M/Y MITseaAH, a 114-foot Derecktor. Capt. Martin and the yacht spend their summers in New England (he was preparing for a trip to from New York to Newport when we found him), and will be back in the southern latitudes this winter. PHOTO/TOM SERIO
“It’s fun – really,” says Capt. Bob Wiswall of M/Y Northwind, who stopped by Platypus Marine in Washington for general repairs on his way to Sitka for some summer fishing. That’s how he’s kept that smile all these years. PHOTO/SUNNY HANLEY
A28 July 2007
WRITE TO BE HEARD
Maritime employment lawsuits can be mitigated by contracts By Maurice Cusick The single matter that has crossed my desk with increasing frequency over the past few years is a captain’s or crew member’s dispute with the owner of a vessel. Often, the matter is not the fault of that captain or crew member, and the owner is looking to merely place the blame and at least some of the financial cost elsewhere. The days are gone when owners undertook every bill and bailed their crew members out at every turn. Also gone are the more-recent days when a crew member or delivery crew was paid with cash on the foredeck. Another matter I see with some frequency is the IRS looking at crew members who have not paid their taxes. Yes, U.S. citizens have to pay U.S. taxes on money earned, even if you are outside the country. Do not wait for them to come looking for you. If you have not been filing a return, start now. One thing captains and crew members can do to protect their position and limit potential downside is to be paid on a weekly or bi-weekly schedule. That way, if payment is not made for whatever reason, they can immediately terminate their employment with no questions asked. But what they really need is a plain and simple contract. Usually, one of two to three pages will do, setting out the simple terms of the agreement. Even crew placement agencies can provide their clients, both owners and crew, with a simple contract. If the owner presents captains or crew members with a contract, they should read it first, then draw a line through or rewrite any clause they don’t like. (By the way, anyone can do this anywhere, even when renting a car. I do it all the time.) The modifications become the new contract. Recently I received a call from a captain whose contact contained a clause stating that if there was any litigation, if would be brought “on the Isle of Guernsey.” Neither the vessel nor the captain was from Guernsey. It is little known, but such clauses are not enforceable in U.S. courts. I have had them stricken by U.S. Federal Courts on several occasions. Of course, the only reason the clause was in the contract was to scare the crew member from filing a lawsuit. Clearly, the most important clauses to be included in a contract concern pay, term, and choice of law and jurisdiction clauses. Here’s the problem: If a captain or crew member leaves a vessel in Miami and returns home to San Diego, where would a lawsuit be filed?
The wisest choice is to have a clause in the contract that says any dispute will be resolved under the laws of California and in the courts of San Diego. That way the crew member does not have to fly away from home and incur that expense. Also, make certain the contract stipulates that the prevailing party is entitled to attorney’s fees and costs. People are surprised that these are not automatic in all jurisdictions (such as in Rhode Island, where the law says a contract has to say it, generally, for them to be recovered). Otherwise a captain or crew member may be in the position of recovering $5,000, and paying an attorney’s fee bill of $4,500. It has been brought to my attention that if a captain or crew member were to file a lawsuit against an owner, he or she would be blackballed in the yachting community. (The same is true about vessel owners, by the way. If they get sued, word gets out about them, too.) The issue is whether the captain or crew makes yachting their profession or it’s simply a way to pass some time and see the world. If it is a profession, times have changed and sooner or later the captain or crew member will have to stand up for his/ her rights. More and more often I see people who have been treated unfairly by vessel owners and have no recourse. All great areas of dispute – divorce, labor law, even slavery – started with people who did not want to rock the boat or be blackballed. In recent years, landlord-tenant law in Newport, R.I., was so abused by landlords that laws were passed protecting tenants. I do not advocate lawsuits, and many of these matters are resolved far short of that. But yes, while oral contracts can be enforced, the biggest problem is jurisdiction and unthought-of travel expenses. These are all cured by a short and simple employment contract. It is, in any event, just a matter of time. We have all seen the beginning of the era of professional crew. We have all seen wages rise dramatically. Sooner, rather than later, contracts and their enforcement will be the rule rather than the exception. I have already seen it happening here in Newport. The question is, are you going to be at the forefront of that move or continue to assume the risk that you will not be on the wrong end of a dispute for the rest of your marine career? Maurice Cusick is a professor and maritime lawyer in Newport. Contact him at email@example.com.
WRITE TO BE HEARD
Complexity of rules, high fines lead to an ANOA follow-up After last month’s story entitled “Lesson Learned: With ANOAs, if you don’t know, ask,” on the front page of the June issue, Capt. Charles Hudspeth received several e-mails from other captains asking for more. Here, he shares one e-mail exchange. Dear Capt. Hudspeth, I am unclear on the difference between “checking in” and “filing an ANOA.” I get conflicting information when calling the U.S. Coast Guard and the Dept. of Homeland Security. My vessel is foreign-flagged and under 100gt. I will be traveling up the U.S. East Coast this summer. Can you give me some information? Dear captain, I certainly understand your frustration. With the fines associated with incorrect action being so high, one cannot afford to be lax with any of the agencies that we deal with. This is my understanding of the two major foreign-flagged requirements. 1. Checking in. This is required of all foreign-flagged vessels that sail under a cruising license. This is you. (The cruising license itself requires this.) Everywhere you go, if you are stopping to tie up and spend the night, you must call Department of Homeland Security / Captain of the Port / U.S. Customs. Tonnage doesn’t matter. In Florida, one phone number mostly covers the state (800-432-1216). Be sure to log your call, get the agent’s badge number and make clear that you have not left the country. When you leave one port, ask them the phone number for the next checking-in port. Establish an organized log book for this procedure. They will ask for the name of your vessel, the official number, flag, cruising license number, captain’s name and phone number, marina and port, and the number of crew and passengers. It’s painless, although the hold time on the phone can be up to 45 minutes or more. 2. The advanced notice of arrival (ANOA) can be tricky. U.S. law requires all vessels over 300 tons, and foreignflagged vessels under 300 tons when arriving in the 7th District (Florida, Georgia and South Carolina) file an ANOA when entering the United States. You can file this electronically to the National Vessel Movement Center (800-708-9823, www.nvmc.uscg.gov). Its Web site works pretty well. It can be confusing at first but you can file and then call them to check your filing. Even if a port chooses not to enforce a law, the law and any fines stand. In the past, Miami and Ft. Lauderdale have not enforced ANOA for foreignflagged vessels under 300 gt but, according to the officer in charge of ANOA in Miami, foreign-flagged vessels must file. Many ports seem to march to their own drummer and not tow the party line set by Miami. Be patient. File
electronically and update as needed. Print your ANOA document. It’s not difficult. For other ports, call the NVMC and see if ANOAs are required. Here is a potential problem. If NVMC doesn’t know filing requirements and you file when you shouldn‘t, the Coast Guard might think you are a foreign cargo vessel. This is what happened to me. [June issue, page A1.] When filing, on cargo section write “no cargo, no foreign ports, recreational yacht under 300 gt.” Unfortunately no one read this when I filed. Still, err on the side of caution. The more you work with the
ANOA, the easier it will become. 3. You didn’t ask for this but you need to know it. Some New England ports require a pilot on foreign-flagged vessels. The Coast Pilot should have this info, although it is complicated. I recommend contacting the local pilots association to arrange required pilot or avoid the area. Associations have been known to radio vessels and ask if a pilot is on board. If not, you can be fined. We maintain strict radio silence and, due to security concerns, never give out info on who is on the vessel. I would only be compelled to converse on the
radio with U.S. Coast Guard or another verified government agency. Without a visual reference, how do you know with whom you are conversing? I hope this helps. Through calls, trade publications and conversing with smart captains, I feel I am starting to understand these rules. I invite Triton readers to give me input on the accuracy of my response. By sharing information, we can obtain a better understanding of our many rules. Contact Capt. Charles Hudspeth at HUD6231@aol.com.
A30 July 2007
WRITE TO BE HEARD
Ft. Lauderdale city commission, protestors clueless about The Sails Last month I had the dismaying experience of sitting through a Fort Lauderdale City Commission meeting regarding The Sails proposed development. (The Sails would be located on the site of the old Best Western and Pink City on the southeast side of the 17th street bridge.) Developer Ron Mastriana is not only a nice guy but has made numerous concessions to the neighborhoods and is proposing a marine-centered luxury hotel with public facilities. He has incorporated a green (planted) roof, native landscaping, energy efficient windows and as little “black top” as the city would allow. The site is zoned for a 120-foot tall building with 5-foot setbacks. The Sails is 120 feet for a small portion of the 8 acres and has 60-foot setbacks. One by one, a group of protestors stood before commissioners and decried the 10,000 cars a day that would be on the bridge if The Sails project were allowed to proceed. The traffic engineer predicted no more traffic than we saw a decade ago when Pink City was fully operational. When asked for their comparative credentials, the traffic engineer stated his degree, certifications, and experience. The buffoon who calculated 10,000 cars a day had no
degree, no certifications, and admitted this was the first traffic calculation he had ever done. Yet, in its wisdom, commissioners weren’t “100 percent sure” which of these men to believe. The other cry from the mob regarded the size of the building. Mayor Jim Naugle seemed to be the only one who paid attention in ninthgrade math. Cubic feet – a measure of volume, not mass – was used for the first time in the history of mankind by the city’s Planning & Zoning board to compare two buildings. The building that was compared to The Sails was the Pier 66. The problem here, as Mayor Naugle pointed out, is that only a portion of the Hyatt (the tower) was compared to the entire Sails building in the P&Z report that stated The Sails is “nearly twice the size” of the Hyatt. Two thirds of The Sails footprint is a mere 61 feet high. A single-family home, with a second story, can be 35 feet, according to the building code. Mayor Naugle also noted the low density of hotel rooms to acreage (44 per acre) of this building compared with those being built on the beach (as much as 191 rooms per acre). Meanwhile, that same fateful night, a stone’s skip away from The Sails site,
Broward County commissioners voted to expand the airport. That must be where the 10,000 cars a day comes in. I don’t know if that’s a valid number, but I do know there are about 200 people on a 737. Few of those new arrivals will charter a boat, and fewer still will buy one. They will stay at skyhigh hotels, eat at The Cheesecake Factory and clog our roads on their way to Sawgrass Mills. This discourages me because, although our largest boat is only a 16-foot catamaran, I moved here because I like boat people. I like to look around Sailorman and West Marine. My kitchen countertops come from General Hardwoods, which does beautiful custom interiors for boats. Finding a place to repair my pool pump was a snap because all the boats in town create a marketplace for these skilled people. The Sails offers an opportunity to host small boats, big boats and megayachts. It offers jobs to people who work in hotels, on boats, under boats, and who provide all the services that yachts come into port for. If I owned a yacht, I think I would like to dock at a 5-star marina, eat at the 5-star hotel with a view of my yacht and the sunset, shop there, and stay in a lovely 5-star room. Maybe
there’s another “Venice of America” that actually welcomes boats. It is clear to me, and probably to you, that Ft. Lauderdale city commissioners do not. One parting thought: If the Planning & Zoning board had not made up the “volume” calculation, The Sails would have sailed through the permitting process and never been assailed in a public meeting. (Sorry, I couldn’t help myself.) Not one variance was requested. Despite the P&Z claim that it is protecting single-family homes, singlefamily homeowners were not the major voice against The Sails. In fact, entire streets signed petitions in support of it. What project can go on that valuable piece of land that can be a greater asset to the backbone of this community than The Sails? I urge everyone to contact the City Commission, the mayor and Ron Mastriana, and tell them that you support The Sails, and all projects that promote the marine industry from tiny fishing boats to beautiful megayachts. And maybe we can convince them that the mast appearing on the horizon is proof that the earth really is not flat, despite what the loud crowd says. Penny Mondani Ft. Lauderdale
WRITE TO BE HEARD
Not just great, past cruisers tend to make the best crew I was going through some articles in The Triton and came across “Why cruisers make great yacht crew” [page C1, February 2007]. I enjoyed the article, considering I miss cruising now that I work aboard a 100-foot Westport/Queenship. I grew up in Oklahoma on a ranch with tractors, but my family kept a 43foot Beneteau in Trinidad where we would go every other break and cruise to Grenada and the Tobago Cays. It’s different working on a yacht. Cruising made me appreciate and enjoy the sea. Now, it has turned into an 8 a.m. to 5 p.m. job, though I do love the sea. When it comes to doing things around the yacht, I look back to where I learned them: cruising with my family in the southern Caribbean. Back in February I helped out a captain whose mate had left and they had a charter the next day. I noticed the difference between myself and the deckhand. Yes, everyone needs to start from somewhere, but a percentage of yacht crew today have a no clue to how to tie a bowline, square knot, etc. I had asked him to tie off the tender on the swim platform; I came out to see him trying to tie a bowline. By the end of the charter, he knew a lot more than before. The captain, a dear friend, was surprised at how much his new deckhand knew. I never said a word. This trip was in February. I recently saw the yacht and that young deckhand will be a mate before long. The new mate has been working with him and he is coming along fine. Another thing that happened on that trip: The owners had never really been sailing and thought it would be a great idea. I ran into a couple I knew from Trinidad with a 50-foot Beneteau. I was able to work it out to take their yacht out for the day. The owners said it was the best time. They now own a 50-foot Beneteau. First Officer Pearson Adams Boat name withheld upon request
Scam alert: Don’t accept postdated checks Something happened to me recently that I wanted to pass along so that it may help some of you avoid getting ripped off in the future. This is something which I have never been told and I doubt that it is common knowledge unless you’ve been taken advantage of in this way already. Never accept a postdated check from anyone. If you do accept a postdated check (no matter the amount), and the check bounces, it cannot be pursued as a criminal case (only a civil case). In my particular instance, I’m not able to pursue it as a civil case so I am out of luck. Even though you may want to be a “nice person,” insist on having the check dated on the day you receive it and then make it your choice to wait until you cash it. Scammers know this loop hole and will take advantage of you if you let them. Capt. Jim Bean M/Y Sis W
The right representative When I first heard that Editor Lucy Reed was headed for Washington Production Manager Patty Weinert, firstname.lastname@example.org Advertising Sales Suzy Farmer, email@example.com
Publisher David Reed, firstname.lastname@example.org Editor Lucy Chabot Reed, email@example.com Business Manager Peg Garvia Soffen, firstname.lastname@example.org
Executive Assistant Julie Lynn Graphic Designer Christine Abbott, email@example.com Abbott Designs
to attend the Small Vessel Security Summit, I thought, who else could possibly be a more informed candidate to represent us than Lucy? She hears our concerns at every luncheon, in every marina, and just about everywhere there is a boat. Yachting professionals who read The Triton know that it often has a “Lessons Learned” article. Having been in one of those articles myself, I want to thank The Triton and Lucy for going to Washington. Let’s face it. We all have our responsibilities with our vessels, crew, owners, etc. We surely don’t have time to “step up to the plate.” So thank you, Lucy, for taking the time to give the higher-ups our side of the story. I can’t wait to hear the outcome of last week’s meeting. Capt. Dwayne “Doc” Proctor M/Y Simaron
Old articles are on the Internet I never knew Tom Fexas, other than a “Sailing is Silly” column he wrote for Motorboat’s October 1990 issue. Your recent story [“Yacht designer Fexas honored in memorial,” page Contributing Editor Lawrence Hollyfield Contributors
Capt. Rusty Allen, Capt. John Andersen, Carol Bareuther, Ian Biles, Capt. Mark A. Cline, Capt. Conor Craig, Maurice Cusick, Mark Darley, John Freeman, Don Grimme, Capt. Veronica Hast, Sunny Hanley, Jack Horkheimer, Capt. Charles Hudspeth, Mate Gordon Jamieson, Chef Mary Beth Lawton Johnson, Stewardess Dawn Kuhns, Sandy Lindsey, Donna Mergenhagen, Steve Pica, Kenna Reed, Stephen Reed, Rossmare Intl., Mari Sanchez, James Schot, Capt. Tom Serio, Capt. Linda Thomas, Rex A. Westergard
You have a ‘write’ to be heard. Send us your thoughts on anything that bothers you. Write to us at firstname.lastname@example.org. A15, March, 2007] makes him seem interesting; wish I had known more about him. I wonder if your column is online somewhere? I have a number of friends to whom I would like to send it. Philip Baron EDITOR’S NOTE: All of The Triton’s stories are archived on our Web site, www.the-triton.com. Click on the news search link at the top.
Appreciating the Triton Thanks for the lunch on Friday and also for your publication. We all enjoy reading it and the crew look forward to being the first one to bring the latest edition back to the yacht, especially when we are “on the road.” Capt. Philip King Attendee of July’s Bridge luncheon Vol. 4, No. 4.
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2007 Triton Publishing Group Inc. All rights reserved.
Contact us at: Mailing address: 757 S.E. 17th St., #1119 Visit us at: 111B S. W. 23rd St. Ft. Lauderdale, FL 33315 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com
Exploring Ethanol and E10
Jump for joy over Jupiter
Splendor on Lake Michigan
l The alcohol in Ethanol and
Use even a modest telescope early in July and you’ll see the king of our planets, four of its larger moons and some of its weather systems.
The Grand Hotel on Mackinac Island has spectacular views, and it is is one of several stops worth making on the only Great Lake entirely in the United States.
E10 attract water that can cause engine failure, but there are solutions to be had.
l Ethanol, low-sulfur products
and biodiesel call for increased attention to additives.
