The insurance picture is a thorny one when yachts go in for work.
An overview of yard season.
A14-15 Vol. 4, No. 8
Get some expert guidance to make the most of it. B21 November 2007
Attack at sea prompts captains to think of safety From the Bridge Lucy Chabot Reed
Four crew of a Miami Beachbased sportfish disappeared in late September, their 47-foot boat Joe Cool found adrift in the Florida Straits. Two men who had paid $4,000 cash for a ride to Bimini were found in the Joe Cool’s life raft 12 miles north, also adrift. They have since been arrested and charged with kidnapping, robbery and murder after FBI investigators found blood, bullet casings and
other evidence. While most of the megayacht captains who assembled for this month’s From the Bridge luncheon believed nothing like that could happen in the world of luxury yachts, they did acknowledge that they were bothered by it. So what did they think when they heard the news? “When I started in this business, I took every job I could get,” one captain said. “When I saw
that, I said, that could have been me.” 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. They all agreed that several details sent up red flags: two unrelated men of such disparate ages traveling together (one is 35,
one is 19), a bag full of $100 bills, no passports for an international destination (regardless of how near), and no desire to fish aboard a fishing vessel. “It didn’t pass the smell test from the get-go,” one captain said. “You need to know who you are taking out to sea,” another said. “If I didn’t know, I’ll find out before we leave the dock.”
See BRIDGE, page A18
Lesson learned: Immigration woes ruin any location
HAT TRICKS AT THE TRITON’S BOAT SHOW PARTY
By Capt.Mike O’Neill
High-end buyers usually don’t think twice about renaming their new purchase, said Jared Neff, a broker with Denison Yacht Sales in Fort Lauderdale. “When somebody’s buying a million-dollar boat – a $10 million boat – they’re trying to make it their own,” Neff said. “If you told them it’s bad luck to change the name, they’d probably look at you like you’re talking a foreign language.” It’s not just the money that’s behind
I have been an avid St. Maarten supporter since back in the 1990s when we took on Hurricane Luis (and lost) in Simpson Bay Lagoon. When SMMTA started promoting its charter show, I was all for it due to the fact that St. Maarten has the best facilities and amenities for superyachts in the Eastern Caribbean. Unfortunately, recent events have caused me to reconsider my support and to possibly seek an alternative home for the winter season that is more welcoming to my crew. We have just delivered our 50m yacht from Europe to Ft. Lauderdale, which included St. Maarten as a quick fuel stop. Before departing Europe, I contacted the Netherlands consulate in Monaco regarding visas for my South African crew. They kindly replied that it would take two weeks and an application in Paris (not an option given our schedule). As an alternative, they said we could stop in St. Maarten for 48 hours without a visa. This was perfect since all we needed was 48 hours to fuel, provision and have a day off for the crew. We arrived in Simpson Bay on Oct. 14 to be met by news that immigration officers would not allow my South African crew onto the island because they did not have visas. Even after
See NAME, page A21
See ST. MAARTEN, page A29
Hats were a huge hit at The Triton’s fourth annual boat show party, as was catching up with long-lost friends. For more of the fun, see pages A22-23 and online at www. the-triton.com. PHOTO/TOM SERIO
Changing a boat’s name not so taboo anymore By Joe Newman Growing up in Gloucester, Mass., Capt. James Moses heard all the old superstitions passed along from one generation of seamen to the next. Don’t bring bananas on board. Don’t start a cruise on a Friday. And never, ever give a boat a new name. But these days, the old nautical myths often take a back seat to making a living.
Moses, better known in South Florida as Capt. Moe, saw the 105-foot Broward yacht he skippered change names four times in the 11 years he was on it. “In this business you wouldn’t be on a boat for long if you were superstitious about the name changing,” Moses said. “You better get over it.” While many mariners still hold to their superstitions, the ones who seems to laugh in the face of fate are the folks on megayachts.
WHAT’S INSIDE Ya gotta have a hobby, page A12
Trinity President/CEO John Dane III, far right, won the Olympic Team Star trials with his son-in-law, PHOTO/MARTIN H. McCARTHY far left. Personal Finance C13 Advertiser directory C27 Photography C16 Boats / Brokers B16-18 Rules of the Road B1 Calendar of events B30-31 Well Read C19 Classifieds C22-27 A1 Cruising Grounds B21-29 From the Bridge B5 Crew News A4-5,B1,18,C5 Fuel prices Marinas/Yards B4,10,13-15 Columns: A20,23 By the Glass C10 Networking News A1,12-13,24-25, Captain’s Call B2 In the Galley C1 Photo Galleries A22-23,26-27 In the Stars C14 Puzzles/answers C21/online Latitude Adjustment A4 Technology B1-9 Management C2 Triton spotter A23 Manager’s Time C1 Triton survey A14-15 Nutrition C12 Write to Be Heard A28-31
November 2007 CREW NEWS: Latitude Adjustment
Edwards honored by Fraser
Intimate and spectacular exposure to Alaskan bears Capt. Jacques and Sherrie Falardeau have wrapped up their summer season in Alaska and report in from visiting family in Canada “and harvesting moose meat for the winter:” Our last job involved a helicopter on our bow to deliver supplies to the USCG radio station around Kodiak Island. That was a good experience. At times we were lifting objects while we were still under way. The pilot is now shooting the next episodes of “The Deadliest Catch.” Prior to that, we were chartering for Katmai Bears tours. It’s a life-changing experience, sitting among the Grizzlies. Before my boating life (25 years ago), I worked as a wilderness/hunting/ fishing guide. Every time, seeing wildlife was a different challenge. We had to camouflage with the natural environment to be able to approach and view the animals go about their business. With Katmai Coastal Bear Tours, you get to see some of the biggest grizzlies/brown bears in the world while they go about their business, i.e. eating, sleeping, playing, and generally trying to stay alive. The question is not how many or when, but at what speed you can take in what’s around you. You can be happily sitting on the beach, surrounded by brown bears of all sizes, ages and color combinations. Watching bears on the coast of Katmai National Park goes beyond the concept of spectacular.
Capt. Jacques Falardeau offers his Triton to a 5-year-old sow in the rain PHOTOS BY but she doesn’t seem interested. (What does she know?) JACQUES AND SHERRIE FALARDEAU
“You can be happily sitting on the beach, surrounded by brown bears of all sizes, ages and color combinations.“
We begin with congrats for Capt. Don Edwards of M/Y Janie for winning Fraser Yachts’ charter captain of the year award. And while we’re at it, hats off to the crew of M/Y Dream (under the command of Capt. Patrick O’Brien) for winning best charter crew over 40m and to the gang on M/Y Latitude Printemps (under Adjustment the command Lucy Chabot Reed of Capt. Raphael Legrand) for winning best charter crew under 40m. I’m sure there are plenty of charter crews out there who might like to challenge this whole business of awards, but I say good for them. It’s nice to be recognized for the hard work you do, regardless of the title. Capt. Don and Heidi Watkins have swallowed the hook and moved to North Carolina. Care to guess as to the main reason? Yup, a wonderful 3-month-old baby boy named Dylan (that’s Welsh for “man of the sea.”) Capt. Watkins calls the move “a perfect ending and smooth transition off of M/Y Lady Di.” “The new crew is great,” he said. “Wonderful last year with many career
See LATITUDES, page A5
www.the-triton.com CREW NEWS: Latitude Adjustment
To the mountains and back for Capt. Lawson and family LATITUDES, from page A4 highlights.” Like many yachties, the Watkins’ had a couple stokes in the fire and several businesses in various stages of operation before the move. They are continuing with ElegantYachtVacations.com as independent charter yacht brokers, and Capt. Don is getting into real estate, rehabbing and flipping houses in the Raleigh/Durham market. Good place to start a family (if you don’t mind being landlocked). They plan to get their yachting fix at the BVI/USVI charter shows this month, bringing Dylan along for good measure. Enjoy every minute! Lest we think captains ever really leave for good, there’s this news from Capt. Taylor Lawson. You may recall he and his wife, Chandra, hightailed it for the Tennessee mountains a couple years ago when their son was just an infant. They’re back in their great house in Ft. Lauderdale. Though their bed-nbreakfast lodge was “bustling,” Taylor said he missed the water. We don’t blame you one bit. Welcome home. Capt. Mike O’Neill and the crew of M/Y Lady Michelle arrived back in Ft. Lauderdale in October after their first summer charter season, keeping busy with owner trips and charter guests from July 1 through the Monaco show. They then left PHOTO/LUCY REED San Remo for the 20-day trip back via Cape Verde and St. Maarten. O’Neill is overseeing a short yard period at Bradford before hitting the water again in early December. This recently in from Capt. Ric Lenardson of M/Y Status Quo, who stole the show at YachtFest and stopped in Costa Rica on the way to the Panama Canal: Finally got a couple days off in Los Suenos, Costa Rica after having the boss aboard for a month and it was old home weekend. A former stewardess who was with me on M/Y My Marilyn and three years on M/Y Lady Sarah now runs a five-star resort in San Jose with her boyfriend, Reggie (founder and former owner of Shooter’s/Bootleggers). Find it at
whitehousecostarica.com. I invited them down and they flew their helicopter full of former and current Ft. Lauderdalians now spending more time in Costa Rica than the U.S. See you at the show. Congratulations to Capt. Normand Fougere who married Coleen Steiner on Sept. 29 at the Hilton on Singer Island. Capt. Ryan Cornish has landed his dream job aboard the 120foot Crescent Carpe Diem. “It’s like having a second father and mother,” said Cornish, a South African native, said of the gracious and generous owners from Montana. “They NEWS, PHOTO BY JOHN FREEMAN have total faith in my decisions and always value my judgment. The owners don’t like to put too much strain on the boat or pressure on me. No captain could ever ask for more.” What have you been up to? Let your yachting brethren know. Share news of your promotion, boat change, life change or other accomplishment to firstname.lastname@example.org. ’Tis the season to get back in touch, after all.
November 2007 VESSEL / SHIPYARD LIABILITY
A thorny issue: insurance during yard work By David Allen In the December 2006 edition of The Triton, former megayacht captain Curtis Stokes (now a successful yacht broker with The Sacks Group) wrote an article about the complications of something as simple as putting an 82foot yacht into a Ft. Lauderdale yard for haul, survey, and repair. The yard had presented the yacht owner with a contract that required the owner and his insurer to accept virtually all responsibility for damage
to the yacht caused by the negligent acts of the yard personnel. Now, I have known Curtis for about 10 years. He is from the eastern shore of Maryland, and he is like a lot of people from that part of the world. They are warm, fair, direct, and not quick to get angry. But when I read his words I could feel his frustration at that contract and I know he wrote that article in the heat of feeling like “There ought to be a law!” Unfortunately, there is no law, but from numerous conversations and
communications with megayacht captains on both sides of the Atlantic, I think it is time we all recognize that there is definitely a trend at work here, and only by talking about it, understanding it, and preparing for it will we be able to give it the attention it requires. First, a bit of history. In the good ol’ days, when a captain arranged to bring a yacht into the yard, part of the information exchanged with yard management was the insured value of the yacht. The yard owner needed to know this because he had arranged an annual insurance policy for his own business activities, one part of which is known as Ship Repairer’s Legal Liability coverage, referred to in the insurance industry as SRLL. This form of coverage responds to claims for damage to a yacht caused by the “negligence” of the yard or its personnel. On the occasions when the value of the yacht coming into the yard was greater than the maximum limit of SRLL coverage, the yard manager would call his insurance broker and say something like: “I need to increase my $10 million SRLL limit to $15 million for 60 days while we do some warranty work on a new yacht.” The insurance broker would ask about the work to be done, particularly any hot work, and with that information would contact the underwriter. It is important to understand that the insurance underwriter of that yacht repair yard was already familiar with the people who ran the yard and everything about the yard, including their training procedures and employee drills in respect of safety and firefighting, the details of service and maintenance of safety equipment, the capacity and maintenance schedule of the equipment used to haul yachts, the experience of the people in charge of doing so, and, as you might imagine, the history of insurance claims for damage to vessels under repair at the yard. Knowing all this, the underwriter would analyze the risk of the higher valued yacht at this yard, while keeping in mind the nature of the work to be done there, and tell the broker how much additional premium he needs to charge the yard to increase the SRLL limit to the value of that yacht for the period it will be there. When the yard manager learned how much it would cost to increase the
limit, he would do one of two things: He would either show the total cost of SRLL coverage for this yacht as a lineitem on the contract and/or invoice, or he would include it, without specifying it, in the estimate and/or invoice for the work performed. In both cases, that portion of SRLL coverage pertinent to the period the yacht was in the yard would be calculated and charged to the yacht the same as any other form of overhead. Just part of the cost of doing business. At this point, you may ask what part the yacht owner’s annual insurance policy had in all this. Back in those good ol’ days, the underwriter of the yacht policy may not have even known that the yacht was going into the yard, so long as the period there reflected regular maintenance, service and minor repair. The yacht policy was continuous during the yard period. It did not stop protecting the yacht, the crew or the owner, even though the underwriter did not have the benefit of the same qualitative information about the yard that the underwriter of the yard’s SRLL policy had. That continuity was based equally upon trust and threat. The trust came from the historic practice of yacht yards arranging the appropriate insurance for their commercial enterprises. The threat was based on the knowledge that the insurer of the yacht would not hesitate to undertake legal action to recover any portion of the yacht’s value that was not covered by the S.R.L.L. policy, and that had to be paid by the insurer of the yacht rather than the insurer of the yard. That was then … this is now.
Times have changed
The trend I see takes several forms, so it seems there may be one or more underlying causes. Form or cause notwithstanding, this trend is now part of the continuing evolution of the insurance of megayachts, and so the captains, managers, owners, and yacht insurance brokers and underwriters of these vessels should be prepared to deal with the change in procedure. Let’s look at form first with these real world examples: The captain calls the yard to schedule a period to haul a $15 million yacht for annual service, including
See INSURANCE, page A9
CORRECTIONS l The photos that accompanied the story on Grand Bahama in the October issue (“Grand Bahama adventure awaits outside resort walls,” pages B24-25) were provided by Grand Bahama Nature Tours.
Cutlines indicated otherwise. l Peter Prowant was misidentified in a story in the October issue (“Is that radar turned off?” page B9). He is MaxSea Sales and Techical Representative with Furuno USA.
VESSEL / SHIPYARD LIABILITY
Underwriters more involved than they were in years past INSURANCE, from page A6 bottom paint, class inspection, and some work on engine-room piping. The yard sends him a document declaring a maximum SRLL limit of 7.6 million euros (now more than $10 million). Further, the document states that it will have no liability for damage in excess of that amount and requires the captain’s signature in agreement. Same example, but in this scenario, the yard offers an introduction to the yard’s insurer who will, for a price, provide coverage in the yacht owner’s name for the amount that exceeds the SRLL policy limit and up to the value of the yacht. It declares that this separate policy will hold the yacht yard “harmless” in the event of damage to the yacht caused by the yard. Further, it requires that the yacht owner’s insurer acknowledge this structure. Same example again, but this time the yard does not offer that introduction to the SRLL insurer but demands that the yacht owner’s insurer document an agreement to insure the full value of the yacht in excess of the yard’s policy limit. Same example again, but this time when the yard declares that it has arranged an SRLL policy with a limit of 7.6 million euros, it goes on to state that the actual maximum limit of yard liability under the repair contract is no more than the cash value of that contract. Same example again, but this time it was Curtis Stokes who made the call, and the yard wants the captain to sign, agreeing that “… the owner will look solely to its own insurance policy for recovery …” and “owner further agrees to have the yard named as additional named insured on any such policy of insurance … with full waiver of subrogation against the yard ….” Note: Naming anyone “additional named insured” on an insurance policy precludes legal action against that entity to recover costs of negligent actions, and (this yard’s attorney probably wears both belt and suspenders) “waiver of subrogation” means the insurance company will agree to waive all rights of recovery against the yard for repair costs paid by the yacht insurer for damage to the yacht caused by the yard’s negligence. You may ask why the yard would bother to purchase insurance at all if they could get everyone to sign this contract, and be “additional named insured” on every yacht’s policy. That’s not a bad question. So we group all of these forms of this trend (and I am sure there are more) and we start to see a commonality: Yacht repair yards are not arranging annual insurance coverage to the full
values of the yachts they are working on, and it is no longer their practice to purchase increased limits for short period increased exposure of higher value yachts. Now, let’s look at causes (choose one or more): l We are told that high limit S.R.L.L. coverage is not available. (But this is not true. There is a lot of capacity in the market.) l We are told that high limit S.R.L.L. coverage is too expensive. (But why would that matter to the yard? It gets passed on to the yacht owner in every case.) The cost of the yard’s $10 million insurance policy would be reduced if: a.) the yard was an additional named insured on the policy of every yacht it worked on and b.) a Waiver of Subrogation was part of each contract. (If that’s not true, it should be. But insurance costs could also be controlled by establishing and following high standards of training and safety practices, toward the goal of reducing the number of claims against SRLL policies.) l We are told that attorneys representing yacht yards are using every tool available to minimize their client’s legal liability and protect their financial interests. (This is what lawyers do for clients. But with good insurance available to high limits, and the benefits of a yard’s reputation for high-quality/low-risk work contributing to industry stature, why risk chasing business away with contracts out-of-balance in favor of the yard?)
The yacht insurer
Back in the good ol’ days, the underwriter at the insurance company that issues the policy for the annual navigation of the yacht may not have known every time the yacht went into the yard. Those days are most definitely gone because this trend in yacht-yard practice now demands the involvement of the yacht insurer on several levels, and not just in being part of the information stream but actually taking on part of the risk of the yard’s commercial business activities. In almost every permutation of form previously mentioned, the yard contract requires the yacht insurer to agree, in writing, to assume a significant portion of the risk for yachtyard’s activities. But wait a minute, this can’t be right. Underwriters who insure yachts don’t know anything about yards. Yard underwriters are commercial marine specialists, supported by marine surveyors (and specialist insurance brokers) who go to the
See INSURANCE, page A10
November 2007 VESSEL / SHIPYARD LIABILITY
Special Refit Deductible among ways insurers have adapted INSURANCE, from page A9 yards to interview the managers (for business type, volume and insurance claims history), supervisors and project coordinators. Then they inspect the yard to confirm appropriate safety equipment and observe employee practice. All this develops a body of information necessary for the specialist SRLL underwriter to analyze yachts’ risk in that yard. Where is the efficiency in having a yacht underwriter – who knows yachts but not yards – agree to assume the risk for that portion of the yacht’s value that exceeds the limit of the yard’s insurance coverage? And lacking the information necessary to analyze yard risk, how does that yacht insurer calculate an additional premium to charge the owner for that increased risk? Whoa! Wait another minute. How does the yacht insurer now justify charging an additional premium to the yacht owner every time the yacht goes into the yard? Simple: Under this new trend in yard practice, it is the insurer of the yacht that is now required to assume a greater portion of the yard’s SRLL risk, often much more than the insurer of
‘Remember, when Curtis Stokes went to the insurance company with the yard contract requiring owner and insurer to accept more risk, the company’s only response was “no.” This was the early state of the trend. The company had no time to analyze the risk. the SRLL coverage. Do you think they are going to do this for nothing? In an information vacuum? Of course, it is not the yard that will take the heat for the additional premium charged to the yacht owner by his insurer. It is that yacht insurer who is now responsible for driving up the cost of maintenance and repair. And, of course, it is the yacht insurance broker and the captain of the yacht who must deal with this unsatisfactory situation. It should come as no surprise that when insurance companies take on increased risk they charge more money to do so. But even a company’s agreement to accept additional risk for additional premium is a very recent development. Remember, when Curtis Stokes went to the insurance company with the yard contract requiring owner and insurer to accept more risk, the company’s only response was “no.” This was the early state of the trend. The company had
no time to analyze the risk. So Curtis found another, more flexible, yard and the insurance company response was similarly flexible. In addition to the possibility of additional premium, each insurance company will respond differently to this trend in yard practice. I say “will respond” because this entire process is evolutionary. Nothing is written in stone yet and unfortunately, there will be no one procedure applicable to every insurer. That said, it may help to have an idea of early-stage responses so my recommendations appear to have a basis in reality. One insurer made it a clause in its coverage and called it the Refit, Repair and Maintenance Clause. “It is a condition of this policy that the assured will, whenever the vessel is located at a yard or when undergoing refit, repair or general maintenance work of any nature involving third parties (whether contracted or not):
“Give 14 days notice to underwriters in advance of arrival at yard or commencement of works. “Ensure that the yard and/or other contractors carry current and operative liability insurance … up to at least the lesser of the insured value or $5 million … and provide evidence of such coverage to underwriters in the form of a copy of the relevant value insurance certificate …, etc. “Ensure that the yard and/or other contractors impose no contractual exclusions or limitations of liability nor any waiver or other limitations of our subrogated rights of recovery.” This one is scary because it says “it is a condition of this policy,” which means if you fail to follow procedures as described, there may be no coverage for any loss that occurs. Note: This clause has not been attached to any yacht policies yet. It met a lot of resistance from certain insurance brokers and so it is tabled by agreement, for now. Another insurer took a different tack and called it a Special Refit Deductible: “In lieu of the physical damage deductible shown, … a special refit deductible applies to each occurrence if
See INSURANCE, page A11
VESSEL / SHIPYARD LIABILITY
Captains are a likely conduit in the insurance paper trail INSURANCE, from page A10 your yacht is being refitted at the time of a covered loss …. The dollar amount of this special refit deductible is equal to two times the physical damage deductible shown….” This is actually part of current policy language, which means it could be a surprise when a double deductible is applied to a claim. Read the policy. And, oh yes, the word refit is not defined. Another insurer declared: “For the additional premium charged we agree to delete the language in our policy which excludes coverage for liabilities assumed under contract.” This will make sense to insurance cognoscenti but it may not be very satisfying to the stressed-out yacht captain or the European yard looking for clear English saying “We will not sue you.” Another insurer charged an additional premium to the yacht owner to provide a “hold harmless” agreement to benefit the yard. This was a requirement of the yard contract before the owner could purchase his own SRLL policy to a higher limit than the yard had arranged. I could call this adding insult to injury, but it wouldn’t be fair. On highvalue yachts, reinsurers are not inclined to let insurers sign their contractual rights away.
Yet another moving target If you now see this trend as just another unwelcome complication in the life of busy yacht captains, perhaps you will entertain some recommendations on how to get through this. 1. Give notice to the yacht insurer. You have to accept that advance notice to the yacht insurer is now part of what you must do when you schedule a yard period. Your yacht underwriter must have an opportunity to gather information and analyze the situation. Each yard is different, yacht values are different, work-orders are different. Avoid last-minute deadlines that could make you sign something you shouldn’t or cause you to miss your slot at the yard. 2. Documentation. You can’t do this with a telephone call. Insurance is a paper business. Your yacht insurer may ask for written information from the yard. The yard may ask for documentation about your insurance and something from your insurer. It is regrettable that captains are probably the conduit for all this information. Your insurer may ask you
to approach the yard for a certificate of insurance that provides details of SRLL coverage. 3. Details of work to be done: You know what the work order will look like before you call the yard to book time there. Make a list and send it to the yacht insurer (through the insurance broker). Your insurer will want to know specific details of the work to be performed during the yard period, and how long the yard period is estimated to be. Don’t try to minimize the realities of hot work. You are looking for continuity of insurance coverage here, not problems with coverage that lead to dispute. 4. And remember what Curtis said: “It is critical that they [captains] get any shipyard contract approved by their insurance underwriter prior to arriving at any shipyard. Just because they had a contract approved previously does not mean that it is the same contract this time. “Most [captains] are not aware that they have just signed their legal rights away and have taken on all liability for the owner. Many will be shocked when they learn what they have inadvertently done.”
Please make this go away In a perfect world, everyone in business would arrange insurance for their own for-profit enterprise. This trend is not unique because the practice of trying to find insurance coverage under someone else’s policy has been going on for some time. As Curtis might have said, “There ought to be a law.” But there is no law against this behavior and so this trend in yard practice is the new reality for captains, owners, underwriters and insurance brokers. I cannot foresee precisely where this will go. We know some yards have lost business, and we know that some insurers have agreed to accept risk outside the scope of their primary business. We also know that signatures have been placed on contracts without reading them and we know that the person signing does not have a real understanding of how the yacht insurance company will respond to an incident. David Allen is senior vice president at Alliance Marine Risk Managers in Ft. Lauderdale. He authored the chapter on megayacht insurance for “Megayacht Wisdom II” by Buddy Haack and Doug Hoogs. Comments on this article are welcome at email@example.com.
November 2007 NEWS BRIEFS
Yacht intentionally grounds According to a recent report in Lloyd’s list, the 22m yacht Riomada was intentionally grounded to avoid sinking three miles west of Pula, Croatia, on Sept. 26. The vessel suddenly sustained water ingress. She came to rest close to the shore with the stern submerged.
Court grants damages in maintenance and cure cases
The 11th Circuit Court of Appeals has ruled that companies that arbitrarily fail to pay maintenance and cure obligations to sick and injured seamen are liable for punitive damages. In Atlantic Sounding Co. v. Townsend, WL 2385928 (Aug. 23), the 11th Circuit panel of judges ruled that punitive damages are recoverable under general maritime law upon showing a willful and arbitrary refusal to pay maintenance and cure wages. Most courts have ruled that punitive damages are not available under maritime law, in keeping with U.S. Supreme Court precedent in which the Court held that punitive damages were not recoverable for loss of society in a Jones Act suit. Many circuits have interpreted that decision as barring them from allowing punitive damages in any maritime claim. In the Aug. 23 ruling, the court carved out an exception in a case in which a company acts in a willful and arbitrary manner to deny maintenance and cure. Reported in a recent edition of
Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots.
America’s Cup rethinking Valencia
As a consequence of the uncertainty and the delays arising from the Golden Gate Yacht Club Law suit in New York, AC Management is concerned that the feasibility of organizing the next America’s Cup in Valencia in 2009 has been effectively compromised, according to a news statement released by ACM. ACM is considering all options, including the possibility of postponing the event to a later date.
New arbitration group forms
A consortium of maritime attorneys has established the Maritime Arbitration Association of the United States. The new non-profit covers all major active ports and boating centers, offering 25 locations for the resolution of maritime disputes. MAA arbitrators and mediators serve clients in both commercial and recreational sectors. “Arbitration is simpler, faster and less expensive than litigation,” said Executive Committee Chairman Thomas A. Russell, “It has been successfully used by consumers, businesses, governmental agencies – even the courts – and is recommended where confidentiality must be
See NEWS BRIEFS, page A13
John Dane III and Austin Perry (in white) won the 2008 Olympic Team Star PHOTO/MARTIN H. McCARTHY trials in October.
Trinity president wins Olympics trials
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Trinity President/CEO John Dane III and his son-in-law Austin Sperry won a place on the 2008 Olympic team, winning the U.S. Olympic Team Star trials in mid-October. According to the California Yacht Club, where the races were held, Dane and Sperry “may well have sailed the perfect race.” “With the starboard end of the starting line favored, Dane was at the boat at the gun, with pace – big pace. Within 90 seconds, he’d worked bowout on the regatta leader – George
Szabo and his crew Andrew Scott – forcing them to tack off to the right where there was less ‘pressure.’ Dane rounded the top mark in second, with Szabo well astern, and used his speed to overtake the race leader to get the gun -- and the Star Class Olympic berth to Qingdao, China.” Dane’s business partner Billy Smith sent out word of his accomplishment, noting Dane is 57 this year. “Unbelievable, unless you know John well,” Smith said. – Lucy Reed
Proposed rules change would protect reef near Port Everglades NEWS BRIEFS, from page A12 preserved.” For more information, visit www. maritimearbitration.com.
Anchorage off PE may shift
The U.S. Coast Guard Captain of the Port at Sector Miami has issued a Notice of Proposed Rulemaking to modify the Port Everglades commercial vessel anchorage near Ft. Lauderdale to protect the coral reef. The proposed changes include eliminating anchorage closest to fragile living coral reefs, expanding the anchorage to deeper waters farther from the reef, and limiting the time a vessel may remain in the anchorage. Written comments are encouraged and may be sent to: U.S. Coast Guard Sector Miami, 100 MacArthur Causeway, Miami Beach, FL 33139, Attn: Lt. j.g. Christopher Svencer.
Lake Superior level low
According to statistics from the U.S. Army Corps of Engineers, Lake Superior’s current average water level is about half a meter below the lake’s long-term average level. Since April 1998, Lake Superior has been below its long-term average (1918-2006) and is currently in the longest period of below average water levels in history, the
Corps said in a news release. Lake Superior is North America’s largest Great Lake and the world’s largest freshwater lake by surface area. It and its channels are vital for commercial shippers and as a source of hydroelectric power. The Corps attributed the low levels to a shortage of rain in the lake’s watershed area, warmer than normal early winters that slow ice growth, and cold late-winter air that increases evaporation. The amount of water available from the winter 2006/2007 snow pack was 60 percent below average. The other Great Lakes are also significantly low. Water levels of Lake Powell on the border of Arizona and Utah and Lake Mead in Nevada are both dwindling. Lake Okeechobee in Florida recently hit record lows as well.
Ports screen cargo containers
U.S. Customs and Border Protection has implemented container screening procedures at 58 overseas ports to check maritime cargo containers destined for U.S. port, according to a government statement. “We are committed to using high-tech equipment and a smarter, more secure container to safeguard the supply chain, but realize that cooperation from our friends around
the globe is our most potent weapon,” said CBP Commissioner W. Ralph Basham. More than 85 percent of all cargo containers destined for U.S. shores originate in or are transshipped through 58 CSI ports in North, South and Central America, Europe, Asia, Africa and the Middle East. The process was begun shortly after the terrorist attacks of 2001. The port of Alexandria, Egypt became the 58th one last month. The ports of Colon and Manzanillo, Panama came online in late September. The port of Balboa, Panama, began screening operations in
late August. For more info, visit www.cbp.gov.