BELIZE AND HER REEFS
A trouble-free, often spectacular place for winter cruising By Capt. Conor Craig
Deckhand Mick Brown balances on the hike up a Mayan ruin. Getting there was an adventure, too, but a wildlife version. PHOTO/GORDON JAMIESON
We fueled in Port Everglades and departed for Belize. The Notice of Arrival/Departure form had been sent to the Department of Homeland Security, our white I-94 cards to Immigration, and we were on our way. With fine weather and avoiding the central Gulf Stream we had a pleasant three-day trip ahead. I had gone to Belize a month prior to our trip to source agents, dive instructors, etc., and had the good fortune to meet Carolyn from Ventura (email@example.com). Carolyn proved to be the most efficient agent we have ever run across. She was able to organize everything from visas for our Philippine crew members to a duty-free 40 HP outboard motor, from shore trips to satellite TV boxes, not to mention helicopters, planes and FedEx parcels in and out. Carolyn had given me the entry forms in advance so that I had the
The crew explored the Mayan Laminai site with a guide. required number of photocopies of crew lists, etc., ready for the immigration/customs procedures. No
problems here and after a pleasant 15minute session onboard, we were in. See BELIZE, page B16
Fexas Yacht Design crew carries on work of late namesake Chief designer David Glasco sits at his drafting table, with a picture of M/Y Time on the wall. Glasco has been with Fexas Yacht Design for nine years. PHOTO/TOM SERIO
By Capt. Tom Serio Sometimes, when the principal of a business passes away, that can mean the end of the business. After all, the business was built by the principal, with his or her ideas, visions and dreams. What can bring even more uncertainty is when the principal’s name is on the business. But with some foresight and preparations, it doesn’t have to turn out this way. Case in point: Tom Fexas Yacht Design. Tom Fexas, a leader in the yacht
design industry with noted works such as the Palmer Johnson M/Y Time and the Midnight Lace line that is experiencing a resurrection, passed away in November. He had been ill for several years, with significantly failing health in October from a rare bonemarrow cancer. Regina Fexas, Tom’s wife of 20 years, said that despite his illness, he came to the office in Stuart, Fla., at least a few hours a day, keeping a hand in the design aspects while she ran the
See FEXAS, page B2
B July 2007 FROM THE TECH FRONT: Design firm
Regina Fexas poses by some of the magazine covers that feature yachts designed by her husband, Tom Fexas, who died in November. PHOTO/TOM SERIO
Regina Fexas, four designers give the company stability FEXAS, from page B1 “office-side,” as she is not a designer herself. But therein lies the secret: over the past year, Fexas had been passing on and transitioning his knowledge and business prowess to his team of designers and architects, with Chief Designer David Glasco assuming the lead position of the company and Regina Fexas as owner. Glasco, a nine-year firm veteran, deals with everything related to new orders and revisions, modifications and custom work, and maintains customerfacing aspects. Regina Fexas handles everything non-yachting related. Glasco parses the work among design team members, including Wyatt Huggins, Nicholas DiMatteo and Rogerio Kovalski. Between these four, there is more than 50 years of experience at TFYD alone, not to mention design experience before joining the firm. The longest tenure goes to DiMatteo, having joined Fexas in 1985, with Huggins and Kovalski around for 20 and six years, respectively. These men know Fexas’ way of designing, what needs to get done for each job, and the expectation the name they serve under demands. “When Tom passed, our customers were not worried,” Glasco said. “They know the work goes on with the same expertise as before.” And on it goes. Glasco said they have
a good book of work currently, with more coming in. And it’s not just new orders, although several are in progress, including a 55-foot motoryacht ordered by a repeat customer, a 64-foot sportfish being completed and a 24meter to be built in Europe. A good portion of their business is changing existing hulls, either for new engines that may need new mounts or weight recalculations, hull extensions or other changes. “There are over 1,000 Fexas-designed yachts in the water worldwide,” Regina Fexas said. And most Mikelson Yachts, designed by Fexas, are semi-custom, keeping the team busy with each order. The firm can rest on its laurels a little. Still in its possession are more than 100 original designs that can be built again or used as a foundation for a new yacht. Add to that the countless drawings of many yachts, including the original Midnight Lace ink drawings from the 1970s, and the fact that the firm has designed vessels from 26-foot tenders to 130-foot motoryachts, there is plenty for a discerning owner to choose from. Regina Fexas’ plans are to follow the traditions. “We’re going to keep the firm going as long as we can,” she said. “It’s working very well and we will keep Tom’s work going on.” Contact Capt. Tom Serio through firstname.lastname@example.org.
Ethanol and E10 gas: problems and solutions By Sandy Lindsey Most mariners know that excess fuel emissions are dangerous to the longterm health of the planet. Recently, however, MTBE, the additive used to reduce emissions, was found to cause water pollution. As a result, MTBE is gradually being eliminated across the United States. Taking its place is ethanol, a grain alcohol blended with conventional gasoline in a mixture of 10 percent ethanol to 90 percent gasoline, hence the term E10. Normally, the story would end here, with the problem solved. Unfortunately, ethanol raises several serious problems that range from phase separation (ethanol bonds to water and the mixture falls to the bottom of the tank as a separate layer where it can find its way into the engine) to the sudden release of sludge build-up (which results in clogged filters and injectors). The situation is exacerbated by boats that sit idle, such as the third tender that gets minimal use or the onboard fuel storage tank that refills the tenders and water toys. “Most boat owners are expecting problems,” said David Brown, owner of Thompson Marine in Egg Harbor Township, N.J. “I don’t think anybody
really knows anything firm yet, and that’s kind of the issue. We’re not sure what to expect. We had a problem long ago, in the late ’70s and early ’80s when they tried ethanol before, with fuel lines and rubber hoses breaking down, so there’s some concern we could see the same thing this time. There’s also an issue with the ethanol mixing with water and fouling up the engine.” Unlike previous incarnations of ethanol fuels, E10 fuel does not. While pure ethanol can indeed ruin rubber hoses, the 10 percent ethanol that is in E10 gas is a safe amount where hoses are concerned. As far as the tanks go, however, a certain type of fiberglass is vulnerable. How do you know if you have such a tank? Most people will probably already now. The majority of these tanks are on luxury vessels built in the 1960s, ’70s and ’80s, when these fiberglass tanks
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of June 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of June 15, 2006
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 602/633 Savannah, Ga. 587/NA Newport, R.I. 592/621 Caribbean St. Thomas, USVI 757/NA St. Maarten 687/NA Antigua 707/NA North Atlantic Bermuda (St. George’s) 823/NA Cape Verde 610/NA Azores 797/NA Canary Islands 595/767 Mediterranean Gibraltar 582/NA Barcelona, Spain 630/1,266 Palma de Mallorca, Spain NA/1,277 Antibes, France 664/1,466 San Remo, Italy 745/1,441 Naples, Italy 752/1,436 Venice, Italy 733/1,437 Corfu, Greece 781/1,261 Piraeus, Greece 753/1,233 Istanbul, Turkey 609/NA Malta 570/NA Bizerte, Tunisia 578/NA Tunis, Tunisia 575/NA Oceania Auckland, New Zealand 640/NA Sydney, Australia 643/NA Fiji 650/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 628/671 Savannah, Ga. 601/NA Newport, R.I. 623/NA Caribbean St. Thomas, USVI 763/NA St. Maarten 684/NA Antigua 685/NA North Atlantic Bermuda (St. George’s) 823/NA Cape Verde 603/NA Azores 627/NA Canary Islands 603/725 Mediterranean Gibraltar 595/NA Barcelona, Spain 634/1,239 Palma de Mallorca, Spain NA/1,202 Antibes, France 668/1,421 San Remo, Italy 737/1,420 Naples, Italy 753/1,428 Venice, Italy 715/1,417 Corfu, Greece 767/1,297 Piraeus, Greece 745/1,254 Istanbul, Turkey 615/NA Malta 604/NA Tunis, Tunisia 614/NA Oceania Auckland, New Zealand 686/NA Sydney, Australia 704/NA Fiji 632/NA
*When available according to customs.
*When available according to customs.
were considered the best material available. Boats built after the 1980s don’t usually have a problem because the fiberglass resin was changed. The overall news is good, that with intelligent fuel management, boat owners and crew can make E10 fuel work well despite its shortcomings. The availability of E10 fuel is growing along the U.S. East Coast, particularly in the central Atlantic states or points north.
The major downside to E10 gas is that the alcohol content attracts moisture. The alcohol attracts and joins with the moisture in the air to create larger amounts of water in the fuel tank than had occurred with MTBE
blends. Water in E10 fuel is a concern as far away as Hawaii, which became an E10 state on April 2. Gas station and marina owners across the state had
to make sure that fuel storage tanks didn’t have any water in them, install new ethanol-ready filters at the pumps and make sure the tanks are clean, said Maria Tome, an engineer with the state Department of Business, Economic Development and Tourism. “A lot of older tanks were replaced recently, so most stations were ready,” she said. Still, gas-powered yacht owners are skeptical. “I’m not going to put it in the water as much this year,” said Greg Masson of Maui, who owns a 40-foot Sea Ray. “I don’t know what kind of damage the E10 fuel might do, so I’m playing it safe until I see what happens to other yachts.” Water is heavier than gas so, along with the ethanol, it sinks to the bottom of the tank where a boat’s fuel pickup line is often located. Without an inline water-fuel separator, the water will go directly into the injectors or carburetor and can cause serious engine problems, including possible engine shutdown. “Ethanol has become a huge, huge issue,” said Robyn Ellis, owner of Ellis Marine in Leominster, Mass. “We’ve had to service a lot of engines this year because of fuel separations.”
See E10, page B4
B July 2007
A greater need to select right fuel, additives By Jerry Nessenson
Every step of the way... we’ve got it covered.
The changes to today’s gasoline and diesel, which help reduce harmful emissions, can have serious unwanted effects on marine engines. Boaters must understand potential problems with ethanol-blended gasoline, low and ultra-low sulfur diesel, and biodiesel to avoid fuelrelated problems. Doing so allows boaters to purchase the right fuel or fuel additives that can help the health and performance of their marine engines.
Problems specific to marine use versus automotive use are caused by ethanol absorbing excess moisture around the water and the length of time between fill-ups. This can cause fuel to degrade in less than a month. In rare cases the ethanol can even
Because marine engines absorb excess moisture around the water and go a long time between fillups, their fuel can degrade in less than a month. separate from the gasoline if a large amount of water enters the fuel tank. Ethanol-blended gasoline can develop excessive deposits in the hotter-burning marine engines. This can decrease fuel economy, reduce power output and potentially cause powerhead failure. Aftermarket additives claiming to
prevent or repair phase separation can introduce too much glycol-based chemicals that may exceed the engine manufacturer’s limits and can cause severe engine damage. Some aftermarket additives have been determined to be ineffective. If phase separation occurs, the fuel tank should be pumped out, cleaned and fresh fuel pumped in. Boaters should not try to re-use phase separated gasoline. ValvTect Marine Gasoline with its patented Octane Performance Improver contains marine-grade fuel additives not found in any automotive brands. They stabilize the fuel to help keep it fresh for up to a year to help prevent octane loss. A moisture dispersant helps prevent phase separation. Special detergents prevent power-robbing deposits and
See FUELS, page B5
Water buildup ultimately will lower octane E10, from page B3 In the case of a long-neglected tank, even a water-fuel separator may not be enough to deal with the accumulated water volume. Water buildup in the tank, in turn, drags down some of the blended alcohol with it. This alcohol forms a portion of the overall gasoline octane rating. When octane is tinkered with, the consequences are a lowered octane rating and further reduced performance, rough running, and the potential for engine shutdown. (Automobiles fueling up with E10 don’t notice this problem because most vehicles use the gasoline in their tanks every few days or every week.) Alcohol is a natural solvent for the sludge, tars and other sediment found in marine tanks. While cleaning out the tank is normally good, it is not if the residue is released to the fuel pump. Usually, the fuel filter will trap the particles, but in some instances, the sludge has caused the gas to congeal into a gel, quickly clogging filters. “Also, because of its solvent characteristics, ethanol can act as a quick cleaning agent, sweeping out any accumulated sludge in fuel tanks all at once,” said Terry McBarnet, vice president of Maui Oil Co., a Chevron distributor. “So drivers (and fuel station and marina fuel dock owners) may have filters gucking up at first. So keep keeping a good eye on your fuel filters, especially if you have an older boat.”
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Perhaps the easiest solution is adding a new additive to the fuel tank. Boaters have used alcohol-based or “dry gas” treatments successfully in the past
to deal with water in the tank. But that was when gasoline was gasoline, not a mixture with ethanol. Another solution is emulsifiers, but they disperse large particles of water throughout the gasoline, which can cause carbon buildup, poor engine performance and the formation of gum and varnish deposits. Additionally, emulsifiers require “violent shaking,” something not easily achieved with a 25-foot center console fishing tender. One manufacturer recommends putting an air hose in the tank to agitate the mixture. In the 1970s, General Motors and others did extensive experiments with emulsifiers to make cars more fuel efficient. In addition to severe performance problems, some of the worst effects were that the gas/water emulsifications ate the plating off internal components of fuel pumps and the carbon buildup was so bad engines had to be rebuilt every 20 hours. The vehicles were not driveable and tests were stopped. No oil company recommends emulsifiers; Chevron actually recommends de-emulsifiers. Star Tron is a fuel additive that uses enzyme technology to prevent phase separation by de-ionizing the fuel, which means it neutralizes the electrical charges between water molecules. It is manufactured by Starbrite, a manufacturer of marine and automotive maintenance items, from anti-freeze and motor oil to brushes and polishes. The de-ionization process prevents water molecules from forming into drops that then settle to the bottom of the tank and take the ethanol octane down with it. The octane rating is left in tact and the suspended water
molecules can be burned right along with the gasoline portion of E10. It will also stabilize gas, allowing it to be stored for up to one year. Diesel fuel can be stabilized for up to two years. When choosing a fuel additive, it is important to note that every fuel additive must be registered with the U.S. Environmental Protection Agency. StarTron is registered. Others, such as EZorb are not. For a complete listing, visit www.epa.gov/otaq/regs/fuels/ additive/web-gas.htm
Switching to E10
Switching to E10 fuel for the first time will be of particular importance to yacht crews who would not normally empty the gasoline tank that fills the tenders before refilling it. The U.S. Coast Guard Chief of Auxiliary Surface Operations recommends that all vessel owners from superyachts to bowriders with gasoline tanks onboard wait to refuel with E10 until their tanks are nearly empty. “Mixing these two types of fuel can cause the creation of a gel-like substance that can damage your engine and clog fuel filters,” it says. “When making the switch to E10 stick to one supplier for your fuel. Some distributors have already made the switch and are selling the new E10 blend while others are still trying to sell off the MTBE fuel that they have left in their storage tanks. If your normal supplier has made the switch to E10 and you buy fuel from another vendor that hasn’t switched over, you may find yourself with a tank full of mixed fuel.” Sandy Lindsey is a freelance writer in Ft. Lauderdale. Contact her through email@example.com.
Leaky seal problems not solved by additives FUELS, from page B4 actually clean up pre-existing deposits to allow the engine to operate at peak performance, reduce harmful exhaust emissions and use less fuel.
Low and ultra-low sulfur diesel
EPA regulations will require many marinas to sell low sulfur diesel by Oct. 1, though many will make the transition this summer. Low sulfur (500 ppm) or ultra-low sulfur (15 ppm) diesel contain more moisture, destabilize very quickly and are more susceptible to bacterial growth than high-sulfur diesel. The results are sludge and plugged fuel filters that can completely shut your engine down while at sea. Because sulfur helped to lubricate the fuel system, premature injector and fuel pump wear may develop. Older diesels may experience leakage from injector and fuel pump seals that aren’t compatible with lower sulfur diesel fuels. Boaters should keep in mind that fuel additives don’t prevent or correct leaky seal problems caused by lower sulfur diesel fuel. They should contact their engine manufacturer to determine if replacement of fuel system seals is necessary. We have formulated ValvTect
Marine Premium Diesel with BioGuard biocide, lubricity improver, water dispersant, corrosion inhibitor and fuel stabilizer to prevent problems caused by the reduced sulfur content. ValvTect Marine Premium Diesel requires no additional fuel additives, thus eliminating the risk of using the wrong fuel additives.
This eco-friendly fuel is becoming popular, especially in the Midwest where tax incentives make the price very attractive. Although biodiesel has good lubrication qualities and a more pleasant smell, it has some of the same problems for boaters as ultra-low sulfur diesel. These include very poor stability and susceptibility to bacteria growth. Biodiesel also contains about 3 percent less BTU (energy content) than diesel fuel, which causes somewhat reduced power and increased fuel consumption. Biodiesel can be made from soy, rapeseed, used vegetable oil and even animal tallow. A byproduct of the refining process is glycerin, which, if not filtered out properly by the producer, causes fuel filter plugging. Because biodiesel is an emerging industry, product quality and consistency varies greatly between
producers. Today’s diesel engines can’t burn 100 percent biodiesel without some adjustment. However, they can burn 5-20 percent biodiesel blended into diesel fuel. At this time, most engine manufacturers only approve a 5 percent maximum biodiesel blend. Because of this situation, our certified ValvTect marinas are limited to selling a biodiesel blend with not more than 5 percent biodiesel. The addition of ValvTect marine diesel additive and BioGuard micro-biocide to a 5 percent biodiesel blend prevent problems that may be encountered with untreated biodiesel. ValvTect marine fuels are specially formulated for marine gasoline and diesel engines. They are only available at certified marinas that conform with ValvTect’s certification process and quality control requirements, such as fuel storage tank testing to ensure they are free of bacteria and other contamination. For more information and the location of a ValvTect marina, contact ValvTect in Illinois at 800-728-8258, via e-mail at firstname.lastname@example.org or on the Internet at www.valvtect.com. Jerry Nessenson is president of ValvTect Marine Fuels. Contact him through www.valvtect.com.
3 & ( * 0 / " - 3 & 4 0 6 3 $ & 4 ' 0 3 - " 3 ( & :" $ ) 5 $ 3 & 8
3 & ( * 0 / " - 3 & 4 0 6 3 $ & 4 ' 0 3 - " 3 ( & :" $ ) 5 $ 3 & 8
B July 2007
Headhunter gets patent to treat wastewater After nearly two years under review, the U.S. Patent and Trademark office recognized the efforts of designers and engineers at Headhunter of Ft. Lauderdale with patent on a new method for treating wastewater that uses cross-flow filtration for separation of solids. Designed for quick starts and stops with the push of a button, the Tidalwave HMX compact sewage treatment system uses chemical oxidation, hydro-maceration and patented cross-flow separation techniques to thoroughly destroy
influent biomass. Standard models are available to treat up to 50,000 US gallons a day (189 cubic meters a day). The optional Electro-catalytic system generates sodium hypochlorite onboard from seawater or brine, thus eliminating consumables during operation. The four-stage treatment system provides troublefree treatment of black and gray water with a sterile effluent for disposal. The PLC controller allows the treatment technique to be customized after installation for varying hydraulic and organic loading conditions, or to meet
varying performance standards in different areas. These systems are provided in marine grade aluminum or steel construction with a durable, flexible ceramic, epoxy coating for superior corrosion protection. Nearly 100 HMX systems have been installed on yachts, drilling ships, and a few fixed offshore structures for the production of natural gas in Brazil. The systems were conceived specifically for the marine industry where small spaces, light weight, and reliability above all else is the design criteria. Tidalwave HMX systems are U.S. Coast Guard-certified Type II marine sanitation devices that are also IMO approved for worldwide compliance with Annex IV Regulation 3(1)(a)(i) of Marpol73/78, which provides regulations for the prevention of pollution by sewage from ships.
ACR launches NauticastB AIS
ACR Electronics, the Ft. Lauderdalebased manufacturer of marine safety and survival electronics, has introduced the NauticastB, a Class B Automatic Identification System transmit-and-receive transponder designed for recreational and small commercial crafts. ACR – known primarily for its hightech EPIRBs, Personal Locator Beacons and an assortment of emergency strobes and lights – has received approvals to sell the NauticastB in Belgium, Estonia, Finland, France, Germany, Greece, Norway, Poland, Spain, Turkey and the United Kingdom. FCC approvals as well as other international approvals are pending. NauticastB will transmit vessel information to surrounding traffic and allows the user to participate with neighboring vessels to avoid collisions. An easy-to-install AIS solution with a data power cable and VHF and GPS antennas, NauticastB allows users to announce identity, position, speed and course over ground to oncoming traffic. The NauticastB RS232 and RS422 NMEA electrical interface communicate data directly through the users’ chart plotter or laptop. NauticastB also features a remote Safety Related Message send button that saves the precise coordinates of an emergency incident and immediately generates a safety distress message to
See TECH BRIEFS, page B9
Raymarine receiver enhances AIS information for leisure boats TECH BRIEFS, from page B8 surrounding vessels. The SRM can be configured to allow users to operate in stealth mode by only receiving AIS data and not sharing for added security to avoid being noticed by pirating vessels. ACR already markets two NauticastA transponders, the NauticastU, a transponder designed for all Class A commercial vessels, and the Nauticast2, a transponder for nonSOLAS commercial vessels. AIS, mandated by the International Maritime Organization for both SOLAS and non-SOLAS vessels, is a VHFbased, two-way transponder operating much like an air-traffic control system for port authorities and ships. Considered the cornerstone of the Maritime Transportation Security Act (MTSA) of 2002, AIS in U.S. waters, for example, will allow the Coast Guard to communicate with and track both foreign and domestic vessels as part of the Vessel Tracking System. For more information, visit ACR Electronics at www.acrelectronics.com.
Raymarine: AIS for leisure boats
Raymarine has launched its AIS250 receiver, a compact unit designed to integrate with Raymarine’s SeaTalk network, bringing the ability to see AIS transponder information on chartplotter and radar screens. The AIS250 is a switched dual channel, multiplexed system, which means a single receiver uses complex software to monitor AIS Class A and Class B transmissions over both standard VHF frequencies. For ease of fitting, the AIS250 uses a splitter circuit to utilize the existing VHF antenna and cabling, and links to the existing VHF radio on board. Raymarine’s E and C Series multifunction displays have been upgraded to show AIS symbols and information directly on to both the chartplotter and radar screens.
New technology for old life ring
Life-Safer has introduced the Personal Retriever, a throwable rescue device, which is approved by the U.S. Coast Guard and out performs all existing throwable rescue devices in use. The 1.5 pound Retriever deploys by hand in seconds and reaches full-
extension of 100 feet, even in windy conditions, to deliver 11.24 pounds of buoyancy and a 650-pound test rescue line to anyone in distress, literally creating a 200 foot safety zone around a yacht at anchor. The Retriever is available in bright yellow or orange, in a protective pouch and can be stored for fast access and deployment. Training materials are included to assure maximum performance and safety. For more information visit www.lifesafer.com.
New thermal imaging cameras
Ft. Lauderdale-based VEI has partnered with OceanView to create a full line of thermal imaging cameras using state-of-the-art camera sensors such as thermal imaging, color zoom, ultra low-light and image intensified.
OceanView designs and manufactures each camera by hand and offers a full line of thermal imaging options combining cuttingedge camera sensors with an aerodynamically designed and patented single-house pan and tilt system. The waterproof and sealed cameras are designed to withstand shock, vibration, corrosion, moisture and salt. It has 2axis Gyro-stabilization and can scan an area and amplify the available ambient light to produce a clear image. “The fit between VEI and OceanView is ideal and we believe these cameras will enhance our already extensive line of marine electronics, displays and computers,” said Michael Bader, VEI Chief Operating Officer. Its heated camera window eliminates fogging and condensation. Their low profile and classic design
along with a powder coated corrosionresistant aluminum alloy allows for durability and longevity. OceanView cameras provide high resolution color with more than 300x zoom as well as an ultra low light monochrome camera with zoom lens. For more information, visit www.veisystems.com.
Telescoping arch for inflatables
Atlantic Towers has introduced a telescoping arch designed to fit the transom of nearly any inflatable or RIB and be self-installed. The Tower in a Box is built from bright anodized schedule 40, marine-grade aluminum. It includes four vertical mounting plates (two per side) that will accommodate antennas, navigation
See TECH BRIEFS, page B10
B10 July 2007
Pettit topcoat gives inflatables a clear, glossy, protective finish TECH BRIEFS, from page B9
lights and other accessories. An expanded version features a horizontal platform and secondary support for radomes and other larger items. This unit is specifically designed for owner installation. No bonding or special adhesives are required. The arch comes with full instructions and all backing plates and hardware required for a thru-bolt installation. For more information, visit www. atlantictowers.com.
Delta’s new fans stronger
Flexible coating for RIBS
Pettit Marine Paint has introduced a flexible Prop-Koat 6005 Clear Primer and 6006 Clear Topcoat to help keep inflatables running fast and smooth. Applied directly from cans, the twopart system creates a tight bond to the hull and tubes, as well as non-flexible surfaces. For a clear, glossy finish that resists UV and saltwater damage, up to three coats of Prop-Koat Clear Topcoat can be applied over the primer. Pettit’s elastic formula stands up to multiple inflation-deflation cycles. Prop-Koat also guards against fouling on props, shafts, rudders, struts, outdrive units, outboards and other underwater metals. They retail for $300 for a quart kit. For more information, visit www.
Delta “T” Systems’ 9-inch DC Marine Axial Fan supplies 2 to 3 times the air volume of traditional small DC centrifugal marine blowers. The 11-inch fan delivers nearly 9 times more air. Perfect for increasing air flow in engine rooms, these fans are CE approved. Designed for the harsh marine environment, each fan features tough, black Teflon epoxy coating for superior corrosion resistance. Its flanged shroud and hub are made of indestructible glass-filled nylon. The hub with pilot is secured directly to the motor shaft. A specially sealed, DC direct drive motor provides silent, reliable service. The totally enclosed, double-shielded, ball bearing type motor includes O-ring seals. Each fan incorporates die cast aluminum end plates and stainless steel shafts. Armatures are dynamically balanced for quiet, vibration-free operation. The 9-inch, 10-blade fan produces high flows to 737 cubic feet per minute. The 11-inch, 5-blade, fan reaches 1,424 cubic feet per minute.
Available in 12- or 24-volt DC, the suggested retail prices are $200 and $264. For more information, contact Delta “T” Systems of Riviera Beach, Fla., at 561-848-1311, email@example.com or www. deltatsystems.com.
Lights gets USCG OK
Orca Green Marine Technology Corp. (OGM) announced that the Steaming/Masthead Light, its latest LED product in their expanding series of LED Marine Navigation Lights, has received certification to the U.S. Coast Guard standard 33 CFR 183.810. Designed for the rugged environment required for commercial and military use, the OGM Steaming/ Masthead light uses sealed rubber gaskets and epoxy encapsulated circuit boards for complete waterproof protection. It has a hard-anodized aluminum housing with UV-stabilized acrylic lens. Measuring 2.8 inches in height and weighing 10 ounces, this new low-profile light is easily mounted for most commercial, government and recreational powerboat vessels. The light incorporates the latest in LED technology and uses two highpowered Luxeon K2 white LEDs to achieve a consistent 3-mile visibility vessels up to 65 feet. The Orca Green LED Steaming/Masthead light’s wide
voltage range of 10VDC up to 30VDC allows it to be used easily for 12V or 24V systems. It retails for $489. USD. For more information, visit OGM at www.orcagreen.com.
Fuel monitor uses satellite
Bethesda, Md.-based Iridium Satellite is providing satellite data connections for a marine fuel management system that enables ship operators to monitor and optimize fuel usage on their vessels at sea. Nautical Control Solutions (NCS), an Iridium reseller, developed FuelTraxm which uses state-of-the-art fuel flow sensors and engine room electronics to collect real-time information on ships’ fuel consumption, speed and heading. On-board electronics enable vessel operations to analyze fuel and speed performance, and determine the optimum throttle settings for maximum fuel efficiency. Vessel and fuel information is transmitted through the Iridium satellite network to a shore-based Web service called FuelNet where it is permanently stored and can be viewed on-demand via a Web browser. When properly used, FuelTrax can reduce fuel consumption by 8 to 12 percent, depending on existing conditions. For more information, visit Iridium Satellite at www.iridium.com.
MARINAS / PORTS
San Diego opens four berths for yachts up to 400 feet The Port of San Diego’s Board of Commissioners has approved a project aimed at bringing more of the world’s largest yachts to San Diego Bay. Up to four berths suitable for yachts from 100 feet to as large as 400 feet are now available at the port’s newly designated megayacht basin along the waterfront Embarcadero. Vessels will dock stern-to in the Mediterranean tradition. The site is on San Diego’s Harbor Drive, the scenic boulevard that runs along the bayfront, within walking distance of the city’s downtown business district and high-end restaurants and hotels. The four berths, expected to double to eight by next year, are situated north of the Maritime Museum of San Diego, home to the fabled “Star of India” tall ship. Lindbergh Field, the city’s international airport, is less than a halfmile away. Port Commissioner Mike Bixler spoke of the economic stimulus megayachts would bring to San Diego Bay, comparing it to the city’s now successful role as a luxury cruise ship port of call. “It’s clear to me that as much as the cruise ship industry is growing, the megayacht industry is growing even faster,” he said. “We’re beautifully situated here in San Diego. We owe it to ourselves to see if we can become the megayacht destination on the West Coast.” The port commissioners voted to allocate an unspecified marketing budget specifically aimed at attracting more megayachts to San Diego. For information on berthing rates and availability, contact Mark Taylor, Port of San Diego marine terminals operations manager, at (619) 686-6371. – John Freeman
Island Global acquires Sun Resorts
Ft. Lauderdale-based Island Global Yachting (IGY), owner, developer and manager of luxury marinas, announced that it has closed on its acquisition of Sun Resorts International and its subsidiary Sun Resorts Management. SRI and SRM own and manage many of the top marinas in North America. “The strategic positioning of these properties in the Caribbean definitely complements our existing assets and affords us even greater opportunities to serve our yachting clientele,” said Andrew L. Farkas, CEO of Island Global Yachting. “With this addition, boaters can travel throughout the region from St. Lucia, through the Dutch Antilles, into the British Virgin Islands, and on to St. Thomas and always have the premier experience of an IGY marina.” IGY’s signature marina, Yacht Haven
Grande, opened in St. Thomas, USVI, in November and can accommodate yachts up to 500 feet. The company now has more than 5,000 slips existing or in development, with 36,000 more being planned, according to Charles Garner, president of IGY. Through its acquisition of SRM, IGY has assumed management of 11 more marinas: seven in Texas and four in the Caribbean. The Caribbean facilities are: American Yacht Harbor in St. Thomas, USVI; Simpson Bay Yacht Club in St. Maarten, NA; Virgin Gorda Yacht Harbor in Virgin Gorda, BVI; and Village Cay Marina in Tortola, BVI. Founded in 2005 by Andrew L. Farkas, IGY focuses on acquiring, controlling and/or servicing luxuryyacht marinas and the surrounding
upland real estate properties. Headquartered in Fort Lauderdale, IGY also has offices in New York; St. Thomas, USVI; and Dubai, UAE. For more information, visit www. igymarinas.com.
Panama marina to expand
Shelter Bay Marina inside Limon Bay on the Caribbean Sea side of the Panama Canal has announced its intention to expand. Opened in 2006 with room for four to five megayachts, managing partner Russell Goedjen said he wants to attract more large luxury vessels and wants to hear from megayacht captains and crew on what they want in the expanded marina. The marina, which is on the site of a former U.S. Army base, is on a deepwater lagoon south of the hurricane
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belt and has 88 slips for vessels up to 220 feet. It includes a 100-ton Travelift and dry storage for a100 boats. “We’re considering expanding but we don’t know what to build,” Goedjen said. “I’d love to hear what the captains want.” He noted that the marina is in the middle of St. Lorenzo National Park and makes a good destination in itself, as well as a waiting point for yachts transiting the canal. “It’s also the best place to get dutyfree goods,” he said. “All the duty-free provisions in the Caribbean come through Panama.” For more information or to share thoughts about how the marina can better accommodate and service large yachts, contact Goedjen at russ@ shelterbaymarina.com or through www.shelterbaymarina.com.
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B12 July 2007
BOATS / BROKERS
Lady Alise/Andiamo among boats sold by IYC International Yacht Collection recently announced several sales including broker Bob McKeage’s central listing M/Y Morocha, the 2006 112-foot Ferretti.
Broker Jon Motta sold M/Y Freedom, the 105-foot Broward, and broker Jim McConville sold M/Y Lady Alise, the 112-foot Westport now renamed Andiamo and available for charter in New England this summer with Capt. David Laird. Also joining the IYC charter fleet in New England is M/Y Margaux, the 116foot AOS. For more information visit www.IYC. com or call 954-522-2323.
manager Capt. Jim Kenyon, surveyor Ian Kerr of Patton Marine, interior designer Patrick Knowles and broker Kevin Merrigan. Her new owners reshaped her to better suit the charter market and their young family’s needs. Five feet was added to the transom, as well as a new beach-style swim platform. The stairwell in the transom was used to create space for water toys. The bow was raised and extended. The skylounge was reconfigured into a club/theater. Numerous amenities and mechanical items were upgraded. “The owners created a wonderful braintrust of outstanding people and the result is a truly spectacular yacht,” Merrigan said. The trophy was presented June 21 at a gala ceremony during Showboats’ annual rendezvous in Monaco.
Trinity begins Mine Games
M/Y Helios2 wins refit award
M/Y Helios2, the 168-foot Palmer Johnson, won Showboats International Best Refit for 2007. Originally launched in 2002 as M/Y Anson Bell, she was purchased through Northrop and Johnson in 2006 and entered into refit with the owner’s creative vision and the assistance of naval architect Patrick Dupuis of Murray & Associates, project
Mississippi-based Trinity Yachts announced recently it is under construction with a 164-foot (50m) aluminum tri-deck motoryacht to be named Mine Games. Designed and built by Trinity, she will have an interior design by Patrick Knowles, who is designing four of the 18 superyachts presently under construction at Trinity. M/Y Mine Games will debut with a traditional interior featuring raised paneling in American cherry, maple burl and figured bubinga with a classic and understated hand-polished finish. The yacht will accommodate an owner’s party of 11 in five staterooms and a crew of 10 in five cabins. This tri-deck yacht has a split-level master stateroom positioned forward on the main deck that offers a 180-degree panorama from the bed and, on the lower level, a lounge and his-and-hers bathrooms. Exterior decks feature three dining areas, a spa pool, large swim platform at the stern, and ample sunbathing areas. Propulsion will be from twin Caterpillar engines 3516B-HD producing 3,384 hp at 1800 rpm for a top speed of 24 knots. A 16,000-gallon (60,566 L) fuel tank will allow a cruising range of 3,000 nm at 13knots. She will carry a 22-foot tender, two jet skis and a small submarine. Mine Games will be ABS classed and is due to launch late this year.
Fraser Yachts listings sold
Fraser Yachts Worldwide recently announced the sale of two central
listings: M/Y Freedom, the 105-foot Broward by brokers Jody O’Brien and Stuart Larsen of the Ft. Lauderdale office and M/Y Chomy, the 100-foot Azimut by broker David Sargus also of the Ft. Lauderdale office. The agency has added several new listings, including the 246-foot (75m) Fincantieri M/Y Goldmine, the 148-foot (45m) Feadship M/Y Her Honor, the 91foot (28m) Lavagna M/Y Shooting Star, the 83-foot Nordlund M/Y Kahuna, the 80-foot (24m) Azimut M/Y Piola, the 72-foot Viking M/Y Atrevida, and the 70-foot Delta expedition M/V Thunder. The agency also added several new yachts to its charter fleet, including the 163-foot (50m) Perini Navi S/Y Aurore, the 144-foot (44m) Oceanco M/Y Deep Blue, M/Y Her Honor, and the 126-foot (39m) Broward M/Y Le Montrachet. For more information, visit www. fraseryachts.com.
Dockwise launches 687-footer
PHOTO/ONNE VAN DER WAL
According to the Chinese calendar, May 24, 2007, was Huang Dao Ji Ri, a date that brought luck to anything new. On that date, Ft. Lauderdale-based Dockwise Yacht Transport, the world’s only float-on/float-off yacht transport service, christened its newest ship, the 687.5-foot (209m) Yacht Express at the Yantai Raffles Shipyard in the Province of Shandong in China. “Yacht Express is more than 130 feet longer than our largest carrier,” said DYT President and CEO Clemens van der Werf. With a service speed of 18 knots, Yacht Express is expected to reduce the time of a transatlantic voyage by nearly 50 percent, from 15 to 8 days. The ship also will feature amenities such as cabins for ride-aboard crew, an atrium with swimming pool, restaurant and cinema, as well as conference, media and fitness facilities. DYT is a group company of Dockwise Transport B.V., which is located in Breda, The Netherlands. Following sea trials, Yacht Express will mobilize through Australia and New Zealand and to Florida before making a special appearance at the
See BOATS, page B13
Yacht cost calculator upgraded Luxury Yacht Group, a Ft. Lauderdale-based yacht brokerage firm, has launched the second version of its cost calculator, a Web-based tool for judging a yacht’s annual expenses. First introduced in 2000 when Luxury Yacht Group started, this second version includes more detailed questions to more precisely figure running costs, maintenance expenses and crew requirements. “This one is more in-depth on engines – horsepower and cylinders versus just the general cruising speed – and hydraulics and the demands on crew,” said Sue McIntosh, executive assistant at the firm. The calculator uses information about the size of the boat and also how the boat will be run. It analyzes 33 pieces of information about a yacht, including data such as engine size and hours, the number of jet skis, dining preferences and cruising locations. The calculator is available at the firm’s Web site – www.luxyachts.com
– free of charge. Completed reports are sent by e-mail to the user with annual expense projections specific for that yacht, broken down by category. “The report gives very detailed information about the yacht as it’s being used rather than the general 10 percent estimates across the board,” McIntosh said. The detailed summary also addresses things such as mail, uniforms, office supplies, medical insurance and floral arrangements. Charter profit is also taken into account with the ability to input differences in rate between summer and winter. With the number of weeks in each, an owner or crew can see how much profit charters will bring in and how much it could offset expenses. The calculator has built-in help tools to the side of each section to help users determine the amount of certain categories, including how many crew a particular vessel may require. – Lucy Reed
Electric boat to have M-hull design BOATS, from page B12 Monaco Yacht Show in September, where it will be re-christened and introduced to the yachting community. For more information, visit www. yacht-transport.com.