New crew school
2 Oceans Maritime Academy has opened an RYA/MCA training facility in Hout Bay, Cape Town, South Africa. Recognizing and responding to the super yacht industry’s growing demand for qualified and well-rounded crew, 2 Oceans is offering all RYA shore-based and practical courses and examinations from Competent Crew to Yachtmaster Ocean, Master 200-ton, power and sail. For more information, visit www.2oceansmaritimeacademy.com.
November 2007 SURVEY: In the Yard
Price is always a big factor, but at the end of the day we need what we need to be completed in a timely and professional manner. For the big refit, I have seen many yards calling in service and help from Lauderdale. This is a time factor, waiting for parts and service to come to you. This costs more in the long run. You want it done right, time effective and done the first time, Lauderdale is my choice. Good project management, knowing the area and the services you will need are key factors to getting a cost/ time effective refit completed well. – U.S. captain
Insurance regulations give me grief if I head back to Lauderdale at this time of year, so I’m now doing the work further north and waiting until Oct. 15 to move south. The area I’m presently in has good protection from hurricanes, and I’ve used this yard in the past. It’s convenient, efficient and the labor costs are slightly less than Lauderdale, although I’d still rather be in the New River area. For the moment, I’m not avoiding the USA, but potential problems with government (i.e., homeland security issues) may encourage some of the yachting fleet to move to other locations. Immigration issues for foreign crew are becoming a problem, to be sure.
– U.S. captain
I am a U.S.-flagged ship, but have seen customs and immigration this summer in New York intensify enforcement efforts. I hope the euro/dollar exchange will help to overcome these issues for U.S. yards. – U.S. captain
It’s time to work in the yard: Surveying captains in the fall months, it comes as no surprise that the strong majority of them (almost 80 percent) are already in the yard (44 percent) or heading there (35 percent). What was surprising was that so many of them are in South Florida (65 percent). Don’t get us wrong, we love that South Florida – and especially Ft. Lauderdale (nearly 50 percent) – Now that the summer season is over, will you take the yacht to a yard?
remains a strong draw for yacht repair. It’s just that so many captains have told us otherwise this past year. So this month, we asked. And we asked via e-mail to captains all over the world. Only one of the three captains not in a U.S. yard said it he was avoiding the States, and he cited immigration hassles as the cause. I guess you could say 100 percent of the people “avoiding” the States is doing so because of immigration. If you’re getting work done this fall, why? Major refit/rebuild/new build (a year or more) – 1
Skipping yard period this year Doing –3 maintenance (not in a yard) – 4
– Canadian captain
I’ve found it better to build a relationship with one yard rather than hop around. The availability of skilled vendors and suppliers keeps me coming back to Ft Lauderdale.
Heading to a yard shortly – 12
Long-term refit (up to a year) – 5 Already in a yard – 15 Short-term refit (up to a couple of months) – 9
Regular annual maintenance – 19
SURVEY: In the yard
When, where and why are you going? Though that’s not fair to the numbers, the reality is that others said they would avoid the States if they could. And that’s troubling. (Read their thoughts for yourself in the columns at left and right.) Draw whatever conclusions you like from the numbers; I simply present them as they are. Your conclusions are welcome at firstname.lastname@example.org. – Lucy Chabot Reed If you aren’t planning work this fall, when is your next yard period planned?
Where are you getting your work done?
West Ft. Other Lauderdale Florida Palm Miami Seattle/ Vancouver
Why did you choose that location? Note all that apply. Avoiding Ft. Lauderdale – 1 Owner’s preference – 2
More than 12 months –1 9-12 months – 2
Antigua, Norwalk, Va., Massachusetts, Palma, Puerto Rico, San Diego
Avoiding U.S. – 1
Relationship –7 0-3 months – 4 Other – 8
6-9 months – 1
Convenience to vendors – 23
Cost – 8 3-6 months – 6
Service – 18
If I was a captain on a foreign-flagged vessel that was going to do an extended refit (10-14 months) or even a yard period exceeding the six-month time frame, I would not look at any U.S. yards as I would be assured of losing about half my crew when they would have to fly out prior to their B1/B2 stamps expiring. About 30-40 percent, I reckon, would not be allowed back into the USA with its current immigrations issues regarding the inconsistent application of current rules and laws, especially when the vessel is in the shipyard as additional laws apply. If I were the U.S. shipyards, I would band together and hire a lobbyist in Washington, DC, to press the case that each year, fewer and fewer mega- and gigayachts are seen in South Florida shipyards. After chatting to numerous captains, the consensus is that ‘ Ah, man, U.S. Customs & Immigration are too much of a hassle.’ They all suggested they would take their yachts to countries and shipyards hungry for their money. South Florida has sat on its laurels as the Yachting Capital for far too long without doing any significant upgrades, dregging the New River, expanding Dania Cut-off Canal, or even putting power lines underwater in that same canal so bigger yachts and sailboats can get to yards like Derecktors. More and more yachts that used to do the Caribbean-Med season and would do a quick yard period in Florida prior to boarding Dock Express are now going straight from the Med to St. Maarten on Dock Express. Another trend is the growing use of shipyards in Norfolk and surrounding areas such as Savannah (both deepaccess ports), further de-crowning the Yachting Capital. Will the year 2015 be the year Norfolk/Annapolis Boat Show eclipses Lauderdale as the U.S. megaboat show? – U.S. captain
November 2007 FROM THE FRONT
Gun wielding and training are always good for debate BRIDGE, from page A1 “On my boat, all bags are carried aboard and unpacked by us as a courtesy to the guests,” said a third. Don’t guests find that invasive? “Not at all,” he said. “It’s common to offer to unpack their bags. If we don’t do it, we are called on it.” OK, so maybe this couldn’t happen on a 150-foot charter yacht. But what happens out at sea when you come up on a vessel that needs assistance? How do you protect your safety and that of your crew? “You stop and call the Coast Guard and keep an eye on him until someone comes to help,” a captain said. “We came across a sailboat that needed help,” another said. “We sent an e-mail to the home office with the information, and I sent the second engineer up on the sun deck with an AR15 and three clips. And I told him, ‘If this turns ugly, make sure the people on
our side are covered.’” This opened the floodgates on the pros and cons of carrying guns, quickly turning the topic of safety into one of security. “Everyone should have a gun onboard,” one captain said. “But it’s not just the weapon,” said another. “You need to have proper training and the mentality to handle it, and to know when not to use it.” “I agree with all that you say, but if someone has the intention to take your boat, they will,” a captain said. “I have traveled up the Amazon and I can tell you that the only reason I am alive here today to have this lovely salad is because I didn’t have a gun on board.” “Blake had a gun and he got killed for it,” another captain said, referring to sailor Peter Blake who was shot on the Amazon. “Because he didn’t use it, that’s what got him killed,” another said. “Traveling in the South Sea, four of
Attendees of The Triton’s November Bridge luncheon were, from left, Wayne Gould of S/V Micjay, Donald Hannon (relief ), Jeff Hardgrave of M/Y Mimi, Michael Dailey (freelance), Mac McCullar of M/Y Illusion IV, Jared Burzler of M/Y Charisma, Carlos Barnes, Scott Redlhammer of M/Y In Flight, and Bernard Charon. PHOTO/LUCY REED us were prepared and trained to use room, which is the same as clearing a them,” a captain said. “It was the owner boat.” who insisted that we have them. The Still, other captains resisted the need scenario I presented to the owner was, to have such specialized training. if a dug-out canoe full of women and “I have problems getting my crew children come up to the yacht, and the to do drills for fire fighting and other guy in the back emergency pulls a rifle out situations,” one Safety suggestions from under a palm said. “There’s no To make the engine room a safe frond, you gotta way I’m going to room, one captain suggested the kill all the women train my crew to following: and children, too. be efficient in a l Make the doors lockable from You have to be piracy situation. inside. prepared to do … If we have a l Be able to turn off power, kill that if you pull out high-profile guest, the engines, control the rudder and a gun.” they’re going disarm the halon system. One captain to bring their l Have camera control and with military and security people independent power so when you security training and they can come cut power to the rest of the boat, the insisted that a on board a day cameras will still work. l Have some form of situation need early. Why does communication, such as an Iridium never get to that my stew have to phone or a GPS with a panic button. point. The basis of learn how to gouge safety is awareness someone’s throat and preparation, out with a spoon?” he said. “You should never put her in that “You need to have a security situation,” the security-trained captain program in place and drill so that said. “Security training goes handeveryone knows what their job is in a in-hand with lookout. If she sees situation,” he said. “There are places to something, she wakes me up.” train for this sort of situation in South See BRIDGE, page A25 Florida. They will teach you to clear a
November 2007 NETWORKING
Ship’s agent? Meet Donna Bradbury and Blue Water Alliance Join The Triton for some fun networking this month with Donna Bradbury, manager of The Blue Water Alliance USA. Don’t think there’s a market for a ship’s agent in the United States? Neither did we, until we sat down with Donna and talked. We always meet the first Wednesday of the month. This month (Nov. 7 for the calendarchallenged), we’ll meet at Coco Asian Bradbury Bistro and Bar from 6-8 p.m. Find Coco in the Harbor Shops tucked between Global Satellite and Essentials Boutique on the west side. Q. Before we talk about you, tell us about the Blue Water Alliance.
The company was formed in 2003 by three well-established industry leaders specializing in agency services to super yachts. It made perfect sense to JLT Yacht Agency in Venice and A1 Yacht Trade Consortium in Greece as well as Luise Associates in Naples that Blue Water Alliance would offer value to clients under one umbrella throughout the Med. In 2004, the first company under the Alliance, A1 JLT Croatia, opened. A1JLT Montenegro opened in 2005. A1JLT Turkey in 2006. Our system places critical yacht information at the fingertips of all our partners and staff throughout the Alliance. More than 160 of the yachts we deal with are larger than 160 feet. This year, we have had more than 5,000 arrivals within our Alliance. Some of our clients include Pelorus, Maltese
Falcon, Le Grand Blu, Mirabella, Cakewalk, Excellence III, and Talitha G, just to mention a few. Q. So is Blue Water Alliance a string of agents? It’s more than that. Blue Water Alliance has majority ownership in our offices throughout the Alliance. In order to guarantee quality services to our clients, the option of using subagents was simply not acceptable to us. Having our own offices, which includes some franchisee offices in Greece, and our own trained and managed employees coupled with our solid operating structure we are confident of the services we offer. Q. So what services does Blue Water Alliance USA provide? Just about any service requested by a yacht. Soft agency services such as travel, shipping, cash transactions
(APAs in the Caribbean and Bahamas), flowers, catering, private security specialists, charter planes, etc. If you think of a full yacht concierge service tailored to super yachts, that describes it best. Q. Does Blue Water Alliance actually do all these things? A lot of time has been spent developing a strong supplier base. We don’t just request a service. Each and every detail is checked and double checked to ensure that the client receives exactly what was requested. Q. Captains don’t often use agents in the United States, do they? We are doing “soft agency services” and many feel that outsourcing these smaller items using an “agent or concierge” is an added value. Consider this scenario. Prior to arrival, make a call to Blue Water Alliance USA with a typical list of requests: Book transportation for custom clearance/immigration for 10 people. Two guests are departing for the airport and time is tight. Arrange for airport transportation following clearance for those two guests. (Don’t forget luggage to join guest for departure.) Book dinner reservations and transportation for the boss and his family and make sure they have a great table outside. He loves salmon so check and see what is available. Need flight tickets for a departing crew, Ft. Lauderdale to California. Must arrive prior to 9 a.m. local time. Arrange for eye doctor appointment and transportation for crew. Chef has faxed a provisions list. Ensure they are delivered after the guests have been transported to customs and immigration. That’s it, one call. Q. In naming the office, why not play off the A1JLT name? During interviews I found many people did not know these companies had formed the Blue Water Alliance. Q. What sort of background does it take to be a master networker? I moved to Rhodes, Greece, in April of 2001 to relax in the beautiful sun of the Mediterranean, but I got restless. (Perhaps too much sun!) The gods smiled on me and I found A1 Yacht Trade Consortium and have been involved in this great industry since. I come from a strong service industry background. I spent 14 years with FedEx in Memphis, the last 10 of which were in management and, proudly, three years working for President and CEO Fred Smith. As for master networker, that might be a stretch. It is easy to talk to people and share your company when you have faith in it and enjoy what you do. The Triton functions make networking easy, I must say. I am happy to be here in South Florida and looking forward to the future in yachting.
FROM THE FRONT
Superstitions could be based in wooden keels, crucifixion NAME, from page A1 the loss of superstition. There’s a new breed of boater out there with very little background in the rules of the sea, Neff said. “The guys who have been sailing their whole lives – people who come from a family of sailors – they tend to be superstitious,” Neff said. “Nowadays, there is a whole generation of boaters who have never heard, ‘Red skies at night, sailors delight.’” Capt. David Peden, who spent 40 years captaining megayachts, said he once had a new owner who asked him if he had a problem changing the boat’s name. Peden said he didn’t mind. “I was on a megayacht that changed its name three times and we didn’t sink or explode,” he said. “A name’s a name.” A lot of superstitions are disappearing, Peden said. If you look through a yacht register, you’ll see boat after boat with previous names listed. The 168-foot yacht under his command for 27 years, for example, was launched as Southern Breeze, became Robur IV and then renamed Patagonia. (After Peden left, she became Revelation and is now Stargazer.) “People don’t think twice about it,” he said. When Moses started working on the M/Y Terry Lea in 1996, the name was changed a week later to the Rednaissance. The yacht would later become the Red Baron and then, finally, Freedom in 2004. Each time, Moses stayed with the new owners and says none of them seemed too concerned about breaking superstitions. And if Moses had any reservations about changing the boat’s name, he lost them quickly. “I’m superstitious about some things but that isn’t one of them,” he said. But Moses certainly understands superstition. There are old wooden schooners in Gloucester that have been around forever and no one would ever dream of changing their names, he said. For some, the superstition about not bringing bananas on board is a bigger taboo than changing the name of a boat, Moses said. In the early 1990s when Moses was working on a commercial swordfish boat out of Gloucester, some of the newer crew members brought bananas on board. The boat blew its engine while it was still 24 hours out to sea. When one of the old hands saw the bananas on board, he freaked out. The old guy threw them overboard, Moses said with a chuckle. A lot of nautical superstitions have been around for centuries. Most have practical explanations, or commonsense theories on why they exist.
Bananas may have become a bad luck symbol hundreds of years ago because the crates they were shipped in often carried nasty critters, such as poisonous snakes and spiders. Or it might be because that when they start to rot, they produce a gas that can cause other food hold to spoil. The warning of not starting a cruise on a Friday goes back to the belief that Christ was crucified on a Friday. There’s a legend that in the 1800s, the fear of starting a voyage on a Friday caused such a disruption in the British Navy that the government did everything it could to disprove the notion. It laid the keel of a ship on a Friday, christened it the HMS Friday, put Capt. James Friday in command and then set her off on her maiden voyage on a Friday. The ship and crew were never seen again. True story? Probably not. Then there’s a theory on why changing a boat’s name is unlucky. Back when wooden sailing ships ruled the seas, the names of boats were carved into the keel. Changing the name of the boat meant chipping away part of the keel, something that doesn’t seem like a smart thing to do. Chris Anders, who owns a Freedom Boat Club franchise in North Palm Beach, has his own theory on why changing a boat’s name is bad luck. A person who renames a used boat inevitably will have some kind of mechanical problem with it. It’s probably about the time they start cursing their luck that they remember the old mariners’ tale about never changing the name of a boat, Anders said. In reality, they would have had the problems whether they had changed the name or not. “Bad luck probably has nothing to do with it,” he said. “The real reason is because you just bought someone else’s problem.” Still, Anders, who has bought 12 boats this year, won’t tempt fate. “I will never change the name of a boat because boats are bad luck enough,” said Anders, whose club has 29 boats in its fleet. Neff, the broker, has been on boats his whole life but he says he falls into the group of mariners who are not superstitious. “I tend to think about things very technically,” he said. “If something goes wrong on a boat, there’s a reason this happened.” But science apparently has it limits, even for Neff. One thing he won’t do is bring bananas on a boat. Joe Newman is a freelance journalist in South Florida. Comments on this story are welcome at editorial@the-triton. com.
November 2007 PHOTO GALLERY
Capt. Marcos Gamboa of the 125-foot Palmer Johnson Costa Brava III (center) and the crew completed last-minute details in Ft. Lauderdale in early October before heading to St. Maarten and then Venezuela. The crew includes, from left, deckhand Carlos, engineer Pedro, Capt. Gamboa, Chef Ashley Covey and deckhand Jose. PHOTO/CAPT. TOM SERIO
Capt. Scott MacPhee of the 132foot Oceanfast Beeliever couldn’t wait to get his hands on the recent issue of The Triton, snatching it away from Chef Ronaldo Sison, left, and Mate Larry Ebbitt, seated. MacPhee is managing a refit under the shed at Bradford Marine. PHOTO/CAPT. TOM SERIO
Eng. Mark Usher, left, and First Mate Yan Kunst of M/Y Atlantica play it up for pirate night on the busy charter PHOTO/CAPT. ROY HODGES yacht. Just in time for Halloween. The crew of the 132-foot Life’s Finest II were hard at work, but we got them together for this shot. From left, Chef Pablo Munez, Mate Kerry Ferguson, Chief Stewardess Reia Perkins, stewardess Erin Price and dayworker Ryan Fowle, seated. Look for Life’s Finest II around the Caribbean this winter.
Deckhand Bennie Fourie must have drawn the short straw, landing the arduous task of removing the teak decking on the 130-foot Hatteras Charisma. The yacht was at Bradford Marine in Ft Lauderdale for some annual work, then off to the BVIs for the winter charter season.
PHOTO/CAPT. TOM SERIO
PHOTO/CAPT. TOM SERIO
About 200 people gathered for the inaugural Seakeepers Soiree, which kicked off the non-profit’s new captain and crew level of membership, Seakeepers Professionals. Here’s a view of one of the more lively tables: By couple from left, Fred and Jackie Diekhouse from National Marine Suppliers (one of the event’s sponsors), Capt. Chris Young and Purser Kim Sandall of M/Y Never Enough, Dean Dutoit of National and Wendy Limroth, Dave Cowee and Mary Dutoit of National, Capt. Len Beck of M/Y Battered Bull and Kim Cowee. For a few more photos and a full PHOTO/LUCY REED report, visit www. the-triton.com.
OCTOBER NETWORKING About 200 yachties gathered at Kemplon Marine Engineering Services on Oct. 3 (the first Wednesday of the month) to mingle, network and check out Kemplon’s expanded space and staff. Former Chief Engineer Jeff Kemp and former Stewardess Colette O’Hanlon were wonderful hosts, serving up burgers and dogs and keeping us there long into the evening. If you missed it, don’t worry. We network again the first Wednesday in November. (Read more about it on page A20.)
Stewardess/crew chef Simone Clarke of M/Y Paramour preps a meal in Nice this fall before heading home to Australia for a break. PHOTO/DAVID REED
The crew at Shadow Marine, in town to prepare the new Allure for the Ft. Lauderdale boat show.
Capt. Jay Roberts of M/Y Unforgettable (the 83-foot Ferretti) chats with freelance chef Chanda Martin. PHOTOS BY CAPT. TOM SERIO
Capt. Craig Jones of M/Y Carry-On took his Triton to Yosemite National Park in California. If there were no clouds, we’d see El Capitan on the left and Half Dome on right. Oh well, at least we can see The Triton. PHOTO/EMMA NEILSON
Where have you and your Triton been lately? Send photos to email@example.com. If we print yours, you get a T-shirt.
November 2007 YACHTFEST: Legal presentation
Understand U.S. law before trying to sell vessel at show Attorney Erin Ackor gave a presentation on selling yachts in the United States at YachtFest in San Diego in September. It is excerpted here. You’re the captain but he’s the boss, and he wants the boat in the show. Sounds clear enough, but does he know that offering the yacht for sale at the show could expose the owner to liability for violation of federal customs laws as well as state use tax laws?
Federal customs laws
In the event you are the captain of a foreign-flagged vessel, most likely you are in the United States under a cruising license issued by the U.S. Customs Service. Take a moment to re-familiarize yourself with the language in the license. You may notice that vessels brought into the United States for sale or charter to residents of the United States are subject to duty imposed on the value of the vessel. This is because vessels must be imported into the United States to be legitimately offered for sale or charter to U.S. residents. Violation of a vessel’s cruising license can result in forfeiture of the vessel! So how do you ensure that federal customs laws are satisfied prior to offering the vessel at the show? If the vessel has been imported into the United States, and maintains an imported status, federal customs laws have been satisfied. On the other hand, if the vessel has not been imported, there several options can complete the importation – thus satisfying federal customs laws – including paying import duty on the vessel, filing an entry with customs for American goods returned or obtaining a boat show bond. Option 1, paying import duty on the vessel, is generally an option of last resort since import duty is imposed at 1.5 percent of the value of the vessel. Option 2, filing an entry with customs for American goods returned, is available as an option only if the vessel was built in the United States and subsequently exported. Filing this accomplishes the re-importation of the vessel, thus making it eligible for sale. Since the vessel was built in the United States, payment of import duty is not required. Option 3, obtaining a bond, allows an owner to temporarily import their vessel into the United States without paying import duty for the sole purpose of offering the vessel for sale exclusively at a boat show to residents of the United States. A boat show bond may be obtained from customs. In order to be eligible for a bond, the following criteria must be met: the vessel must be used primarily for recreation or
pleasure; the vessel must exceed 79 feet in length; the vessel must have been previously sold by a manufacturer or dealer to a retail consumer; and the vessel must be imported for sale at a boat show. In the event the vessel is eligible for a bond, the owner must certify that the vessel is for sale at a boat show. The vessel may not be offered for sale after a boat show is over. However, a potential buyer that viewed the vessel at a boat show may continue to negotiate with the owner during the bond period without violating the bond. In order to establish the existence of a relationship with a potential buyer, it is recommended that a vessel attendance log be kept during the boat show to document all interested buyers. The bond is valid for six months with no extensions. In the event a sale is concluded during the bond period or the bond expires prior to the vessel’s departure, import duty will be payable to customs. In the event the vessel is not sold and is exported prior to the expiration of the bond, no import duty will be payable.
State law and use tax
Assuming that federal customs laws have been satisfied, how does offering the vessel for sale in a boat show effect an owner’s exposure to liability for payment of state use tax? For the purposes of this article, let’s assume the boat show in question is the Ft. Lauderdale International Boat Show. There are two ways an owner may be exposed to liability for payment of state use tax in connection with offering their vessel for sale at the Lauderdale show: upon importation of a vessel into Florida; and upon offering a vessel for sale in Florida. In the event the vessel must be imported into the United States to satisfy federal customs laws, the State of Florida takes the position that the act of importation alone, without taking further precautions, is enough to trigger liability for payment of state use tax on the value of the vessel. The second way an owner may be exposed is by offering the vessel for sale in Florida. In Florida, use tax is imposed at a rate of 6 percent of the value of the vessel. County surcharge taxes may also be applicable. As an example, consider the following scenario: After reading your cruising license, you realize that the vessel must be imported prior to being offered for sale at the show. You contact a local customs broker to assist you in completing the importation of the vessel. As the captain of a vessel built
See FOREIGN SALES, page A25
YACHTFEST: Legal presentation
After clearing national hurdles, there are state laws as well FOREIGN SALES, from page A24 in the United States, you arrange filing an entry for American goods returned with the customs broker. You have learned, as the vessel was built in the United States, import duty is not payable to customs, which will make the boss happy. The vessel’s imported value is noted in the entry as $20 million. You have now satisfied federal customs laws. However, what most people do not realize is that upon completion of the entry for American goods returned, the vessel will be considered imported into Florida, which is sufficient to expose the owner to liability for payment of Florida use tax, or 6 percent of $20
Security steps include EMRAB, or strong room BRIDGE, from page A18 “I circumvented putting guns on board by creating a strong room in the engine room,” another said. “We just lock ourselves in, shut down all the lights, get rid of the rudder and engines, and use the cameras to see what’s going on. I also installed an MRAD, the medium-range acustic device.” “And the security aspect of the FLIR system can’t be overlooked,” a third captain said of the infrared cameras. “You can see someone approaching two miles away in the pitch dark. I think those need to be on every boat.” “It’s all about situational awareness,” a captain said. “Fifteen years ago, no one was talking about personal safety. Now women don’t walk down dark streets and if they do, they know where they are going, they know where their keys are, they are aware of what’s around them.” So, at the least, what happened to the crew of Joe Cool has caused discussion and perhaps a little awareness. Missing and presumed dead are Capt. Jake Branam, 27; his wife, Kelley, 30; his half-brother Scott Gamble, 35; and mate Capt. Samuel Kairy, 27. “We’ve talked about it and we’ve tried to come up with a plan if something like that ever happens to us,” one captain said. What will you do? “I don’t know,” he said. “We’re still talking about it.” Comments on this story are welcome at firstname.lastname@example.org. If you make your living working as a yacht captain, contact Editor Lucy Chabot Reed for an invitation to our monthly Bridge luncheon, email@example.com.
million, or $1.2 million. So, what further precautions must be taken to protect the owner from exposure to liability for Florida use tax in this situation? The options can include qualifying the vessel-owning entity as an authorized Florida dealer; or ensuring that the vessel is listed with an authorized Florida broker or dealer, and under the care custody and control of that broker or dealer. If the vessel-owning entity is qualified as a Florida dealer, use tax, as a result of any offer for sale or importation of the vessel in Florida, will not be imposed. If the vessel is
offered for sale and/or imported into Florida prior to qualification of the vessel-owning entity as a Florida dealer, the vessel owner will be exposed to liability for payment of Florida use tax on the value of the vessel. If the vessel is listed for sale with an authorized Florida broker or dealer, use tax, as a result of any offer for sale or importation of the vessel in Florida, will not be imposed. The listing agreement and the care, custody and control agreement must be in place prior to offering the vessel for sale and prior to any importation of the vessel in Florida in order to ensure protection
from use tax liability. Keeping cognoscente of the legal considerations that accompany sales of vessels, and procuring competent maritime counsel are both good ways to avoid the boat show blues. Erin Ackor is an attorney with Moore & Co. and graduate of Maine Maritime Academy. She worked as a professional crew member aboard a variety of sailing yachts and once floated down the Ichetucknee River on an inner tube while reading The Triton. Comments on this article are welcome at editorial@ the-triton.com.
November 2007 TRITON BOAT SHOW PARTY
Now that’s how to celebrate a boat show More than a thousand captains, crew and business folks braved the humidity to wear hats and have fun with us at our fourth annual boat show kick-off party. Bigger and better than last year (thanks to our sponsors), we saw yacht crew reconnecting with old friends everywhere we turned. That makes it all worth it. Special thanks to James Schot and Capt. Tom Serio
I wanted to congratulate you all at The Triton for hosting such an amazing event last night. A very professional and well-planned party, right down to the finest details. A big thank you to all your sponsors as well. Judging by all the comments and partying, it was very obvious that everyone thoroughly enjoyed the evening. Thank you. – Crew member Tanya Johnson
for the lovely assortment of photographs. There’s no way we can capture all the fun here so be sure to visit www. the-triton.com for more photos. Just how many of you were there? We lost count when the 1,350 drink tickets ran out at about 8 p.m. Pencil us in on your calendar for next year, about a week before the show. Fair winds, David, Lucy, Peg and Patty
TRITON BOAT SHOW PARTY
Thank you for putting on a great party last night. I ran into people I hadn’t seen in years. Dawn and I had a really good time. Thanks again.” – Capt. Tony Fergusson M/Y Dare to Dream
We would like to thank the following sponsors for making this party possible. Think of these companies the next time you need their services. In supporting The Triton’s party they support you.
Alexseal Yacht Coatings Bellingham Marine The Captain’sMate Crew 4 Crew Global Yacht Fuel Linkscape Internet Services Lunenberg Shipyard MariTech Services Maritime Professional Training MHG Marine Benefits On Call International
November 2007 WRITE TO BE HEARD: Immigration
Foreign crew immigration from the other side By Capt. Douglas R. Meier There’s been a lot of publicity about the recent problems concerning foreign crew coming into the United States and the need for change in the regulations. I agree that the current system for foreign crew entry needs to be revamped, or at least have more defined procedures at the point of entry. I feel that foreign crew should be able to understand the rules and know what to expect before standing in an airport 2,000 miles away from home. The problem I have is the fact that some foreign crew are clearly bending the rules, saying one thing for entry and doing the complete opposite. I see it all the time, foreign crew who go below and change into civilian clothes and magically turn into guests every time immigration comes onboard. While in the United States they market themselves as available for work and accept jobs while they are supposed to be here “on vacation.” These crew are kidding themselves if they think they can come to the States, secure a high-paying tax-free job, and complete a 20-year yachting career without running into immigration issues along the way. Let’s look at some facts about foreign yachts operating in the United States. Yes, it is true that a large percentage of yachts in the states are foreign-flagged, but an even higher percentage of foreign-flagged yachts are owned by Americans, and with a few exceptions there is not a law that requires these yachts to be staffed with foreign crew or flag state nationals. Just because the yacht is legal to remain in U.S. waters for an extended period does not mean that it has to have foreign crew onboard. In fact, the U.S. government is changing its view on the foreignflag/U.S. owner situation and treating these yachts as homeported in the States if they have long-term dockage and rarely leave U.S. waters. They also want legal crew on these boats. This just happened to a 180-footer based in
COPYRIGHT CHRISTOPHER PENLER; PHOTO FROM BIGSTOCKPHOTO.COM
Miami; the owner was asked to tax the crew. If you want to come to the states to work, do it right. Go through the proper channels and get the green card to allow you to stay here. It might be a major task to complete, but if this is your true career, can you afford to be banned from the United States for five years? (That includes the USVI’s, and every yacht goes there sooner or later.) The times are changing. U.S.-flagged yachts are on the rise. The hassle of reporting the yacht’s movements, having to take a pilot in certain areas, and just the fact that the owner’s crew may or may not be able to get “in” is creating more of a hassle than the tax advantages provides. For the owner, it comes down to money. If plane tickets, piloting fees and cruising permits become too expensive to operate foreign, that flag is going to change. Illegal workers in the States are a hot topic, and the government is putting up fences, increasing patrols and conducting raids. It would be extremely optimistic to think that yacht crew are going to get a pass.