M Ship designs electric boat
M Ship Co.’s patented M-hull is providing the platform and design for a new model boat being introduced by the Duffy Electric Boat Company this fall. The M240 is 24 feet in length, the largest in the Duffy fleet, and it is powered by twin electric motors. The debut of the M240 marks another milestone in M Ship’s strategic
plan for the introduction of additional M-hull vessels in the commercial and recreational markets, in addition to the military market. Last year, San Diegobased M Ship delivered the M80 Stiletto to the U.S. Department of Defense. The M240 is part of a new line of boats M Ship is designing for Duffy. These craft will have refined styling and crisp design elements akin to European progressive automotive detailing. The M-hull has superior tracking and low drag, and performance is further enhanced by dual motors and power rudders for maximum power and control. For more information, visit www. mshipco.com.
B14 July 2007
PHOTOGRAPHY: Photo Exposé
Learn how to protect cameras from sand and water damage Welcome aboard photo enthusiasts. A funny thing happened when passing through Morro Bay situated on the beautiful shoreline of central California. It happened a long time ago when I was in-house photographer for Vivitar Corp., at that time a large photography company. My job was to field test their Photo Exposé manufactured James Schot photography equipment against the competition. Anyway, due to an offshore storm, the waves at Morro Bay were huge, and I was angling for a way to get a dramatic shot of them rolling in. On the jetty and before starting to shoot, I took some time to determine the boundaries so as to avoid getting caught by a wave. Well, the best-made plans …. I must have picked the largest wave of the day and got myself drenched. That was a problem, but it was the company’s Olympus OM2 camera dripping in salt water that concerned me. All sailors know there are few things more corrosive and (in turn) destructive than salt water. What to do? For some reason, I did not miss a beat on taking the right action. As quickly as my legs and car would take me, I went to the nearest garage. Back then they all had tire air pressure machines that required no coins to operate. With hose in hand, I blew air pressure to force water away from all dials, crevices and other parts until I felt reasonably sure I had cleared all the salt water. At first, the feeling was I simply had to hope for the best, but I was lucky and the OM2 continued being a great little performer. Last fall I was on assignment in Morocco to photograph a desert festival called the Moussem Tan Tan. It is a meeting of desert tribes, a social and commercial event where aggressive horse and camel riding, and showing off your beautiful horses, saddles and best guns are part of the rituals. As the early morning ride to the location progressed along their long coastline, the winds were steadily picking up. When I arrived at the festival the winds reached the level of a full-blown sand storm. Before getting off the bus, I asked the translator if she had a plastic bag. Fortunately she did, and I wrapped my camera and made a hole for the front of the lens to get clear (sandy) shots. This desert storm intensely swirled around very fine sand. It was very uncomfortable to deal with and nightmarish for photography work. The plastic bag did well in
protecting the camera. It would have been bad news for my equipment without it, and still my camera ended up covered with fine brown dust. When I returned to the hotel room, I used canned (pressured) air to carefully blow under dials and in lens crevices to remove the sand, and my Canon 5D continues to be great performer. The point of both stories is always have some compressed bottled air and a plastic bag large enough to hold your camera on board. A Ziplock bag is especially useful and I, when out at sea, leave my camera in one all the time when not in use. The salt air, never mind the salt water, will in time get into all camera parts. A captain recently wrote in and asked what can be done when your camera is dropped overboard? The answer is nothing, except to say bye. It will not float and I would not expect you to abandon ship to go in after it, unless maybe if you aren’t moving. In that case you may get your hands on that camera again, and when you do, recycle it by putting it in the metal bin. You could pull the memory card and try to retrieve your captured photographs from it. Whether this is possible I am not sure, having no personal experience in this regard. Here is the best way to avoid the camera overboard scenario: Put the camera on any type of strap that you can put around your neck while on deck. Keep in mind most compacts have available underwater housings and you do not have to go underwater to use them. If you plan on entering rough seas, this may be a suitable and relatively inexpensive solution. There are also all-weather, waterresistant, and waterproof (to a certain depth) cameras. Off the top of my head, I know Olympus makes several models. Even if waterproof, if you take your camera into salt water, make sure you rinse it in fresh water afterward. For those of us who do not have a waterproof camera or housing for our camera, here is the list of items to have handy to deal with your camera’s care and protection: a can of compressed air, a plastic bag, a camera strap, and a hair dryer. The last item helps to dry moisture from the air and after you may have used a (very) slightly damp cloth to wipe your camera body. Having relived my experiences at Morro Bay and the Sahara desert, I feel a little sticky and dusty. I need a nice hot shower; permission to come ashore. James Schot has been a professional photographer for 27 years and owns Schot Designer Photography. Feel free to contact him at email@example.com with photographic questions or queries for future columns.
IN THE STARS
Summer astronomy special: A brilliant viewing of Jupiter By Jack Horkheimer Even though it’s summertime in the northern hemisphere, on July 6 our Earth is officially at aphelion, which means it is at its most distant point from the Sun. Plus, since this week is Independence Week in the United States, we have three beautiful planets for your independent viewing. Just after sunset any night during the first two weeks of July, face west and you will be absolutely dazzled by the second planet from the Sun, our so-called sister planet because it is almost the same size as our Earth, 8,000-mile-wide Venus. And it is at greatest brilliancy for the entire first three weeks of July. Believe me, it is absolutely dazzling. If you have a small telescope, you will see that it looks like a tiny crescent Moon because it goes through phases just like our Moon. Throughout history, whenever Venus has appeared in the evening skies just after sunset, it has always been called the Evening Star. But whenever it has appeared in morning just before sunrise, it has always been called the Morning Star. Venus is seen as a Morning Star and an Evening Star at least once every year. In fact, long, long ago many people believed that the Evening Star and the Morning Star were two different objects. Today we know that Venus is not a star at all but a planet. And the reason it changes its position from Evening Star to Morning Star is simply because it changes its place in its orbit in respect to our Earth, thus our Earth sees it from different viewpoints during the course of the year. Now look slightly below Venus about eight full-Moon widths away and you’ll see a much dimmer light, which is the most beautiful planet in our solar system, 75,000-mile-wide ringed Saturn. If you have a small telescope use it now before Saturn disappears below the horizon because it is absolutely spectacular. To find our third Independence Week planet just look southeast and the brightest thing you’ll see will be the king of the planets, 88,000-milewide Jupiter. Now even though it is 11 times the diameter of brilliant Venus, nevertheless it takes second place in brightness because it is hundreds of millions of miles farther away. Even so, through a small telescope you can see its weather systems and watch its four largest moons change position hour after hour as they orbit the planet king. And now on to aphelion. If we could go out into space and look back at our Earth and our Sun we would see that on July 6 our Earth is at its farthest distance from the Sun, 3.1 million miles farther away from the Sun than it was
Through a small telescope you can see Jupiter’s weather systems and watch its four largest moons change position hour after hour as they orbit the 88,000-mile-wide planet king. on Jan. 3. So why isn’t it colder rather than warmer? Well, it is, in the southern hemisphere. It’s all due to the fact that our Earth is tilted to the plane of its orbit.
Every summer in late July, my favorite summer star and constellation reach their highest points above the horizon just after dark. And this year they are joined by the king of the planets, Jupiter. Any night in late July just after dark, face due south and you’ll see a pattern of bright stars shaped like a giant fish hook or the capital letter J. It’s the constellation Scorpius the scorpion and it contains Antares, which marks his heart. Not only is Antares in the right place for a scorpion’s heart but it’s also the right color, red. Antares is the biggest star we can see in summer’s skies. In fact it is 700 times wider than our own almost onemillion-mile-wide Sun. It’s so huge we could fit 350 million Suns inside it. And Jupiter is paying a visit to Antares, although it is absolutely puny by comparison. Indeed Antares is so huge we could fit over 317 trillion Jupiters inside it. If you look at Scorpius on a night when there’s no Moon and you’re far from city lights, you will notice that its bottom half, including all of its stinger, is located in that faint ribbon of light we call the Milky Way. If you have really good eyesight or a pair of binoculars you will see two fuzzy clouds just above the stinger. They’re called M-6 and M-7. M-7 is a cluster of 80 stars about 800 light years away, which means that the light we see right now is the light that left it in the year 1200. M-6 likewise has 80 stars in it but it is 1,600 light years away. Wow. Jack Horkheimer is executive director of the Miami Museum of Science. This is the script for his weekly television show co-produced by the museum and WPBT Channel 2 in Miami. It is seen on public television stations around the world. For more information about stars, visit www.jackstargazer.com.
B16 July 2007
CRUISING GROUNDS: Belize
M/Y Double Haven crew on adventure, from left: Deckhand Michael Bradshaw, Mate Gordon Jamieson, Stewardess Janet Limet, Chief Engineer Mike Bloss, Chef Emilia Galiardo, deckhand Mick Brown.
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Supplies aren’t hard to find, but it helps to go on Monday BELIZE, from page B1 We anchored in Belize City. With a draft of 3.5m we were unable to get closer than 1 mile from the Radisson jetty, which is the only suitable landing spot for the tenders; even that spot is problematic in strong winds. We anchored at 17 degrees 28.39N, 088 degrees 11.25 W in just over 5m water depth. The bonus was that in this spot we were able to pick up a strong and free wi-fi signal. Pilotage into Belize Habour is compulsory and takes two hours from boarding point to anchorage. It’s inexpensive (vs. Canada) and the pilots are friendly and cooperative. Supplies are surprisingly easy to obtain here and the markets are open Monday afternoons with fish and vegetables in good supply. You do need to go on Monday afternoons as it is the only day the vegetables come into the country. Flowers need to be ordered mid-week because by Friday they become scarce as they are bought for the weekend church decorations. We wanted a 40 HP, non-electric start motor with steering tiller and two-stroke, and found it, duty-free. This model is no longer available in the United States. We also obtained a satellite TV decoding box, but this would have been done easier in Mexico. We were spending a month here and diving was the main objective, so I planned 10 days on Glover Reef and the southern cays, followed by a few days on-shore excursions, followed by 10 days on Turneffe and Lighthouse Reefs. For the first segment, I was able to persuade Bryan Young, owner of Seahorse Dive Shop in Placentia, to accompany and guide us on Glover and environs. We had some wonderful diving, first on Glover Reef then south to Hunting Cay and inside the reef and up to Placentia. Anchorages are a problem for vessels our size (817 GRT). The mooring buoys are for small live-aboard dive boats and we did not want to damage the coral reefs by indiscriminate anchoring. We found one spot on the south of Glover Reef on a flat sand patch that
was excellent (16 degrees 42.56N, 087 degrees 51.81W). After several excellent dives, we moved to Hunting Cay and passed through the channel to the inside of the reef. This is a narrow channel and we followed the directions in The Cruising Guide to Belize and Mexico’s Caribbean Coast by Freya Rauscher. (This guide was excellent for detailed information in all parts of Belize). We paralleled 0.125 miles from Hunting Cay on 313 degrees true and on to 270 degrees paralleling Hunting Cay at 0.23 miles. Do this entry after 1000 hours to see the reefs clearly. We anchored inside the cay and dived and fished outer reefs using our tender. There was good fishing and excellent diving. Bryan knew all the good areas, of course, as it is his home ground. We moved up to Placentia and did several shore excursions to Mayan sites and dived cays northeast of Placentia (Tarpum Cay) before returning to Glover to finish our 10-day trip. Placentia is a quaint, little town with an airport so you can fly guests in from Belize City. It’s also a good area from which to explore southern Mayan sites. Our second trip was guided by John Searle, owner of Sea Sports Dive Centre. Again we had the best guide possible and dived initially at Turneffe Reef. There was only one spot on the western side where we could anchor on a sea grass bed and not damage the reef (17 degrees 10.60N, 087 degrees 55.63W). Diving here was good though not spectacular, so we moved to Lighthouse Reef, by far the most spectacular diving in Belize. Again we only found one anchor spot on a sand flat on the northern side of Long Cay. We were able to drop anchor on sand in 6 meters (17 degrees 13.63N, 087 degrees 35.31W) and lay 100 meters of chain on the sand and not touch the reef edge. Wind was 15-25 knots from the east the whole time. There are mooring buoys here for smaller boats and hopefully one day several substantial mooring buoys may be placed for larger yachts. The spot we used is the only one
See BELIZE, page B17
CRUISING GROUNDS: Belize
Rays, reef fish and coral: oh, my! BELIZE, from page B16 possible on all of Lighthouse Cay. We dived using our tender and found spectacular scenery and fish life everywhere. There are small mooring buoys on all the major dive sites and allows ease of ensuring you are on the right spot. On this western coast of the atoll there are huge numbers of fish with jack, tuna and huge tarpon that will approach to within 2 meters of divers. Rays and colorful reef fish are everywhere. The coral growth is magnificent and certainly ranks with the best in the Caribbean. We dived Cuba last year and this is more striking. We did the obligatory dive to the Blue Hole, which entailed a tortuous route through the reef, and then a wonderful dive in this vertically sided “sink hole.” It is more than 100 meters deep; at 40 meters there is a large cavern with stalactites hanging from the roof. A few sharks are to be seen at depth but there are huge grouper and other fish on the reef edge and fish feeding with bread causes a frenzy of activity. This is an exciting deep dive and well worth the effort. We passed a fisherman on our return and purchased some fresh conch for a wonderful conch curry later that evening. Of all the dive areas we explored, Lighthouse Reef was indeed the best of the best. We moved to Belize City for some shore excursions and found an expert to guide us. Mark Mc Field is an archaeologist who has worked on the Laminai site for many years and is knowledgeable of all things Mayan. We left early by car to Orange Walk Town and took a boat down the river for 90 minutes to the Mayan site at Laminai. The river trip was good fun with a variety of birdlife, crocodiles and assorted interesting scenery as well as a few Mennonite villages. Upon arrival at the site we had a lunch of local delicacies, rice and beans, chicken and hot salsa. This was followed by a two-and-a-half-hour walk through the site with a running commentary by Mark, followed by a visit to the onsite museum and gift shops.
l Brian Young 501 523-3166;
e-mail firstname.lastname@example.org l John Searle 501 223 5505; e-mail email@example.com
On the return trip by boat, wine and beer miraculously appeared to smooth the trip back by road, arriving in Belize City by 6 p.m. This trip is a must-do. Everyone from our yacht who went – crew and owners alike – thoroughly enjoyed the day. The Belize Zoo is unique. It housed originally wild animals used to film a movie. They became so tame they couldn’t be released into the wild so a zoo was started. It is set in a natural forest with the animals in a natural setting. You can get very close to the animals and there is now a huge range from jaguars, tapirs, crocodiles, harpy eagles, howler monkeys and so on. It’s a half-day trip and highly recommended. Watch out for the tapirs. The notice says to watch out they don’t urinate on you. Oh yes. They were 8m away so I got ready to take a photo and was promptly sprayed with urine as if from a highpressure hose. Unbelievable. Belize City itself has little to offer with only a few shops and tourist stalls. The local bars in the Radisson and Great House are alive in the evenings and there are one or two good restaurants with varied fish dishes. There is a small bakery/café alongside the Great House that does a good hot chocolate or coffee. The slate carvings of Mayan calendars are very nice though as well as some of the wood carvings. The locally made hot sauces are, well, hot, and the local alcohol is worth buying also. Our departure formalities were speedy and we sadly bade farewell to Belize with fond memories of a great month of diving and exploring. We made the right choice in choosing this destination for a February cruise. Capt. Conor Craig is in command of M/Y Double Haven. Contact him through firstname.lastname@example.org.
Double Haven’s diving tender was great for fishing, too.
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B18 July 2007 CRUISING GROUNDS: Lake Michigan
The Grand Hotel on Mackinac Island has spectacular views with not a car in sight.
PHOTO/CAPT. JOHN ANDERSEN
A great summer on great Lake Michigan By Capt. John Andersen At the Palm Beach Boat Show last spring, I met, quite by accident, the owner of a 70-foot Neptunus based at Belmont Harbor in Chicago. He was
looking for a captain for the summer season on Lake Michigan. After a few weeks, he called and offered the position to me. Thus began my summer sojourn aboard the motor yacht Eileen, one of the most memorable adventures I have had to date. It was a time of many firsts for me. With my wifeâ€™s encouragement (thank you, love) I drove to Chicago and we splashed the boat from seven months of winter storage in Winthrop Harbor on May 15. I must admit to a little apprehension on my part about the trip to our home port of Belmont Harbor in Lincoln Park, Chicago. Considering that this was the first time I had ever retrieved a boat from winter storage, my first time running a boat in fresh water, and only a vague idea of where everything was on Lake Michigan, the three-hour trip went surprisingly smoothly. Some of the systems were still acting up, due to the long winter in the shed, when we entered our slip at Belmont for the first time. It took about 10 days to bring the boat up to speed as far as the essential systems were concerned, to compound the exterior and to get together all the necessary items to comply with U.S. Coast Guard requirements. Unfortunately, since it was a 10-yearold boat, it would require most of the season to get everything working reliably. Complicating the actual work, of course, was the fact that I had no contacts in this town and no idea where any of the suppliers were located. It was during this time that I started to understand that the people of Chicago still have the Midwestern attitude of friendliness and helpfulness. Not that
Yes, itâ€™s specially brewed for the PHOTO/CAPT. JOHN ANDERSEN hotel. the boat was unsafe, mind you, but a series of recurring and frustrating failures hampered the full enjoyment of the summer. Only once did we miss a scheduled outing due to a mechanical problem. The remainder of May was a series of short cruises on Lake Michigan with family and friends of the owner aboard, day cruising out of Belmont and short trips to the Chicago Yacht Club in Grant Park for lunch or dinner. This was a practice that would continue throughout the summer. I found that the owner liked to use his 70-foot boat exactly the way I use my own 17-foot boat in Ft. Lauderdale, finding the smallest and most inaccessible places to explore just for the fun of it. Thanks to the bow and stern thrusters, we were quite often able to fit Eileen into the 75 feet of space left between other boats on the headwall of the yacht club, and to fit our 19-foot beam into the 22-foot space
See LAKE MICHIGAN, page B19
www.the-triton.com CRUISING GROUNDS: Lake Michigan
Windy City sticker shock: Chicago a costly city to visit LAKE MICHIGAN, from page B18 between the steel pilings of our slip in Belmont. One of our day excursions in June was to Pastrick Marine in East Chicago, Ind., where we took on 1,300 gallons of diesel at $3 a gallon in preparation for our three-week cruise to Mackinac Island. If we had refueled in Belmont it would have cost $4 a gallon, so we figured it was worth the trip. I found that most things in Chicago were much more expensive than they were just an hour’s drive away in Indiana or Wisconsin. June was also the month when I upgraded most of the boat’s antiquated systems, especially the navigation system that was running Maptech charts in Windows 98 on an old 486 computer. New coolant hoses and hydraulic lines were installed and the steering system was bled. All the zincs were replaced, at least the ones that hadn’t fallen off; the rest were mounted in their correct places. I started, when time allowed, to take one day off each week just to play tourist and naturally went to all the well-known sites: the Museum of Science and Industry, the Field Museum, the Shedd Aquarium, the Adler Planetarium and the Lincoln Park Zoo. While all were definitely worthwhile seeing, I felt that the admission of $20-25 in addition to the $20 parking fee (Lincoln Park Zoo was the exception, being free) was a little excessive, although I must admit that the entrance lines were long. I found Chicago expensive. The food, the drinks, the parking were much higher than expected. One word of warning: If you come to Chicago with your own vehicle, beware of the parking police. I was ticketed for not having a residential parking permit, even though I was parked at a parking meter. It seems the meters automatically become residential parking outside the hours posted on them. Someone forgot to tell the tourists. I fought it but lost and contributed $50 to Mayor Richard M. Daley’s coffers. Hope he spends it wisely. July, the month of our Lake Michigan cruise, started with a bang. We anchored inside the breakwater near Navy Pier on July 3 for the city of Chicago’s fireworks with 16 guests on board. All went well, although it did seem a little strange to be having Fourth of July fireworks on the third, but I understand that it was to allow all the various communities in Chicago to have their own shows on the Fourth. Of course there are fireworks aplenty all summer long with shows every Wednesday and Saturday at Navy Pier, which could easily be seen from as far
north as Belmont Harbor. We left July 6 for the five-hour crossing to South Haven, Mich., full of enthusiasm and ready to enjoy all the sights and sounds of the small lakeside towns and villages that we had talked about for the past month and a half. I cannot say which of these places was my favorite, for each had its own uniqueness and charm, but I can say that I was not disappointed in any of them. South Haven is a small, quiet community, laid back and relaxed, and picturesque. On the day of our arrival, the Armed Forces Symphony Orchestra was having a free, open-air concert in
See LAKE MICHIGAN, page B20
The author in Pentwater, Mich., with the afternoon catch. PHOTO COURTESY OF CAPT. JOHN ANDERSEN
B20 July 2007 CRUISING GROUNDS: Lake Michigan
Eileen anchored in Round Lake in Charlevoix, Mich.