Foreign crew are looking for changes in the system, but you must be careful what you wish for. They may not be in your favor. There will always be a venue for visiting yacht crew to come in, work on their yacht and leave, but the old days of just going over to the Bahamas for a day or two and clearing back in are coming to a end. Immigration officers are now looking at how long a foreign crew member has been in the States total, not just since the last entry. If you have been in the States for 11 months a year for the past four years, aren’t you really working here? The new answer is yes. Put yourself in these scenarios and ask yourself if you are here legally. l I work on a visiting foreign-flagged yacht, which is truly based out of the country and returns from time to time to cruise. You are legal. This is what it is all about. They look for this type of activity. l I work on a visiting foreign-flagged yacht, which is truly based out of the country and is chartering inside the United States with at least one stop in a foreign port. You are legal. Just like for
cruise ships, the foreign port satisfies the Jones Act regulations. l I work on a visiting foreign-flagged yacht, which is truly based out of the country and is chartering inside the United States without leaving. Not legal. If the yacht goes out on a bareboat charter agreement, the crew is hired under a separate contract by the charter guest. By no fault of your own this agreement has changed your visa status because you have accepted employment by the American guest. l I work on a foreign-flagged vessel that spends 90 percent of her time behind the owner’s house in Ft. Lauderdale. Not legal. You could run into problems down the road. The new rule is if the boat is based in the United States, then it is considered home ported there, regardless of flag, and they want the crew to be legal. l I sailed in on one boat and quit, found another foreign-flagged boat and accepted the job. Not legal. You changed your visa status by seeking employment while inside the borders. l I am working on a U.S.-flagged vessel that routinely leaves the country. Not legal. You can legally work on a U.S. vessel while it is out of the country, but when it returns, the captain must find a U.S. replacement within a reasonable time frame. Sept. 11 changed everything. Immigration officers are just trying keep up and do their job. It’s the same with the Coast Guard. Even if you have easily entered the United States for the past 10 years, you must remember that you are a visitor and a guest, and this is how they look at your situation, each and every time. If you plan to stay in this industry or you are just starting out, pick your positions carefully. It will do you no good once you land that dream job if the owner says “let’s go to New York” and you can’t go. Capt. Douglas R. Meier is skipper of the M/Y Missy B II and a former USCG officer. Comments on this article are welcome at firstname.lastname@example.org.
Yacht crew/immigration information is inadequate but clear Today, I read Ms. Rese’s article about B-1 crew members for private yachts [“Lesson learned: Don’t stay ‘too long’, “page A1, October 2007]. Part of it says: “Ft. Lauderdale is the hub of the yachting industry and people do go there from all over the world to look for work on boats. More than one immigration officer has ventured to tell me – off the record, of course – that not enough is written on the subject of yacht crews, so all they can do is use their discretion and/or interpretation of the law in executing a decision
pertaining to our admission. The actual immigration manual I obtained from a senator calls yacht crew a ‘gray area.’” While it is true that very little is written on the subject of yacht crews, what has been written is unambiguous. It is not a gray area. The State Department’s Foreign Affairs Manual provides guidance for B-1 yacht crews. Vol. 9 FAM 41.31 N9.5 Yacht Crewmen (CT:VISA-701; 02-15-2005) “Crewmen of a private yacht who are able to establish that they have a residence abroad which they do not
intend to abandon, regardless of the nationality of the private yacht. The yacht is to sail out of a foreign home port and cruising in U.S. waters for more than 29 days.” Please take note that the yacht must sail out of a foreign home port. Ft. Lauderdale would not qualify as one. I believe the verb “to homeport” is defined as: “To base (a ship) permanently in a given port.” Even if the yacht is registered in a foreign country, if the /home port/ is in the United States, working on it is no
different from working at Publix or at McDonald’s. It was unclear from her writings with whom Ms. Rese is employed. That could have been another issue at the time of her refusal. She should not have an employee-employer relationship with a U.S. resident. An alien admitted in the B-1 classification is not permitted to accept employment in the United States. See 9 FAM 41.31 N11.1 Incidental Expenses
See NO GRAY AREA, page A29
FROM THE FRONT
Inconsistent application of immigration law can be maddening ST. MAARTEN, from page A1 explaining all of the above, they refused, which subsequently meant that customs would not clear the yacht in. Thanks to the perseverance of Earl Wyatt (our agent) we finally managed to get cleared in for 24 hours through the Customs & Immigration office at the Philipsburg Port. It gets better. The authorities in Philipsburg told us that the authorities in Simpson Bay didn’t know what they are talking about and they cannot just change the rules as they see fit.
I understand a communications breakdown between Monaco and St. Maarten, but when offices on the same island give contradicting information, how can we be expected to continue visiting with confidence? Even when we get the visas in Florida, what new rules will we be told about next time we arrive? I am not questioning the need for visas, but rather the inconsistencies in the application of the laws. My point here is that even though we continue to support St. Maarten year in and year out, these kind of occurrences make my crew feel unwanted – like
convicts. We then question why we continue to bring megayachts to St. Maarten when there are other islands that would love us to take our U.S. dollars and big budgets to help boost their economies. Forget the money the yacht spends on spares, provisions, fuel and dockage. Consider what the crew spends ashore during a season. Over the four-month season, St. Maarten averages 40 megayachts in port, with an average of eight crew who spend about $300 a week ashore on personal items, dinners, drinks, etc. That equates to
more than $1.5 million that crew spend out of their own pockets (not the owner’s or yacht’s expenses). On top of that, it costs about $550,000 at local supermarkets just to feed these crew. My question is simple: Why should we continue to support St. Maarten when this is how we are treated? Don’t you think yacht crew should be made to feel more welcome? Capt. Mike O’Neill skippers a 165-foot (50m) charter vessel. Comments on this story are welcome at email@example.com.
Rese’s solution could come if she joins a vessel outside the U.S. NO GRAY AREA, from page A28 or Remuneration (CT:VISA-701; 02-152005) “A nonimmigrant in B1 status may not receive a salary from a U.S. source for services rendered in connection with his or her activities in the United States.” When Ms. Rese was refused admission at Shannon, Ireland, the CBP officer concluded that “the vessel has been in the States too long.” Is that because its homeport is in the United States? The B1 classification is the proper
classification of he establishes to Alison Rese update aliens working the satisfaction As of press time, Rese was still on foreign yachts. of the consular prohibited from coming to the However, if an officer, at the time United States. She has picked up a applicant for of application temporary gig in London cooking admission does not for a visa, and for Their Royal Highnesses Prince qualify for the B1 the immigration Pavlos and Princess Marie-Chantal classification, he officers, at the of Greece and Denmark. She was will not be eligible time of application scheduled to have a meeting with for admission. for admission, that the Irish ambassador in London and Section 214(b) he is entitled to will report back. of the Immigration a nonimmigrant & Nationality status under Act says, among section 101(a)(15). other things, that: “Every alien ... shall As Ms. Rese did not establish be presumed to be an immigrant until that she was admissible as a B1,
notwithstanding the possession of the B1 visa, the officer properly concluded that she was an immigrant not in possession of an immigrant visa. I suggest Ms. Rese join the vessel outside the United States. If the yacht returns to the States from a foreign port or place, and she is successful in obtaining another B1 visa, she can apply for admission at that time. If she qualifies for that classification, the inspecting officer will not have any problem granting her a permit so that she can be in the United States legally. Fred Sprickman Peachtree City, Ga.
November 2007 WRITE TO BE HEARD: Letters to the editor
Captains can winnow bad crew with honest, complete references Capt. Charlie Kiss’ article has a lot of great advice [“Your crew can handle a drink? Want to bet your career?”, October 2007, page A30]. Personally, I give my crew more leeway, but fortunately they have mostly returned the respect by not letting me (and themselves) down. If I do not trust them enough to give them this leeway then I do not want them on board anyway, prohibition or not. Like Capt. Charlie, I have plain, written instructions on the alcohol policy so that there are no gray areas. The only thing I would add is that we need to help each other with verbal references that are accurate and honest (and remain confidential); then we can ensure that we do not get lumbered by the individuals that have a problem. Capt Chris Lewis M/Y Shandor
Device doesn’t kill all bacteria
I want to clarify some inaccuracies in the article “Interested in a device that kills all known bacteria and viruses?” in the October 2007 issue regarding the Zimek Technologies Room Sterilizing Systems. Although the Zimek Dri-Mist Treatment is the most innovative system available, it has not been proved to kill all known viruses and bacteria, as I told you. The labels on the EPA-registered disinfectants contain an extensive list of some of the contaminants that are killed including MRSA; Norwalk virus; Hepatitis A, B and C; tuberculosis; the AIDS virus; and Bird Flu virus, as well as mold and mildew. And though the treatment has been tested successfully around some valuable paintings, it has not been tested around all types of paint. The
operating manual, out of an abundance of caution, requires that all paintings be covered during treatment. Capt. David Johnson M/Y Texas Star Partner, Vortech Sterilizing Systems www.VortechSS.com
Right on the money about money
One of the many articles I enjoyed reading in the September issue was Belinda Tews’ article [“When crewing wasn’t all about money,” page C1], which brought back memories of my first professional yachting experience. In November of 1979, I found myself in Charlotte Amalie, St. Thomas, USVI, aboard a classic wooden yawl, taking up the profession of chef with three other New England crew. We sailed, chartered and raced that elegant, tired old lady through the B.V.I. and around St. Barths all winter. My salary was $150 a week and there were many days when I asked myself, “Am I really getting paid to have this much fun?” Times have changed and I am retired from yachting after 24 years. However, I still believe there are wonderful opportunities for young people in the profession and I am very glad that safety issues have been addressed and regulated over the years. Merrily Boyde Ft. Lauderdale
Actually, there are bad owners
We take umbrage to your statement that “there are no bad owners, only bad matches” [“10 things every new yacht owner should know,” page A1, October]. I have had the displeasure of working for three chiselers. They all requested contracts, which I refused to sign as they were all in the owner’s favor. One contract stated I would not seize the vessel should there be any disagreements, and that all disputes would be settled in the Midwest, where there are no maritime lawyers. Nutso. Never sign an employment contract. The owner-captain relationship is a marriage of sorts. To make it work, there must be an almost absolute trust. I have spent 19 years with one owner, seven with another. We trusted each other implicitly. Invisible, perfect service to appreciative owners is the best motivation. Capt. Bill Harris
Monaco party was a blast
I would like to thank you for the party you threw in Monaco. It’s very nice to catch up with some old friends. This was my first time at your party and I found it to be excellent for all of us. Your team and sponsors did a lot of hard work to make it happen. Johny Ambon Freelance crew/agent firstname.lastname@example.org
WRITE TO BE HEARD
She can tell you exactly where Cuban travel ban is written In response to the letter from Graham St. George [“Foreign-flagged vessel, crew can’t cross from Cuba to the U.S.? Show us where it’s written,” page A30], here is the answer. From the Department of Treasury Web site (visit www.treas.gov and search for “Cuba sanctions”): “To whom do these sanctions regulations apply? “All U.S. citizens and permanent residents wherever they are located,
all people and organizations physically in the United States, and all branches and subsidiaries of U.S. organizations throughout the world.” All persons onboard vessels, including the owner, must be authorized travelers, as listed above, to engage in travel-related transactions in Cuba. If you are not an authorized traveler, you may not purchase meals, pay for transportation, lodging, dockage or mooring fees, cruising fees,
visas, entry or exit fees, and you may not bring any Cuban origin goods back to the United States.
as service providers. Marianne Hubbell BahamasYachtConcierge.com
Any payment to the Marina Hemingway International Yacht Club is considered a prohibited payment to a Cuban national and therefore in violation of the regulations. Vessel owners are prohibited from carrying passengers to Cuba because OFAC does not authorize vessel owners
EDITOR’S NOTE: There are a litany of citations to rules, regulations, executive orders and other sources on that Web site, including 31 CFR 515. It appears as though sections 207, 330, 331, 420 and 544 are most applicable to the issue in question.
Some crew want too much money; others worth every dime Continuing to enjoy your publication, I enjoyed Belinda Tews’ article titled “When crewing wasn’t all about the money,” (September 2007, page C1). In hiring positions for my vessel, I have a potential mate who would like $4,000 a month and will bring to the boat two years experience spread between more than a few yachts. My past mate of four years (who had 10 years aboard) never earned that much. I was the mate with equal qualifications as my previous captain that I worked with for seven years and then filled his position after his retirement. I never earned that much. I know that wages have increased in the industry, but how does a captain handle this? Does a captain implement an entire salary increase to loyal crew to fit the new-paying market, or does the new guy earn more with less value? My mate, Tina, went inside as chief stewardess. I receive two to three repeat charters a year from guests who request her diving skills. Quite a few brokers promote the Charisma because of her skills. That means that the yacht regularly revenues more than half a million dollars a year toward our charter income because of Tina. My real reason for sending this letter is to pay respect to Gina Bartolotti, who was killed during a collision at sea in late September 2006. A year has quickly gone by but her friends have not forgotten her and her value to the industry. As a past chief stew aboard Charisma, Gina could run circles around other chief stews, and her skills on deck could not be matched by some of the “mates” applying for this position.
Publisher David Reed, email@example.com Editor Lucy Chabot Reed, firstname.lastname@example.org Business Manager Peg Garvia Soffen, email@example.com
My condolences are directed to her family and her fiancé, Blue, as well as anyone who has lost her as a friend. Though she and a few of the crew weren’t on the best of terms during her separation with Charisma, we had re-kindled our friendship in a very positive way later. Sometimes the tight quarters for the crew and a demanding schedule can soil friendships for all the wrong reasons. My point in all this is that the potential crew I’m interviewing only bring a little value in return for their huge salary demands, whereas crew like Tina and Gina perform(ed) well with more qualifications, plus they created revenue for the owner. That’s the kind of value worthy of compensation. Capt. Jared Burzler M/Y Charisma
Gina Bortolotti, who died in 2006, gets ready to pose with her more-than-100pound Pacific sailfish. “She knew how to fish and I would head out with her in the boat’s tender and we would rip fish into the boat. In this photo, she was able to hang out and let us do all the work. Normally she was assisting as a cockpit mate.”
Production Manager Patty Weinert, firstname.lastname@example.org
Contributing Editor Lawrence Hollyfield Contributors
Advertising Sales email@example.com
Erin Ackor, David Allen, Carol Bareuther, Ian Biles, Mark Cline, Capt. Conor Craig, Mark Darley, Jake DesVergers, Eng. Gary Dixon, Capt. Jacques and Sherrie Falardeau, John Freeman, Don Grimme, the Hacking family, Capt. David Hare, Capt. Roy Hodges, Adrian Holmes, Jack Horkheimer, Capt. Justin Jenkin, Cleve Jennings, Chef Mary Beth Lawton Johnson, Capt. Craig Jones, Martin H. McCarthy, Capt. Douglas Meier, Donna Mergenhagen, Joe Newman, Capt. Mike O’Neill, Steve Pica, Rossmare Intl., Ellen Sanpere, James Schot, Capt. Tom Serio, Michael Thiessen
Graphic Designer Christine Abbott, firstname.lastname@example.org Abbott Designs
PHOTO COURTESY OF CAPT. JARED BURZLER
Vol. 4, No. 8.
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
You can be a dive expert, too
S/Y Legacy update
Back to business
Mike Mandich, left, is a senior dive instructor with Brownie’s Southport Divers. He led Capt. David Hare through the paces as Hare completed six PADI certifications.
Progress is not coming as quickly as originally anticipated in the effort to return the 158-foot Perini Navi, stranded by Wilma, to open water.
Broward Marine is healthy and vibrant – its workforce is up seven fold in just three years.
Good so far, more U.S. info needed By Capt. Justin Jenkin I just wanted to let you and your readers know that we were/are really pleased with the article you wrote about M/Y Lotus and our first experience with biodiesel. I’d like to keep you abreast with “our story.” We went back to Croatia in September for the sole purpose of taking another load of biodiesel (45,000 liters). This brings the total of 100 percent biodiesel that we have bunkered in 2007 to 85,000 liters. Our machinery is still working perfectly and we foresee no problems. Our fuel tanks are being cleaned by the biodiesel. We are seeing and catching a lot of sediment in the Racors, something that we were expecting. This means we change filters more often right now. This winter we plan to inspect tanks and remove remaining fossil-fuel funk from them, then filter usage will most likely be less than it was when we used regular diesel. The injectors of our Northern Lights generators have lasted more than 1,000 hours running on biodiesel rather that the 600-800 hours we were getting out of them when we used regular diesel. For the supply, I have managed to locate a supply in Athens, too, through A1 Yacht Trade Consortium and I am expecting a sample to be sent to me next week. It now seems possible for us (and others) wishing to use biodiesel to bunker in Spain, Croatia and Athens. Shortly after you published the article [“A thumb’s up for biodiesel,” page B1, August 2007] our agents in Croatia received many calls from yachts enquiring about biodiesel there. We have been discussing the possibility of continued use of biodiesel on Lotus with regard to certain supply
Capt. Jenkin inspects a bottle of biodiesel.
PHOTOS COURTESY OF CAPT. JUSTIN JENKIN
constraints, etc. We are continuing to use biodiesel now and for next summer here in the Mediterranean. We are having fuel bladders made for us to cross the Atlantic from Europe to the Caribbean (planned for 2008) using only biodiesel. We have also started our research into the supply of biodiesel in the United States. According to some reports, it seems as though the state of Florida is one of the country’s leading producers of biodiesel, however the Florida-based yacht fuel supply agents that I contacted (in October 2006) did not get back to me with any news on supply, so I feel that some work may still be needed there. Are any other megayachts using biodiesel in Florida or other U.S. states? Capt. Justin Jenkin is looking for tips and leads. Contact him through email@example.com.
Capt. Jenkin said all machinery on the Lotus, including the main engines, are working perfectly on biodiesel.
A mind for yachts Nick Stanley, an old-school broker who knew a yacht’s details inside and out, died of congestive heart failure. He was 76.
Weighing the pros and cons of commercial certification The factors that contribute to the choice of flag registration for a yacht can be many. Certainly, legal aspects and tax implications are high on the list. Will the yacht operate predominantly in U.S. waters, European waters or worldwide? Let us not forget perception, Rules of the Road politics, nationalism, Jake DesVergers and personal contacts. An owner’s decision for registering a yacht is not simply picking the flag with the prettiest colors. One option that is always discussed with captains, brokers, documentation agents, attorneys, and all others associated with our industry: Should the yacht be registered as private or commercial? Unless an owner has the intention to charter the yacht, the prevalent answer is usually a thunderous, “private only.” Why is this? There is a spectrum of answers ranging from “too expensive” to “no interest in chartering” and best of all, “too much paperwork.” Let’s take a look at some of the more popular reasons not to register commercial and clarify the points. l Too expensive. Certainly, expenses and fees are on top of everyone’s list. Let us remember
See RULES, page B12
B November 2007 CAPTAIN’S CALL: Brownie’s Southport Divers
Getting PADI certified: diving glorious, studying laborious While sitting out the August job-search doldrums, I followed the advice of Ann Aylesworth, director of crew placement at Northrop and Johnson, to upgrade my dive credentials. Knowing Brownie’s Southport Divers caters to yachts, I decided to go with owner David Carmichael’s advice to take my courses from his senior PADI instructor, Mike Mandich. With wisdom significantly beyond his years, Mike is one hell of a fun guy to do a dive course with. Over the next 31 days, we completed the PADI Advanced, Captain’s Call Rescue, First Responder, David Hare Divemaster, NITROX and Gas Blender certifications. The dive scene off Ft. Lauderdale turned out to be a lot better than I expected. Somehow I got to believing that the reef was dead in these waters and there would not be much marine life. That notion was proven dead wrong when I came face-to-face with a 500-pound Goliath Grouper at 95 feet on the Mercedes wreck, about a mile off north Ft. Lauderdale beach. This old fish was the size of a Mini Cooper. We swam a waltz together for 20 minutes, myself in awe and that ol’ man just sizing me up for a snack I reckoned (or was that too much nitrogen?). Another notion that turned out to be fantasy was that the above-mentioned six courses would be a cake walk. After paying the two grand to Brownie’s, I was handed a 9-inch stack of books, all of which had to be assimilated and regurgitated in the form of completed knowledge reviews. About 50 hours of lectures were followed by 11 written tests. Man, did this dive scene become more serious from when I got my open water C-card back in the double-hose, single-stage days. During that month of diving, I had several conversations with David Carmichael on what led to his worldwide recognition as “the guy” when a captain wants to install a dive tank compressor, service a yacht’s dive equipment, purchase new dive gear, go technically exotic with a NITROX maker or design an entire custom installation. With the ubiquitous wireless head set plugged faithfully into his left ear, Carmichael is always
Dive master Mike Mandich and student Kristin PHOTO/DAVID HARE Wunker. ready for the next request for his wide breadth of underwater equipment knowledge. Handling more than 150 calls a day, he is passionate about diving. Carmichael’s first open-water dive had him touching the Christ of the Deep statue off John Pennekamp State Park in Key Largo. When his brother, Robert, got into Third Lung manufacturing, he decided to get into the retail side. He looked around and met Chet Major, who started Divers Haven in 1963. “I remember the place was filled with antique Jacques Cousteau gear, an old two-man sub in the window and enough cobwebs and roaches to choke a horse,” Carmichael said. This humble beginning has evolved into three stores tied together with a Web site enabling a captain to order from anywhere on the planet. His goal, he said, is to be the world’s leader in high-caliber installations of diving equipment in yachts.
NITROX – what a difference
My first dive with NITROX on the Tenneco towers – three oil platforms donated by the oil giant and sunk off of Hallandale Beach – was another milestone for me. With more than 1,400 hours under the sea with compressed air, I was impressed at the extended bottom time I got at 110 feet with a 36 percent oxygen mixture. Personally, I found that I felt better after the
second deep dive of the day and did not have any type of aches, all attributed to the higher oxygen content. The NITROX course made a real believer out of me. More oxygen is the way to enjoy deeper dives and worth the time and money it takes to get the NITROX certification. With NITROX becoming more popular, Brownie’s has a unique, yet amazingly simple method of oxygen generation for NITROX tank fills on board a yacht. Supplying NITROX is no longer just for the 200 footers. Brownie’s systems have been installed on as yachts as small as an 84-foot Lazzara. Brownie’s has two instructional programs: the PADI recreational dive school taught by Mike Mandich and a high-tech program taught through Global Underwater Explorers with in-house instructor Dean Marshal. From the initial open water dive to the most advanced Tec One license (diving with a mix of helium, oxygen and compressed air), Marshal teaches it all. For anything between a scuba refresher course and the dive master, Mandich will customize a program of fun and adventure. Our drift dives along the third reef were a lovely visual of fan corals, small brain corals and a healthy amount of colorful fish. “Mike has been a great asset to Brownie’s,” Carmichael said. “His dive courses can be individually tailored to fit a busy yacht crew’s schedule. He will even move on board to facilitate the crew’s schedule.” A highlight of the dive master course for me was the teaching component. My first class had an 11year-old and 12-and-a-half-year-old sister team from Ecuador and their dad. My apprehension for them evaporated upon watching how comfortable they were at Tigertail Lake. This freshwater facility is world class, paid for by Broward County taxpayers. With its underwater trampolines at 10 feet and 20 feet, conducting scuba classes is a breeze. So crawl out of the bilges, engine rooms, galleys and pubs and enjoy the underwater world here in Lauderdale while waiting your next “go here” orders from the owner. For more information about Brownie’s and a list of locations, visit www.yachtdiver. com or call 954-524-2112. Comments on this story are welcome at david@hare. com. If you have a product or service you’d like to see reviewed, contact Editor Lucy Chabot Reed at lucy@ the-triton.com.
B November 2007 PROJECT MANAGEMENT: Change orders
Yard work changes on the fly? Recalculate, restate cost, time By Cleve Jennings Moving the goal post during play can be tricky business. Let’s see why. A new build or repair/refit project is in its early stages and going smoothly. Both the yard’s project manager and the vessel representative are on top of each job outlined in the work order and things appear to be on budget and on time. Then, unexpectedly, either the yard discovers something additional that must be done to the vessel or the owner decides to make a modification since the vessel is already in the yard. In either instance, the overall project may be caused to be different. Whatever the reason – be it necessary or capricious – the goal post, with its two dimensions of cost and time, begins to move. At this point the yard must provide the vessel representative and owner a comprehensive estimate of not only the cost and time associated with the change but a clear understanding of how other scheduled work may be impacted. This is a great time for a project review meeting. This estimate, and its change order form, can be as simple as a 5-inch by 8-inch printed card or as elaborate as a formal typed document. It all depends on how large or complex the change is going to be. Different yards will use different formats but the result should be the same. Let’s look at some aspects of a change order.
The original project had a costbased budget. This budget will now increase, yet human nature will tend to remember the expectation of the original budget. This is especially important if there will be multiple change orders, which is common. Therefore, it is critical that these increases be made abundantly clear to the owner, even though they may have caused it. The yard’s project manager should make a chart that tracks the original cost, including each additional change order cost, thereby keeping these increases in front of the vessel representative and owner on a changeby-change basis. It is worth noting that, especially on larger projects, it’s not unusual to see a 25-30 percent increase, or job grow, beyond the original scope of the work order. This is where it can get ugly. For example, let’s say that the original (repair/refit in this case) project had a projected cost of $100,000. Change orders reached the 28 percent mark, or $28,000. A 6 percent tax is added, or $7,680. The final bill
is now $135,680. Let’s hope everyone was informed throughout the project and that they were expecting that additional $35,680.
Obviously when the vessel undergoes any additional alteration it may take additional time. Factors such as ordering materials, the shipping time and availability of these materials, work stoppage as a result of the new change, sub-contractor availability, the actual work timeline, and engineering issues all need consideration. Once the yard’s project manager has a clear understanding of the additional time, that information must be shared with the vessel representative and passed on to the owner. Should the vessel have a drop-dead date for completion such as a sea trial, wedding, race, regatta, delivery or whatever, don’t undertake too much additional work. Everyone wants to take advantage of the time the vessel is in the yard but be realistic. Track the time increases to ensure that the wedding party won’t be disappointed. A change order, in addition to being a description of the work and an approval to commence the work, should also be a mechanism that tangibly pushes the goal-post away from the original cost and time expectation. As these changes take place and compound the cost and time, add them up and get the information to all parties involved. Let there be no surprises. The change order form will require a date, signatures by the yard and vessel representatives authorizing the work, and in some cases, copies distributed to the trade foremen informing them of the new work to be accomplished. The change order will also be written as a new job on the work order. The trades will be more interested in time, whereas the yard and vessel will be interested in both cost and time. Keep in mind that the likelihood of alterations and adjustments to the project may be more prevalent in new builds then in repair/refit. It’s usually a function of the length of time the vessel is in the yard. But it’s common in both. Communication and transparency of information are key to a successful project with change orders. Cleve Jennings, a former captain, has 30 years experience in the marine industry. He has held senior management positions in shipyards, with the Whitbread Round the World Race, and in banking. He has worked as a project manager on new builds and repair/refits. Comments on this story are welcome to firstname.lastname@example.org.
The equipment moving Legacy is not yielding fast results.
UPDATE ON S/Y LEGACY
Legacy retrieval a work in (slow) progress The recovery efforts for the S/Y Legacy appear to be continuing, albeit slower than originally expected. The 158-foot Perini Navi, stranded about a mile inland on the Florida Keys National Marine Sanctuary near Key West, is being inched back to deeper water. It’s difficult to get “official” word on progress and status, despite numerous calls to various sources. An “unofficial” source in Key West reports that Legacy has moved about 400 feet total, with operations continuing by the salvage team on-site. Some additional gear has also been brought to the site, which is likely indicative of continuing the effort to
free Legacy. By the looks of it, it will probably be several more weeks before Legacy reaches the edge of the flats and deep water. On Sept. 8, teams estimated the move would take about three weeks. Progress may be slow, but carries on. And helping the situation is the fact that they have not had to deal with a hurricane this season, so far. (Hurricane season “ends” Nov. 30.) It was a hurricane (Wilma in October 2005) that blew her into this precarious position in the first place. We will continue to monitor the situation. – Capt. Tom Serio
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 17, 2006
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B November 2007 TECHNOLOGY BRIEFS
Canadian industry associations want pilot change The Chamber of Marine Commerce in Canada sent a letter to the Government of Canada, co-signed by 14 industry associations, supporting government changes to Canada’s system of marine pilotage. Providing a sense of industry frustration with the slow pace of pilotage reform, the coalition notes, “Canadian industry has grown tired of paying exorbitant fees to pilotage monopolies for services and operations which are run at less than optimal efficiency.” The letter concludes with optimism that the government will reintroduce a bill in the new session of Parliament.
ACR launches new AIS system
ACR Electronics, a Ft. Lauderdalebased manufacturer of marine safety and survival electronics, has introduced the Nauticast B, a Class B Automatic Identification System (AIS) transmit-and-receive transponder designed for recreational and small commercial crafts. ACR’s Nauticast B allows users to announce identity, position, speed and course over ground to oncoming traffic. It communicates data through the user’s chart plotter or laptop and also features a remote Safety Related Message (SRM) send button that
saves the precise coordinates of an emergency incident and immediately generates a safety distress message to surrounding vessels. The SRM can be configured to allow users to operate in a stealth mode by only receiving AIS data and not sharing for added security to avoid being noticed by pirating vessels. ACR already markets two Nauticast A transponders: the Nauticast UAIS, a transponder designed for all Class A commercial vessels, and the Nauticast2 AIS, a transponder for non-SOLAS commercial vessels. ACR, known for its high-tech EPIRBs and personal locator beacons, has received approval to sell the Nauticast B in Belgium, Estonia, Finland, France, Germany, Greece, Norway, Poland, Spain, Turkey and the United Kingdom. U.S. approvals are pending. Suggested retail price is $1,180. For more information, visit www. acrelectronics.com.
Westerbeke introduces generator Massachusetts-based Westerbeke Corp. has introduced NMEA 2000 networked diesel generators. Labeled D-NETTM, these digital generators provide the power “backbone” for a NMEA 2000 network – to link a full
array of certified controls, instruments, navigation systems and displays along a single cable. At the heart of this system is a Westerbeke Tier-2 diesel generator. This initial introduction covers two models: a 5.7 kW (#EDT-514, 50 Hertz) model and a 7.6 kW (#EDT-614, 60 Hertz) model. These models’ 3-cylinder diesel engine employs a newly designed tuned air intake to further reduce noise. Additionally, electronic governing virtually eliminates “droop” when electrical loads are applied. For more information, contact Westerbeke at +1-508-823-7677 or visit www.westerbeke.com.
EPS thruster now retractable
Van der Velden Marine Systems has introduced a new version of its awardwinning EPS thruster. The new EPS Azimuthing Retractable thruster performs both propulsion and steering
duties, aiding in dynamic positioning, station keeping and mooring. Launched at the Monaco Yacht Show, the thruster can turn a vessel 360 degrees in its own length. When used as part of a dynamic positioning or station keeping system, it enables the vessel’s main engines to be turned off. Capable of continuous use, it can also serve as the primary propulsion source on smaller yachts. The first orders for the thruster have already been placed, the company said in a statement. Feadship will install the unit aft on two new projects, combined with two EPS Side Tunnel thrusters in the forward part of each yacht. For info, visit www.vdvyachting.nl.
FarSounder lands $2M grant
FarSounder, a developer of 3D forward-looking sonar technology, has been awarded a $2 million grant from the National Institute of Standards and Technology (NIST) to develop a long-range/high-speed navigation and obstacle avoidance sonar. To improve the safety of marine cargo transport, FarSounder plans to develop a forward-looking navigation and collision avoidance sonar system,
See TECH BRIEFS, page B9
www.the-triton.com TECHNOLOGY BRIEFS: IBEX Awards
10 manufacturers honored at 17th annual IBEX event Ten marine manufacturers were honored in October for innovative achievement at the 17th annual International BoatBuilders’ Exhibition & Conference (IBEX) in Miami. The Innovation Awards recognize products that best meet the following criteria: innovative distinction from other products; benefit to the industry and/or consumer; practicality; costeffectiveness; and availability to the consumer within 60 days of award receipt. l Boatbuilding Methods & Materials: G/flex Epoxies from West System, a series of high strength, low modulus epoxies designed to resist thermal movement between dissimilar and difficult-to-bond materials without compromising thermal properties. l Electrical Systems: ProSafe
IMO issues complete revision of GMDSS manual TECH BRIEFS, from page B8 providing real-time 3-dimensional location (bearing, range, depth) of obstacles at distances up to 3.2km (2 miles) for vessels traveling at up to 65 km/hr (35 knots). This nearly three-year project requires important technological innovations, including the development of high-speed signal processing algorithms to compensate for the ship’s motion, the changing acoustic environment and background noise at high speeds, and development of other signal processing methodologies that would extend the state of the art for sonar signal processing. For more information, contact FarSounder through www.farsounder. com.
IMO publishes new GMDSS manual
The International Maritime Organization (IMO) has issued a complete revision of its handbook on the global maritime distress and safety system, the GMDSS Manual. The intent of the new GMDSS Manual (formerly the GMDSS Handbook) is to provide an explanation of the principles on which the GMDSS is based, the radio communication requirements and recommendations for its implementation, the operational performance standards and technical specifications to be met by GMDSS equipment, and the procedures for and method of operation of the various radio services that form the GMDSS. It is available from authorized distributors of IMO publications and via the IMO’s online bookshop at www. imo.org.
FS Series from ProMariner. The product uses High Power Flat Pack semiconductor technology and solves the most common forms of corrosion and zinc loss problems while the boat is connected to AC power. l Furnishings & Finishes: i2Systems’ Tri-Light Technology, brightly colored, changing lights. The lights help to prevent night blindness and are applicable for use on boats of almost any size. l Hardware Fittings: co-winners Airlock Wakeboard Rack from Skylon; and Tallon Marine’s Tallon System. Skylon’s rack prevent damage to wakeboards from vibration. Tallon’s system enables boaters to swap out fixtures and accessories on their vessels quickly and effortlessly while preserving the boat’s clean
lines. It holds a broad range of marine accessories—everything from rod holders and dive racks to drink holders and powered accessories—and can be factory installed or retrofitted. l Inboard Engines: Mercury Marine’s Axius, a sterndrive package that uses twin, individually articulating MerCruiser Bravo Three sterndrives without the use of a tie bar. l Mechanical Systems: Turbo Air Conditioning System from Dometic Environmental Corp., which reduces unit height by up to 17 percent, increases capacity by up to 21 percent, decreases amperage draw by up to 27 percent and cuts back on installation time by 10 to 20 minutes. l OEM Electronics and Electrical Systems: EvrSafe Marine Technologies for its EvrSafe ISS 1040. The product
is a multi-toxic gas sensory device that can detect multiple gases such as carbon monoxide or hydrocarbons via a single sensor. It comes standard with four sensors and CPU, however it can be fitted for up to 130 additional sensors. l Outboard Engines: Yamaha F350 V8 Four Stroke Outboard, which offers easier rigging through “plug and play” wiring and laptop computer-based testing with no engine installation required. l Environmental Award: Ocean Equipment for its Offshore System Deck Filler Gauge. This product enables boat owners to see a digital indication of tank levels right at the point of filling, thus preventing fuel leakage. For more information, visit www. ibexshow.com.
B10 November 2007 FEATURE: Broward Marine
Broward Marine humming three years into its own refit By Joe Newman If there’s any doubt that Broward Marine is back from the brink, just take a walk around its boat yard in Dania Beach. Three megayachts are in different stages of production in the builder’s massive hangar. Over at the docks, workers are busy preparing the company’s 120-foot prototype for the Ft. Lauderdale International Boat Show. And in the service area, a half dozen yachts sit out of the water in various stages of repair and refit. The bustle of activity is in stark contrast to three years ago when the yacht builder was down to fewer than 20 workers. Today, Broward Marine boasts 150 employees and has a goal of starting a new vessel every few months. Real estate developer Tom Lewis, who bought the company in March 2005, has been true to his promise of pumping capital into the business and reviving the storied yacht builder. Helping lead the charge are two of Lewis’ newest hires, General Manager James Brewer and Production Manager Peter White, two industry veterans who were hired over the summer to Brewer help guide Broward Marine’s aggressive expansion. Before coming to Broward Marine, Brewer spent 8½ years as an executive at Rybovich in West Palm Beach. White Like others in the industry, he watched as Broward Marine struggled with cutbacks and a slow down in production. Founder and longtime owner Frank Denison sold the company in 1998 to Palm Beach County developer Glen Straub. “I was disappointed to see its downturn and was very interested to see Tom Lewis come in and resurrect the business,” Brewer said. “In talking to Tom, I saw there was a tremendous opportunity here.” Despite Broward Marine’s 59-year legacy, Brewer likes to refer to the company as a start-up. The company’s hopes rest on its new line of megayachts that Brewer says fit a market that is currently under served – those folks who want a custom-built, aluminum-hull megayacht in the 120 to 160 foot range. “We have a boat that fits a niche very well,” he said. The metal boat-builders that Broward Marine is competing with seem to be focusing on the larger,
One of three megayachts in production at Broward Marine. higher-end of the market, Brewer said. The job of overseeing the production of Broward’s new line of megayachts falls to White, an Australian native who spent five years with Derecktor Shipyards in Connecticut overseeing the construction of two high-speed ferries. White, a mechanical engineer, has also worked for SBF and the Austral Group, makers of Oceanfast yachts. White is literally turning things upside down at Broward, or right-side up as it might be better put. One of the changes he is bringing will be in the way the company constructs its hulls, which until White’s arrival were put together upside down in traditional boat-building fashion. But improvements in technology and boat-building techniques have made the old upside-down construction out-of-date. The change will increase efficiency and allow the company to speed up the construction of its boats, he said. For White, Broward’s new line of megayachts is on another level when compared to the boats built by his predecessors. The new Browards, with their Italian-styled interiors and raised pilothouses, are built to the standards of the American Bureau of Shipping and the United Kingdom’s Maritime and Coastguard Agency. “I think the Browards of old were more for a domestic market,” White said. “I think this market that we’re targeting now is the next step up.” David Wiest, a broker with Robert Cury & Associates, said he was impressed with the 120-foot prototype,
which he checked out on a recent test cruise. A big plus is that the yacht has five staterooms, an on-deck master and a hot tub on the flybridge, features that aren’t often found at the 120-foot length. “They’ve just upped the quality standard on the boat,” Wiest said. “I think there’s a niche for that. I think there are people looking for that class of boat.” Wiest has a unique perspective on Broward Marine because he was controller and chief financial officer under the Denison ownership and was hired as vice president of sales a few months after Lewis bought the company in 2005. Wiest worked for Lewis for a year before returning to Robert Cury. “Tom has come in now and revitalized the company and brought back the spirit that used to be there,” Wiest said. Frank Denison founded Broward Marine in 1948, becoming one of the country’s first megayacht builders. His company built more than 300 yachts over the years and helped establish Ft. Lauderdale as one of the world’s yachting centers. While the Broward line has its critics, the reality is that only two of the yachts Denison built are no longer afloat, Wiest said. Controversy and family squabbles plagued the company during the end of Denison’s ownership. Denison would later sue Straub, claiming he had been cheated in the sale. Denison passed away in March 2000 and his family and Straub later settled the suit.
Broward’s employment roster has soared from fewer than 20 to 150. During Straub’s ownership, the name of the company was changed to Broward Yachts and production dropped to about one yacht a year. Now Broward Marine has not only increased production of its megayachts but has revitalized its repair and refit service. The boat yard has a 150-ton travelift and is trying to get permitted for a 300-ton lift. Broward Marine’s repair services have won the company many loyal customers. Capt. Craig Rutkai brought a Broward he was captaining to the yard shortly after Lewis bought the company and was so impressed that he later brought a 112-foot Westport there, despite Westport’s recommendation that he use a different, preferred service center. “They did a fantastic job,” Rutkai said. “They finished on time and finished on budget.” Joe Newman is a freelance journalist in South Florida. Comments on this story are welcome at editorial@the-triton. com.
B12 November 2007 FROM THE FRONT: Rules of the Road
Commercial status doesn’t require vessel to be chartered RULES, from page B1 that most yacht owners did not achieve their success by being foolish. This is especially true when it comes to finances. Running a yacht, either private or commercial, is not cheap. For a commercial yacht there are additional costs involved in safety equipment, required third-party inspections, registration and legal fees. However, solely considering the amount of tax that is levied on the value of a private yacht, plus the future taxes on her fuel, those costs are almost
immediately recouped. The potential negative effect the absence of commercial certification has on the resale value is also a factor. l Owner has no intention of chartering. Having a yacht certified for commercial operations does not obligate an owner to charter the yacht. When, where and if an owner so decides is completely at the owner’s discretion. Having a yacht meet the standards of commercial certification is a statement to the level of safety implemented on
board. It is also a tremendous positive hurdle for yachts wanting to achieve when the time comes for her resale. commercial certification. There are many well-built and maintained yachts Compare it to used car sales. Does that, because of their hull construction one have a higher level of confidence when purchasing a certified, pre-owned or age, are not able to meet the standards of a classification society’s vehicle, in comparison to the same car rules. you saw down the road at someone’s house? The costs for putting a yacht “in class” can also be substantial, not to Unlike a private yacht, commercial mention the time involved. yachts are inspected annually. This promotes continual improvement and The prerequisite for a yacht to be assures a consistent standard. classed is a requirement of the UK MCA’s Large Yacht Code. This safety Commercial certification provides code is a national standard for British a third-party, objective view of the yachts only. It is enforced by the Red condition of the yacht. Ensign flags (UK, Cayman Islands, Isle l Too much paperwork. of Man, Bermuda, etc). This is the most popular response. While highly popular and Running a yacht is a business. No internationally recognized, being company today can be operated “MCA” is not the only option for a without some type of management yacht. Several other flags have their system. If not, then it is not operating own commercial yacht codes. These correctly. “non-Red Ensign yachts” are also However, too much administration commercially certified. They are not can be an indication of microcertified as “MCA” solely because they management or inexperience. If a are not British flagged. captain and crew are being inundated It is equally important to note with paperwork, then something is that other flags’ wrong. yacht codes have A simple and Open registries, such recognized the professional as the Cayman Islands many unclassed administrative but excellent yachts and Marshall Islands, system when previously implemented allow for any nationality that could not operate properly will save on the IMO-approved commercially. Their any yacht – private codes allow for STCW Code “white list.” or commercial – a certain unclassed considerable amount This permits a more yachts to be certified of money. international crew. as a commercial Operating a yacht. commercially This is particularly true for yachts certified yacht does not create below 500 gross tons. While not as paperwork disproportionate to its well-known, these non-UK national advantages. standards for commercial yachts are l Manning. equivalent and equally recognized Depending upon the flag of registry, internationally. The options are there. this can be an issue. If the yacht They only need to be researched. operates under a national flag, such Commercially certifying a yacht has as the United States, cabotage laws traditionally been a taboo subject for require that the yacht is manned with all but the largest of vessels seeking U.S. citizens and no more than 25 to charter. Breaking this chain of percent legal residents. incorrect, pass-down, verbal history for Open registries, such as the Cayman “impossibility” is imperative for raising Islands and Marshall Islands, allow for the standard of operation within our any nationality on the IMO-approved industry to the next level. STCW Code “white list.” This permits a more international crew. Capt. Jake DesVergers is chief surveyor Remember that certification for the International Yacht Bureau, an discussed here is different from organization that provides inspection qualification. Licenses, certificates and services to Marshall Islands-registered the standards enforced by the STCW private yachts of any size and Code are just that, an internationally commercial yachts up to 500 gross recognized minimum standard. tons. A deck officer graduate of the U.S. Officer licenses and crew training Merchant Marine Academy at Kings certificates are not a guarantee Point, he previously sailed as master on of quality. Quality comes with merchant ships, acted as designated experience. Personnel certification on person for a shipping company, and a commercial yacht is a must, but why served as regional manager for an would an owner use someone that has international classification society. not met a minimum standard? Comments on this column are welcome l The yacht is not classed. at 954-596-2728 or through www. This has always been a huge yachtbureau.org.
www.the-triton.com MARINAS: Port de Plaisance, St. Maarten
Isle de Sol creator takes over PDP By Carol Bareuther Some of the best ideas in life are those that sound the most far-fetched. Just ask Dr. Reuben Hoppenstein, the man who brought megayachts to St. Maarten/St. Martin (SXM). “I’d been visiting St. Maarten for 35 years and owned Snoopy Island for 25 when I decided to build Isle de Sol, the first dedicated megayacht marina in the world,” said Hoppenstein, a New York-based retired neurosurgeon and South African native. The doctor’s first thoughts of what to do with his 14-acre island, which floats within the 12-squaremile Simpson Hoppenstein Bay Lagoon that spans the border of Dutch St. Maarten and French St. Martin, were to build a high-end gated community, upscale resort, and marina for boats to 100 feet. He didn’t get much support and was told instead that he should build timeshare units. “Back then, twenty-five years ago, who would have thought there would be private yachts over 60 feet?” he said. True, the megayacht boom wasn’t on the horizon in the 1980s. In fact, according to ShowBoats International, a publication that tracks vessel construction, the world had fewer than 700 privately owned yachts over 79 feet in 1993. In 2007, ShowBoats International Global Order Book showed a total of 777 yachts 80 feet and larger under construction. Two observations around the turn of the millennium led Hoppenstein to prove the soothsayers wrong and launch ahead with the idea to build a megayacht marina. “In 2001, I saw two magnificent megayachts at anchor outside Simpson Bay,” Hoppenstein recalled. “I asked the crew why they didn’t come into the protected waters of the bay and was told the bridge wasn’t wide enough and that the existing piers weren’t strong enough to hold the vessels in a heavy blow.” At about the same time, Hoppenstein read an article in the New York Times about the lack of available dockage for megayachts in Nice and Monte Carlo. The article described how Monte Carlo brought in a barge from Spain that provided for a dock extension making additional slips possible as well as room for hotels, restaurants and shops. The trickledown effect of these slips contributed an estimated $150,000 a month to the local economy. “I’ve seen many islands and I thought SXM had the most going for it,” Hoppenstein said.
An aerial view of the Yacht Club Port de Plaisance. Hoppenstein said he is planning a renovation to bring PDP quality up so it matches or beats what exists at Isle de Sol. PHOTOS COURTESY OF PDP
Thus, Hoppenstein, with Caribbean Marine Management and Consulting (started by Jeff Boyd and now a subsidiary of Island Global Yachting), developed Isle de Sol on Snoopy Island. This 45-slip megayacht marina – capable of docking yachts up to 365 feet – opened in December 2002. IDS played host site for the first St. Maarten Charter Yacht Exhibition two years later. “At the time, Jeff advised me to build facilities for crews,” Hoppenstein said. “He said if the crews were happy, they’d have influence over their owners. At first I thought it was crazy, but I built a swimming pool on pilings that cost me $600,000, along with tennis courts and a full yacht club for crew.” Hoppenstein took over the lease of Yacht Club Port de Plaisance (PDP) four years ago. He lost money two years running, but made a profit last year. Earlier this year he severed his association with IDS, which was acquired by IGY. Hoppenstein, and his son, Charles, subsequently exercised an option to purchase PDP from its owner in November 2006 and contracted with Marina Management Services of Boca Raton in September to redevelop and revitalize the Simpson Bay Lagoonbased marina, which has 90 slips for yachts up to 250 feet. “So now I’m competing with myself,” Hoppenstein said. “I’m gung-ho to make PDP the equivalent of Isle de Sol, or surpass it.” This is no small feat, but the doctor has always been an innovator and will put those skills and others to use at PDP. As a kid, he used to build his own toys. Today, he is the biotech patent holder of more than 75 micro-surgical instruments. Hoppenstein’s latest inventions (patents pending) are an ultralight 3wheel, 2-seater vehicle, capable of 80 to 100 miles a gallon with a safety rollover feature that can be parked aboard a megayacht, as well as a three-seat aqua car. He expects to bring the first vehicle to market in 18 months. This fall, Hoppenstein will make infrastructure improvements at PDP including adding high-speed Internet and in-slip fueling as well as reestablishing the crew bar. PDP will also host the 1st annual MYBA St. Maarten
Charter Show in December. Patrick Barrett, who has been PDP’s controller, is now its director of operations. The bulk of PDP staff remains at the marina, he said. “There are not enough slips in the Mediterranean, close to 800 megayachts currently under construction and the Caribbean is fantastic both winter and summer. In fact, I can see more megayachts staying in the region year round. If there is a hurricane, these yachts can make 300 miles in a day and easily get out its way.” Carol Bareuther is a freelance writer living in St. Thomas. Comments on this story are welcome at firstname.lastname@example.org.
B14 November 2007 MARINAS / YARDS
Vertical Yachts spent three years devising the concept for Vertical Yacht PHOTOS COURTESY OF VERTICAL YACHT CLUB Club Marina Mile.
Vertical Yacht Club debuts dry storage for megayachts Aqua Marine Partners and Vertical Yacht Club Development announced plans for its newest project, Vertical Yacht Club Marina Mile – the marine industry’s first vertical dry storage facility designed exclusively for yachts up to 85 feet and 90 tons. Vertical Yachts spent three years devising the concept for Vertical Yacht Club Marina Mile, located at 3000 W. State Road 84 in Ft. Lauderdale. The state-of-the-art indoor facility will house 46 yachts and provide protection with a hurricane-resistant design that can withstand up to Category 5 force storms. The revolutionary Hercules system transports each yacht and stores it in a fully enclosed, air conditioned suite within the building. The Hercules system uses an overhead bridge crane and a high-tech open-rack system to maneuver boats with precise guidance. Suite platforms are to be custom designed for each hull. A 250-squarefoot mezzanine as well as a fire suppression system and biometric controls will also be included. Domestic and European power will be accessible, along with standard hook ups in each suite. Vertical Yacht Club will feature a monthly maintenance program to ensure engines, electronics and systems are preserved. The Club will feature a lounge, business conference center, gym, spa, concierge and offices for captain and crew. The project is expected to break ground this summer. For more information, visit www.verticalyachts. com or www.verticalyachtclub.com.
City board OKs New River marina
The city of Ft. Lauderdale’s planning and zoning board approved the redevelopment plans for the 12-acre Ft. Lauderdale BoatClub yard and marina, formerly Jackson Marine.
BoatClub has already acquired state and federal environmental permits but awaits the OK from city commissioners, who have voted down several big marina projects this year. Ft. Lauderdale BoatClub will include 300 dry slips available for purchase for boats up to 49 feet. Fourteen wet slips are available for boats up to 160 feet. There will also be 14 executive offices for captain and crew management and 14 air-conditioned garages for storage and parking. “We are redeveloping the entire property, down to every last seawall, floating dock, and including 25,000 yards of underwater dredging surrounding the marina,” said Ruff. “When completed, we will have over 300 combined wet and dry slips and over 80,000 square feet dedicated to service, repair and marine-related retail. “The list of amenities at the new Ft Lauderdale BoatClub is extensive – encompassing 12 acres located on the New River, there is a lot of room to design with big ideas in mind.” This is Ft Lauderdale BoatClub’s first showing at the Fort Lauderdale International Boat Show. “Over the next year we will be exhibiting at every major Florida Boat Show throughout the state. But, this is the show of shows – and we wouldn’t think of missing it!” said Ruff. Ft Lauderdale BoatClub is located off of I-95 from the Davie Road exit and by water is 30-minutes to the Atlantic via the New River, through downtown Ft. Lauderdale.
Bradford starts rewards programs
The Shipyard Group (TSG), the brokerage arm of Bradford Marine, has begun two megayacht Rewards Programs for its listed and charter vessels to offer owners and captains complementary services and discounts
See MARINAS, page B15
MARINAS / YARDS
‘Sopranos’ star leads boat parade Actress Lorraine Bracco is the Grand Marshall for this year’s Winterfest Boat Parade in South Florida. Bracco is best known as Tony Soprano’s psychiatrist, Dr. Melfi, on the hit series “The Sopranos.” She also starred in “Goodfellas” and is an author and wine maker. “I am happy and proud that people Bracco would have thought of me,” she said recently at a press conference. The theme for the parade is Magical Movie Moments, and participating vessels are urged to use the theme in their decorating. The parade, scheduled for a 6:30 p.m. start Dec 15, will take a new route, at least part of the way. Previously, it started in Port Everglades and stretched north on the Intracoastal Waterway to Lake Santa Barbara in Pompano Beach. The parade will
now start deep up the New River in downtown Ft. Lauderdale, head east toward the ICW and turn north to the lake. Staging of parade vessels will be west of the Broward Center for the Performing Arts. The New River will be closed to all but parade traffic beginning at 3 p.m. that day. Eight bridges along the parade route will have staggered openings, with those on the river starting at 5:30 p.m. and the four on the ICW starting at 7 p.m. for Las Olas Blvd., and every 30 minutes thereafter for Sunrise, Oakland and Commercial boulevards. Bridges will remain open for about two hours. Starting the parade on the river is expected to draw more people, organizers said, as many as 1 million along the 12-mile route. Local captains and tow boat operators have expressed concerns about safety, however. For more information about the parade, see www.winterfestparade.com. – Capt. Tom Serio
Dockmaster trains for marathon MARINAS, from page B14 on services in both the company’s Ft. Lauderdale yard and Grand Bahama yard. Benefits include 5 percent discount on all services at their shipyards, free annual haul out, free dockage while the yacht is centrally listed with TSG for sale, free flights for emergencies to the Bahamas, free emergency towing, free New River towing to and from the Ft. Lauderdale shipyard, free airport shuttle, free parts delivery, priority yard bookings, and ticketing/event assistance for recreational events For more information, call +1954-377-3900 or e-mail info@ theshipyardgroup.com. l Bradford also hired two new employees: Edwin Bless joins as a project manager. Originally from Long Island, he spent 35 years in the U. S. Merchant Marine and has compiled over 40 years of industry experience with various engineering positions at companies, including New York Shipyard and Atlantic Dredge Company. Bless holds licenses for Chief Engineer and First Class Stationary Engineer. Dennis Dandria also joins as a project manager. A South Florida native, he has been in the marine industry for six years. He helped establish a rental boat fleet in Arizona and worked on electric-powered boats.
Dockmaster trains for marathon
Scott Salomon, dockmaster at Hall of Fame Marina in Ft. Lauderdale, is once again preparing for the Walt Disney World Marathon in Orlando
in January. The 26.2-mile course takes more than 13,000 athletes from around the world through all four Disney parks. As in the past, Salomon is raising money for Helping Hands of Harbour Towne, a sister Westrec marina located in Dania Beach, and the Plywood Regatta Scholarship Fund. Helping Hands of Harbour Towne is a non-profit organization that helps families with sick children by giving financial assistance and support. The Plywood Regatta Scholarship Fund provides financial support to deserving and qualified Plywood Regatta participants for advanced education towards recreational marine industry careers. The regatta is produced each year by the Marine Industries Association of South Florida for local middle and high school students. For more information, contact Salomon at +1-954-764-3975 or email@example.com.
Tampa to add 700 dry, 40 wet slips
Yacht Club of the Americas (YCOA) will make its debut in Tampa Bay at the former Tampa Bayside Marina with a 700-slip dry rackominium. Called the Tampa Harbour Yacht Club, members receive reciprocal privileges at all YCOA-affiliated locations, including those in Destin, Key West, Sanibel, Naples, Tampa, Stuart, New Smyrna, Riviera (Ft. Myers), Ft. George (Jacksonville) and Grand Bahamas. The dry slips will accommodate boats up to 50 feet; the wet slips are for boats up to 80 feet. For more information, visit www.ycoa.com.
B16 November 2007 BOATS / BROKERS: Nick Stanley
Nick Stanley, 76, was a true, old-school broker By Joe Newman Nicholas “Nick” Stanley was old school, from the 58-foot Trumpy yacht fisherman he owned to his warehouse bay full of classic Woodie cars to the way he approached his job as a broker for Merrill-Stevens. He learned to sell yachts in the days before the Internet changed everything. When Stanley started in the business, a successful broker was one who knew everything there was to know about the boat he was trying to sell. “My father could go down the waterway and point to any boat and rattle off who sold it, what the price was, who built it, the manufacture, the specs – he just had a wealth of knowledge,” said Stanley’s son, Ben. Nick Stanley passed away Oct. 4 from congestive heart failure. He was 76. An Ohio native, Stanley moved to Fort Lauderdale with his family in 1937. He graduated from Fort Lauderdale High School in 1949 and went to college at the Illinois Institute of Technology where he studied art and design. His career as an industrial designer was interrupted when he enlisted in the U.S. Navy during the Korean War. After his stint in the Navy, Stanley returned to Fort Lauderdale and entered the fledgling yacht brokerage business. He started selling yachts in 1965 with an office at Admiralty Yacht and Ship Repair and two years later joined Bradford Yacht Sales, which today is known as Merrill-Stevens. Charles Blickle, 53, whose family founded Bradford Yacht Sales, was a kid when he met Stanley. Stanley came up as a broker when there were few yacht brokers and those who had listings of yachts for sale guarded them closely.
At left, Nick Stanley in his 1931 Chrysler, accompanied by his favorite grand-dog, Sam. Above, Nick Stanley shares a smile with son Capt. Ben Stanley. PHOTOS COURTESY OF CAPT. BEN STANLEY
“It was kind of a good old guys’ club,” Blickle said. “Back then, you had to earn your way into the trust of certain yacht brokers for them to share their listings with you.” That’s not the case these days, said Blickle, a broker at Merrill-Stevens. The Internet has allowed many buyers to find yachts without a broker’s help. “Anybody can be a yacht broker today if you have a computer terminal,” Blickle said. “Nick always made a comment, ‘the Internet is going to be the demise of the yacht broker.’” Blickle credits Stanley for teaching him everything he knows about yacht sales. “I felt like I lost a second father,” he said. Stanley’s son, Ben, also found his way into a career in the marine industry, thanks to his father. Though he grew up around boats, Ben Stanley hadn’t considered a career as a mariner
when it came time to go to college. He was drifting through school taking business courses when his father showed him an article about Maine Maritime Academy. “He knew that I loved boating, I just couldn’t see it at the time,” Stanley said. “Like my father used to say, ‘If you do what you love, you’ll never work a day in your life.’” Father and son shared a love for yachts. Growing up, Stanley said the family always had a demo yacht behind their house that they used as the family boat. Nick Stanley finally bought his own yacht, a Trumpy yacht fisherman. He had sold the yacht for previous owners and had always loved the boat, his son said. When the boat went on sale again in the early 1990s, he decided to buy it for himself. “He actually bought it back from the client he sold it to,” Stanley said. “He
just loved the boat from day one.” Ben Stanley, now captain of M/Y Sea Star, leaned on his father for career advice once again in the late 1990s when his dad persuaded him to try his hand as a yacht broker. Like Blickle, Ben Stanley says he learned a lot from watching his father work. Nick Stanley had loyal clients who bought yacht after yacht from him over the past 40 years, Ben Stanley said. “He was always straight forward, a straight shooter – no sugar coating,” Stanley said. “He was from the old guard, when yachting was yachting.” Nicholas Bennett Stanley is also survived by his wife of 48 years, Peggy Culp Stanley; daughter, Jennifer Johnson; and two grandsons, Frederick and Henry Johnson. Friends can sign a guestbook for Stanley at the obituary section of the South Florida Sun-Sentinel’s website, www.sun-sentinel.com. Joe Newman is a freelance journalist in South Florida. Comments on this story are welcome at editorial@the-triton. com.