PHOTO/CAPT. JOHN ANDERSEN
Charlevoix stands out among the many gems along the lake LAKE MICHIGAN, from page B19 the park surrounding the municipal marina where we were tied up. It was a relaxing way to wind down from a pleasant crossing. Clemantine’s, one of my favorite restaurants, was here and, judging from the crowds it attracted, it was everyone else’s favorite, too. Our passage between South Haven and Pentwater turned out to be the only really rough day we had for the entire cruise. Because of the 6- to 8-foot seas and 35 knots of wind out of the northwest, we actually had to reduce our cruising speed from 20 knots to 18 to establish a rhythm and prevent slamming into the next wave, which have a short period on the lake. Pentwater and our next port of call, Frankfort, are both small and picturesque towns. One problem I noticed was, due to the prolific number of Canada geese in this area, they can make quite a mess of the marinas during the night. Until all the docks are hosed off each morning, the result is like trying to walk in a highly odiferous minefield. The next leg of the cruise went past the Manitou Islands and terminated in beautiful Charlevoix, truly a sparkling gem amongst the many destinations on the west coast of Michigan. Whether in a slip at Charlevoix City Marina, anchored out in Round Lake or taking a ride in the tender across Lake Charlevoix to Boyne City, this place is a breath of fresh air. The petunia-lined streets are a pleasant surprise in this town overflowing with many things to see and do and good places to shop and
eat. After an uneventful passage through the most confined area of our journey, the shallows between Beaver Island and the mainland, an awe-inspiring passage under the Mackinac Bridge and a brief stop at Mackinaw City for fuel, we arrived at the northernmost point of our travels, Mackinac Island. This island, famous for its lack of motorized vehicles, must have been at one time, a little slice of heaven transplanted. Unfortunately, I found its image somewhat tarnished due to the influx tourists from the mainland there for the fudge, young adults there for the beer, and horses, bicycles and strollers everywhere. Perhaps it’s a good thing that I found the Big Porch of the Grand Hotel, with its expansive views, its quiet, relaxed atmosphere, and its specially brewed Big Porch Ale. Naturally it was a pleasant day. Our passage to Harbor Springs entailed us retracing our steps under the Mackinac Bridge and past Beaver Island. Never did find out if there were any beavers on the island. The town of Harbor Springs and its marina are gorgeous, but obviously geared for the affluent members of society. There was not much entertainment for a boat bum like me. We headed southwestward to Leland across the mouth of Grand Traverse Bay. This is a small place, indeed. I think it took just as long to refuel the boat and get it into its slip in the tiny harbor as it did to explore the entire town. Three or four streets and that’s
See LAKE MICHIGAN, page B21
www.the-triton.com CRUISING GROUNDS: Lake Michigan
21 degrees, half inch of snow – summer must be over LAKE MICHIGAN, from page B20 downtown. It is very pleasant and relaxing, and they have marvelous smoked whitefish. During this cruise, I discovered the pleasures of dining on freshwater fish, having had lake perch sandwiches, walleye and Lake Superior whitefish prepared by people who knew what they were doing. We stopped briefly to refuel at Ludington, eastern terminus for the car/passenger ferry S.S. Badger, which sails year-round, round-trip daily to Manitowoc, Wisc. Unfortunately for all the boaters in this area, it also produces prodigious amounts of black, sooty smoke. Don’t complain about having to wash the salt off your boat until you’ve tried to clean black soot off a white boat. We had a light gray boat for a while. We spent one night in Grand Haven, where we watched the nightly sound and light show on the opposite bank of the river. Quite a nice production and we had a grandstand view from the boat. Saugatuck was our home base for three days. I like to call this area the old Key West of the North as it reminded me of Key West in the ’70s and ’80s before big business ruined it. It had that same atmosphere: laid back and relaxed, anything goes and nobody pays attention if things get a little risqué. We sometimes partied ‘til 3 in the morning. At one point, I got ambitious and climbed the sand dunes to the top of Mt. Baldy, only to discover that there was a staircase on the other side of the mountain. One of the unique features of this town was the hand-cranked ferry across the Kalamazoo River, which I had the chance to operate for one crossing. That ought to look good on my résumé. We stopped briefly at South Haven to refuel before the crossing to Belmont Harbor in Chicago, the owners’ threeweek vacation behind them. We arrived back just in time for Venetian Night, sort of a Christmas boat parade like the one we have in Florida, only it takes place in July with lots of decorated boats passing by the reviewing stands at the Chicago Yacht Club. August passed quickly in a routine of short day cruises, sometimes with guests, sometimes by ourselves. The highlight was the annual Chicago Air and Water Show. Since Belmont was in the flight path of center stage, during both the days of practice and the air show itself, we had fast, loud military jets overhead at what seemed to be 50 to 100 feet above the masts of the sailboats on either side of us. Both days of the show we went out with guests. September arrived wet and blustery. The days got shorter and the temperatures started falling. The owners moved off the boat after Labor
The view of Saugatuck from Mt. Baldy. Day and into their high-rise apartment downtown. There were days on end when I didn’t see anyone on the boat, and I took the opportunity to do a final inventory of the necessary repairs to insure the boat was in tip-top condition for the next season. With the owner’s permission, I started taking two days off each week and driving further afield to explore. I drove as far north as Green Bay in Wisconsin, stopping at Manitowoc, Denmark, Sheboygan and Lake Geneva, as far south as Indianapolis, and I went back to Michigan by truck and visited Holland, Saugatuck and South Haven again. I also ventured west as far as Savannah, Ill., on the Mississippi River. During this last trip I acquired a $20 bicycle; a nice 18-speed Shimano that someone didn’t want anymore. Back in Chicago, I fit right in. It seem that almost everyone in Chicago has a bicycle of one sort or another. With the short, cold and rainy days upon us, the shorts and T-shirts were packed away in favor of jeans, long sleeved flannel shirts, pullovers
PHOTO/CAPT. JOHN ANDERSEN
and foul weather gear. And with the owners showing up with less and less frequency, we formed the J Dock Captains Association, including Vic, Brett, Mike and Michelle, Blurge and Danielle, Greg, Steve and myself. We met each morning in appropriate gear and with steaming hot cups of coffee or tea to, once more, BS our way through
another wet and blustery day. I knew the season was finally over the morning that I awoke to 21 degree temperatures, a cold, raw wind out of the Northwest and half an inch of snow on the decks. Sure enough, the decision was made to put the boat away in the shed for the winter. On our way back to Winthrop Harbor on Friday, the 13th of October (don’t even ask!), we encountered 8- to 10-foot seas and 40knot winds, but made it undamaged. With the boat secured in the heated shed and the trees in northern Illinois changing colors, I took a few days for myself. After visiting with friends I had made in Chicago, especially those from the two best pubs in Chicago – the Dark Horse and the Houndstooth – I drove my truck home to South Florida. It was a pleasant summer, made even more pleasant for me because I couldn’t have had better owners if I had won them in the lottery. That was my summer. How was yours? Contact Capt. John Andersen through firstname.lastname@example.org.
B22 July 2007
CALENDAR OF EVENTS
EVENT OF MONTH July 4 U.S. Independence Day across the United States The Fourth of July is the annual celebration of the signing of the Declaration of Independence by the 13 original American colonies. (Only 12 signed it immediately; New York held out for about two weeks before signing.) This year marks the 231st anniversary of the United States of America’s freedom from British rule. This year, July 4 also happens to fall on the first Wednesday of the Hot dogs are haute cuisine on the month, so The Triton is organizing a networking function with Crown Fourth of July in the States. Liquors. Americans celebrate the day with barbecues (hot dogs and baked beans, especially), cakes made to look like the U.S. flag and, of course, lots of adult beverages. Stop by Crown on Cordova just north of 17th Street between 1-4 p.m., enjoy a yank hot dog and glass of beer, and meet some of your yachting brethren. No RSVP necessary.
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Newport in July: Music festival, tennis greats, Bucket Regatta Through July 8 10th annual Sunset
Music Festival, Newport Yachting Center. Line up includes Kenny Rogers, The Robert Cray Band and Herman’s Hermits. 401-846-1600, www. newportfestivals.com
Through July 8 Wimbledon, London. One of the four grand slam tennis tournaments. www.wimbledon.org
Through Aug. 3 Starlight musicals in
Ft. Lauderdale, Holiday Park at U.S. 1 and Sunrise Boulevard. Every Friday, 7-10 p.m., free. Music styles vary. www. fortlauderdale.gov
Through Aug. 15 Bahamas Summer
Boating Flings. A variety of trips from South Florida to Bimini, Chub Cay, Nassau, Staniel Cay, Port Lucaya, Abaco and Andros. Lengths of trips vary. www.bahamas.com, search for “fling.” 800-327-7678 or 954-236-9292
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July 1 Sunday Jazz Brunch (first
Sunday of every month) along the New River in downtown Ft. Lauderdale from 11 a.m.-2 p.m. Free. www. fortlauderdale.gov
July 5-8 AVP Pro Beach Volleyball
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Tour, Seaside Heights, N.J. This is the 10th tournament of the 2007 series featuring more than 150 of the top athletes in this sport. The local qualifier is on Thursday (free), the main draw competition is on Friday and Saturday ($20), with men and women’s finals on Sunday ($20). www.avp.com
July 9-15 Campbell’s Hall of Fame
Tennis Championships, 194 Bellevue Ave., Newport, R.I., featuring top men’s professional players in the only lawncourt tournament played in the United States. Pete Sampras expected to play. Includes Hall of Fame induction of Sampras and Arantxa Sanchez-Vicario on July 14. www.tennisfame.com
July 17-20 Port Facility Security
Officer (PFSO) / Ship Security Officer (SSO) and Company Security Officer (CSO) Combined Certification course, Maritime Protective Services, Deerfield Beach, Fla. All delegates successfully completing the courses will receive certification from Florida Tech, the USCG, MARAD, and/or TRANSEC/ MCA. 954-428-6880, www.mpsint.com/ training/
July 18-20 7th annual MAATS (Marine Aftermarket Accessories Trade Show), Las Vegas Hilton & Convention Center. www.maats.net
July 20-22 5th annual Newport Bucket Regatta, Newport Shipyard, Rhode Island. The Newport Bucket (the second generation of the 15-year-old Nantucket Bucket) is an invitational regatta open to yachts over 90 feet (27m), previous participant or by special agreement. The regatta is limited to 20 yachts, and was full as of press time. Expected to participate are the 130-foot Camper & Nicholson Endeavour, the 116-foot Holland Jachtbouw Whisper, and last year’s winner, Highland Breeze, the 112-foot Swan. www.newportbucket.com
See CALENDAR, page B23
CALENDAR OF EVENTS
Sydney Boat Show Aug. 2-7 CALENDAR, from page B22
Aug. 1 The Triton’s monthly
networking event, held the first Wednesday of every month. Check www.the-triton.com/events for details.
Aug. 2-7 40th Syndey International
Boat Show, Sydney, Australia. Held in six halls at the Sydney Convention & Exhibition Center, Darling Harbor and Cockle Bay Marina, with more than 300 exhibitors, and more than 300 vessels from 70 in-water exhibitors. Open 10 a.m.-6 p.m. each day. $18 adults, $10 kids under 17. Show includes a fishing clinic, a Strictly Sail Expo, a boatbuilding competition, fashion shows and a “better boating” workshop. www. sydneyboatshow.com.au
Aug. 3-5 Newport Folk Festival,
Newport, RI. International Tennis Hall of Fame and Fort Adams State Park. More than two dozen acts, including Linda Ronstadt, Allman Brothers Band, John Butler Trio and Emmylou Harris. www.newportfolk.com
Aug. 3-11 151st anniversary of the
New York Yacht Club summer cruise, this year from Boothbay Harbor to Penobscot Bay in Maine. www.nyyc.org
Aug. 5 Sunday Jazz Brunch, Ft.
Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov
Aug. 9-12 AVP Pro Beach Volleyball
Tour, Manhattan Beach, Calif. This is the 13th tournament of the 2007 series. Main draw Friday and Saturday ($20), with men and women’s finals on Sunday ($20). www.avp.com
Aug. 10 Ida Lewis Distance Race,
Newport. Started in 2004 as a biennial race, this third race is now annual. For single-hulled boats of 28 feet or longer. Social events are held at host Ida Lewis Yacht Club’s clubhouse on Lime Rock in Newport. www.ildistancerace.org.
Sept. 12-17 30th annual Cannes
International Boat Show, France, at the Port de Cannes. A week before Monaco for smaller yachts. www. salonnautiquecannes.com
Sept. 13-16 8th annual YachtFest,
Shelter Island Marina, San Diego. www. yachtfest.com
Sept. 13-16 37th annual
Newport International Boat Show, Newport Yachting Center. www. newportboatshow.com
Sept. 19-22 17th annual Monaco Yacht Show, Port Hercules. www. monacoyachtshow.org
MAKING PLANS Sept. 21-22 Red Bull Air Races, San Diego
This aerial competition – part of a worldwide tour – will take place within a 4.5-mile airspace course stretching from the USS Midway aircraft carrier south to the Coronado Bay Bridge in San Diego Bay. Up to 14 of the world’s most experienced small-plane pilots fly at 250 miles an hour, maneuvering through a series of 65-foot pylons on the water. It’s likely that recreational boaters will be restricted from the competition area due to safety concerns. Spectator boats may be permitted, restricted to either side of the bay. Because of the plane’s high speeds and extremely tight turns taken in rapid succession, the race can inflict up to 10Gs of force on the pilots. Only one plane competes at a time, with the best time deciding the winner. Each flight takes about 90 seconds. Launched in 2005, the Red Bull Air Race World Series has enjoyed enormous popularity in many of the world’s most famous resort cities. The 2007 tour will have stops in Rio de Janeiro, Barcelona, Budapest and Perth, among others. Last year, a race in Istanbul attracted an estimated 1.5 million spectators. Admission is free. (www.redbullairrace.com) – John Freeman
Oct. 17 The Triton’s fourth annual boat show kick-off party, Bimini Boatyard, Ft. Lauderdale. Watch The Triton for more details.
Captain and the meal Capt. Linda Thomas tells how she got started and shares her family recipe for Calico Beans.
Salt tastes good to most, but getting too much can pose health problems. Part of the problem is how it shows up in unexpected places and amounts.
Professionalism, always Don’t make the mistake of becoming too chummy around owners and guests; crossing that line is a mistake.
Check them out, continuously updated online, with features such as alerts.
Several issues of this column have addressed various aspects of interpersonal effectiveness. This month, we pull many of them together to help you meet what may be the single greatest interpersonal challenge: How to deal with difficult people. We have 10 tips for you.
Ultimately, everything comes down to our reaction to situations – how we choose to think about and respond to issues or people. So the first step in dealing with a difficult person is to change your thinking. In your mind replace “difficult person” with “challenging situation.” A challenge is something to be solved by both parties. This is not just a euphemism. The words you use (even to yourself) have power. “Difficult person” dumps a negative attitude on the other individual and tends to separate you. “Challenging situation” brings the two of you together on a level playing field to jointly tackle a challenge in which you both have a stake.
Have a knife? Learn how to use it properly
How to deal with difficult people
Manager’s Time Don Grimme
When you are in the midst of dealing with a challenging situation, take a deep breath and tell yourself to calm down. Take a deep breath from your diaphragm, inhaling slowly through your nose and exhaling slowly through your mouth. Now clear your mind to engage cooperatively with the other person.
“Seek first to understand ... then to be understood.” Management expert Stephen Covey says that. Allow other people to express their needs and/or complaints. Once they’ve felt heard, they will be much more open to listening – and responding favorably – to your needs. And you’ll gain valuable information needed to address the challenge.
For example, once a month, a manager at the Mirage Hotel in Las Vegas asks her staff: “What one thing can I do better for you?” After listening to and acknowledging the employees’ ideas, she tells them one thing they can do better for her.
Listen and assert
Use active listening and assertion techniques. This way, each of you will understand the other’s point of view and critical requirements for a meeting of the minds. Granted, this assumes that the other person is reasonable (and you are, too). A difficult person may not seem to be reasonable, at first. However, after feeling really listened to by you, the individual is likely to become more reasonable.
See MANAGEMENT, page C7
Last month we covered the dos and don’ts of knives – how to care for them, how to handle them and what to look for when buying them. This month focuses on how to use them to create classical cuts required in food preparation. If you were thrown into the galley and you don’t know the different classical Culinary Waves cuts, this article Mary Beth will help you learn Lawton Johnson by doing – but you have to practice. The first rule of knives is always to cut away from yourself. There are various cuts of vegetables, and each has a different purpose. How you cut the vegetable will determine how it tastes and how fast it cooks. The standard cuts, which are most important and are called for in kitchen production, are those that lend themselves to mass production. To begin learning culinary preparation, it is suggested that you learn these basic cuts. If you are a professional, then you can practice what you already know.
Terminology of cuts
A group of cuts that act as the base for kitchen prep of vegetables are termed “classical cuts.” The most common are fine julienne, julienne, batonette, fine brunoise, brunoise, dice (small, medium and large), slice, chop, mince, emincer and shred.