BOAT / BROKERS
Wright Maritime director: Rasselas sold into good hands AJ Anderson, managing director with Wright Maritime Group in Ft. Lauderdale, announced that M/Y Rasselas has been sold and is now under the command of Capt. Richard Hutchinson. “There could not be a better solution to our loss than having this fantastic new owner and his captain take over,” Anderson said, referring to the May 2 death of former Rasselas owner Kenneth Rainin. “Both have proven with their current Feadship’s care that they will not only maintain what Rasselas has been, but I believe they will improve on what we accomplished.” In other news, the new 157-foot Christensen Lady Joy has joined the charter fleet of Wright Maritime’s charter division, Sapphire Seas.
Fraser Yachts announced the following new central agency listings for sale: The 164-foot M/Y Sensation by Sensation Yachts; the 133-foot M/Y Talon; the 110-foot Feadship M/Y Nepenthe; the 95-foot San Lorenzo M/Y Atlantica; the 95-foot M/Y Shapama; the 86-foot M/Y Bel Mare; the 86-foot Warren M/Y Zakouska; and the 85-foot Jongert M/Y Impossible Dream.
Merle Wood & Associates
Merle Wood & Associates has signed the following new central agency listings for sale: the 150-foot Trinity M/Y Iris (above); the 134-foot Lurssen M/Y Blind Date (joint with Peter Insull); and the 88-foot Pershing M/Y
Rompemar. Recent sales include: the 145-foot Millennium The World is Not Enough; the 115-foot Benetti M/Y Rebellious; Rompemar; and the 88-foot Pershing T/T Helios. Brokers David Frazer and Sam Israeloff have joined Merle Wood & Associates in the production and custom Yachts division. For more information, call 954-525-5111.
Northrop and Johnson
“In five years time, the whole yacht will be designed around a cell, and accommodating a fuel cell will be standard issue in the marine design industry,” he said. The Emerald fuel cell system is commercially the first to run off LPG, propane or calor gas, the companies said. Compared to a diesel generator, the Emerald will cut emissions by an estimated 60 percent. Added benefits include reduced maintenance, low noise and vibrations, with a significant reduction in overall weight. “It is the potential reliability and ease of maintenance of the fuel cell that are its main attributes,” said Stephen Voller, CEO of Voller Energy.
Shannon adds yacht tender line Northrop and Johnson is the new central listing agent for the 160-foot Delta M/Y Newvida (former Gallant Lady).
Fuel-cell powered yacht in design
Voller Energy, a technology company focused on alternative energy supply, has collaborated with yacht designer Ken Freivokh on a 55-foot cruising yacht to be completely powered by fuel cell technology. Voller Energy’s Emerald Fuel Cell System provides clean, safe and reliable electric power, the company said in a statement. Without the need to house a generator or engine, the compact cell and constant supply of electricity opens up the design of a yacht. Below decks, there is increased design scope for living areas and a greater potential to incorporate electrically reliant components on deck for comfort. Freivokh, an international sailor himself, has recently undertaken “one off ” projects including the Maltese Falcon and Leopard 3.
Walt Schulz, designer and builder of the blue-water Shannons since 1975, announced his return to the megayacht industry with the introduction of his latest line of yachts: custom and semicustom tenders and launches. The semi-custom Shannon Tender 28 and 32 are designed to serve two purposes with one boat: a cocktail cruiser for the owner who desires a hands-on boating experience, and a 10-person launch with a cabin and sheltered cockpit seating using the removable hardtop. The tenders are fiberglass with twin diesel engines capable of propelling the boat 30 knots with conventional drives for easy maintenance. They have a draft of less than three feet with a modified deep V hull shape. The tenders displace 9,500 and 11,500 pounds, respectively, and can be stored in a tender garage or on deck. For more information, visit www. shannonyachts.com.
International Yacht Bureau
International Yacht Bureau (IYB)
recently finalized the certification of these yachts allowing them to register for commercial operations: M/Y Aquasition, M/Y CV-9, M/Y Daybreak, M/Y Distraction, M/Y Domani, M/Y Hyperion, M/Y Lady Zelda, M/Y
See BOATS, page B18
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B18 November 2007 BOATS / BROKERS
Knight & Carver YachtCenter’s Cliff Mayo (left), is shown aboard Helios with Chief Engineer Per-Eric Kallstrom (center) and HF Interior managing director PHOTO/JOHN FREEMAN Curt Biller.
Refit will yield 194 feet of chic, floating beach house
The artisans and craftsmen at Finish Masters want to thank all our clients for a great year of business. We have repaired the incredible interiors of dozens of the world’s most beautiful and elegant yachts. We like to say we practice the art of camouflage. Thanks for allowing us to practice our art.
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By the time Helios completes her six-month refit this winter, the 194-foot Oceanco will be ready for her close-up. “It’s going to be a floating beach house, totally chic, edgy and contemporary,” Capt. Tommy Gurr said. “The owners wanted something more fitting to their lifestyle. I know they’ll feel at home here.” As many as 100 full-time workers have been assigned to the interior refit, implemented by HF Interior, a Swedish interior fabrication firm that specializes in cruise ship projects. The 6-year-old Helios marks the company’s most extensive megayacht refit. Besides the major interior overhaul of the salon and all six staterooms, the refit includes full exterior paintwork as well as a full remodel of its 500-square-
foot sundeck, plus considerable system upgrades and maintenance. “This is our biggest project on what we’d term a smaller boat,” said HF Managing Director Curt Biller. “It requires a totally different time frame, with a stronger emphasis on precision and craftsmanship.” Meanwhile, San Diego’s appealing weather has cast its spell on Helios’ chief engineer, Per-Eric Kallstrom. “It’s a fantastic, surprising city,” said Kallstrom, a Sweden native. “I love history and old places, so I’m not a fan of most American cities. But I’m very surprised about San Diego. There are so many things to do and the climate is fantastic. I’m even taking Spanish lessons.” – John Freeman
Renovations for Titanic service ship BOATS, from page B17
Morning Star, M/Y Shalimar, M/Y Tooth Fairy and M/Y Touch. These private yachts upgraded to the highest standards for international pollution prevention compliance with MARPOL certification: M/Y Mystique, M/Y Newvida and M/Y Pegasus. For more information, visit www. yachtbureau.org.
Fincantieri, Cunard strike deal
SS Nomadic renovations in Ireland The SS Nomadic, the service ship to the RMS Titanic and the last White Star Line ship in existence, closed her doors to the public in late October to prepare for extensive renovations. She will be dry-docked at the Hamilton Dock in Belfast, the place where Nomadic was originally fitted out in 1911. The dock has been lying derelict for about 20 years and will itself undergo some restoration this winter For more information, visit www.
The Italian shipbuilder Fincantieri has signed an agreement to build the 92,000-gross ton Queen Elizabeth for cruise company Cunard Line. The ship will be built at Fincantieri’s Monfalcone yard for about $700 million. It will be the second-largest vessel ordered by Cunard, second only to the Queen Mary 2, and is expected to enter into service in the fall of 2010.
Sunreef to build double-deck cat
Sunreef Yachts of Gdansk, Poland, announced that it has received the first order for its 102-foot (31m) doubledeck, sailing catamaran. A launching is scheduled for early 2009. Designed in-house, the cutterrigged yacht is the largest catamaran manufactured by Sunreef Shipyard and will be one of the few in the world of that size.
www.the-triton.com CRUISING GROUNDS: Halifax, Nova Scotia
The lighthouse at Peggy’s Point, beautiful and historic, is purportedly one of the most photographed in the world.
PHOTO/ENG. GARY DIXON
Get some pointers to make the most out of Halifax By Eng. Gary Dixon The largest man-made explosion ever seen on the face of this planet – prior to the Hiroshima bomb – occurred in Halifax in 1917. Due to its strategic position on the Atlantic, along with its natural deep harbor, Halifax was one of the key staging areas for many of the war ships headed from North America to Europe. World War I had been raging on for more than three years and the harbor’s tonnage had increased from 2 million to more than 17 million. Due to this increase in shipping traffic, thousands of people found their way to Halifax and settled in wood-framed houses on the steep hill that comes up from the harbor. The prosperity of the time, however, was overshadowed by the tension of war. With German U-boats patrolling the North Atlantic, Halifax was on constant watch and went to great lengths to protect its harbor. Each night, anti-submarine nets made of steel cable were raised in the harbor’s entrance. On Dec. 5, the French steamship Mont Blanc, heavily laden with a deadly mix of various explosives, made it to Halifax but was too late to enter the harbor. After making her way up from New England, the Mont Blanc had to anchor outside the harbor for the night. The next morning, after the submarine nets were lowered, the Mont Blanc pulled anchor, entered the harbor and began making her way up the narrow channel to safe haven. Coming out of the channel at that time was the Belgian relief steamer Imo. Unable to draw closer to shore and take the Imo down her port side, the Mont Blanc made an effort to cross the channel. The Imo reversed her engines but it was too late. Although the collision was mild, a fire was sparked and a few drums of benzol on the Mont Blanc were punctured.
unconscious were found frozen to death days later under the fresh snow that fell the evening of the blast. For a better understanding of the devastation that destroyed a thriving community, you can visit the Maritime Museum in Halifax at the bottom of Sackville Street.
Foggy welcome to Halifax
A hard life can be found in Nova Scotia, but the author wasn’t able to find it PHOTO COURTESY OF ENG. GARY DIXON (at least when this photo was taken). Her crew, knowing the contents of the vessel, fled to shore in lifeboats. Other boats unaware drew alongside to fight the fire. Being a clear and calm morning, the spectacle of a burning ship drifting toward Halifax’s Pier 6 drew many onlookers. Dockyard workers, business people on their way to work, school children and many residents from the surrounding area began to converge on the shoreline to watch the excitement. Crew of other ships came on deck to watch. People in their homes heard the sound of minor explosions and they watched from windows. At about 9:05 a.m., the contents of the Mont Blanc ignited and flattened the entire north end of Halifax. More than 1,900 people were killed instantly and thousands were maimed by the flying debris. The explosion shattered windows 50 miles away. The Mont
Blanc was obliterated, it’s 2-1/2 ton anchor was thrown two miles into the woods of the Northwest Arm. One of her gun barrels was thrown three miles in the other direction. The blast threw rocks from the harbor floor into the surrounding neighborhoods and caused an enormous wave. The wave snapped moorings and lines all along the dockside setting many vessels adrift in the harbor. As the mushroom cloud of smoke rose to more than 5,000 feet, shards of metal and burning debris rained down on the city sparking off many fires. Where houses once stood, there was now only splinters and rubble. Fires spread quickly, fed by overturned stoves and stoked furnaces. Thousands who were not killed instantly eventually died of their wounds. Numerous accounts of people being knocked
Our original intent on the trip to the Great White North was to spend about two to three weeks in Nova Scotia and then head back to New England for the summer season. Well, as anyone knows who has been in this business for at least a day, plans can and often do change quite frequently. We arrived in Halifax on the 13th of June, welcomed by Halifax’s greatest resource – fog. We didn’t leave until the 16th of August. So, what’s there to do in Halifax? A whole lot, but you gotta know where to start. When we arrived, we immediately found one of the local tourist information centers on the wharf at the bottom of Sackville Street, just south of the ferry terminal. The info center is loaded with brochures, maps and other helpful ditties of local knowledge. The staff is more than helpful and eager to direct you to the points of interest of your choice. Make sure you pick up a Halifax Visitor Guide. The 2006 version had more than 100 pages of articles, restaurant guides, maps and more. When you do get a bit of free time, one of the first things to do is to take a ride on the Harbour Hopper, an amphibious vehicle that takes you on a 55-minute ride around the city and along the waterfront. Split equally between land and sea, you’ll learn a lot of what Halifax has to offer. The main information booth, ticket kiosk and boarding spot is located on the wharf at the bottom of Price Street.
See HALIFAX, page B22
B22 November 2007 CRUISING GROUNDS: Halifax, Nova Scotia
Taking itinerary of the storefronts: pub, pub, candy store, pub HALIFAX, from page B21 If you can, show up for boarding about a half-hour before the tour so you can pick your ideal seat. After boarding, the ride will take you through the lower streets and up to the Halifax Citadel. Operated by Parks Canada as one of Canada’s national historic sights, the Citadel played a key role in defending Halifax Harbour in the late 1800s. From there, you’ll ride down Spring Garden Road, Halifax’s shopping district. You’ve heard the expression “Don’t blink or you’ll miss it”? Well, don’t blink. Yes, there are boutiques, banks, cafes and a McDonald’s, but if you’re expecting it to be like a trip down Las Olas in Ft. Lauderdale, forget it. As you head back through Halifax and toward the water, your guide will point out the many (and I do mean many) pubs that are just waiting to serve up some of the finest beer around. After receiving clearance from Halifax Traffic to enter the water, your driver will engage the prop and drive down the ramp next to Casino Nova Scotia. The water tour will first head north where you can view some of the vessels of the Canadian Navy. Not far from this spot, just a bit further up the channel and on the Halifax side, was the location of the Mont Blanc explosion in 1917. Turning
Officer of the watch in Chester Harbour. around and heading south, the tour will take you along the waterfront, past the ferry terminal, past Cable Wharf and Murphy’s restaurant, past Theodore Too (the friendly tug boat) and up to the HMCS Sackville. After about 25 minutes in the water, the ride ends where it began. If you paid attention during the ride, you’ll have a good idea where to start your own little excursion of Halifax. Need some recommendations? Here are but just a few of the places I visited.
The best Irish pub in town
The Old Triangle Irish Alehouse is probably the best Irish pub in town. Located on the southwest corner of Prince Street and Bedford Row, the Old Triangle is a short walk from the waterfront and ferry terminal. The name is most often associated with the
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PHOTO/ENG. GARY DIXON
song “The Old Triangle” in Brendan Behan’s famous play, “The Quare Fellow.” This Triangle remembers an ancient time when a grouping of three, or triad, was regarded as a symbol of good luck. The pub’s emblem, the Celtic knot, reminds one of the past and parallels the symbolism found in the shamrock and in the triple spirals of Newgrange. The Triangle has three rooms on three levels – the Snug, the Pourhouse and the Tigh An Cheoil (house of music). These three rooms are suited to their belief of the three most important ingredients of a memorable occasion: food for the body, drink for the spirit and music for the soul. With tile and wooden floors, stone and wood walls, the Triangle will set the perfect atmosphere to relax with old friends or make some new ones. The upper level has semi-private rooms that seat up to eight. If you happen to hit the Triangle on a warm day, there are tables outside with full service. Serving traditional Irish dishes, you can also get great pasta, pizza or a burger for less than 15 bucks. Dinner is served after 5 p.m. where you can order seafood, surf-and-turf, chicken or veal, all for less than 20 bucks. Beer you ask? The Triangle serves more than 25 brands, either in bottles or draught. Keith’s, one of the local favorites, is brewed right in Halifax. Monday through Friday, if the captain lets you out for a bit, take advantage of the Triangle’s happy hour. From 5-7 p.m., local draft is about 2 bucks for a half pint and bar shots are less than 3. Speaking of shots, the Triangle also has a full bar for those who need to pound a few to forget about the last group of guests who left and didn’t tip. Not only does the Triangle have some of the best food around, it’ll also keep you entertained with traditional Irish music and dance. Every night there is Celtic entertainment with no cover charge. On Sunday there’s Irish dancing from 2-4 p.m. We were there during World Cup Soccer and were able to have a few drinks while watching the games with the other crazy fans from around the world.
Get a sweet tooth fix
If you need a candy fix or if you’re looking for a gift, try the Freak Lunchbox at 1723 Barrington St. In
this interesting palace of confectionary delights, you’ll find some of the treats that, for some of us, were once known as “penny candy.” Check out the wall of Pez on the right when you enter. Among the massive quantities of jelly beans, Smarties and Blow-Pops, you’ll find a few goodies that might not be found in other candy shops. One gum display has varieties such as “cat butt,” “don’t have ugly children,” “ass kisser” and “instant afro.” Some candies I grew up with can be found here in mass quantities: Poprocks, Razzles, Nerds, NECCO wafers and Bottle caps, just to name a few. Even if you’re not in the mood to buy, it’s fun just to browse and take a trip down memory lane.
Thanks for helping on 9/11
Located between the waterfront and the Citadel, the Grand Parade is a definite place to see. Standing in the center of the Grand Parade, to the north is City Hall. Built in 1888, this magnificent structure is a great example of Victorian architecture. City Hall offers a free tour of the building that lasts about 10 minutes but is well worth taking. You’ll learn a bit about the politics of the area, as well as seeing some of the many gifts that have been given to Halifax from dignitaries around the world. Make sure to see the display of items that were given in thanks for the role Halifax played after the airspace of the United States was shut down in the days after Sept. 11 terrorist attack. After the airspace was closed, more than 7,000 travelers were diverted to Halifax. Many of the hotels and restaurants opened their doors to the stranded, as well as many private residences. One of the more touching stories that occurred during this crisis was of the wedding party heading to Las Vegas. After the locals heard of the plans, they came together and had a full wedding for the couple, complete with food, cake and entertainment. If you can, check out the clock tower on City Hall. The clock facing the Grand Parade shows the correct time. The clock facing north shows 9:05, frozen to the time of the explosion.
Church survived the blast
On the other end of the Grand Parade is St. Paul’s Church, the oldest Protestant place of worship in Canada and the oldest building in Halifax. Founded by proclamation of King George II in 1749, the building was erected in the summer of 1750 and first opened on Sept. 2. The timbers were cut in Boston (then a British colony) and shipped to Halifax, with most of the rest of the materials made locally. One of the interesting facts about
See HALIFAX, page B23
www.the-triton.com CRUISING GROUNDS: Halifax, Nova Scotia
Traveling necessities: dependable marine service, Internet café HALIFAX, from page B22 St. Paul’s is the graveyard under the church. Under the floor are the graves of 20 early worshippers, including Bishop Charles Inglis. If there aren’t too many people in the church when you’re there, ask to see the permanent resident who lives under the ventilation grate in the center isle, toward the front. Just inches below the floor, the stone top of one of the crypts can be seen and touched. As mentioned previously, one result of the great explosion of 1917 was that almost every pane of glass in every building in Halifax was blown out. Almost. One window in St. Paul’s (along Argyle Street) was left intact and is still in place. (It’s said that at night, in the right lighting, you can see the silhouette of a woman in the glass.) Since the building survived the explosion, the people of St. Paul’s responded immediately by turning the parish hall into a dressing station and hospital. The church was used as an emergency shelter and later as a temporary morgue.
The 2006 crew, from left: Capt. John Wolff, mate Shaun, deckhand Michaela, PHOTO/ GARY DIXON stew Christine, chef Nancy Thorne, Eng. Gary Dixon.
On to one of my favorite topics: ice cream. Located on the wharf, north of the ferry terminal, sits a little wooden shack called Cows. The frozen goodness found at this location is unparalleled in town. Started in 1983 with an old-fashioned family recipe originated in Prince Edward Island, Cows ice cream dates to the time of Anne of Green Gables. With flavors such as Cowrispy Crunch, Gooey Mooey, Moo Crunch, Wowie Cowie, Moo York Cheesecake, Turtle Cow and more, every Cows ice cream is served in a handmade waffle cone. Not cheap, though. A cone runs about 4 bucks, but it’s worth it. So moooove your butt to Cows – it’s udderly terrific! (Sorry, I had to milk that one.)
only $3. Murphy’s on the Water (1751 Lower Water St.) has an outdoor patio where you can watch the ships in the harbor while enjoying your favorite libation. Stayner’s Wharf Pub & Grill (5075 George St.), located just outside the ferry terminal, is probably the best place to just hang out, have a drink and watch the world go by. We (the crew) usually gathered there in the evening and tip a few before deciding where the night would go. Many times we just stayed there for dinner and drinks, and made new friends. From the outdoor patio, you can watch the steady flow of Haligonians (Halifax residents) as they go about their day, as well as watch the container ships as they make their way in and out of the harbor. Also from the patio, you can see the smiles of many kids (and kids at heart) as they debark from Theodore Too the Friendly Tugboat (www.theodoretugboat.ca). I’m not sure of the schedule, but on many evenings there was live entertainment inside Stayner’s that was outstanding. I found that the service at Stayner’s is unmatched and the smiles were non-stop. If you stop in, find Todd the manager and tell him the crew of Serendipity II says hello.
A pub for every reason
Internet café? Of course there’s one
Get a sweet tooth fix (Part II)
As mentioned earlier, Halifax has many pubs. In fact, many locals are proud to tell you that Halifax has more pubs per capita than any other province in Canada. Fact or fiction, I don’t know, but I do know that if you can’t find a pub in Halifax, you haven’t left your boat. The Sea Horse Tavern (1665 Argyle St.) is the oldest tavern in Nova Scotia. The Bitter End (1572 Argyle St.) was voted as having Halifax’s best martini. The Diamond (1663 Argyle St.) is a simple bar with a juke box. The Dome (1726 Argyle St.) is one of Halifax’s most popular night clubs. Getting the idea that Argyle Street is the place to be? Not far from Argyle Street is Ginger’s Tavern (1662 Barrington St.), host to a new comedy troupe that puts on a great show on Sunday evening for
To keep in touch with those back home, or to just hang out and have some healthy food for a change, try the Paper Chase Newsstand and Café. Located at the intersection of Argyle and Blowers streets, Paper Chase has eight terminals with high-speed Internet service, as well as free wireless (with food/beverage purchase). Being here feels more like being at your friend’s house than being in a restaurant. Each of its two rooms has two garage doors that are usually open (weather permitting), allowing you to enjoy the fresh air and sounds of the street below. Almost every time I’ve been there, there has been a group from one of the local colleges having a meeting about something. Being a multicultural town, it’s not uncommon to
hear several conversations going on with some accent or foreign language. Serving fresh food and beverages (non-alcoholic), the Paper Chase has excellent carrot cake, muffins, soups, salads, cappuccino, lattes, herbal teas, and much more. It also has the best smoothie in town for less than 5 bucks. (I found strawberry to be the best.)
Remember Premiere Marine
Last, but not least, is a good connection to a service that I, as engineer, found to be most useful – Premiere Marine Service. Based right there in Halifax, Brian
Donovan at PMS provides or can arrange just about any service you need. When I needed parts, Brian would procure and deliver. When we were cruising the coastal area, Brian gave us tips on the best places to visit and reserved dock space. When we needed limos, Brian arranged them. When we needed fuel, Brian set it up. When I had shipments coming up from National Marine, they were all sent to PMS. On the last trip, a fuel return line broke on the port engine. I made several calls to Detroit Diesel but had no luck locating a replacement. I did find one at DD in Quebec but, since we don’t have an account with them, they couldn’t sell us the part. Friday afternoon and three miles offshore is not the time to tell me that I need to open an account just to buy a $17 fuel line. I called Brian and gave him the part number. When we returned to Halifax two days later, the new fuel line was delivered to the boat. Now that’s service. If you’re planning to come to Halifax, or any where in the vicinity, give Brian a call at (902) 489-7253. Gary Dixon is engineer on Serendipity II. Comments on this story are welcome at firstname.lastname@example.org.
B24 November 2007 CRUISING GROUNDS: Venezuela
Get current on currency, dinghy traffic rules in Venezuela EDITOR’S NOTE: This report comes from Ellen and Tony Sanpere aboard the S/V Cayenne III, who just returned to Venezuela after a summer in the Great Lakes.
Cayenne III is back in Puerto La Cruz, Venezuela. Above is a picture of the fuel dock near Bahia Redonda. Notice the new paint job, but the fuel pumps are gone. Gasoline is available at the powerboat dock near Puerto del Este. Vemasca, the main chandlery, must have moved or folded; it is no longer in C.C. Puerto Ensenada. When we need fuel, we will go to Cumana. Three canal police stopped us as we went from Plaza Mayor to Bahia Redonda in the dinghy the other night and said a curfew has been
imposed on dinghy traffic in the canals between 6 p.m and 8 a.m. Apparently there was a serious accident one night involving some locals and some cruisers and an unlighted speeding dinghy. Vessels may enter the canal, but only to go home, and may not go outside. This certainly crimps our fun – no dinners at MareMares or the mall unless we take a taxi, and the roads are mobbed all day and night long. Traffic around Plaza Mayor is beyond belief. The marinas and yards here are full, but there aren’t any people hanging around as in the past. The restaurant at Bahia Redonda was redecorated, and the food has improved under new management. In addition to the Sunday dominoes game, people are playing Texas Hold ‘em poker and Parcheesi on Saturday. The light at Chimana Segunda was not lit when we stopped there last week, but people were in the national park station there all night, presumably available in case of trouble. Bolivares are now at 5,000 to the U.S. dollar and fluctuating. In January, there will be new currency, the BsFuerte, with the last three zeros dropped off. Prices are to be quoted until then in both, i.e. Bs50,000/BsF50. Yachties need to be careful to avoid mistakes when
Cruisers Cathy, Lynette, Gail, Jeanne prepare bandages for the threeday medical volunteers who will operate on 75 to 90 children with facial PHOTO/ELLEN SANPERE deformities. paying for things. I went to the supermarket today to see what’s what. Decent rum was $1/750ml but there was no tonic. Aged rum was $2.50. Decent wine from Chile was $2/bottle. A case (24 295ml cans) of Polar Ice beer was $4. I could find no UHT milk or real orange juice (only UHT) and was unable to get even close to the butcher as there has been a shortage of meat and everybody was
trying to stock up. I bought 2 stuffed animal toys, a bit larger than Beanie Babies, for Bs29,257($6.22). (I should have bought more of them but have a hard time doing math in my head while shopping.) A GSM chip (SIM card) for the phone was about $9, though somebody we know paid less at the Digitel office, and incoming calls are
See PUERTO LA CRUZ, page B25
www.the-triton.com CRUISING GROUNDS: Madagascar
Catamaran family update: Poverty everywhere in Madagascar S/V Ocelot is a 45-foot catamaran that serves as the home of the Hacking family of Seattle, Wash.: Dad Jon, mom Sue and daughter Amanda. When they started their journey in Sint Marteen in December 2001, son Christopher was with them but he went ashore in 2005 to attend college. The Hackings originally planned to stop when they reached Australia two years agol, but they have decided to keep on going. Here’s the latest installment of their adventures in the Indian Ocean. To read more about their travels, visit http://hackingfamily.com. In the past three months, the Hackings have updates their Web site with dozens of new pages about their travels in Indonesia and the Indian Ocean, including three new dive pages, 20 new pages of Indian Ocean landfalls and 36 new pages of newsletters.
American presence has declined PUERTO LA CRUZ, from page B24 free. The main reason Cayenne III is back in Puerto La Cruz is for the Fundamigos Mission, Oct. 18-20. Area cruisers are hard at work making sheets, blankets, towels and bandages for the surgical mission. Two surgeons and two operating room nurses will arrive from Florida and Texas on Wednesday evening. With two Venezuelan surgical teams, they hope to do 25 to 29 operations a day on kids with cleft palates, cleft lips and other maxillofacial deformities. On Sunday, Tony and I will take them out on my brother-in-law’s powerboat for a tour of the local islands. The challenges of keeping this mission going have increased considerably this year. Americans have always been the most generous givers of time, energy and money, but there are fewer U.S. cruisers in the country, and with less money to donate, than in past years. Additionally, Venezuela suffers from intermittent shortages of milk, eggs, flour, sugar, etc., so buying food to feed the medical teams and the patients’ families takes more than merely collecting donations. Finding toys to buy for the kids is more difficult, as well. Nevertheless, everybody is doing what they can to help – and having some fun at the same time. Fair winds, Ellen Sanpere S/V Cayenne III
Comments on this story are welcome at email@example.com.
14 October 2007 Madagascar On Sept. 23, after watching carefully for a weather window for the 700-mile passage southwest to Madagascar, we left the Seychelles. But weather reports for the Indian Ocean have been frustratingly inaccurate and our window slammed shut after three days so we ducked into tiny Farquhar Atoll, (a night approach under full moon). The Farquhar manager was very friendly but since we didn’t have a permit to visit, we had to stay on Ocelot (although he brought us lots of fresh fish and veggies to assuage his embarrassment at having to enforce silly rules, and relaxed those rules on
our last day after Amanda spent two hours sewing up tablecloths for him). On Oct. 6, the winds were strong but more ESE so we left for the day-anda-half sail to Madagascar. We turned west for the really nasty part just north of Madagascar, so the passage was manageable if not particularly nice. Madagascar is probably the poorest country we’ve visited in six years. The villages we’ve seen are typically built with sticks and palm fronds. Most of the landscape is dry and scrubby, with strangely shaped Baobab trees poking out, but we’re hoping to get into the lush interior soon. Villagers paddle out in rough-hewn dug-out canoes with outriggers, and they’re happy to accept our used hats and T-shirts for their fish, squid, fruits, veggies and even lobsters. Most people speak some French so
we’re getting lots of practice. Hell-ville (really!) is the main port in the area, on the island of Nosy Be. Persistent boat-boys converge on us when we bring the dinghy ashore, offering to watch the dinghy (or do anything else) for some dollars. The town itself is an interesting vision of crumbling colonial architecture, with power on only intermittently. The recent government has promised new roads so much of town is torn up (by hand) while new roads are laid. None of the three banks accept our MasterCard. On our third day in Madagascar we had a considerable adventure, but we’ll put that in another article. Fair winds and calm seas Jon, Sue & Amanda Hacking S/V Ocelot
B26 November 2007 TRAVEL BRIEFS
Rules change in Australia: Crew now need visas The Australian Government now requires foreign sea crew to obtain a Maritime Crew Visa (MCV) to visit Australia. New Zealanders are exempt. The visa, which replaces the Special Purpose Visa issued upon arrival, must be applied for before arrival. Beginning Jan. 1, the MCV will be mandatory and crew not holding one may be restricted on board and fined. According to the Australian Department of Immigration and Citizenship, the MCV requires a formal visa application to be made outside of Australia and granted before arrival. There is no fee. It is valid for three years and allows multiple entries. Mariners, along with authorized third parties such as shipping agents or crew agents, may apply for the MCV. Third parties may also be able to receive
communications on behalf of crew, according to a government release. MCV applications can be lodged over the Internet (www.immi.gov. au/sea) or by completing a paper application and posting it to Brisbane Global Processing Centre, GPO Box 9984, Brisbane QLD 4001, Australia. Applications cannot be lodged at an Australian embassy, consulate or high commission. Internet applications may be finalized within days; paper applications may take some weeks.
Airline avoids U.S.
Air New Zealand recently launched a non-stop Vancouver to Auckland flight, shifting the flight to avoid the popular stops in Los Angeles or San Francisco for round-the-world travelers, to avoid inconvenient and time-consuming
security measures at U.S. airports, according to a report in the UK-based Business Traveller magazine.
NJ/Delaware boundary to court
The U.S. Supreme Court is expected to hear this month the dispute between New Jersey and Delaware regarding the boundary in the Delaware River, according to a story on MarineLink. com. The case began after BP proposed in 2003 to build a $600 million terminal to receive and process liquefied natural gas on the New Jersey side. Delaware claimed it owned the land needed for the project and refused to approve it. The boundary dispute stems back to colonial times.
Turks & Caicos to improve service
The Turks and Caicos Tourist Board
announced in August the islands’ commitment to a multi-phased service initiative designed to improve the quality and consistency of customer service delivery throughout the destination. The board has formed a partnership with hospitality and service training experts, Freeman Group Destinations, to implement a training process aimed at enhancing the islands’ hospitality standards, according to a government statement. The initiative will consist of two phases. The primary phase, Promises, began this fall and focuses on behavioral training. It is directed at all frontline service providers, generally island natives, who interact with visitors including immigration and customs agents, airport and seaport authority employees, taxi drivers, hospitality service personnel, tour agents, and restaurant and retail staff. The second phase is expected to begin before the end of the year, and involves training and certifying five local representatives to run workshops.
Piracy attacks rise
Piracy and armed robbery attacks against ships rose 14 percent in the first nine months of 2007 compared to the same period in 2006, the International Maritime Bureau (IMB) reported. The coastal waters off Nigeria and Somalia became ever more dangerous. Of the nearly 200 attacks during that time, 15 vessels were hijacked, 172 crewmembers were taken hostage, 63 were kidnapped, and 21 were assaulted. Crew assaults, kidnapping and ransom rose dramatically from 2006. Somalia remains a hotspot, with 26 incidents reported for the period. Attacks have also risen in Nigerian waters, with 26 incidents reported to the IMB compared with nine during the corresponding period in 2006. Tanzania also reported a steep increase, nine vs. four the year before, as pirates boarded vessels well out to sea and broke open containers on deck. The Malacca Straits off Indonesia continues to report a decline in attacks, due in large measure to cooperation among states bordering these waters and stepped-up efforts by the Indonesian authorities, according to the IMB.
New guide to southern U.S. coast
Massachusetts-based Maptech has recently published the second edition of its Embassy Cruising Guide – Chesapeake Bay to Florida. Updates and additions to the 558-page guide include detailed navigation advice to new anchorages and guest moorings in popular ports, including expanded coverage of Chesapeake Bay destinations and the Georgia coast. It
See TRAVEL BRIEFS, page B27
Understand full scope of agents’ role to make the most of it By Adrian Holmes An efficient agent is an extension to the arm of a vessel owner or operator. Once an appointment is made to attend the agency of a specific vessel, it is their responsibility (acting within the limits laid down by the owner or operator) to handle all matters that relate to the vessel’s port call, canal transit or any matters that are needed. The responsibilities terminate when the agent has submitted his port call/ transit costs to the principal involved. (Our own policy is that if a principal is disenchanted with the service that the agency has provided, there will be a refund of the fee.) There are no limits to the services that the agent must provide other than those that might be considered illegal. They include dealing with government officials regarding entry documentation that is required and payment of the appropriate dues to the service providers, whether those be government entities or privately owned organizations such as barge operators, launch services, port officials, marina offices, etc. In fact, the list is endless. For what is a very small percentage of transit/port costs, the agency fee provides peace of mind in knowing that once the specific instructions are issued, all matters will be covered to his satisfaction and in compliance with local rules. That is, assuming that the agency appointed is one of professional and experienced personnel. That’s not the case with all agencies. Many will undercut fees to secure business, provide a service less than quality and seek means of supplementing income in the way of “finders fees” or more accurately described as “kickbacks.” Look for an agent that provides personnel with the experience that
Caterpillar powers Baltimore fireboat TRAVEL BRIEFS, from page B26 retails for $44.95. For information, visit www.maptech. com or a participating marine retail store.
Baltimore gets fireboat
The city of Baltimore has taken delivery of a new 87-foot emergency response fireboat. The vessel, designed by Robert Allan Ltd. of Vancouver, has a steel hull and aluminum superstructure and is powered by two Caterpillar 3512s. Firefighting is provided from two Caterpillar C18 engines each driving FSS Fire pumps and delivering water to a total of four fire monitors, plus manifold fire hose connectors, and 1,000 gallons of foam capacity.
is needed, there when it is needed and that has an honest approach to the independent suppliers that may be called upon. This list provides the majority of services we are requested to handle on many occasions. l Transit arrangements l Berthing arrangements l Pilotage services l Tug services l Launch services l Crew changes l Spares delivery l Repairs for electrical, electronic, mechanical
l Underwater services l Cash deliveries l Chart procurement l Passenger embarkation/
disembarkation l Visa requirements l Sanitation services l Garbage disposal services l Immigration/customs procedures l Slop disposal l Bunker deliveries l Provision deliveries l Compass adjustment l Hotel reservations l Airport transfers
In short, nothing should be beyond the capabilities of an efficient agent in providing the services required, either directly or by communication with the appropriate suppliers of the service, and be available either in person, or by phone/VHF communication throughout the vessel’s time in port or canal transit seven days a week and 24 hours a day. Adrian Holmes is an agent in Panama with C. B. Fenton & Co. SA. Contact him at (507) 441-4177/228-1103 or toll free at 1-800-378-7489 or 1-786-347-5078.
B28 November 2007 CRUISING GROUNDS: Dublin
2nd Officer Bruno Hinst and Tyler Klaver, deckhand/security, look comfortable keeping M/Y Double Haven looking PHOTOS/CAPT. CONOR CRAIG ship shape. There were no objections to dockside yacht work.
Ireland’s charm may earn regular visit By Capt. Conor Craig We were on our way from Ft. Lauderdale to Norway and needed a stop for refueling and crew R&R. Originally, I had planned a stop in Northern Ireland in a nice harbor at Bangor at the mouth of Belfast Lough, however it became apparent that we could not obtain duty-free fuel there, whereas we could fill up in Dublin at duty-free prices. We had a wonderful crossing with good weather after the first 24 hours of rough seas on the route past the Bahamas. We did have a thrust bearing failure three days out of Dublin and finished the voyage rather slowly on one engine. This reduced speed matched the approaching gale so we arrived in Dublin harbor 10 minutes ahead of gale force winds. The entrance to Dublin harbor is easy and doesn’t require a pilot for pleasure vessels. We had booked a mooring spot with Dublin City Moorings on Customs House Quay, Docklands. Now this is a mooring to die for. It’s in the Liffey River, upstream of the Eastlink Bridge, which opens on demand except for during rush hours, Monday to Friday. The dock is a 10-minute walk from the city center. The floating dock is about 100 yards long with proper bitts for larger vessels on the outer edge, a secure area with 24-hour security and limited parking for guests. It also has a wonderful dockmaster, Carmel, who was able to facilitate us in
A mooring ‘to die for’: Dublin City Moorings, 10 minutes’ walk from town. all our needs. A few yards away is the Jurys Hotel, which has wi-fi that you can access on the vessel for 10 euros a day. All in all, it is a well organized and reasonably priced facility for vessels up to 200 feet or so. We needed to repair the shaft and brought a technician from Holland to oversee the work. We shipped the spare parts and the tools to the marina office and all arrived safely and quickly. The technician stayed in Jurys Hotel and was most comfortable. There was no objection to us working at the quayside. We had our European satellite TV fitted here and a variety of services are available including a drydock in the commercial port. Northern Ireland, 90 minutes away by car, offered excellent shopping value when we provisioned. Todd’s
Chart Agency in Bangor supplied all our north European charts and navigational items. Fuel was organized by our U.S. fuel agents. We docked in the commercial port on our way out and proceeded to sea and on to Norway via the west of Scotland and Pentland Firth. Dublin is a vibrant city and has become the gathering place for young Europeans. It’s a crowded lively place with a huge variety of entertainment and night life. The architecture is superb with churches and various old buildings alongside new but welldesigned modern office and apartment blocks. There are large green areas and the spectacular Phoenix Park, a 1,700-acre
See DUBLIN, page B29
Deckhand Joerg Ebner and deckhand/security Tyler Klaver seem to be enjoying themselves. PHOTO/CAPT. CONOR CRAIG
Dublin is an ideal base for summer cruise DUBLIN, from page B28 paradise, is close to the city center. It had deer roaming and large lodges that house the Irish president and American ambassador. It offers many woodland walks and is full of wildlife, flowers and trees as far as the eye can see. Dublin would be a great place to start a summer cruise around the coasts of Scotland and If you go Ireland. We l Dublin City Moorings moved on Customs House Quay to Oslo via Docklands, Dublin the west Manager Carmel Smith coast of Phone: (353) 1818 3300 firstname.lastname@example.org Scotland and had a l Toddâ€™s Chart Agency wonderful 85 High St., Bangor William Todd voyage. Phone: (44) 2891 466 640 Sadly we were not able to stop but there are a few harbors that offer shelter and a stop off to do land tours. Ullapool is spectacular and Bangor would be a suitable stepping off spot for land tours in Northern Ireland. The west coast of Ireland is less sheltered than the Hebridian Islands of Scotland but does offer world-class cruising in good weather. Cork on the South coast of Ireland and Valentia on the west coast are also excellent spots to pause. The Celtic charm of Ireland is not to be missed and a sojourn here one summer may well lead to a regular jaunt to the Emerald Isle. Capt. Conor Craig is in command of M/Y Double Haven, a 168-foot Feadship. Comments on this story are welcome at email@example.com.
CRUISING GROUNDS: Dublin
B30 November 2007 CALENDAR OF EVENTS
EVENT OF MONTH
Over a few days, two million eyes will look for a good book.
Nov. 4-11, 24th annual Miami Book Fair International
This is the largest book fair in the country with more than 300 authors and a half million visitors. Eight days of readings and discussion with award-winning and popular authors. The street fair between Nov. 9-11 draws hundreds of thousands of people to the streets around Miami-Dade Community College. This year’s guest authors include Caroline Kennedy Schlossberg, Richard Russo, Ralph Nader, Michael Onjaatje and Chris Matthews, among others. Tri-rail and Miami’s Metro Mover take you right there. 305-237-3258, www.miamibookfair.com.
Ft. Lauderdale film festival world’s longest such show Through Nov. 11 22nd annual Ft.
Lauderdale International Film Festival, the longest film festival in the world and one of the most important regional shows in the United States. More than 200 films (including 60 feature films) are shown at various locations and times. www.fliff.com
Nov. 2 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active captains only. RSVP to Editor Lucy Reed at firstname.lastname@example.org or 954-525-0029. Space is limited to eight.
Nov. 3-11 46th annual Barcelona
International Boat Show, Gran Via Exhibition Center. More than 1,600 indirect exhibitors. Includes BCN Dive, a dive show. +34 93 233 2363, www. salonnautico.com.
networking event, 6-8 p.m. at Coco Restaurant in Harbor Shops, Ft. Lauderdale, sponsored by Blue Water Alliance. No RSVP necessary. Read more about Blue Water Alliance on page A10.
Nov 7-11 33rd annual Charter Yacht Boat Show, Yacht Haven Grande, St. Thomas. www.vicl.org
Nov. 8-11 ShowBoats International
magazine’s Yacht Rendezvous at Fisher Island to benefit Boys & Girls Club of Broward County. 954-563-2822, www. yachtrendezvous.com
Nov. 9-11 32nd annual convention
Society Boat Show, Village Cay Marina, Tortola. www.bvicrewedyachts.com
and general meeting of the Seven Seas Cruising Association (SSCA), Eau Gallie Convention Center, Melbourne, Fla. More than a dozen presentations, forums, demos, roundtables and parties. $20 for members, $25 for non-members. www.ssca.org (click on workshops page), 954-771-5660.
Nov. 4 Sunday Jazz Brunch, Ft.
Nov. 12-15 Global Superyacht Forum,
Nov. 4-6 26th annual BVI Charteryacht
Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov
Nov. 7 The Triton’s monthly
formerly known as Project, Amsterdam, The Netherlands. Hosted by The Yacht Report. 945 euros. www.synfo.com
See CALENDAR, page B31
CALENDAR OF EVENTS
MAKING PLANS Dec. 2 Sixth annual Inlet Challenge Bicycle Ride Ft. Lauderdale
Join us as we ride our bicycles up Ft. Lauderdale beach until we can’t go any farther. (We’re shooting for the century!) Team Triton is leading the way for fundraisers (as of press time) thanks to all your contributions at previous Triton events, including the Poker Run. All proceeds go to Kids in Distress, an independent South Florida facility for abused and neglected kids. Start at Ft. Lauderdale beach and ride 31 miles (to Boca Raton inlet), 62.5 miles (to Boynton Beach inlet) or 100 miles (to Palm Beach inlet). To join our team, contact Triton Publisher David Reed at david@the-triton. com or 954-270-2229, or start your own. Visit www. kidsindistress.org.
Superyacht, WorkBoat groups get an international November CALENDAR, from page B30
Nov. 13-15 20th annual Marine
Location and sponsor to be announced. Visit www.the-triton.com for details.
Equipment Trade Show (METS), Amsterdam, The Netherlands. For trade only. More than 1,000 exhibitors expected. www.metstrade.com
Dec. 5-10 46th annual Charter Yacht
Nov. 13 Annual membership mixer
of the International Superyacht Society, during METS, 5-6:30 p.m., Café Amsterdam, Amsterdam RAI. 954525-6625; 540-966-5599
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active captains only. RSVP to Editor Lucy Reed at email@example.com or 954-525-0029. Space is limited.
Nov. 28-30 International WorkBoat
Dec. 15 36th annual Winterfest
Show, New Orleans. 1,000 exhibitors targeting the people and businesses who work on the coastal, inland and offshore waters. www.workboatshow. com
Nov. 29-Dec. 1 Cayman Jazz Fest,
Show, Antigua, www.antigua-charteryacht-meeting.com
Dec. 6 The Triton Bridge luncheon,
Boat Parade on the Intracoastal Waterway from Port Everglades in Ft. Lauderdale to Lake Santa Barbara in Pompano Beach. The theme this year is “Magical Movie Moments.” Entry fees start at $35. 954-767-0686, www. winterfestparade.com
Pageant Beach, Grand Cayman. www. caymanislands.ky/jazzfest
Nov. 29-Dec. 2 30th annual St.
Petersburg Boat Show, Bayfront Center Yacht Basin, St. Petersburg, Fla. www. showmanagement.com
Dec. 1-2 Florida Dive Show, Broward
County Convention Center, Ft. Lauderdale. www.floridadiveshow.com
Dec. 2 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
Dec. 3-7 4th annual St. Maarten
charter show, owned now by MYBA. www.mybacaribbeanshow.com
Dec. 5 Triton networking (the first
Wednesday of the month), 6-8 p.m.
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The owl knows all
In the stars l The Andromeda
Whose side is time on?
Buzbee observed the goodnatured skirmish between Turmoil and Blue Moon, but is not talking.
Galaxy presents a way for you to see into the past. l If you prefer to speculate on the future, horoscopes return.
Daylight Savings Time lasts a week longer in the U.S. this year. What effect does it have and are other nations following suit?
Here’s the secret to retaining employees: Pay them fairly, treat them great. As for how to treat them great, we’ve developed these 10 tips. 1. Forget Money
Pay employees fairly and well, then get them to forget about money. The first part of this tip is rooted in Equity Theory: If you believe you are unfairly or underpaid, you’ll gripe and complain, slack off and eventually quit. Most employees don’t believe Manager’s Time they’re paid fairly. Don Grimme But, assuming that wages are competitive and fair, studies have shown that pay has no impact on retention, commitment or productivity. In fact, focusing on pay can actually denigrate performance. Don’t bother coming up with complicated incentive pay programs, particularly if they pit employees against each other. Such programs just get in the way of employees focusing their attention where it should be – on doing a good job.
2. Respect People
Treat each and every crew member with respect. Employees today are very concerned with their job’s effect on personal/ family life. Many employers attempt to address this concern with policies and programs such as child care, flex-time and parental leaves. Ironically, the same study found that employees are relatively unmoved by such policies – which ranked toward the bottom. So what’s an employer to do? In her 1998 report “Retention
great ways to retain employees
Tactics That Work,” Catherine Fyock found that respect is the No. 1 need for balancing work/life issues. Beth Israel Hospital in Boston has come up with an interesting way to ensure that all employees are treated with respect. Doctors occasionally dress as maintenance staff and roam the halls to learn how it feels to be treated as “support staff ” and to find ways of improving the hospital environment. Find ways to show your crew that you care about them as people, not just as workers.
3. Praise, a lot
Praise accomplishments and attempts at least four times more than you criticize. Recognize things both large and small, promptly and sincerely, publicly and in private, verbally and in writing Putting praise in writing can be easier than you think, just by creatively using your business cards. As you catch people doing something right, write “thanks,” “good job,” or “keep it up”
See GRIMME, page C20
Free Classifieds Check them out, continuously updated online, with features such as alerts.
Mother sauces open door to deliciousness Now that you are an expert at the mother sauces, it’s time to turn them into delightful sauces that will enhance any dish. (For the column on mother sauces, see Culinary Waves in the October issue, page C1.) Sauce composeé is a mother sauce with various ingredients added in, including wine or flavorings Culinary Waves such as ham, Mary Beth cream or onions. Lawton Johnson These compound sauces can then be divided even further into smaller sauces. They are usually grouped into families based on their leading ingredient. Some compound sauces have multiple uses while others are limited to or traditionally used in one specific food. In the early 20th century, Chef Auguste Escoffier, considered the world’s best chef who rewrote cookery, updated sauce classifications. He replaced sauce Allemande with eggbased emulsions such as Hollandaise and mayonnaise, and added tomato. Escoffier’s cooking principles are still taught to chefs today: Most compound sauces are derivatives of one of the mother sauces: Béchamel, espagnole, Hollandaise, tomato, and velouté. Although mother sauces are not commonly served in restaurants, their derivatives are, including aioli,
See WAVES, page C6
C November 2007 SUPERYACHT OPERATIONS: Up and Running
Investigate Code of Conduct for vessels running under the United Kingdom flag Vessels registered under the United Kingdom operate under the Code of Conduct in place for the Merchant Navy, which is summarized here: 1. Seafaring is a civilian occupation that places upon those who go to sea demands not found in industry ashore. Seafarers are called upon to spend not only their working Up and Running hours but their leisure hours, too, Ian Biles in the confined environment of a ship and with the same individuals for company. It might be said that they are more susceptible to the stresses and strains of everyday life than their fellows ashore. 2. The most effective form of discipline is self-discipline, which in turn springs from a responsible attitude to the job and concern for the efficient operation of the ship and for the comfort and convenience of fellow crew members. 3. Orders must be given and obeyed if a ship is to operate safely and efficiently. Co-operation cannot be imposed but will normally be readily forthcoming if it is immediately apparent to the recipient of an order that the request is a reasonable one or, if it is not so apparent, if a reasonable request for an explanation of the necessity of the order is acceded to. At the same time willful or repeated refusal to comply with reasonable orders or other anti-social behavior must be expected to have certain
consequences. 4. An important factor in securing co-operation, which cannot be too strongly stressed, is good communications. This applies both to communications between a company’s shore-based administration and the ship and to communications within the ship itself.
Conduct in Emergencies 5. In any emergency, the master, officers and petty officers are entitled to look for immediate and unquestioning obedience of orders. There can be no exception to this rule. Failure to comply will be treated as among the most serious of breaches of this Code and will be liable to lead to the offender’s dismissal from the ship (at the first opportunity) and his company.
Conduct in situations other than Emergencies 6. Emergencies are fortunately rare and this document is primarily concerned with the day-to-day situation on board. It should be borne in mind, however, that certain acts of misconduct (e.g. absence from place of duty or heavy drinking) could have the effect of causing a state of emergency. The following paragraph sets out some broad general rules for everyday conduct. 7. a) Punctuality is very important both for the efficient operation of the ship and to avoid putting extra work on shipmates. This is true of joining the vessel at the time appointed, returning from shore leave, reporting for watch-keeping duty and all other
work. Absence at the time of sailing, in particular, may seriously delay the ship or even prevent her sailing until a replacement is found. b) Drugs. The unlawful possession or distribution of drugs by any person on board ship renders him liable to dismissal as well as possible legal proceedings either in the UK or overseas. c) Drinking. There should be ship’s rules about bringing intoxicating liquor on board and they should be understood and strictly observed. Where facilities for drinking on board are provided, they should not be abused. d) Bringing unauthorized persons on board. The ship’s rules or port authority’s restrictions on bringing unauthorized persons on board must be strictly observed. e) Offensive weapons must not be brought on board. f ) Smoking in prohibited areas is dangerous on any ship. The ship’s rules controlling smoking and the use of naked lights or unapproved electric torches must be scrupulously obeyed. g) Duties. Every member of the crew should carry out his duties efficiently to the best of his ability. He is entitled to be informed clearly what his duties are and to whom he is responsible for carrying them out. If he is in doubt, he should ask. Within the scope of his duties, reasonable commands and instructions must be obeyed. h) Treatment of accommodation. For the duration of the voyage the ship is not only the seafarer’s place of work
See RUNNING, page C4
C November 2007 SUPERYACHT OPERATIONS: Up and Running
Eighteen acts identified as dismissal-worthy offenses RUNNING, from page C2 but also his home. Accommodation and other facilities, whether provided for his personal use of to be shared with others, should therefore be treated with respect. i) Behavior toward others. Antisocial behavior can cause a seafarer to become a nuisance to others on board and in extreme circumstances can hazard the ship and the crew. This can include not only excessive drinking but also such behavior as causing excessive noise, abusive language, sexual harassment, aggressive attitudes and offensive personal habits.
Dealing with breaches of the code 8. It is necessary to have a procedure for dealing with breaches of this Code of Conduct backed by appropriate sanctions. These may range from informal warnings, to formal warnings including reprimands, to dismissal from the ship. 9. The following acts of misconduct are those for which dismissal from the ship will be considered appropriate: a) assault; b) willful damage to ship or any property on board; c) theft or possession of stolen property; d) possession of offensive weapons; e) persistent or willful failure to perform duty; f) unlawful possession or distribution of drugs; g) conduct endangering the ship or persons on board; h) combination with others at sea to impede the progress of the voyage or navigation of the ship; i) disobedience of orders relating to safety of the ship or any person on board; j) to be asleep on duty or fail to remain on duty, if such conduct would prejudice the safety of the ship or any person on board; k) incapacity through the influence of drink or drugs to carry out duty to the prejudice of the safety of the ship or of any person on board; l) to smoke where smoking is prohibited; m) intimidation, coercion and/or interference with the work of other employees; n) behavior that seriously detracts from the safe and/or efficient working of the ship; o) conduct of a sexual nature; p) behavior that seriously detracts from the social well-being of any other person on board; q) causing or permitting
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. the-triton.com and click on “news search.” unauthorized persons to be on board the ship whilst at sea; r) repeated commission of breaches of a lesser degree listed in Paragraph 11. 10. Breaches of a lesser degree of seriousness may be dealt with by: a) informal warning administered at an appropriate level lower than that of the master; b) formal warning by the head of department, which will be suitably recorded; c) formal warnings by the master recorded in the ship’s official logbook; d) written reprimands administered by the master and recorded in the ship’s official logbook. 11. Breaches of the Code for which the procedure in Paragraph 10 is considered appropriate are: a) offenses of the kind described at Paragraph 9, which are not considered to justify dismissal in the particular circumstances of the case; b) minor acts of negligence, neglect of duty, disobedience and assault; c) unsatisfactory work performance; d) poor time keeping; e) stopping work before the authorized time; f ) failure to report to work without satisfactory reason; g) absence from place of duty or from the ship without leave; h) offensive or disorderly behavior. 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 at ian@ maritimeservices.demon.co.uk or +442392-524-490.
Buzbee seems content – don’t you think its silence speaks volumes? – about the sly renaming of the Blue Moon. PHOTO COURTESY OF CAPT. GRANT MAUGHAN
Who pulled this prank? Hoo? By Capt. Grant Maughan It seems that M/Y Turmoil has the largest tender in the world, a 200-foot Feadship. Buzbee the owl was a dedicated member of the Turmoil crew and stood watch on top of our foremast 24/7 to dissuade any errant seagulls from pooping on our foredeck, and he spotted icebergs as a sideline. His dedication did not waver through a couple of 60-knot storms and towering North Atlantic seas. His duty was performed with valor and a strict sense of seamanship. On our innocent arrival in Newport from a summer of cruising in Greenland, Iceland and Newfoundland, we berthed next to an old clunker of a Feadship called the Blue Moon. Out of the goodness of our hearts we hosted a dock barbecue and invited the crew over for free beer and snags. The next morning it was duly noted that Buzbee was not on watch! A thorough investigation ensued and forensic evidence pointed to our neighbors. Knowing that Buzbee could stand his ground, we let the
crime simmer a week or so and let the culprits gloat around town about their new mascot. On news of Blue Moon’s imminent departure the next morning, a crack black ops special forces crew was assigned the mission of a little Turmoil retribution. Under the cover of darkness, the Blue Moon was assigned its designation as Tender Too: Turmoil. We wandered back over there the next morning to graciously bid them farewell and it was only by the comments of someone on an adjacent dock that they didn’t steam all the way to Charleston as our tender. (We didn’t tell them about the many owl pictures we had also posted on the portholes.) Buzbee was returned by a couple of defecting Blue Moon crew who realized further struggle was useless in the face of such overwhelming guerrilla tactics. Viva la Revolution! Turmoil Capt. Grant Maughan assures us no birds or crew members were physically injured in the shenanigans, though he was unsure about egos. Comments on this story are welcome at firstname.lastname@example.org.