See WAVES, page C4
C July 2007 SUPERYACHT OPERATIONS: Up and Running
Charter yachts have their own crew structures and duties Last month, we looked at the structure and size of crew personnel aboard private yachts. Charter yachts have specific regulations on crew sizes (see the Large Commercial Yacht Code, Chapter 26) and the profile of the workload is significantly different. This dictates different crew structures. Seasons tend to Up and Running dictate workload, Ian Biles with Mediterranean and Caribbean seasons as busy periods. Here is an example calendar for a charter yacht working both: l March/April to early May: Preparing the yacht for the summer Mediterranean season including the Spring Charter Show in Genoa. l May to September: Chartering with guests on board. A busy charter may do as many as 12 to 16 weeks. l September and October: Attending the last Med charter show in Monaco before crossing to the Caribbean. l November to January: Chartering in the Caribbean including attendance at one of the charter shows. Again a popular charter yacht could do 10 to 12 weeks of chartering during this period.
l February and March: Undertaking annual maintenance either in the United States (with heavy activity around Ft. Lauderdale) or returning to one of the European yards (Spain, France, Italy, Holland or Germany). Service quality is vital. Guests, who pay significant sums of money for the exclusive use of the yacht, want everything to work perfectly and their every need attended to. This imposes a huge workload on the crew. Every charter party will be different, but an average day is likely to include: l Before guests rise, the deck crew will wash the yacht. Interior crew prepare guest communal areas. These activities may start as early as 0600. l As the guests rise, breakfast is served. Deck crew prepare for the day’s activities, which may be moving the yacht to a new location or preparing the various water sports toys for use. l During/after breakfast, with the guests out of their cabins, the interior staff will be busy making up the cabins, cleaning bathrooms and doing laundry. If the yacht is on the move, the deck crew will be occupied when leaving harbor and making passage. As well as cleaning the cabins, the interior crew will also attend to guests, and there will be at least one crew member available for immediate service to the guests. During the morning, the chef will be
MPI Group of Surrey, England, offers a distance-learning course designed to bridge the gap between master certification and the reality of running a large yacht. The course is sponsored by the Professional Yachtsmen’s Association and Middlesex University. Course material was created by Ian Biles and future topics include the legal aspects of yacht management, interior management, chartering, repairs and security. For more information, call +44(0)1252-732-220 or email email@example.com. To read previous columns, visit www. MegayachtNews.com.
preparing the guests’ lunch. After lunch, the routine of cleaning and looking after the guests continues. If the yacht is at anchor, the guests may make use of the various toys and this will involve most of the crew manning tenders or looking after the equipment. If dinner is to be served on board, chefs spend most of the afternoon and early evening preparing. One interior staff member must be on hand, but other interior members may have a brief rest (subject to all other tasks being completed). Dinner will normally involve all
the interior staff either serving or clearing. The deck crew, having secured everything away, will then stand down to normal watch keeping duties. As they relax, guests may stay up late. Once again, one of the interior crew will be in constant attendance. Once guests retire, the hostess will clear guest areas before having the chance to rest. Deck crew members maintain watches all night. Obviously, crew hours when guests are on board can be exhausting. At the end of a charter period, the yacht may have only 18 to 24 hours to prepare for the next guests. This will include repairing and cleaning and buying food and drink. The crew will also need to mentally refresh so that when the next guests arrive, they are able to welcome them in a vibrant way. For such yachts, it is not unusual to carry just one extra hostess. Ian Biles is the founder of Maritime Services International, a marine surveying and consultancy business. He holds a Class I (Unlimited) Master’s certificate, a degree in naval architecture and an MBA. He has developed a risk management program for large yachts for a major Londonbased underwriter. Contact him through firstname.lastname@example.org or +44-2392-524-490.
C July 2007 IN THE GALLEY: Culinary Waves
Master all of the cuts by practicing one of them every week WAVES, from page C1 We begin with the julienne. Julienne and batonette cuts are long rectangular cuts. Other cuts related to this are pont neuf and pommes frites (the French term for French fries). The difference between these cuts is the final size. To accomplish this, trim vegetables by slicing to form four straight sides. Cut both ends to even the block off. (Use trimmings for stocks, soups, purees, etc.). Slice the vegetable lengthwise using parallel cuts of the desired thickness. Stack slices, aligning edges and make parallel cuts of the same thickness through the stack. To dice, which produces square or cube shapes, trim and cut the vegetable as for julienne or batonette. Gather the julienne pieces and cut through them crosswise at evenly spaced intervals. All classical cuts are listed below. Keep this handy guide in case you have to reference the cuts for a recipe. l Allumete (matchstick) 1/16inch x 1/16-inch x 2 inches (refers to potatoes). l Julienne (double matchstick) 1/8inch x 1/8-inch x 1-2 inches. l Batonette (French fry) ¼-inch x ¼-inch x 2-2 ½ inches. l Fine Brunoise (square allumete) 1/16-inch x 1/16-inch x 1/16-inch. l Brunoise (square allumete) 1/16inch x 1/16-inch x 1/16-inch. l Macedoine (square julienne) 1/8inch x 1/8-inch x 1/8-inch. l Small Dice (Square Baton) ¼-inch x ¼-inch x ¼-inch. l Medium Dice ½-inch x ½-inch x ½-inch. l Large Dice ¾-inch x ¾-inch x ¾inch. l Slice means to cut into uniform cross cuts. l Paysanne means peasant style and is ½-inch diameter spheres or triangles.
l Parisienne means round shaped (usually cut with a scoop). l Olivette means olive shaped (also cut with a scoop). l Noisette means hazelnut (turned or Toulenee). l Chateau means large barrel shape. l Chop means to cut into irregularshaped pieces. l Coarse chop means to chop into larger pieces. l Mince means to chop into fine pieces. l Emincer means to cut into thin slices. l Shred means cut into thin strips. l Chiffonade means finely shredded, used primarily on herbs. l Pont Neuf ½-inch x ½-inch x 2 1/3-3 inches. l Fermiere means farmer style, 1/8½ inches or to desired thickness. l Lozenge is a diamond shape, ½inch x ½-inch x 1/8-inch. l Rondelle is cut to desired thickness, 1/8-½ inches. l Tourne cut has seven sides and is 2
Different Potato Cuts
In addition to many of the cuts already mentioned, potatoes have their own vocabulary. Here are a few more cuts reserved for this venerable tuber. l Chateau potatoes are large tourne about 3 ½ inches long l Frite means to fry and they range in size as Pont Neuf about ½inch x ½-inch x 2 1/3-3 inches l Gaufrette refers to lattice or waffle fries l Paille (pronounced pie) are straw potatoes, long and thin and deep fried l Parmentier is made with or garnished with potatoes
inches long with tapered ends. Let’s say your recipe calls for a red pepper cut brunoise. The brunoise cut will give you 1/16-inch cubes. First cut panels from the pepper and remove white membranes. Cut panels lengthwise into very thin strips
By Chef Mary Beth Lawton Johnson 1 3-pound chicken 2 oz. vegetable oil 3 garlic cloves, minced 1 sweet onion, medium dice 4 stalks celery, med. dice 2 large carrots, med. dice 1 cup white wine 2 cups chicken brodo or stock Basic sachet (thyme, bay leaf, parsley stems, peppercorns)
Cornstarch and cold water as needed Salt and pepper as needed
Rinse and clean chicken. Cut into eighths. Season chicken with salt and pepper. Heat oil in braising pan and sear chicken on all sides. Remove chicken and set aside. Drain excess fat. Sweat garlic and vegetables in same pan. Deglaze pan with white
wine and reduce by half. Add chicken stock and sachet. Bring to a simmer; add chicken. Cover and place in a 350 degree oven for 30 minutes or until done. Remove chicken and keep warm. Return sauce to stovetop and adjust consistency with cornstarch slurry. Season to taste. Add chicken back to sauce, garnish with parsley and serve.
(julienne). Group them and slice across in thin cuts, almost like confetti. For carrots, trim them until all sides are straight and have right angles. Then julienne and brunoise. Paysanne and fermiere cuts are typically used to give a regional dish a rustic look and feel. Confusing isn’t it? Once you get the basics down, experiment on one type of cut per week. Pretty soon you will have mastered the basic cuts for vegetables and potatoes. Make sure vegetables are cut to the same thickness and style so they cook evenly. ARD Culinary Concepts has a ruler guide in classic knife cuts and offers knife cuts videos and tools (www.ardculinary.com). Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. Visit her Web site at www.themegayachtchef.com or contact her through email@example.com.
C July 2007 CHEF PROFILE
With youngest son in college, she became free to hit the seas By Capt. Linda Thomas My professional career in yachting started in 1999 when our youngest son graduated high school and went off to college. I finally felt ready to join Tom [Capt. Tom Thomas], who has been in the industry for more than 20 years. In 2000, we were fortunate to be hired as a team on a private 80-foot Lazzara where we stayed for six years. During that time is when I gained most of my yachting experience. I cooked for the family and guests and earned my 100-ton captain’s license. I have always loved to cook and have all my life for my family and friends. It has only been recently that I have taken cooking classes. Last fall I took a French classic cooking class with Chef Jean Pierre in Ft. Lauderdale. I loved it and learned a lot. In December, we were hired to run the Y/F Cetacea, a 72-foot Trinity we met in St. Lucia. We traveled with our new boss through the Caribbean all winter. What challenging fun it was to prepare healthy meals from fresh
PHOTO COURTESY OF CAPT. LINDA THOMAS
fruits, vegetables, fish and meats on the islands, especially Dominica. We have since brought Cetacea to Savannah for some yard work and will soon be traveling to the Bahamas for the next leg of our journey. How did you get your start in yachting? Send your story to firstname.lastname@example.org. Who knows? You might inspire someone.
Calico Beans Capt. Linda Thomas Y/F Cetacea
Family recipes are wonderful. They are memories of family gatherings and happy times together. Sometimes just making this comfort food recipes make you feel “at home,” especially when you are in the yachting business and your home is on a yacht, no matter the port. This is one of those family recipes that can be adjusted to your tastes or dietary needs for your crew, guests and even owners. After a long day, Calico Beans warm the heart and soul and, of course, the tummy. Serves 12. 1 pound bacon 1 large yellow onion, chopped fine 1-½ pounds ground beef 2 15 oz. cans kidney beans, dark or light.
Do not drain. 2 15 oz. cans pork and beans. Do not drain. 2 8 oz. cans lima beans. Do not drain. 1 cup ketchup 1 cup light brown sugar 2 tablespoons white vinegar Salt and pepper to taste Fry bacon, drain fat. Add chopped onion, sauté. In a large pot, brown ground beef, drain fat and add all of ingredients together. Stir gently. \ Simmer on medium low for one hour. Can be made the day before and reheated when ready to serve. This recipe freezes very well. Serve with warm corn muffins.
FROM THE FRONT: Manager’s Time
Losing a battle is OK if it can win the war MANAGEMENT, from page C1
Turn statements into questions. Instead of telling other people what they should do or think, draw out their own desires and opinions. Use inquiry techniques and the reflective and clarifying questions. For example, say “What would you like to see happen?”, “My understanding is that you want [whatever]. Is that correct?” and “What else?”
Lose to win
Be willing to lose the battle in order to win the war. Focus on what is most important to you as a manager. Strive toward that end and don’t get hung up on issues that are less important (but which might “push your buttons”).
Think about the desired goal. Is it to see who “wins” or to create a winwin situation for both parties? Go for long-term fulfillment rather than shortterm satisfaction of any aggressive or defensive impulse.
Recognize that preconceived notions may be controlling your behavior. For example, you may say to yourself, “Here he goes again,” or “I can’t deal with people like this” without understanding where the other person is coming from or what motivates him or her. Such thoughts undermine our selfconfidence and reasonableness. When we challenge them, we can choose to think, believe and act from a position of strength. We can regain that selfconfidence and refuse to be either a victim or victimizer.
Very often, insults apparently directed at you really are about what you represent to the other person. In general, the behavior of others says more about them and their situation and temperament than about us.
Be solution driven rather than driven to be right. After peaceably resolving the confrontation (and at a calmer moment) you can revisit the “right” issue, if it really matters. Don Grimme is co-founder of GHR Training Solutions in Coral Springs, Fla. He specializes in helping managers reduce turnover and attract excellent job candidates. Contact him at email@example.com.
C July 2007 NUTRITION: Take It In
Old salts need to know how to get the right amount of sodium “Water, water, everywhere, nor any drop to drink.” This is a famously quoted line from the Rime of the Ancient Mariner, written in the late 18th century by English poet Samuel Taylor Coleridge. It brings to mind the image of floating in the ocean, thirst Take It In unbearable, with Carol Bareuther death certain from
a sip of the salty sea. Salt is made up of sodium and chloride. The sodium component especially is a mineral essential for life and good health. Sodium helps your body maintain the right balance of fluids. It helps transmit nerve impulses and it assists in the contraction and relaxation of muscles. Normally, your kidneys regulate the amount of sodium your body holds on to versus excretes. Some people are more sensitive to the effects of sodium than others. People who are sodium sensitive retain sodium more easily, leading to
excess fluid retention and increased blood pressure. If you’re in that group, extra sodium in your diet increases your chance of developing high blood pressure, a condition that can lead to cardiovascular and kidney diseases. The Dietary Guidelines for Americans, issued most recently in 2005 by the U.S. Department of Health and Human Services, sends the strong message that most of us eat way too much sodium. These guidelines recommend an intake of no more than between 1,500 and 2,400 milligrams (mg) of sodium a day for healthy adults.
A lower sodium intake has a more beneficial effect on blood pressure. Think you don’t eat this much? Consider that one McDonald’s Quarter Pounder with cheese contains 1310 mg of sodium. One Original Recipe KFC chicken breast provides 1145 mg of sodium. Two 8-ounce cans of V8 juice serve up 1180 mg sodium. The tomato is an excellent example to illustrate just where the majority of sodium comes from in our diet. One medium fresh tomato has 10 mg of sodium. Take that tomato, slice it and sprinkle on 1/8 teaspoon of salt. The sodium count is now up to 310 mg. Now process that tomato into tomato paste. One-quarter cup provides 710 mg of sodium. Salt added to food and salt and sodium preservatives added into food during processing clearly are the biggest sources of sodium in our diet. If you need to curb your sodium intake, here are some tips. l Adjust your taste buds by slowly decreasing your sodium intake. Enjoying the salty taste of food is an acquired taste you can unlearn. Start instead to savor the other flavors in food. Use spices and herbs, lemon, vinegar, or low sodium broth to flavor foods. l To balance a few high sodium foods you enjoy, fill the rest of your diet with naturally low sodium fruits and vegetables, fresh meat, poultry, fish, plain rice, pasta, breads and legumes. l Tame the saltshaker. To check how much sodium you automatically shake on, place a piece of plastic wrap over your dinner plate of food, and collect what you normally add. Measure your collection; each one-fourth teaspoon of salt is 600 milligrams of sodium. l Be careful with other condiments that can pack lots of sodium including soy sauce, relish, mustard, ketchup and tartar sauce. Read the labels and select the lower numbers. Sea salt and vege-salt products still contain sodium, and must be used carefully. There are a variety of half salt/half salt-substitute products and full salt substitutes available. You can also find interesting herb seasoning mixes to use like Mrs. Dash. l Remember too, to include five or more servings of fruits and vegetables in your diet daily. These foods contain minerals such as potassium, calcium and magnesium that balance with sodium to maintain good health and keep blood pressure normal. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Contact her through firstname.lastname@example.org.
WINE: By the Glass
Loire Valley whites spectacular with seafood and on their own The Loire River is to the north and worth seeking out. I rate the of Bordeaux and stretches from the wines made by Nicolas Joly of los de Atlantic Ocean in the west 630 miles to la Coulee de Serrant as some of the its source in the Cevennes highlands best whites I have experienced, though to the southeast. they are not cheap. They are also Along the key produced according to the principles valley section of biodynamics, which is similar to leading up to the organic farming. Atlantic Ocean, the Vouvray is richer in style and river is home to an displays honeyed fruit even when amazing variety of dry. Other styles include medium wines. Sparkling, dry, medium sweet and sweet. The white, red, dry and sweet wines can last for decades. sweet styles as well Good producers include Marc Bredif By the Glass as rosé wines are and Champalou, both available in the Mark Darley made. United States. The climate of the Loire is cool, The eastern section of the Loire is which means that wines can be thin where things get interesting. This area in poor years, but when the weather produces Sancerre and Pouilly-Fume, is good some wonderful wines often two of the world’s great sauvignon characterized by powerful acidity can blanc wines. be made. This acidity means the wines Sancerre is a village on the west pair well with a range of food, though bank of the Loire. The vines are located these world-class whites based on on chalky soil. The wines have great chenin blanc and sauvignon blanc are herb-like aromas and a beautiful renowned for their ability to pair with mineral quality backed by acidity that seafood. makes them a joy to drink. Sometimes The Loire is home to the world’s a grassy nose is evident with even a finest sauvignon blanc and chenin hint of “cat’s pee,” as one English wine blanc, though the latter is being made writer once famously said, that is increasingly well in South Africa. unmistakably Loire in character. Working from the Pouilly-Fume wines west, the Loire can are located around the The Loire is be divided into three village of Pouilly-surhome to the regions: west, middle Loire on the east bank of and east Loire. the river where the soil world’s finest The west produces contains more limestone sauvignon blanc really crisp wines called and flint, which gives and chenin blanc. the wine a smoky flavor Muscadet. This wine is made from the melon de in some instances. Red Bourgogne grape and pairs very well wines are made from pinot noir, though with seafood thanks to a refreshing rarely seen in the United States, they neutrality and acidity. They are can be very enjoyable in good years. wonderful thirst quenchers on a hot The Loire also makes good rose day. Look out for Muscadet de Severewines known as Rose de Anjou. The et-Maine on the label for the best wines tend to be medium sweet and wines. If the words sur lie appear on the display enjoyable flavors of cherry label, this indicates a richer flavor, too. backed with refreshing acidity. A The middle Loire produces a huge decent wine to be drunk by the pool. range of wines. The most commonly Finally the sparkling wine of the available in the United States include Loire is known as Saumur and is Bourgueil, St Nicolas-de-Bourgueil made predominantly from chenin and Chinon, all red wines made from blanc, chardonnay and cabernet franc cabernet franc grapes. When the grapes although other grapes can be used by are able to ripen in this northerly law. latitude, they are full of really good Rosé wines are made, too. There is raspberry fruit, cassis and even violets also a sparkling wine called Cremant de with characteristic cabernet franc Loire, which along with Saumur forms spiciness evident, too. a good and inexpensive alternative to While some Bourgueil can be a tad champagne. They are predominantly dusty, the Chinon wines are amazing. dry in style. Bouvet is a good example. Look out for wines by Charles Joguet, a The wines of the Loire are well long-time favorite of mine. worth exploring due to their affinity The white wines of the middle for seafood along with their ability section include Vouvray (both dry and to be consumed without food in hot sweet styles) and Savannieres-made climates. Have fun experiencing them. chenin blanc. Savannieres can age for decades Mark Darley is a freelance wine writer and typically taste of quince, cream and a fine wine consultant in Ft. and honeysuckle all laced into mineral Lauderdale for Imperial Wines and and acidity with a shot of sharp Spirits. Contact him through editorial@ lemon. The wine is quite amazing the-triton.com.
C10 July 2007 INTERIOR: Stew Cues
Crew needs to keep distance from employers and guests It would be easier to “walk the line” in yachting, if it didn’t keep moving around so much. You know the line I mean, the one between crew and their employers – whether they are the owners of the vessel or charter guests. And if you’re asking yourself right now, “what line is she talking about,” well, Stew Cues that’s exactly what Dawn Kuhns I’m talking about. More and more I see crew members who are sadly (and unprofessionally) unaware of where the line falls between themselves and the owners or charter guests. Sometimes, crew members don’t even know that there is a line. This results in some behavior that I, as a fellow crew member, find unprofessional, not to mention sometimes shocking and embarrassing. Do owners and guests find this behavior shocking as well? Many of them probably don’t say anything out loud, but it is quite likely reflected in tips, salary level and longevity. OK, let’s define the line. Most often it closely resembles the usual line between employer and employee, but on some yachts, it’s more of a masterand-servant dynamic. You are on the yacht to serve, to clean, to drive, to wrench, to cook. Guests haven’t purchased a multimillion-dollar yacht or spent tens (or hundreds) of thousands of dollars on a charter to spend their vacation listening to your life story or your political opinions. Other than to ask questions you may need answered about the guests’ comfort, plans or trip, the easiest and safest rule of thumb is to speak only when spoken to. Most owners and some charter guests are indeed interested in getting to know a little more about their crew and will ask personal questions and engage in conversation. Maybe they’ll even take you out to dinner, which is nice. But again, even in this situation, it’s important to always remember your place. They don’t want too much information. And never forget that it’s still important to give the right answer, if you know what I mean. For example, if they ask if you like your job, starting in on how the deckhands make a big mess for you to clean up is not appropriate, nor is the “I’m saving money to quit and I only need one more really good tip” response. Yes, it’s hard. The line moves all the time. Some owners have a much more
personal relationship with their crew. They know many things about your personal life and genuinely care about you as a human. But don’t be misled into thinking that means there is no line. That only makes it more difficult, as you must always be on your guard to keep from crossing it. Remember, it’s OK for them – as your employer – to cross the line, but not for you. Here are a few examples of linecrossing behavior: The freelance chef who actively pursued the guests for lots of chatting about his plans for getting out of yachting – ignoring the guests’ wishes for peace and quiet or private family time amongst themselves. The stew who changed into her pajamas after dinner service was over and then relaxed on the sofa in the main salon while the guests had gone out for drinks. This boat had a casual atmosphere, but this is behavior that is never appropriate. The team of crew members who seemed to believe that the guests had chartered the boat for the sole purpose of hanging out with them, all the time. Here are a few tips to keep from crossing the line: Limit your conversation with guests to information regarding their trip plans, needs and comfort. When it comes to anything remotely personal, respond only to their questions and keep it short. Keep your distance. Even if your guests are chatty with you, they don’t want to know everything about you. Absolutely no fraternization with guests. This only hurts one person: you. It’s incredibly unprofessional and will most likely get you fired. And after you’ve been fired, it will most likely travel around the industry grapevine and you may find it difficult to find your next job. Drinking with guests is dangerous. When you start relaxing and letting your guard down, inappropriate words and statements can suddenly shoot out of your mouth with no warning. If your guests insist that you have a drink with them, limit yourself to one and sip it. The majority of us are intelligent, independent, educated human beings who have been raised in a world where “all men are created equal.” And here I am advising crew to “remember your place” and “speak only when spoken to.” Yes, it can be hard to take, but it’s part of the deal. Thirteen years ago, Dawn Kuhns took a fun little six-month job as a stewardess. Having since traveled the world working on yachts large and small, she settled in Ft. Lauderdale and is still at it. Contact her at email@example.com.
PERSONAL FINANCE: Yachting Captial
Buy long-term care insurance long before you might need it It is a myth to believe you only need to get long-term care insurance once you get into your 60s. What inspired me to write about this topic this month was an incident that happened to someone I know in her 30s. She is now in an assisted living facility due to an accident she had in St. Maartin. Although she Yachting Capital has recovered Mark A. Cline enough to leave the hospital and return to the United States, she still has a long way to go to be able to take care of herself without assistance. Actor Christopher Reeve’s tragic sporting accident shows that the need for long-term care can strike anyone at any age and any time. In fact, 40 percent of people needing long-term care in this country are working-age adults, ages 18-64. The actual risk of needing long-term care is greater than 50 percent at some point in your life. We sometimes believe accidents happen to younger people who do riskier things. But in reality, simply driving a busy highway carries the risk of an accident for anyone. Even tasks that seem simple, such as washing the boat off the side of a flybridge, are an accident waiting to happen. Long-term care is not inexpensive and it is also not a covered benefit by health insurance. Those who are unaware of LTC options and costs can be putting themselves and their families at significant financial risk. In general, Americans are not sufficiently prepared to pay for longterm care. Many live simply hoping they won’t need it. Unfortunately, in the event you or a loved one does need it, hope won’t be enough to protect you from potential financial ruin. As you would expect, the odds that you will need some kind of long-term
care increases as you get older. The Medicaid option is a joint federal and state program that covers medical bills for the needy. To qualify, you generally have to have few assets. If you have even $1 of income or assets in excess of state-set limits, you may not be eligible. Those who buy LTC in their 40s or 50s have the advantage of selecting rich plan designs for a fraction of the price they would pay later. I purchased my LTC policy at 42; it will be paid for when I turn 65 and I’ll have the coverage until I die. Why would I want to pay for LTC coverage while I am in retirement and not earning income? If you are self-employed, your company can pay for this benefit before you retire. You can get a policy that is fully paid up in 10 years or to age 65 and have coverage for your entire life. I have seen couples completely wipe out their retirement money to take care of one spouse. Ultimately, that spouse dies, leaving the other spouse without money to survive in retirement. A recent study projects that LTC costs will more than quadruple by 2030. Assisted living facility fees could go from $25,300 to $109,300 a year. When purchasing LTC, consider the type of coverage that pays you cash. This way you choose the care you want – typically home care – as long as you can. When you need to be in a facility then you choose that option. Clients tell me that coverage that pays cash in advance, requires no claim forms and renews monthly based on the doctor’s orders is by far the best. Unfortunately, too many people put off making LTC decisions until their choices are limited, putting their savings at risk. Planning ahead is something you can decide to do today. Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Contact him at +1-954-764-2929 or through www.capitalmarinealliance.net.
C12 July 2007 LITERARY REVIEW: Well Read
Hendricks knows Miami noir and captures it in two books South Florida author Vicki Hendricks has a new release, “Cruel Poetry” (2007, Serpent’s Tail, $14.95) and her first novel, “Miami Purity,” has been re-released in paperback (2007, Busted Flush Press, $16). Hollywood resident Hendricks has been a member of the English Department at Broward Well Read Community College Donna for nearly three Mergenhagen decades. She is the best contemporary representative of the noir style – and the only notable female. Noir is the label most often associated with the work of James M. Cain (“The Postman Always Rings Twice”, “Double Indemnity”) and Jim Thompson (“The Grifters”). The plots of noir are dark, set in the underbelly of society. Brutalized by the world they are powerless to alter, characters live on the edge – doomed by birth, economics and choices. Love triangles, betrayal, perversity, sexual thrall, alcohol and drugs are all critical elements in the development of the plots. Classic noir involves a drifting male who is sexually manipulated by a female to commit murder. In Hendricks noir, the classic roles are muddied or reversed. She also adds a level of sexual explicitness and drug culture that earlier practitioners of the style could not. “Miami Purity” was originally released in 1995. The new release has both a foreward and an afterword. The afterword is an especially good analysis of “Miami Purity” in comparison to “The Postman Always Rings Twice.” Protagonist Sherri has decided to turn her life around – leave exotic dancing, stop drinking, and improve her choice of men. The best-laid plans are doomed the day she applies
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Next to Bistro Mezzaluna 757 S.E. 17th St. • Fort Lauderdale, FL 33316 Mon.-Fri. 8:00-6:00 • Sat. 9:00-5:00 • Sun. 9:00-1:00
Promenades Shops by Circuit City 20533 Biscayne Blvd. • Aventura, FL 33180 Mon.-Fri. 8:30-6:00 • Sat. 9:00-5:00
for a job at the curiously named dry cleaners, Miami Purity. Sherri’s life provides a glimpse at the Miami never featured in tourist brochures. On one side of the counter are customers who appear to go about life in patterns most of us follow. Sherri’s side of the counter includes lunch break at exotic dancing bars, evenings spent in a room with a thrift store mattress as the only furnishing, and days filled with sexual adventures. The plot takes surprising turns as Sherri acts to break the pattern of her life. South Beach hooker Renata has no lack of admirers to manipulate in “Cruel Poetry.” She is both beautiful and overtly sensual. She revels in her ability to use her charms for everything from free drinks to new clients. Renata’s neighbor in the downscale Miami Beach hotel where she lives and works is Julie. Julie is a lonely soul struggling with family conflicts and attempting to write her first novel. A hole in the wall between the rooms becomes Julie’s fixation as she weaves her observations into the attempted novel. Spying on Renata with an abusive client initiates a series of fatal decisions. The women forge a bond as they attempt to separate themselves from the trail of disasters caused by their own actions and the choices of the men obsessed with Renata. Between her first book and the new title, Hendricks wrote “Iguana Love”, “Involuntary Madness”, “Sky Blues”, a chapter in the South Florida author serial mystery “Naked Came the Manatee”, and numerous contributions to short story anthologies. Readers who enjoy the edginess of George Pelecanos, Dennis Lehane or James Ellroy are a natural audience for the noir Hendricks sets in Miami. Donna Mergenhagen owns Well Read, a used book store on Southeast 17th Street in Ft. Lauderdale. Contact her at 954467-8878.
SUDOKUS Try these new puzzles based on numbers. There is only one rule for these new number puzzles: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once. Donâ€™t worry, you donâ€™t need arithmetic. Nothing has to add up to anything else. All you need is reasoning and logic. Start with the Calm puzzle left. Then try your luck in the Stormy seas at right.
Answers to all puzzles are now online at www.the-triton.com/puzzles
C14 July 2007 CLASSIFIED ADS
100 Ton Captain seeks Owner and Boat to Love Captain seeks Boat to Love And Owner to Entertain Abroad 15 Years Cruising the World! CaptainSplane@aol.com Cell# 954-347-4945 Ad# 2436 Immediate Availability! Licensed 100T Master, exper. East Coast and Bahamas and available for short term (delivery) or summer months. Ready & prepared 954 254-9585 Ad# 2506 Captain Available, Perm or Delivery New Captain, MCA 3000 GT looking for day work, perm or deliveries. Excellent maintence record. Call 954 319-2170 Ad# 2581
Captains Available South African Captain Available for Freelance/Delivery South African Captain Avail.
until July. Freelance/Delivery full/part time. Excellent refs Capt. Moore 954 882 5298 firstname.lastname@example.org Ad# 2484
Decades of Experience - Sail and Motor Yachts - Charters and Private Decades of experience, sail or power, charter or private. Resume at www.estreetdesign .com/resume-captain.doc email@example.com 802.5794557 Ad# 2424 Decades of Experience - Sail and Motor Yachts - Private and Charters Talented Yacht Captain seeks private / charter yacht. Resume: http://www.estreetdes ign.com/resume-captain.doc firstname.lastname@example.org 802-5794557 Ad# 2530 Captain 200 Ton, with major engineering experience.
Have some crew to go with me if needed. Contact Vince 239-419-9837 Ad#
Captain-Engineer Available Captain-Engineer 1,600 ton USCG License. Experienced both Coasts Maine - Alaska Available immediately 561-373-2396,email@example.com Ad# 2529 Freelance Captain USCG 100 Ton available for the summer in New England Area... resume and references available... 860 930-5802 or email firstname.lastname@example.org Ad# 2466
Share Captainâ€™s job USCG, MCA 1600/3000 ton Oceans wants to share captains job on busy vessel so that both captains have a life. Contact email@example.com Ad# 2557
Captain/ Mate Spanish Captain/Mate YM 200Gt STCW95 ENG1 Rescue Looking for some yacht in FLL or Bahamas base :954.534.66.56 or firstname.lastname@example.org Ad# 2438 Long Term Captain Available LONG TERM CAPTAIN AVAILABLE USCG 100 TON w/AUX SAIL ALEX 860-884-9082 Ad#
Experienced American 500-ton Captain Available Highyly experienced and prof. avail. for short or long-term commitments. USCG Masterâ€™s 500-ton license, STCW, & more. William Widman (571) 332-2479 Ad# 2516 Mature, Experienced American Captain Available (500-ton) Highly experienced Captain of power & sailing vessels up to 160 feet in many locations. William Widman at 571 332-2479 or email@example.com Ad# 2578
1600 Ton Captain Available Licensed captain with ARPA, GMDSS, etc. Exper. includes new builds, refits, Over80,000 miles and 25 years in the marine industry. 206-375-1444 Ad# 2533
Captains Needed 2006 62 Fairline Targa Captain Needed Captain Needed for 2006 Fairline Targa. Must be experienced willing to travel extensively. firstname.lastname@example.org Ad# 2437
preferred - motor yacht or sail. Ad# 2542
Yacht Chefs Available
Chef or First Mate/Chef Available now. I have over 10 years experience as Chef/Cook, and First Mate/Chef on both power and sail yachts. Call 954-234-9592 Ad# 2537
Freelance Chef Available Excellent Yacht Chef ready to cater from Crew or Owners. Avail. to work on your yacht or in Private house. Call Patrick Perry 954 319-2171. Ad# 2582
Yacht Chef Needs Work!!!!!!!!!!!!!! fulltime or freelance work needed by experienced STCW che please call Sandy @954 439 3808 or email@example.com Ad# 2570
Female Chef/Cook/Firstmate Available Now Over ten years on yachts, both power and sale. Permanent, freelance, charter, or delivery. Ready to go 954-234-9592 Ad# 2520
Candidates must have a minimum of a 110 Master license. This is a permanent full-time postion. Interested candidtes please apply to humanresources182@ verizon.net Ad# 2627
U.S Captain 500grt Oceans Experienced Yacht Master with good refers. Chief Engineer 1600/3000ton,Oceans with Cayman Island endorsements. Call Capt. Bob 386 668 7298 Ad# 2514
Captain We are looking to hire an experienced Captain to run our Miami based boat.