C November 2007 IN THE GALLEY: Culinary Waves
Shallots, onions and wine are regular additions to sauces WAVES, from page C1 béarnaise, and remoulade. Here are some of the most popular compound sauces rendered from mother sauces. l From Béchamel sauce, you can produce a cream sauce by adding scalded cream and lemon juice, or a Cheddar sauce by adding grated Cheddar cheese, Worcestershire and dry mustard. Make a Mornay sauce by adding grated Gruyere cheese, grated Parmesan and scalded cream. Or a
For a Chateaubriand sauce, add dry white wine, diced shallots in butter, lemon juice and cayenne pepper. Add butter to finish. Garnish with tarragon. (This sauce was created by the chef to the nobleman Chateaubriand. It was common that when a new innovative sauce was created that the nobleman took the credit, not his cook.) Nantua sauce by adding crayfish butter, heavy cream and paprika for color. You can also make a soubise by adding cooked, pureed onions. l From espagnole, the classic demi glace and jus lie sauce, you can make
a mushroom sauce. Blanche some mushroom caps with lemon juice. Reduce the blanching water and add to the espagnole with butter and mushroom caps. To make a Bordelaise sauce, add dry
red wine, shallots, a bay leaf, thyme and pepper. Finish with butter. Garnish is sliced poached beef marrow. For a Madeira or port sauce, simply add Madeira or port. To make a chasseur or hunter’s sauce, add sliced mushrooms and shallots in butter, white wine and diced tomatoes. Garnish with parsley. For a Chateaubriand sauce, add dry white wine, diced shallots in butter, lemon juice and cayenne pepper. Add butter to finish. Garnish with tarragon. (This sauce was created by the chef to the nobleman Chateaubriand. It was common then that when a new, innovative sauce was created, the nobleman took the credit, not his cook.) For a poivrade sauce, add mirepoix, vinegar and white wine, 20 crushed peppercorns and strain. Finish with butter. For a chevreuil sauce, prepare a poivrade, add bacon or game trimmings, red wine and cayenne pepper. To make a Robert sauce, add chopped onion, dry white wine, Dijon mustard and sugar. For a perigueux sauce, add finely diced truffles to Madeira. To make Marchand de Vin, add dry red wine and diced shallots, and strain. For a piquant sauce, combine shallots, white wine, and white wine vinegar, and reduce. Add to the espagnole, and add diced cornichons, fresh tarragon, fresh parsley and fresh chervil. Don’t strain this sauce. l From Hollandaise sauce, you can make Béarnaise sauce by adding chopped shallots, chervil, crushed peppercorns and white wine vinegar. Then add egg yolks, cayenne pepper and chopped fresh tarragon. For a choron sauce, add tomato paste and heavy cream to the Béarnaise. For a foyot sauce, add melted glace de viande to the Béarnaise. For a grimrod sauce, infuse your Hollandaise with saffron. For a Maltaise sauce, add the juice and zest of blood orange to Hollandaise. For mousseline (chantilly sauce), add whipped cream to Hollandaise just before service. l From tomato sauces, you can make a Creole sauce by adding diced onion, sliced celery, diced green pepper, chopped garlic in oil, a bay leaf, some thyme, and hot pepper sauce. (Remove the bay leaf before serving.) You can make a Milanaise sauce by adding to your tomato base some sliced mushrooms sweated in butter, cooked ham and cooked tongue. Make a Spanish sauce by preparing
See WAVES, page C9
C November 2007 IN THE GALLEY: Recipe
Veneto Arancini Recipe and photo by Mary Beth Lawton Johnson Arancini is typically a fried rice croquette, which in Italy is made with leftover risotto. Use either arborio rice and make a risotto, or use regular rice. Typically, a risotto made with saffron is a Milanese risotto. However, this is also a typical recipe of the Veneto region of Italy. 1 lb risotto (see recipe following) 8 oz mascarpone cheese, softened 4 oz mozzarella cheese, shredded 4 oz parmesan cheese, grated 2 eggs, well beaten with a little water Italian bread crumbs or toasted bread crumbs Peanut oil for frying Salt and pepper to taste Heat oil to 350F. Combine the cheeses until blended. Take about two tablespoons of cooled risotto in the palm of your hand and form a well in the center. Add a teaspoon of cheese to the well and cover with more risotto. Form into balls and dip in the egg wash and then in the bread crumbs. Deep fry until lightly brown and cooked through. Make sure the croquettes are well-sealed so the
A key to avoiding a disappointing result is to make sure the croquettes are sealed well. If that is not done, the cheese likely will melt out. Well-sealed croquettes, like this one, are appetizing. cheese won’t melt out. Top with a Creole Tomato Sauce (see recipe in my column)
For the risotto 2 cups rice (arborio preferably) 1 medium onion, chopped fine 2 tablespoons minced garlic 4 oz grated parmesan cheese 2 qts good beef broth 1/4 cup olive oil 1/2 tsp saffron Sea salt and pepper to taste Heat olive oil in large saucepan. Add
onions and garlic, and sauté until soft. Add the rice and sauté. Do not burn. Add the saffron to 1/2 cup of the broth and let sit for 5 minutes. Strain the saffron from the broth and add this broth back into the rest of the broth. Add a cup of broth to the rice and cook down. Keep adding the broth whenever the rice becomes dry. Cook until the rice is al dente and the broth is absorbed. Add the parmesan cheese and seasonings. Let cool and refrigerate.
IN THE GALLEY: Guest recipe
Capt. John Wampler’s Caramel Onion Jam 2 pounds sweet onions 3 tablespoons butter 2/3 cup packed light brown sugar 1/2 cup dark corn syrup 4 tablespoons balsamic vinegar 1/3 cup dry red wine dash salt Peel onions. Cut in half lengthwise then slice thinly. Melt butter in a large skillet or saucepan. Add sliced onions and cook, covered, over medium-low
heat until tender and translucent. Stir frequently. Combine the remaining ingredients. Add to the sliced onions and stir to blend. Bring to a boil. Reduce heat to low and simmer about 40 minutes, or until syrupy. The syrup should coat the back of a spoon. Pour into a bowl and cool to room temperature. Keep refrigerated for 4 to 5 days. Freeze in small amounts for later use.
Be sure to strain out solid items that were added to flavor sauces WAVES, from page C6 a Creole sauce and adding sliced mushrooms. Garnish with black or green onions. l From a velouté, make a bercy sauce by adding diced shallots in butter, white wine, fish stock. Make a cardinal sauce by adding fish stock (to a fish velouté), heavy cream, cayenne pepper, and lobster butter. And make a Normandy sauce by adding mushroom trimmings, fish stock (to fish velouté), and finish with egg yolk and cream liaison. If the velouté is made from veal or chicken stock, you’ll make a sauce Allemande or a supreme sauce. Try an aurora sauce by adding tomato paste to sauce Allemande and butter. Or add fresh grated horseradish, heavy cream, and dry mustard. For a mushroom version, add sliced mushrooms sautéed in butter and lemon juice. For a poulette, sauté mushrooms and shallots in butter and add to the Allemande with heavy cream. Finish with lemon juice and chopped parsley. Supreme sauces offer smaller sauces such as Albufera, which you make by adding glace de volaille and red pepper
butter. Make a Hungarian sauce by adding sweated onions in butter and paprika, then strain and finish with butter. For an ivory sauce, add glace de volaille. Flavor elements are added to compound sauces to make each one individual for the dish, such as mushrooms, onions, ham, wine, etc. The solid items are not served in the actual sauce but rather are just used for flavor and strained out using a chinois mousseline. It’s always best to finish a compound sauce with a liaison finale or monter au beuree, which is mounting with butter. Now there is no excuse for not having a great sauce for your next entrée onboard. 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 (www. themegayachtchef.com). References for this column include “On Cooking” by Sarah R. Labensky and “The Art and Science of Culinary Preparation” by Jerald Chesser. Comments on this column are welcome at email@example.com.
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C10 November 2007 WINE: By the Glass
Wine tour of Italy continues with Friuli-Venezia Giulia An area in Italy that never fails to surprise is the tongue-twister-named region of Friuli-Venezia Giulia. Having mastered the name of the region, things do not get any easier. The region is a complex web of nine DOC zones that conceal some really great wines. I have had the pleasure of discovering By the Glass many of these. Mark Darley Quality is often supreme and many commentators feel the region is the third-most important behind Tuscany and Piedmont, if judged by the awards and high ratings the wines get. White wine has been the focus of the region and it put Italian whites on the world map. Since the 1990s, more and more reds have evolved, many of which are brilliant. The best wines are in the eastern sector, whose capital is the shipyard city of Trieste. The best way to examine the region is to look at terrain, grapes and makers to look for. The land of the region basically splits into the hills to the east and the plains of the west. In the east, these hills or Colli of Gorizia include the DOC appellations of Collio and Orientali del Friuli. The region produces big, rich whites made possible by warm-to-hot summers and the mineral in the soil. The wines have a great mix of acidity, mineral and alcohol that makes them enjoyable and a far cry from the insipid whites many people remember from Italy. The Colli Orientali also produces white wine, though a lot of good red is made there, too. The plains that stretch west and along the Adriatic Sea coast also make good wine, but much of it is for daily drinking as there are fewer great makers there. The main DOC appellation is Grave del Friuli, which produces increasingly good sauvignon blanc and chardonnay wines. The coastal plain has a lot of light soil with sand and limestone, enabling the production of light to medium whites. There are up to 12 local grape varieties grown in the region, although much of the production focuses on about seven of these. I will focus on a few seen in the American market. Tocai Friuliano is a widely planted local grape and makes medium-bodied whites with creaminess on the palate and hints of herb on the nose and palate. Picolit is another local grape that can be used in blends or as the base for good dessert wines. Verduzzo makes dessert wine, including the rare Verduzzo di Ramandolo. Pinot Grigio is grown a lot in Friuli Isonzo where
it was pioneered; good examples are made here. Increasing amounts of chardonnay and sauvignon blanc are being made with great success. Among red grapes, Refosco is very interesting. It is capable of producing really dark berry fruit-dominated wines with appealing soft tannins. Sciopettino is very good, indeed, and makes refined and concentrated reds with complex fruit and spice flavors. It is best drunk young. Pignolo, which is very tannic, is being planted again. Among French varietals, cabernet sauvignon and cabernet franc are planted along with staggering examples of merlot, the latter two are the most widely planted reds in the region. Some of the regionâ€™s producers rank among the greatest in Italy. My favorites include Jerman, Sciopetto, Villa Russiz, Vie di RomAns, Ronco DelGelso and Russiz Superiore. Silvio Jerman makes undeniably extraordinary wines. His chardonnay has long been one of my favorites and a consistent recommendation to those seeking a zesty and refreshing chardonnay that oozes class. His legendary wines Vintage Tunina are a brilliant white blend and Were Dreams, a chardonnay, age remarkably well and always get the highest ratings. The 1998 Vintage Tunina ranks as one of the greatest white wines I have ever drunk, though it needs time in the bottle. Schiopetto comes in tall, Germanlooking bottles but the contents are unmistakably Italian. Look for good Tocai Friuliano, sauvignon blanc and excellent white blends such as Blanc des Rosis. Reds include a stunningly silky merlot and a wonderful blend based on Refosco and French varietals. Villa Russiz and Russiz Superiore are similarly named but not linked. The former focuses on rich â€œvarietallyâ€? expressive wines. Oak is well judged in the wines, especially in the de la Tour chardonnay. A fine merlot and sauvignon are also made. Russiz Superioire under Marco Felluga makes amazing and powerful single estate wines including sauvignon blanc under its Collio label. It also makes good value wines from bought-in grapes. Ronco Del Gelso makes wines that are very approachable when young but develop amazing complexity if left to mature. Wines include pinot grigio and the ever-popular sauvignon. Vie di Romans also make wines that repay being left for up to three years to mature. The Friuli Isonzo, sauvignon and chardonnay are worth seeking out. Mark Darley is a fine wine sales consultant for Universal Wines and Spirits in Miami. Comments on this story are welcome at mark.darley@ universalwines.net.
C12 November 2007 NUTRITION: Take It In
Overeating has little to do with how hungry you are Sir Edmund Hillary – famous for climbing Mt. Everest – was once asked what led him to climb the world’s tallest peak? His answer? “Because it was there.” If you’re like many Americans on Thanksgiving Day, you’ll claim the Hillary-defense – it was there – as the reason why you forked down plate after plate of bellyTake It In busting goodies. Carol Bareuther Thanksgiving is the North American holiday that began as a celebration of the end of harvest. In the United States, it is celebrated on the fourth Thursday in November (this year, Nov. 22). The traditional meal consists of a stuffed turkey, cranberries, corn, sweet potatoes and green beans, plus a plethora of desserts. Why do we eat? Or eat too much, as the case may be? Hunger is only a slim part of the explanation. Just ask Brian Wansink, a professional at Cornell University in New York and author of the best-selling book, “Mindless Eating: Why We Eat More Than We Think.” Wansink and his colleagues have done several really simple-sounding studies that point out quite clearly why we eat more than we want to.
Either way, plan to focus on family and friends instead of solely on the food. If you’re busy chatting with everyone, you’ll have less time to eat – or overeat.
Are you the type to walk away overfull from the Thanksgiving table, only to haul out leftovers two hours later for a second helping? This has nothing to do with hunger and everything to do about impulse control. Emotions figure in, too. For example, we eat when we’re bored, stressed out, been insulted, or feel sad and lonely. Believe it or not, the holidays are full of as many mixed emotions as there are positive ones. Somewhere along the line, we’ve made a subliminal link between food and emotional fulfillment. What to do? The key to controlling emotional eating is to learn how to pay attention to your internal cues, both that true hunger-rumbling stomach and your feelings. Determine if you’re really hungry. If you’re not, then try to figure out why you want to eat. If it’s emotions rather than true starvation, you can recondition yourself to turn to other activities besides eating. Anyone for a walk? Bike ride? Or better yet, washing up all those holiday dishes.
Sit down to Thanksgiving dinner with the whole family or a flock of friends and you’ll eat more than when you dine solo. Wansink’s research reveals that the larger the group of people around the table, the more food we’ll eat. Why? There are several theories. For one, other people can distract us when eating so that we lose tract of how much we’re eating. Secondly, some studies show that we can tend to subconsciously try to eat the same amount of food as our companions. This is great if you’re with a group of skinny ballerinas, but not if you’re sitting with a football team. Finally, food really becomes more entertainment than nourishment at major social events such as holidays. So that means, as long as the party lasts, we keep feasting for fun. What to do? Have a game plan. Before you sit down at the table, know what you intend to eat. This might be the one time of the year Aunt Erma makes her delicious sweet potato casserole. If you love it, eat it. But, watch the portion size. Conversely, you may want to forego the dinner rolls or pumpkin pie if they simply come from the supermarket and aren’t that special.
The variety pitfall
Variety may be the spice of life, but it’s also the stuff of strife when it leads to overeating. Wansink’s candy play has really pointed up this fact. In one study, he offered adults six colors of jellybeans – first mixed together in one bowl and then each of the colors in separate bowls. The result? Participants ate 69 percent more when colors were mixed. Similarly, Wansink and his colleagues found that movie-goers given M&M candies in 10 colors ate 43 percent more than those offered the same number in seven colors. Their explanation? It’s not just variety, but the perception of variety that stimulated how much a person eats. What to do about all that variety on the Thanksgiving table? Try to curb it. One way is to avoid multiple bowls of the same food. That means keeping Aunt Erma’s sweet potato casserole in one big dish rather than several smaller ones. By doing so, you decrease the perception of variety. On the other hand, arrange fruit and vegetable dishes in less-organized patterns on the table to stimulate interest and appetite for these.
Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this story are welcome at firstname.lastname@example.org.
PERSONAL FINANCE: Yachting Capital
How to keep giving gifts once you have passed away For many of us, receiving a birthday not you are a smoker. card from our grandparents is one of There are many ways to calculate our fondest childhood memories. (For your annual cost of this insurance. most of us, it was the first time we ever It is based on the amount you want received our own to give each year, and the number of mail.) children or grandchildren you have. For Inside that example, for a 65-year-old woman in card was often good health who is a non-smoker, the a check or a $5 cost to purchase a policy that provides bill, maybe a a $100 lifetime annual gift and card for bit more, but it each of her three grandchildren totals was ours and $44.67 a month. ours alone to You pay the premium on the life spend as we saw insurance policy every year for the Yachting Capital fit. It was the remainder of your life and each of your Mark A. Cline first significant children or grandchildren is named as amount of money an equal beneficiary of the policy. I remember having in my complete If you stop making payments, the control, and deciding what to spend amount of the child or grandchild’s it on was a big decision that required gift will be reduced. Upon your death, much thought. each child or grandchild will receive a The relationship between a customized birthday card along with grandparent and grandchild is a check each year on their birthday something very special. for the gift level you select ($100, As grandparents age, they realize $250, or $500), which is paid from the that they won’t always be there for guaranteed interest earned on the their grandchildren. They wish they death benefit of the policy. could though, and they hope their Upon your child or grandchild’s grandchildren will remember them death, any remaining death benefit after they’re gone. will be paid to your Being remembered grandchild’s estate or For a 65-year-old by those we love is woman in good health whomever they select important to all of as a beneficiary. who is a non-smoker, us. Each year, your the cost to purchase a Today there is grandchildren will a new financial receive their birthday policy that provides a product called check on or about $100 lifetime annual AfterThoughts their birthday via gift and card for each of U.S. mail along with a Birthday Insurance to help address her three grandchildren personalized greeting this desire of being totals $44.67 a month. card. remembered. AfterThoughts This is a way Birthday Insurance is for grandparents or even parents only available through specific licensed to express their love for their insurance agents or financial planners. grandchildren or children and ensure You can customize your card with that they are fondly remembered years your favorite grandchild’s pet name after they’re gone. such as Abbilicious (my daughter’s), When you purchase this insurance, Pookie or whatever along with how the upon your death, your named child, grandparent is known to the grandchild grandchild or all your grandchildren (this may be grandma and grandpa or will receive, every year on their birthday Nana and Papa). a personalized birthday greeting To remind your child or grandchild card in your name and a check in the why they are receiving this card and amount you chose. gift, there is a message printed on the The funding of the birthday gift is back of the card: “A loved one of yours through a whole life insurance policy. purchased AfterThoughts Birthday The child or grandchild is guaranteed Insurance so that you would receive a to receive this card and check every birthday card and check, every year on year for the rest of their lives and your birthday, for the rest of your life.” parents and grandparents can choose This annual gift will provide you to purchase gift amounts for each with wonderful memories of your loved grandchild of $100, $250, or $500. one for many years to come. To ensure that the money to provide the gift is available at the time of your Capt. Mark A. Cline is a chartered death, you purchase what is called senior financial planner and mortgage a permanent Whole Life Insurance broker. He is a partner in Capital Policy underwritten by a life insurance Marine Alliance in Ft. Lauderdale. company. The annual cost of the whole Comments on this column are welcome life policy depends on several factors at +1-954-764-2929 or through www. including your age, sex, and whether or capitalmarinealliance.net.
C14 November 2007 IN THE STARS
Want to see into the past? That’s easy – just look up By Jack Horkheimer
of this dim cloud through even a good amateur telescope you will see that it is a giant spiral pinwheel of billions of stars, a great galaxy very similar in shape to our own family of stars, the Milky Way galaxy, but more than two times larger. Wow.
Everyone is fascinated with the concept of time travel. Although going back in time is just a thing of science fiction, you actually can look back in time and see things as they existed long ago. On any moonless night in November Cassiopeia and beauty between 8 and 10 p.m. (the first two Some constellations are easy to weeks of the month are very good find and some are difficult. One of the because there’ll be no moonlight in easiest to find was named long ago for a early evening), look almost overhead legendary queen of exceptional beauty, where you’ll see four stars. If you could queen Cassiopeia of Ethiopia. connect the stars, they would make a If you go out any night this month square. between 9 and 10 p.m. and look due That’s called the Great Square of north directly above the North Star you Pegasus the winged horse and marks will see five bright stars. If you connect the main part of his body. Next, look these stars with lines, they will trace north for five bright stars that if you out the previously noted squashed connect with lines will look like a letter m. This is Cassiopeia. squashed out letter m. This is the Now if you add a dim little star constellation Cassiopeia the Queen. below the crux of the m, you can trace Finally take the brightest star in out a nice stick figure of Cassiopeia’s Cassiopeia and draw throne, which at a line straight up to this time of year and When we look at the the brightest star of night would require Andromeda galaxy we Cassiopeia to wear Pegasus’ square. If you look about two- actually see it ... as it a seatbelt because thirds of the way she’d be hanging face existed 2-1/2 million up that line from downward over the years ago. Cassiopeia you will North Star. see a tiny faint cloud If you look directly that, through a pair of binoculars, will opposite Cassiopeia on the other side look even more cloudlike. of the North Star close to the horizon That isn’t a cloud at all. It is the you will see the Big Dipper. And one of most distant object we can see in the the nifty things about Cassiopeia and universe with the naked eye. We all the Big Dipper is they circle endlessly know that light travels at the speed of around the North Star always opposite 186,000 miles a second. Since our Moon each other like the hands of a clock. is about 250,000 miles away it takes its Let’s slowly move forward in time light about 1-1/3 seconds to reach us. about six hours at which time you’ll So in reality we always see the Moon notice that Cassiopeia’s throne is not as it exists now but as it existed almost upright and the Big Dipper has about a second ago. moved to the right of the North Star. Our Sun, on the other hand, is 93 Six hours later, Cassiopeia is beneath million miles away. It takes its light the North Star and the Big Dipper is 8-1/3 minutes to reach us, which above it. And on it continues like a means that we never see the Sun as it great celestial clock, which incidentally exists right now but as it existed 8-1/3 is one of the functions these stars minutes ago. served to our clockless ancestors. The great Andromeda galaxy, But why you may ask would people however, is something else. Indeed it long ago put a great queen on her is so incredibly far away that it takes throne when her throne is so often its light more than 2-1/2 million years upside down in a precarious position? to reach us. So when we look at the Well it seems that Cassiopeia was used Andromeda galaxy we actually see it as an object lesson on vanity. You see, not as it exists now but as it existed 2 she was extremely beautiful but she and 1/2 million years ago. made the fatal mistake of boasting Think of it. When you look up at that she was more beautiful than the this dim cloud the first half of this Nereids, the sea nymphs who were month, you are seeing something considered to be the hotties of their as it actually existed about the time time. Australopithecus, the Lucy creature, The jealous Nereids, it seems, walked on this Earth, long before the complained to their father, Poseidon, appearance of modern man, long before the god of the seas, who made any creature on Earth learned how to Cassiopeia’s life a living hell, resulting use fire. in her being finally punished for her And what’s equally astonishing is if you take a time exposure photograph See STARS, page C15
IN THE STARS
Remains of exploding star are visible 435 years later STARS, from page C14 vanity by being placed in the heavens on her throne, forced to ride around the North Star for all eternity, sometimes in a queenly upright position and at others in a less dignified posture. Thus Cassiopeia still serves as a cosmic object lesson to mere mortals who brag of their personal beauty. Today we see five bright stars in Cassiopeia. But 435 years ago this month, in November 1572, astronomers all around the world watched a new star grow in brightness here, which outshone every star in the sky for many weeks and was visible for more than a year. We now know that it was a giant exploding star called a supernova. If you look at this spot through a good telescope you will see the ghostly remains of its shattered remnants.
November is for the birds
Cosmically speaking, the fourth week this month – the time Americans celebrate the end of the harvest with a holiday called Thanksgiving – will be exceptional because in addition to the usual bird on our dinner table (a turkey) we have our annual three cosmic birds, which you can see in the heavens right after dinner any night the week of Nov. 19-25. On any clear night that week about 7 p.m., face west and high above the horizon. You will see the three bright stars which if we connect by lines make up what is officially called the Summer Triangle. Every November, I unofficially call it the Thanksgiving poultry triangle. Historically these stars have been associated with cosmic birds. The highest star is Deneb, the bright tail star in Cygnus the swan. The bright star farthest to the left, Altair, is the brightest star in Aquila the Eagle.
And the brightest of the three stars and closest to the northwest horizon is Vega, the brightest star of Lyra the Harp which, strange as it may sound, has had more feathery incarnations than the other two put together. You see, Lyra was not always a harp. In fact long before it became a lyre it was a cosmic turtle but before it was a cosmic turtle it was a bird of one sort or another. Ancient records tell us that Lyra’s association with birds goes back more than 2,000 years. In ancient India Lyra was seen as a heavenly vulture. But when Babylonian kings and their queens strolled through the hanging gardens of Babylon they looked up and identified Lyra as their great mythological bird of storms, Urakhga. In ancient Arabia people depicted Lyra’s stars, depending on what tribe they belonged to as either a desert eagle or would you believe, a cosmic goose. And Lyra was also seen as a great osprey and as a wood falcon. At any rate, only in the past couple hundred years or so have we in the west seen Lyra exclusively as a lyre, a small harp of ancient Greece. In fact as recently as the American Revolution (circa 1776) these stars were still depicted as a bird, a great American eagle, but with a lyre in its beak. At about 9 p.m., look east and you will see the planet that is racing for a super-close meeting with our Moon on Christmas Eve, super bright, rougegold Mars. On Sunday night, Nov. 25, an exquisite almost-full Moon will be closing in on it. 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.
C16 November 2007 PHOTOGRAPHY: Photo Exposé
To make the most of a camera, understand DPI, RAW and JPG I have some questions about processing digital pictures. Setting the DPI, what is best in the software and the importance of matching it to the printer? How to best maintain quality in the process with a higher DPI initially? For example, how does a Canon RAW image versus a JPG influence the final product? Is one Photo Exposé better to shoot in James Schot RAW and save the
images as RAW then process into JPG? – Chuck Macmahon Welcome aboard, photo enthusiasts. When we talk about DPI we are talking about a printing term or printer resolution: dots per inch. Printers commonly print in round dots using very few colors. Most are dye or pigment inkjet printers, very popular for photo printing. Other quality printers, such as dye sublimation and laser printers, are available. Dye inkjet printers were better in providing saturated colors; pigment offered longevity. Technology has
improved the pigment color gamut, so for photography it is the ink of choice. The few colors used by inkjet printers are magenta, cyan, yellow and black, or the secondary colors (primary colors are red, blue, and green). These are mixed through the printing process to create a complete visual spectrum of colors. Some printers use six or seven. My Canon iPF 8000 has 12, which is about the max. The added colors are based on variations of the secondary colors, that is light magenta, light cyan, light yellow, and glossy and matte black (for better black and white prints), etc. Technology applies the ink to its
substrate (papers, transparencies, etc.) most commonly by piezo or thermal technology, in droplets measuring commonly 2 or more picoliters (1 trillionth of a liter). Both approaches work well, and a smaller picoliter value (2, 3, or 4) is supposed to provide higher resolution results compared to larger droplet sizes. I say “supposed” because other factors can affect output. This overview should provide a good foundation for readers who are thinking of buying a printer. For those less interested in technical particulars, I can tell you Canon, Epson, and HP are top inkjet manufacturers that make great photo-quality printers. Price can be an indicator of quality output, but it may also indicate print size, print speed and other features not necessarily having to do with quality. One final specification I would look for in a printer is the overall resolution. The maximum resolution listed, such as 600x600, 1200x1200, 2400x1200 dpi, is based on ink dots. These dots can be grouped tightly for darker output or loosely grouped to lighter output. The higher the number denotes a higher capability for smooth transitions. Digital cameras list their resolution range in their specifications, and are based on square pixels arranged one next to the other vertically and horizontally. My Canon S60 maximum resolution is 2592x1944. Multiply this out, and see this is a 5 megapixel camera. The actual range depends on whether you are taking TIFFs, RAW files or small, medium or large JPGs, . Many cameras are not RAW capable; my compact S60 is. If I can and if the shot is important, I always shoot RAW (or TIFFs). Occasionally, I take large JPGs. Any of these three would use the camera’s maximum resolution. JPGs are a universal format, ready to be printed. Although they begin or are taken in the RAW, internal camera hardware immediately processes them to 8 bits and deletes information it determines isn’t needed. This results in smaller files that take less memory. The negative is these converted files have eliminated a great deal of information that could be helpful should you desire to make adjustments. (a topic for future columns). Bottom line: When you can, shoot RAW (or the camera’s best resolution) and convert to JPG on your computer. To fully answer Chuck’s question, there is still more to go. A description of how the maximum camera and printer resolutions work together still needs clarification, but at this time I ask for 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: Horoscopes
Scorpio: Get cash for creativity By astrologer Michael Thiessen
SCORPIO (Oct. 24-Nov. 22) Your
creative talent will prove to be lucrative if put to proper use. Don’t count on others to cover up for your shortcomings. Get out and get active. You probably aren’t getting straight answers. Your luckiest events this month will occur on a Monday.
SAGITTARIUS (Nov. 23-Dec. 21) Get
involved in jobs that require creative input. You can win points with both peers and superiors. Do not trust others with important information. You will be prone to carelessness that could result in accidents. Property deals look good. Your luckiest events this month will occur on a Sunday.
CAPRICORN (Dec. 22-Jan. 20) Try to iron out any friction over money with your mate, or conflicts could prevail. Financial difficulties may be worrying you. Your luckiest events this month will occur on a Thursday.
AQUARIUS (Jan. 21-Feb. 19) Travel
will be to your advantage; however, it might be expensive. Try not to hang out with coworkers if you wish to avoid problems. Get involved with those who can introduce you to unusual forms of entertainment. Your luckiest events this month will occur on a Friday.
PISCES (Feb. 20-March 20) Secret
enemies may be holding a grudge that you’re not even aware of. Don’t let your friends talk you into taking time off. You will be full of energy and you need to find something constructive to do. Your luckiest events this month will occur on a Monday.
ARIES (March 21-April 20)
Extravagance will be a problem. Your passion will be well-received by your mate. Your mate will appreciate honesty. Your luckiest events this month will occur on a Saturday.
TAURUS (April 21-May 21) Expect to have problems with the ones you love.
Be aware that minor accidents or injury may prevail if you are preoccupied. Opportunities will develop through those you encounter while attending organizational events. Your luckiest events this month will occur on a Wednesday.
GEMINI (May 22-June 21) You may
attract attention if you get out socially. Be diplomatic but stern when it comes to giving of yourself. You need to take a long, hard look at yourself and your personal situation. The experience will be good. Your luckiest events this month will occur on a Saturday.
CANCER (June 22-July 22) You
can easily impress others with your generous nature. You could expand your circle of friends if you get involved in unusual activities. Channel energy into passionate interludes with your lover. Self-improvement could bring amazing results. Your luckiest events this month will occur on a Friday.
LEO (July 23-Aug. 22) You will feel the limitations if you have been overdoing it. You can be sure that any dealing with large institutions should go well. Problems with relatives and friends could surface. Your luckiest events this month will occur on a Tuesday.
VIRGO (Aug. 23-Sept. 23) You’ll be
prone to tears if your mate is harsh with you this month. You may want to tell someone how you really feel. Get involved in worthwhile endeavors and meet new friends. Your luckiest events this month will occur on a Monday.
LIBRA (Sept. 24 -Oct. 23) Romantic
opportunities will arise through friends or relatives. You might find added popularity. Sign up for courses or join fitness clubs. Seek jobs that require creative input. Your luckiest events this month will occur on a Sunday. Michael Thiessen’s astronomy Web site is one of the largest on the Internet. Contact him through www.astrologyonline.com.