Culinary Trained Chef Easy Going Team Player with STCW95 & experience on S/Y,M/Y ,F/T charter,freelance,yachts, estates,catering,etc....(954) 600-2069 firstname.lastname@example.org Ad# 2597 Canadian chef eh? Canadian chef/mate. Seeks position for next season Nov through April. Caribbean
Yacht Chefs Needed 5-Star Chef Yacht Chef Wanted Looking for highly 5-Star chef to come cook in Beverly Hills. Will re-locate. Excellent salary. Ad# 2429
Y4 Eng & Deck/Stew Team Available Ft Laud based. Looking 4either daywork or temp/perm in Med. Heading to Europe mid-June. Hardworking & Driven! email@example.com Ad# 2522 Interested in a Deckhand position Entry level Deckhand seeking work w/ oppty for advancement Pls contact me at 954.496.4077 or via email firstname.lastname@example.org Ad# 2575 Mate/Deckie Available on 100ft motor &sailing yachts avail. for part time or full
WORLD OF YACHTING
The one source for all your yachting needs Here’s what we can do for you: • FIND CREW NO agency commissions or percentages no matter how many or how long you need crew members per year. • CREW Post your CV/Resume for FREE. • Order your APPAREL/UNIFORMS & much more online, phone, fax or in-person. • Custom Monogramming and Screen Printing • Find or sell a boat (or any other item!) on our boat classifieds. • GET MORE EXPOSURE Advertise with us! Post your charter brochure. • Find information on travel destinations, boatyards, flower shops, gourmet stores and more all in one place! www.worldofyachting.com 1126 S. Federal Highway, P. O. Box 230 Ft. Lauderdale, FL 33316 Toll Free: 877-98World (877-989-6753) Ph/Fax: 954-522-8742
at Lauderdale Marine Center 2001 S,W, 20th St. • Ft. Lauderdale, FL 33315 • Total Yacht Restoration • Awl-Grip Spray Painting Specialists • Fiberglass Fabrication & Repairs • Bottom Painting
(954) 713-0374 Office
(954) 232-8756 Cell
www.knowlesmarine.com email: email@example.com
time, also deliveries. STCW certified & basic engineering skills. Call 580-504-8966. Ad# 2583 Captain/First Mate looking for job Spanish Capt/Mate in FLL ready YM200Gt STCW95 ENG1 5 Languages (EN,ES,FR,IT,CAT) at firstname.lastname@example.org or 954.534.66.56 Ad# 2593 Stewardess/Female Deckhand Available American Stewardess Available DayworkTemporary or Permanent Call Kacy @ 425-829-0869 Also available as deckhand. Ad# 2543 Mate and Stew Team available! Mate & Stew Team Avail. OOW, Class 4, STCW95. Exp on mega yachts. All certs in order. Avail immediately. Jordan: 954 529 8785 Ad# 2518 Crew Recruiting Agency From Nepal Prem Kumar Gurung
Kathmandu Nepal email: email@example.com Ad# 2594 First Mate available for Large Sailboat or Power Vessel Looking to Move from Sailboat Captain to Large Motor Vessels Resume: www.estreetdesign .com/resume-captain.doc firstname.lastname@example.org 802.5794557 Ad# 2425 Great Chef/Stew team available Looking for a great crew and owners who love food and hospitable service. Motivated, hard workers & love to travel. Call 312-953-3874 Ad# 2562 Mate / Stew team now available Mate/Stew team seeking yacht. M:200 tnYM offshore, 3 yrsexp. S:10yr hospitalty, 2 yrs yacht both STCW & B1/B2.email email@example.com Ad# 2461
C16 July 2007 CLASSIFIED ADS American Stewardess American Stewardess 10+ years experience on 100+ size vessels. Contact Lynda 954-294-7772 cell or email l;firstname.lastname@example.org Ad# 2555
Deckhand Wanted Miami based M/Y seeking qualified deckhand with exper. STCW and License, nonsmoker, must have proper papers & visa Emial: email@example.com Ad# 2556
Experienced Purser / Ch. Stwdess Excellent experience in the industry. Cruise ship b.ground VIP yachts (charter & private) Ready to start - mid June 07 email firstname.lastname@example.org Ad# 2523
Unlicensed Engineer & Stewardess Combination Unlicensed engineer and stewardess combination required for 90’ expedition for Caribbean & West Coast . resume to email@example.com Ad# 2600
Decades of Experience - Sailboats and Motor Yachts - Private and Charter Experienced Sailboat Captain seeks to branch into larger motor yachts as First Officer. www.estreetdesign.com/resumecaptain.doc 802-579-4557 Ad# 2611 BVI based Delivery Crew Experienced with references available to assist with deliveries from the Caribbean to the US in June; Call 284-441-2537 Ad# 2476
Crew Needed Stewardess & Mate Openings On 93’ m/y with 32’ tender, Stew req’s-Silver Service or comparable. Mate req’s-Boathandling. Call 954-931-3645 or send resume to firstname.lastname@example.org Ad# 2467 2 stews & 2 deck hands 2 Stew & 2 Deckhands needed 140’ new build, heavy charter start date beginning of June foreign flag, team players email@example.com Ad# 2458
Couple Wanted, Mechanicall incines mate - Stewardess Mechanically inclined first mate & stewardess combination for US yacht bound for Carribean & west coast. Call Bill Harris 561 373-2396. Ad# 2599 Team Wanted We are looking for an experience Captain and chef/stew for a 65 feet sailing yacht. Please send Cvs to: firstname.lastname@example.org Ad# 2620
Delivery Captain and crew available for sport fish and yacht deliveries Short notice delivery captain available. I can bring crew or you supply or come along yourself if you just need a part time captain. E-mail checked daily. Thanks, captnkj@ yahoo.com Ad# 2621 Marine Completion Services Yacht delivery, vessel movement and placement...East Coast, Bahamas Guide, Licesed Captain (100T)w/20years exp., Call (954)254.9585 Ad# 2479
Immediate Opening for Engineer Taking boat from Ft. Lauderdale to California (not a delivery). Trying to leave ASAP. Send resume or CV immediately to JJones7076@aol.com Ad# 2601
Yacht Crew Teams Captain and Chef/Stew Team available USCG 100 ton Master and Culinary trained Chef Team; 20+ yrs exp; power or sail under 90ft. Jim 410-849-5964 or email@example.com Ad# 2565 Unlimited Mate and Stew Team Available Exper. Mate and Stew team looking for permanent position. Experienced on Charter & Private unlimited mate license II/2, ISPS, STCW95. Jordan 954 529 8785 Ad# 2541 Mate / Stew team available Mate/ stew team seeking power yacht.Mate with 200t Offshore Stew 10yrs hospitality, both STCW,B1/2,3yrs yachting Professional & fun Aussies Ad# 2497 Captain and Chef/Stew Team available USCG Captain and Culinary Trained Chef Team, ready to work! 20+years experience on fine yachts worldwide 410-849-5964, dachallen@yahoo Ad# 2447 Unlicensed Mate-Engineer & Stewardess Combo Mate-Engineer , Stewardess Combo for 90’ Expedition yacht leaving for Caribbean destination West Coast Located Ft. L:auderdale Ad# 2606
Mates and Deckhands Available American Stewardess Experienced and seeking temp. or perm. position aboard a motor yacht as a stew or as deckhand. Kacy: 425-829-0869 Email: Kacy63@hotmail.com Ad# 2546
Mate, Deckhand, Engineer
RYA MCA Yachtmaster Offshore, MCA A.E.C., and etc., Super flexible. Call 786 246-8982 or email firstname.lastname@example.org Ad# 2630 Spanish First Mate looking for Job Spanish Mate looking for Job YM 200 Gt B1/B2 STCW95 ENG1 Yacht in FL or BH or BVI Contact Paco :954.534.6656 email@example.com Ad# 2618 Seeking Position Captain with some crew if needed. 200 ton USCG License. Strong Engineering background. E-Mail-Cptcoragis@comcast.net Phone- 239-410-9837 Ad# 2623
Stewards and Stewardesses Available American Experienced Conscientous Stewardess American reliable stewardess 15yrs,stcw, PADI divemaster Light home cooking. Email firstname.lastname@example.org or call 954-612-2503. Ad# 2613
US Stew/Cook available for short or long-term Mature, friendly, organized & a good healthy cook. Ideally would like to be in the north for summer. STCW cert. Cell 203-524-3143 or Su143@aol,com Ad# 2432 Looking for freelance or daywork for summer bright energetic creative and knowledgeable in all aspects of the boating world. Great references available. Call Karen at 954-832-0829 Ad# 2513 Looking for a freelance stewardess position looking for a freelance stew position on non us private/ charter yacht. Can start asap in Ft. lauderdale-Bahamas area email@example.com Ad# 2584 Experienced Reliable Conscientious Stewardess Experienced Reliable American stew/mate professional 15 yrs. STCW, PADI divemaster , home cooking 954-612-2503 ,242-3933237. firstname.lastname@example.org Ad# 2446 Experienced stewardess and massage therapist available stewardess with two years expe rience and great massage thera pist available for freelance and day works phone number : 954-200-2029 Ad# 2455
US Stew/Cook avail. now for boat currently in or headed to New England. Friendly, mature, organized & STCW certified. 203 524-3143 or Su143@aol.com Ad# 2587
Stewards and Stewardesses Needed Stewardess for Foreign Flag private yacht 106ft Cruising the Caribbean and Panama. Full time position for the right person. Contact Captain send resume to email@example.com cell +1 954 790 7450 Ad# 2622 Solo Stewardess for 112 Westport located in Great Lakes/ Lake Michigan. Stewardess will be able to do light cooking for crew only when there is no charter/ owners on the boat, as chef will be hired for trips only. Please send resume to alicia.carstens@customyachtsintl. com and we will forward to the captain. Ad#
Marine Management Accounting Are your boat accounts giving you headches? I provide bookkeeping services or will setup quicken for you. Email gdabig @yahoo.com Ad# 2496 Bookkeeper Available Currrently working with a top yacht mgt company. Quicken, QB, Excel experience.
For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.
Very reasonable rates. Contact firstname.lastname@example.org Ad# 2526 Opening for Yacht Brokers Assistant / Listing Secretary Brokers Assistant/Listing Sec. Ardell Yacht & Ship Brokers Contat Craig Cadwalader email@example.com 954 5257637 Confidentialiyt assured. Ad# 2444
Marine Professionals Maintenance Plans & Training Books Creation of maintenance plans, standing orders, training manuals and work plans for all sized yachts. Cell: 541-550-8032. Ad# 2595
Charter Fleet Manager available Great, experienced charter fleet manager available. Please look at my resume: http://www.estreetdesign .com/resume-chartering.doc Ad# 2481
Charter Marketing Business Development Rep Wanted Rep needed to enhance market presence. Marketing oriented. Destination, yachting, tourism knowledge beneficial. Resume to nancy@ sacksyachts.com Ad# 2564
The Boathouse of Fort Lauderdale is looking for Security Guard; For Interview contact Rob Esser @ 954-914-8949 or 318-1533 Ad# 2617
week. Compensation is commensurate to experience. Benifits include paid holidays, company sponsored health insurance, and 401K plan. Please e-mail: cworthycorp@aol. com or call 954-784-0787 Ad# 2592
Room For Rent Room for rent in nice Home Close to all Marinas Wireless Internet, Cable T.V Contact Peter 754 422 4130 Ad# 2519
Apartment for Rent Contemporarily furnished 2 /1 Central A/C Hurricane windows. move in ready, No long lease $1800 monthly $500 per week. Captain Gunnar 954 818-8288 Ad# 2528
Apartment For Rent Studio Apt- Private courtyard setting. Nice. $675/mo.By Sunrise & N. Federal Hywy Contact: Karen (954) 873-7660 Ad# 2454
Yacht Detailer Needed Sunseeker Florida is seeking f/t yacht detailer. (954) 920 -0340 Ad# 2487
Beach Apartment for Rent 1bdrm/bath completely furn. new paint, carpet & tile. $1500 monthly/minimum 6 month lease. Call 801-9310 Ad# 2596
Hardware restoration specialist Hardware Solutions Richard Jaramillo 954-993-0306 Hardware installation/repair Door mechanism repair and adjust Ad# 2605
Room For Rent In Large Townhome Room for rent, furnished, prof gated, pool, on dania canal no partying or drinking, quiet large 4 bd rm new twnhm 750.mo Capt Brent 954 802 8943 Ad# 2585
Laud by the Sea-New Furn Beach Apts & Homes For Rent Laud by the Sea-New furn apts & beach homes 50 in flat tv leather sofa,granite kitchen Sandy by the Sea 888-245-4988 www.sandybythesea.com Ad# 2604
Home for rent Furnished 3/2 waterfront home Nicely decorated, sleeps 8 short or long term $3500. monthly 1000. per week Captain Gunnar 954 818-8288 Ad# 2531
Home For Rent
Furnished 3/2 waterfront home Nicely decorated, sleeps 8 short or long term $3500. monthly $1000. per week Captain Gunnar 954 818-8288
Fort Lauderdale Beauty Shady Banks 3 bed 2bath home large corner lot. Remodelled throughout. Peaceful setting. R Purswell Keller Williams Realty 954-562-8004 Ad# 2548
Ad# 2531 We need good people to love our homes! 954-673-1630 Ad# 2443
Apartment 1 Bedroom - tiled bath,new kit kitchen with granite counters, Washer Dryer, No Smoking, No Pets. Avail Aug 1st. Dania NE close to Harbortown Ad# 2586 Apartments and cottages for rent Apartments and cottages for short term & any season rental Best prices in Town!
Room for rent Furnished room for rent East of US 1 near 17th Street All amenities included contact 561 317-6570 Ad# 2427
Isnâ€™t this copy of The Triton great? Donâ€™t miss the next one.
Marine Services Prof work crew available Build, refitt, repair, int ext Alumin, fibergl, mech, elect, Complete consulting. MBMarine 561-715-4644 Ad# 2609
Office/Storage space for rent Office/Storage space for Rent 10x10x20 secure office w/ a/c with 5x4x20 storage space 24 hr access 300.00 monthly Capt. Marine Svcs 954-463-6979 Ad# 2610
Subscribe online with PayPal at www.the-triton.com, then click on subscriptions. For U.S. addresses*, mail $50 to: The Triton, 757 SE 17th Street, Box# 1119, Ft. Lauderdale Fl. 33316 NAME:
Marine Trades Marine Canvas Installer We are a custom yacht canvas company in Pompano Beach, Florida and we are seeking a motivated individual with experience patterning, laying out, and installing marine canvas. We specialize in high end sport fishing and motor yachts. This is a permanent year round position with 40 hrs.+ per
BOAT NAME/BUSINESS NAME: MAILING ADDRESS: CITY/STATE/ZIP: COUNTRY: *For international rates, e-mail firstname.lastname@example.org.
C18 July 2007 CLASSIFIED ADS
For Sale 2/2 Townhouse For Sale in Deerfield Beach Florida 2/2 Townhouse for SALE Walk to Beach in Minutes Located close to everything in North Broward or S Palm Bch CaptainSplane@aol.com Ad# 2469 Yacht decking, props and crane located in Jacksonville, buyer
will be responsible for shipping or picking the items up. Prices are negotiable. call Mike at 858-784-1167 Ad# 2507 2 BEDROOM CORNER CONDO WITH DOCK 2 Bdr Corner Condo w/dock nicely updated, archways, French Doors, $ 409,000 Lory Chadwick 954-554-0863 Coral Shores Realty Ad# 2485
Birds for sale Hand-raised birds available Babies and Adults Contact for more details email@example.com Ad# 2504 Great Scooter for SALE Great 2006 scooter low mileage perfect condition $ 990,oo neg Enjoy a confortable ride Tel 954 444 3587 or e-mail Ad# 2572
Homes For Sale Great Investment Property Only $379,000!!! Remodeled Housew/Cottage 379K! 2/1 Main house 1000sf New a/c, windows,kit,bath,floors,etc!! 1/1 Cottage 650sf rents@$800/m Rare Opportunity! 954 682 5761 Ad# 2449
Lovely RiverOaks Remodeled Home 369,900 3/2/2 Car garage ONLY 369,900! RiverOaks Home near marinas 1700sf 3yr New kit,bath,a/c marble floor,slate porch,gazeb Below appr.value! 954 682 5761 Ad# 2451 Fantastic Buy off Las, 2 BR Condo with Dock 2 BR Corner Unit W/Dock REmodeled, up to 28ft boat sm. pet ok. Off Las Olas Lory Chadwick CS Realty 954-554-0863 $399,000 Ad# 2616
Announcement Sailing Weather A a new Weather site for sailors... itâ€™s called PassageWeather.com, and it provides 7-day wind and wave forecasts for the entire world. http://www.passageweather.com Ad# 2615
For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.
John A. Terrill Mobile
1500 East Las Olas Boulevard ~ Fort Lauderdale ~ Florida ~ 33301
Custom Sewing New and repairs for all your sewing needs. Cushions, Pillows, Shams, Neck Rolls and Sheets. You provide the design and I will fabricate beautiful items for your enjoyment and that of your guests. Reasonable prices and fast service.
Call Jan: 954-921-9500
The Miami Airport AMESA Group Extends heart felt thanks to Mr. Phillip Brown of Air Jamaica and his Swat Team of Professionals: June Tai, Annette Foster, Bernadette Dunn, Sharon Austin, Sharon Wynter, Phyllis Dookie and Kim Curtis for making our 2007 Convention in Montego Bay so memorable. Sincere Gratitude from The AMESA Board of Directors
Mr. Darcy Narraway Yacht Crew Register www.yachtcrew.ca We are currently forwarding applications to many 100’ motor yachts for the stewardess positions, some teams. They are cruising the Atlantic coast from Bahamas to New England with a negotiable salaries. The positions all start as soon as possible. Please reply if interested and available and let me know your current location. NEW! 2nd Stewardess, 160’ Delta, Florida & Bahamas, Charters, $3000 NEW! USA Sole Stew, 120’ MY, Michigan & Florida, Private, $4000+ NEW! USA Sole Charter Stewardess (& Mate), 100’ Charters in Bahamas, $5000 NEW! USA Sole Stew/Cook (& Mate), 100’ MY, Mexico & California, Charters, $3000 NEW! Stewardess (sail), fluent French, 90’ Sailing, New England $3000 Chief Stewardess (& Chief Mate), 180’ Feadship, Pacific NW to Alaska, Private, $5000 Stewardess, 180’ Feadship, Caribbean to Med, Charters, $3000 Stewardess (sail), 160’ Sailing, Holland to New England, Private, $3000 Stewardess (sail), 150’ Perini, Italy to Med, Private, 3000 Euro Stewardess (sai), 110’ Sailing, Caribbean to Med, Charters, $3000 Stewardess (sai), 108’ Sailing, Caribbean to Med, Charters, $3000
ADVERTISER DIRECTORY Page Company
A1A Chem Dry A23 Alexseal Yacht Coatings B14 American Marine Canvas & Upholstery B17 Antibes Yachtwear B12 Argonautica Yacht Interiors C7 ARW Maritime B3 Atlass Insurance Group A19 Bay Ship and Yacht Company B11 Bellingham Bell Company B23 Bellingham Marine A24 Bradford Marine: The Shipyard Group B2 Bright Ideas Lighting B15 Brownie’s A30 Business cards/Classifieds C14-19 C&N Yacht Refinishing A2 Camper & Nicholsons Int’l A10 Cape Ann Towing A15 Captain’s Mate Listings B6 &7 Chapman School of Seamanship A22 Claire’s Marine Outfitters A11 Crew 4 Crew B20 The Crew Network Worldwide A4 Crew Unlmited A25 Crown Wine and Spirits A13 Culinary Fusion C9 Deep Blue Yacht Supply C6 D.N. Kelley & Son Shipyard A29 Dockwise Yacht Transport B5 Edd Helms Marine A18 Elite Crew International A28 Explorer Satellite Comunications B18 FenderHooks A20 Finish Masters B22 Global Marine Travel A7 Global Satellite B23 Global Yacht Fuel A16 Gran Peninsula Yacht Center C7 HeadHunter B11 International Yacht Training B13 Kemplon Marine B5 King’s Head Pub C11 Laffing Matterz A6 Lauderdale Propeller C2 Lifeline Inflatable Services B22 Luxury Yacht Group A21 LynxBanc Mortgage C6 Mail Boxes Etc. C12 Mari Tech Services B14 Maritime Professional Training C20 Maritron Alarm & Security Systems A14 Marshall Islands Yacht Registry A17 Matthew’s Marine A/C B17 MaxCARE Professional Carpet and Upholstery Cleaning A20 Megafend A5 Merrill-Stevens Yachts A12 Metcalf Marine Exhaust B8 Moore & Co. Professional Association C6
MHG Marine Benefits B24 Microphase Coatings A19 The Mrs. G Team B21 MTN Satellite Services, a SeaMobile Company A8 Nautical Structures A23 Nauti-Tech A9 Neptune Group A28 Newport Shipyard B13 Newport Yachting Center C10 North Cove Marina A22 Northern Lights B9 Northrop & Johnson B19 Ocean World Marina A3 On Call International A6 Palladium Technologies C4 Perry Law Firm C9 Peterson Fuel Delivery C9 Praktek C3 Premier Marine Services A25 Professional Tank Cleaning C9 Puzzles C13 Quiksigns C12 Radio Holland USA B10 Resolve Fire & Hazard Response A4 Rio Vista Flowers C11 River Bend Marine Center B16 River Supply River Services B20 Rossmare International Bunkering C12 RPM Diesel Engine Co. B17 Sailorman A2 Schot Designer Photography C11 Sea School A6 Seafarer Marine B4 Secure Chain & Anchor B18 SevenStar Yacht Transport C8 Seven Seas Yacht Services A6 Shadow Marine C5 Smart Move A22 Spurs Marine B21 SRI Specialty Risk International B22 Steel Marine Towing A16 SunPro Marine A22 Super Yacht Support Inc. B17 Tender Care C7 Technomar International A14 Tess Electrical Sales & Service C6 TowBoatUS B16 Town of Palm Beach Marina- Town Docks B12 Turtle Cove Marina A10 Westrec Marinas A14 Wotton’s Wharf & Boothbay Region Boatyard B9 Yacht Entertainment Systems B16 Yachtfest A15 Yacht Equipment and Parts A32 Yacht Squad B22, C10 Yachting Pages C10
Press on Far off track B1 ‘When one population is less governed than another population, that creates a soft area and a security risk,’ said...
Published on Oct 12, 2009
Press on Far off track B1 ‘When one population is less governed than another population, that creates a soft area and a security risk,’ said...