C18 November 2007 IN THE STARS: Time change
Shedding some light on Daylight Savings Time That hot Florida sun will remain out in the evenings through the Ft. Lauderdale International Boat Show as the United States pushes back the end of daylight saving time to the first Sunday in November. For the past decade, the States ended DST on the last Sunday in October, often during the boat show. This year, the clocks won’t change until Nov. 4. So what gives with the time change changes? In 2005, U.S. President George W. Bush signed the Energy Policy Act of 2005 into law. Among its litany of effects, it extended DST by one month, pushing the time change three weeks earlier in the spring (in 2007, that was the second Sunday in March) and one week later in the fall. The Act, proposed as an aid to the nation’s growing energy problems, provides tax incentives and loan guarantees for energy production of various types. According to Wikipedia, lobbyists for this provision included the Sporting Goods Manufacturers Association, the National Association of Convenience Stores, and the National Retinitis Pigmentosa Foundation Fighting Blindness. Lobbyists against included the U.S. Conference of Catholic Bishops, the United Synagogue of Conservative Judaism, the National Parent-Teacher Association, the Calendaring and Scheduling Consortium, the Edison Electric Institute and the Air Transport Association.
DST was first established in the United States in 1918, but then repealed in 1919. Some local jurisdictions used “daylight” time for the next 20 years before it was re-
While most countries near the equator don’t deviate from standard time, the switch in the Southern Hemisphere is opposite. DST is observed from late October to late March. established during World War II. Its particular Sundays have changed over the decades from as early as January in the spring to October in the fall. It was standardized nationwide by law in 1966 to begin the last Sunday in April and end the last Sunday in October. A few times in the intervening years, it has shifted. (For the “energy crisis in the mid 1970s, again in 1986 to extend DST by three weeks in the spring.) On that spring Sunday, clocks are set ahead one hour at 2 a.m. to make it 3 a.m., raising the sun later and setting the sun later by the clock. On the designated autumn Sunday, clocks are set back one hour at 2 a.m. to make it 1 a.m., raising the sun an hour earlier and setting it an hour earlier. School children are taught to “spring forward, fall back.”
How it’s done worldwide
More than one billion people in about 70 countries around the world observe DST in some form, according to Information Please, the online information source. In the States, the time changes as the time zones approach the 2 a.m. hour, each zone shifting in turn. The state of Hawaii, most of Arizona, and the territories of Puerto Rico, the U.S.
Virgin Islands, Guam and American Samoa do not follow DST and therefore do not change their clocks. Indiana just began changing time last year. European countries change all at the same time, despite various zones. Since 1996, European Summer Time begins the last Sunday in March and ends the last Sunday in October, always at 1 a.m. Greenwich Mean Time. Australia decided this summer to extend DST in New South Wales four weeks to match the rest of southeastern part of that country. Beginning in 2008, DST will begin the first Sunday in October and end the first Sunday in April. In Canada, most of the country observes DST, except parts of northeastern British Columbia. Manitoba and Ontario, like the United States, would extend DST starting this year. Other provinces have indicated that they may also follow suit, according to Information Please. All three Mexican time zones are on the same schedule as the United States. While most countries near the equator don’t deviate from standard time, the switch in the Southern Hemisphere is opposite. DST is observed from late October to late March. In case all that isn’t confusing enough, the U.S. Department of Energy will study this shift in the United States to determine if it does, in fact, help conserve energy. The Act that President Bush signed gives Congress the right to switch back to the 2005 DST schedule if they don’t like the results. For now, folks in the United States will switch their clocks and watches back to 1 a.m. on Nov. 4. And in 2008, DST is scheduled to begin on March 9 and end on Nov. 2. Stay tuned. – Lucy Chabot Reed
LITERARY REVIEW: Well Read
Talty captures the essence of the Caribbean’s pirate legacy Privateer, colonial governor, plantation owner and namesake of a brand of rum, the story of Henry Morgan is in many ways the story of the Caribbean. In “Empire of Blue Water” by Stephan Talty ($24.95 Crown Publishers) the life evolution of Morgan is told in historic context. Well Read The subtitle of the Donna book indicates the Mergenhagen scope of the story: Captain Morgan’s Great Pirate Army, the Epic Battle for the Americas, and the Catastrophe That Ended the Outlaws’ Bloody Reign. Talty’s work includes a timeline, maps, a glossary, source notes and index. Although piracy had existed since the Romans, Henry VIII invented letters of marque or commissions as a substitute for a navy. Charles II resurrected the concept when England and Spain were locked in a power struggle and the monarchy had need of income. Spain had explored the Caribbean and Americas under the guise of religion to gather wealth. The volume of silver that Spain took from mines in the Americas “allowed for uniform coins to be made and distributed throughout the world, revolutionizing the global economy.” England raised a force of 7,000 to capture Hispaniola and its wealth under a letter of marque in 1655. Henry Morgan, born into a titled Welsh family without wealth, was one of the recruits for the mission against the Spanish Main. The mission failed, losing half of the recruits in battle or to disease. Instead of returning to England without a conquest, Jamaica was taken as a consolation prize. In a crucial location between Spanish mining export cities in Central America and the route to Spain, the city of Port Royal became a booming trading post, fueled by privateer bounty. Pirates were the de facto navy for Jamaica, protecting it from raids. Pirates were democrats – one man, one vote. Missions, divisions of bounty, rewards for bravery and compensation for injury were determined by a vote of the group. The promise of bounty was a motivating and unifying factor. Morgan evolved into a charismatic leader, an innovator who created opportunity and reacted to circumstance. Each of Morgan’s missions had a distinguishing quality, “Gran Granada was a feat of navigation; Maracaibo was a triumph of deceptive warcraft; Portobelo was noteworthy for its loot; Panama….a test of endurance.” Morgan was perceived as God-like as successes
mounted, letting him negotiate from a position of strength – even when at a disadvantage. Alliances of European royalty began the decline of privateers. Treaties aided merchants and trade. Plantations and pirates competed for power and labor. Jamaica’s economy became based on trade, slave markets and plantations. The promise of bounty had bound pirates and as those opportunities declined, the culture changed. Morgan was arrested and taken to England. Ever an opportunist, Morgan aligned himself with the cause to eliminate piracy. He was knighted and returned to Jamaica as deputy governor, charged with eliminating piracy. He did it with trickery and terror just as he had led his raids. He both pardoned and hanged while he distanced himself. Despite his change in loyalty, at his death the governor granted an amnesty so buccaneers could attend the wake. In the harbor at Port Royal, “ships without flags” raised a 22-gun salute. A 1692 earthquake and tsunami killed 70 percent of Port Royal’s population. Some rebuilt at Kingston across the bay. Port Royal’s destruction changed trade routes; economic power shifted to U.S. coastal cities. Stephen Talty intertwines the history of Port Royal and the rise of Captain Morgan in a global story that gives definition to the shift in power amongst European nations. “Empire of Blue Water” clarifies the romance of piracy and the place piracy played in the development of the Americas. Donna Mergenhagen owns Well Read, a used book store on Southeast 17th Street in Ft. Lauderdale. Contact her at 954467-8878.
C20 November 2007 FROM THE FRONT
Withhold information and you’ll get unmotivated employees GRIMME, from page C1 and what they did in a few words. Put their name on the card and sign it, then hand the card to them. For example: Sheryl, You really helped that customer. Thanks! Don Grimme Criticism zaps motivation and drains our energy. Praise – and appropriately delivered constructive feedback – motivates and energizes us.
Clearly communicate goals, responsibilities and expectations.
Never criticize in public; redirect in private. Dean Spitzer has come up with the “Top 10 Ways to Zap Employee Motivation.” They include unclear expectations, withholding information and criticism.
5. Recognize appropriately
Recognize performance appropriately and consistently. You will want to reward outstanding performance with promotions and opportunities. But don’t do only with big rewards. Sam Colin, founder of a janitorial
company, used to hand out Life Savers when employees did something good. That tradition developed into a philosophy of recognition, which includes awards such as Most Helpful and Nicest Employee ... as voted on by coworkers. These are not “Employee of the Month” awards because they are voted on by co-workers. Having the employees themselves determine the results gets them involved and it minimizes their resentment of award recipients.
8. Actively Listen
6. Involve and solicit
9. Share the Truth
Actively listen to employees’ concerns, both work-related and personal. Here are two examples: 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 ideas, she tells them one thing they can do better for her. “Seek first to understand ... then to be understood.” – Steven Covey
Share information – promptly, Involve employees in plans and openly, and clearly. Tell the truth ... with decisions, especially those that affect compassion. them. Solicit their ideas and opinions. How do your employees find out The Dilbert cartoons are know for what’s going on? their humorous Via the rumor mill? An ongoing theme commentary on Or from effective the dysfunctional of the (Dilbert) series and trusted workplace. An is plans and decisions communication ongoing theme of the programs? handed down from on series is plans and Tell the truth. If high that are impossible decisions handed layoffs or benefits down from on high to implement and in cuts are in the works, that are impossible which the employees let your employees to implement and in which the employees had no input. Does your know about them, had no input. crew feel ‘in’ on things? and help them deal with them. Does your crew The executives at feel “in” on things? each Motorola facility hold quarterly They can ... if you solicit their ideas and town hall meetings to communicate opinions. Another effective method for getting business results and plans to employees involvement out of crew is to encourage and to respond to employee questions and concerns. initiative. All too often, employees who stick their neck out by expressing creative ideas are slapped down, rather than rewarded. The CEO of Hershey Foods created The Exalted Order of the Extended Neck “to reward people who were willing to buck the system, practice a little entrepreneurship, and were willing to stand the heat for an idea they really believed in.”
7. Learn, grow, link
Create opportunities for employees to learn and grow. Link the goals of the organization with the goals of each individual in it. Some of your employees want to climb the organizational ladder. But all of your employees want to learn and grow. This certainly includes formal education and training programs. But also, for example: Johnsonville Foods encourages every employee to spend one day a year observing another employee perform his or her job. Employees learn something new about their co-workers, and about other departments in the company. Every employee should be clear how the work they do benefits your organization and themselves.
10. Celebrate and have fun
Celebrate successes and milestones reached – both organizational and personal. Create an organizational culture that is open, trusting and fun. All employees at Apple, who worked on that first Macintosh computer, had their signatures placed on the inside of the product. Can you imagine the pride those employees felt then ... and today? Verizon Wireless names cell sites after top employees. How could you adapt such practices to your products, services and work environment? Create an organizational culture that is open, trusting and fun. On his first day at Hewitt Associates, a new hire received a welcome note and a “survival kit” (including a candy bar and Nerf ball). Everyone came by his office to personally welcome him to the team. Then, every day for the next two weeks, someone made a point to stop by and ask him to lunch. Do you think that employee felt a sense of belonging? 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. Comments on this story are welcome at firstname.lastname@example.org.
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.
C22 November 2007 CLASSIFIEDS
Captains Available New England Captain will travel. New England Captain, Master of Yachts 200 T Ocean/Sail. A sailor who also cooks, can fix most anything. Healthy lifestyle, Rich 508-237-3243 Ad#
American Experienced 200 Ton Captain Possible Team Enjoy Your yacht resume ok prefer person to person conversation 2394109837 Cptcoragis @comcast.net Ad# 3223
Spanish Captain available now !!!
Professional Chef / Medic Available for Short / Medium assignments
Spanish Capt YM 200 Gt looking for a M/Y in FLL area in the Med for the moment email@example.com +34.6220.127.116.11 Carib. season Ad#
Professional Chef Available Ad# 3294
Yacht Chefs needed
Private, Charter, Dealership, Delivery, Commercial Private, Charter, Dealership, Commercial. Very experienced Motor & Sail seeking Capt or Mate PT/FT position in SE US. 150T STCW 727.360.7070 Ad#
Leave it to me; Enjoy your yacht! Your time is valuable. Be carefree. I work you enjoy Mature experienced & educated Resume & credentials 860-227 -1703 firstname.lastname@example.org Ad#
Sail or Power Private or Charter Do you need a new Captain? Experienced in Bahamas, Caribbean, much more. www.estreetdesign. com/resume-captain.doc Call 802-579-4557 Ad# 3311
1600ton Ocean Master Deliveries, Relief, Rotation, Full/Part time Highly Experienced, private and charter, 954-524-8762 email@example.com Ad# 3234
Charter chef needed for Four Month contract in Caribbean Captain Available
Sport Fishing Captain Available
Prefer Palm Beach region Extensive Experience, Very Reliable, Sober and Drug Free Have 21 year old son/mate too Resume on Request Impeccable References 631-495-6826 - Bill Ad# 3293
Looking For a Great Captain for Your Great Boat? Do you need a new Captain? Experienced in Bahamas, Caribbean, much more. www.estreetdesign.com/resumecaptain.doc Call 802-579-4557 Ad#
Having crew problems? Want to enjoy Yachting? Call an experienced 1600 ton USCG Lic.Captain Jim 954-290-0119. Sit back and enjoy.
Private/Charter Captain ready to go
Chef/Stewardess/Boat Show Help! Before, During, Afterwards!
over 25 years exp 100 ton southeast US /Bahamas my back yard upto 110 ft please call (954)600-1909 . Ad# 3313
Captains Needed MIAMI DUCK TOUR CAPTAINS NEEDED Miami Duck Tours Captains Must have USCG License AND Class A or B CDL License. $60 per tour plus tips 786-276-8300 Ad#
Yacht chefs available
Lic 100 ton captain/engineer looking for vessel 80ft/110ft 30 years exp please call (954)600-1909
Lic 100 ton captain/engineer private/charter Bahamas/ Florida
Chef Wanted for 4 months charter / private 90ft MY based in Caribbean please send resume to firstname.lastname@example.org
Available for private yacht or private estate chef. Highly experienced. Ad# 3334
Chef/Stew Available! 20 years Experience, STCW cert. 100 ton lic. Hardworking, Dependable, Versatile, Professional!Please call 954-895-8070! Thanks! Ad#
Cook,Stew,Light deck Cook,Stew,Light Deck freelance or seasonal position call Karen 954-290-0119 or email: email@example.com Ad#
Stewardess Seeking Position American Stew Seeks Position private or chartered motor yacht. Temp or permanent. Available immediately 425-829-0869 Ad#
Great Mate/First Officer Sail or Power Great Mate/ First Officer Hard worker, great at all aspects of maintenance & seamanship. www.estreetdesign ,com/resume-captain.doc Ad#
Immediate Deckhand Available Peak physical condition, able to do basic 1st Aid, non-smoke Available now. Detail woodwork and team player. ROTC Marines background. Follows Orders Ad# 3188
Great Mate/First Officer - Sail or Power Excellent Mate/First Officer Sailboat Charter Capt. looking to branch into motor yachts. www.estreetdesign.com/resumecaptain.doc Call 802-579-4557 Ad#
American Stew &Dive Instructor For Temp or Perm US Chief Stew/PADI Instructor STCW, Silver & Wine service Delivery/Freelance/Permanent Contact me at firstname.lastname@example.org or 954-881-5088 Ad#
Available for interior detailing daywork Seeking daywork. Interior detailing. New to industry. Willing to learn. Has car Denise 719-640-5335 Ad#
Professional Charter Yacht Chef/Dive Instructor/Mate/ Captain USCG Yacht Chef/Diver/Captan/Mate available: deliveries relief temp and full time position on any size vessell USA & British email@example.com Ad#
Crew Needed Deck/ Stew wanted Need 1 person to join a great boat! Exper individual who can make a bed & handle lines. Fantastic family Informal. FL/ Bah/Chespk. Koruintl@aol.com Ad#
Chief Stewardess Needed The Curt C is looking for a fun, energetic, creative, and organized chief stewardess firstname.lastname@example.org Ad#
Chief Officer Private yacht (charters) Salary is $8000 / month MCA Master of Yachts (Class 4) Call Rob 1-604-469-7100 Ad#
Chief Officer 198’ Feadship launched in May Salary is $8000 / month Candidate must have his MCA Ma PLEASE CALL ROB 1-604-374-3096 Ad#
85’ Go fast yacht needs Cook/ Stew 85’ Go fast yacht Cook/Stew Bahamas/Europe- Lots of Travel send resumes to Captain James email@example.com 954-471-0637,239-292-4828 Ad#
Yacht Crew Jobs Available Yachtloop for the Yacht Crew Add your Resume and Photo Apply for a Job in minutes! Visit us at www.yachtloop.com Join the Loop! Ad#
Yacht Crew Positions wilsonhalligan specialise in recruiting professional crews for the larger yachts - check our website and register at: www.wilsonhalligan.com
Hiring Deckhand for 76’ M/Y. Hiring Deckhand, 76’ M/Y. San Diego Nov.1st.- Mex. Cleaning & Polishing. $2,000 - $2,500 / mo. Email: info@CrewHeadHunter.com Ad#
Chef wanted for 100 ft.+ sailing yacht USA citizen, large sailing exp western cuisine gourmet. $5K / mo + benefits. Email: info@CrewHeadHunter.com Ad#
Yacht Crew Teams Captain(master 3000gt.) available in Asia(Thailand) Please contact us for cv firstname.lastname@example.org Ad#
Deckhand and Stewardess/ Crew Cook Deckhand & Stew / Cook Team looking for perm positions on MY. Both experienced and have STCW. Ph 954 592 7084 or visit www.yachtcrew.co.nz Ad#
Experienced,hardworking couple seeking long term employment on private, family oriented motor yacht. email@example.com
American Reliable Stewardess-Freelance Stewardess 16yrs on yachts up to168ft. private/charter, STCW, PADI divemaster, homecooking. 954-612-2503 firstname.lastname@example.org Ad#
I am looking to get on a yacht for 6mos to 1yr. Non smoker, fun & witty, and compatible with others. 253-583-4241 email@example.com Ad#
Professional Crew Available Chiro,MSDT,EFRI,Day Skipper Exp incl Atlantic crossing Looking for f/t position on superyacht in Oct. Pls send info to firstname.lastname@example.org 3184
Private, Charter, Dealership, Delivery, Commercial Private, Charter, Dealership Commercial. Very experienced Motor & Sail seeking Capt or Mate PT/FT position in SE US. 150T STCW 727.360.7070 Ad#
Professional Freelance Stew available ASAP US Passport, STCW95 email@example.com 843-276-8509
Mates and Deckhands Available
Professional Stew/Cook looking for work. Local base with some travel. NON-LIVE ABOARD LISA 1-954-240-2588
Stewardess Available Now
Experienced Capt/Eng,Stew/ Cook Team available
Stewards and Stewardesses Available FREELANCE STEW/COOKAMERICAN
Stewards and Stewardesses Needed American Stewardess Needed Busy 113ft charter boat needs full time American stewardess for Caribbean season. Send resume to firstname.lastname@example.org Ad#
SafelyMoored.com Yacht Management/ Boat Training On The Water Boat Training 954-415-6609 or email@example.com Ad#
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: firstname.lastname@example.org
C24 November 2007 CLASSIFIEDS
Marine Professionals Yacht Insurance Consultant Dawn has dedicated her insurance career to building lasting relationships with her clients and the underwriters Gowrie, Barden & Brett represent. Personal touch service and around the clock availability are her trademarks. Dawn has been active in the marine industry all her life, in Yacht sales and service, charter management, new boat production and as a licensed insurance agent for the last 20 years. Dawn has extensive experience in boating and carries a 100 Ton USCG master’s license which further enables her to customize policies to suit her client’s needs. Call 800-262-8911 x 1653 or email: Dawns@gowrie.com
Charter Fleet Manager Available Experienced Charter Fleet Manager available. Great motivator, team player. www.estreetdesign.com/resumecaptain.doc 802-579-4557 Ad#
Charter Fleet Manager Available Experienced Charter Fleet Manager available. Great leader, motivator. Budget conscious. www.estreetdesign. com/resume-charter-fleet.doc Ad#
Share house in Croissant Park
Yacht Detailing Moble Yacht Detailing,Presale, Preshow,Weekly, Monthly, serving Palm Beach and the Treasure Coast. 772-807-2929 Ad#
w- 1 person, rent unfur Bdr lvgrm- share Kit-laudry-bath & backyard, $700 pm + 1/2 utli Veronica 954-326-9364 Ad#
Yacht Mechanic Seeking Yacht Mech. ABYC electric cert pref. Electric & systems knowledge a must. Email resume to accounting@ diversifiedyachtservices.com. Ad#
Linens for Yachts Custom fit bed linens, charter & crew sheets, table top items www.pioneerlinens.com Immediate turn around. Call Alicia @ 561-537-9353. Ad#
marine electrical services KI DESIGNS offers consulting complete custom installation design and drafting services for AC & DC electrical wiring. http://home.netcom.com/~karoly Ad#
For Rent Temporary Rooms Available! Temp. Rooms Available! -Clean, Quiet, Private, Furn.Full Kit,, W/D, TV, Park-Nice Patio, Hottub! US 1/Sunrise-$200 week for all!954-895-8070 Ad#
For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.
Short Term Accomodations Quiet (2 per room), clean, affordable , convenient. Call Sabra @ 954-294-0641 SabraHall1@bellsouth.net Ad#
Office Space Office space with receptionist services & conference room. 1, 2 or 3 rooms. SE 17th str, Fort Lauderdale GeeWhizz10@hotmail.com Ad#
2 bdrm, Furnished, BIG SCREEN TV Beautiful, tile throughout, Near 17th st & US 1, close to Winn Dixie, bus lines, beaches airport. Condo Board requires 1 yr lease 954 931-8945 Ad#
Ft Lauderdale Pool Home For rent- 2 bed/1 bath pool home. In Shady Banks mins to downtown, beach. $1500/mo Contact R Purswell, Keller Williams Realty 954-562-8004 Ad#
A charming 3 Bed 1 Bath house in Tarpon River, Ft Laud. Large yard with hot tub, great florida room opening onto deck Avail Nov 1st - Rent $2000/mth
Ericsson W25 Fixed Wireless for 3G/HSDPA Networks Voice - Fax - Fast Internet Alan Spicer Marine Telecom 954-683-3426
Housing Great Capt’s Hideaway! Fully furnished waterfront efficienc wyfy,cable,gas,h2o; quiet downtown area, one person,call 954-767-8025-$275/wk.,$1000/m Ad#
For Sale 39 foot ketch for sale 39 foot ketch for sale now reduced to 20,000$ from 35000 strong with lots of spares and already in the bvis hauled and ready to splash for summer Ad#
Phone for Sale i-mate PDA2k PDA for sale email@example.com Ad#
Luxury Condominium for sale/ Investment Opportunity Luxury 1 bedroom, 1 bathroom Las Olas, Ft. Lauderdale, FL Gulfstream Condominium 924 S. E. 2nd St., Contact Tom 954 520-2353,Lena 949 295-0156 Ad#
PANASONIC HOME THEATER for sale firstname.lastname@example.org Ad# 3271
2001 Zodiac Yachtline 15’-9” 2001 Zodiac Yachtline 15’-9 2002 60 HP Yamaha 4-Stroke Garmin GPS/Fish, Quest Radio With a Trailer in Stuart, Fl Call 772-834-3111 Ad#
Homes for sale Enter subject Luxury Distress Sales & Foreclosures Free List w/ Pics www.fortlauderdalehotnew listings.com 1-800-556-5190 ID#2042 Keller Williams Realty Ad#
Waterfront home 3/2 on canal across fr Laud Marine Ctr; all tile floors hot tub; max boat length 50’ max beam 13’ call Bette 954-253-8432 $499,900
Ericsson W25 - Fast Internet, Voice, Fax - for Yachts
LAS OLAS AREA, REMODELED SM.PET OK, NICE COMPLEX LORY 954-554-0863 CORAL SHORES REALTY
HOUSE FOR RENT - TARPON RIVER
Nice Studio Apartment Large, immaculate studio apt . All utilities included. No Smoking/No pets $725/ month. Karen (954) 873-7660
2/1 Beautiful corner unit with deeded dock
Wonderful Home for Sale-Close to all! Wonderful 4/2 HOME for sale Well maintained, private lot , tropical,close to town,marinas beaches, great for family! Ellen (954) 632-9765 Ad#
Purchasing in the United States I specialize in Foreign Buyers and can help you identify and close on the perfect investment. Corinne Van Peursem Realtor, 786 271 4619 Ad#
PROPERTY FOR SALE STOP FORECLOSURE 3 bed home. Great east locale Subject to bank approval. Offered at $349k obo. Salter Realty 954-812-4801 Ad#
3/2 Key West Bungalow 3/2 on 10.84 acres in No. FL AS IS $150,000; furn. with greenhouse, workshop & 1/1 apt Near Marianna & FL Caverns John 850-569-5319 Ad#
Announcement DAYWORKERS Need DAYWORKERS??? Contact The Crew Castle @ 954-728-9230 Ad#
Hiring Stewardess for 115’ M/Y Hiring Stew - 115’ M/Y 1-2 yrs. Exp. on Luxury Yachts Privately owned. Pay in mid $30’s. Email info to: info@CrewHeadHunter.com Ad#
used farm tractor
Tax Free Fuel&Refits Tax Free Fuel/Yacht Support Services in Bizerte/Tunisia. Tax Free Refits in Malta Contact Lawrence +35699439954 Member AYSS.email@example.com Ad#
Hiring Chef / Stew couple for 115’ M/Y Hiring Chef/Stew couple,115’MY 1-2 yrs. Yacht Experience. Start in San Diego ASAP. Email your info to: David@CrewHeadHunter.com Ad#
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
Over 100 tractors in stock on Ad# 3305
I need a KITCHEN... KITCHEN NEEDED TO RENT IN BRO/PLM BCH CY FOR LOCAL CATERING JOBS PLS CALL ASAP 954-290-0347 FRANCE Ad#
Hiring Captain for M/Y
Wanted: Lowrance Global 2000 Combo GPS/Sonar display unit. Must be in working order Call 248 879-3480 firstname.lastname@example.org Ad#
Hiring Captian for 81’ M/Y Please submit all relevant info and documents to email: info@CrewHeadHunter.com Ad#
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
C26 November 2007 CLASSIFIEDS
For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.
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2 Oceans Maritime Academy A1A Chem Dry Alexseal Yacht Coatings American Marine Canvas & Upholstery American Yacht Institute Antibes Yachtwear Aqua Marine Realty Argonautica Yacht Interiors ARW Maritime Atlass Insurance Group Bay Ship and Yacht Company Bellingham Bell Company Bellingham Marine BellPort Newport Harbor Shipyard Bertling Logistics Blue Water Alliance Bradford Marine: The Shipyard Group Brownie’s Business cards/Classifieds C-Worthy C&N Yacht Refinishing Camper & Nicholsons Int’l Cape Ann Towing Captain’s Mate Listings Conrad & Scherer Crew 4 Yachts The Crew Network Crew Unlmited Crown Wine and Spirits Culinary Fusion Dockwise Yacht Transport Dohle Yacht Crew Dupont Marine Finishes Edd Helms Marine Elite Crew International Explorer Satellite Comunications Evolve Watersports FenderHooks Finish Masters Floating Solutions Foot Solutions Global Marine Travel Global Satellite Global Yacht Fuel Gran Peninsula Yacht Center HeadHunter Hughes Power Systems International Registries IslaMoin Resort, Residences & Marina James Schot Gallery & Photo Studio Kemplon Marine Kilo Pak King’s Head Pub KVH Industries Laffing Matterz Lauderdale Diver Lauderdale Propeller Law Office of Richard Castillo Lifeline Inflatable Services Linkscape Internet Services Lunenburg Shipyard Luxury Yacht Group Mail Boxes Etc.
B17 C19 C14 B12 A13 B30 B15 B26 C12 B25 B31 A30 C15 A30 A12 B22 B4 A29 C22-26 C17 A2 C13 A9 B6 &7 B15 A9 A24 B29 C16 A12 B5 B2 B3 A18 B13 C10 A20 C12 B18 A6 C13 A7 B31 C4 A5 B25 A6 A14 A16-17 C20 B28 C7 B14 A3 A11 C8 A10 B23 C14 B8 C8 A21 C9
Marine Wifi B28 Maritime Professional Training C28 Maritime Wood Products C14 Maritron Alarm & Security Systems A24 Matthew’s Marine A/C B17 Merrill-Stevens Yachts C19 MHG Marine Benefits B32 Moore & Company B13 The Mrs. G Team B29 MTN Satellite Services, a SeaMobile company B20 National Marine Suppliers A4 Nautical Structures A5 Nauti-Tech A25 Neptune Group A11 Newport Shipyard B24 North Cove Marina A12 Northern Lights C18 Northrop and Johnson C2 Ocean Medical International C4 Old Port Cove C5 Palladium Technologies B16 Perry Law Firm C9 Peterson Fuel Delivery C9 Pettit Paint C6 Praktek A8 Quiksigns C20 Redline Marine Servicing B9 Renaissance Marina B29 Resolve Fire & Hazard Response B14 Reverse Osmosis of So. Florida A18 Rio Vista Flowers C17 River Bend Marine Center B26 River Supply River Services B18 Rossmare International Bunkering C9 Royal Plantation Island B19 RPM Diesel Engine Co. A12 Rybovich A19 SA Crew Recruitment Services A6 Sailorman A2 Sea School C2 Seafarer Marine C18 Secure Chain & Anchor B18 Secure Waters B30 SevenStar Yacht Transport B27 Shadow Marine C11 Shelter Bay Marina B9 Smart Move C2 Spurs Marine C15 SRI Specialty Risk International A24 Steel Marine Towing A15 SunPro Marine A11 Technomar International C10 Temptation Baskets A20 Tess Electrical Sales & Service C4 Total Wine & More B11 TowBoatUS C10 Turtle Cove Marina B12 Winterfest Boat Show B12 Westrec Marinas A13 Wright Maritime Group C3 Yacht Entertainment Systems C5 Yacht Equipment and Parts A32 Yachting Pages C17