PSV founder Haze Richardson has died after a swimming accident in Costa Rica.
A6 TWIC question
MIBS Photo pages from the show.
A24-25
Vol. 4, No. 12
Time off – it’s the law, but it’s often not the case One of the most frustrating topics in yachting is time off: the shortness of it, the lack of it, the unavailability of it. We’ve heard captains condemn the boat and the owner for not granting it, and empathized with crew who can’t take it. But whose FROM THE BRIDGE fault is that? LUCY CHABOT REED Owners for not being understanding enough to allow it? Captains for not being good enough managers to encourage it? Crew for not taking enough initiative to actually take it? Our survey last fall showed that most captains and crew “get” four weeks off a year. We didn’t ask in that survey if they actually take it, so we decided to pose that question to the captains assembled for this month’s discussion. How do you take time off, and how do you handle crew time off? “You’ve got to quit or sell the boat to get time off,” one captain said, not even remotely in jest. “Even then, you’re always working on getting another job, working on your resume, making calls,” another said. As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A20. One captain pointed out the law for Red Ensign vessels: Merchant Shipping Regulations 2002 (described in Merchant Shipping Notice 1767). There are two paragraphs among the 20-page rule that say mariners are to receive at least four weeks leave a year, and that those days cannot be replaced
See BRIDGE, page A20
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Is new identification card a must for yachties, too? A8 March 2008
SURVEY
ANTIGUA AND BARCELONA FIRES
Hey, Europe: Size matters in planning crew quarters By Kelly Cramer
After burning for several hours on Jan. 21, crews continue to fight the fire PHOTO/ELI FULLER on the S/Y Keturah in Antigua.
Two fires consume five yachts By Kelly Cramer Two fires destroyed five yachts in Barcelona and Antigua recently, leaving one captain hospitalized. Capt. Brett Daw was injured in the Antigua fire aboard the 94-foot S/Y Keturah owned by businessman Larry Ecclestone of Palm Beach. Calls to Ecclestone’s South Florida office were not returned, but Ecclestone’s wife told the Palm Beach
Daily News that Daw was burned when he opened the door to the engine room after being alerted to the fire. He was flown to the United States for treatment but no further details on his condition were available. A lightning strike apparently ignited the fire on Jan. 21, according to the Daily News. Antigua native Eli Fuller, who owns
The verdict on crew quarters from more than 100 crew members surveyed in our latest poll: European-built boats “suck” when it comes to designing these living spaces. “The Italians just don’t get it,” a captain said. “You have to be a hobbit to fit into the bunks on the yacht I just got off of – and yes, it was a major reason I left.” The size of the yacht is less important than the care taken to accommodate the crew during the design process – although captains on larger yachts are more likely to have their own staterooms. On refit, many owners take the chance to improve too-small rooms with tiny bunks and even smaller showers, but until then, many captains report suffering the cramp of living in a tiny box. For some, comfy quarters make a job worth taking while others said their passion for being at sea gives them the resolve to tolerate the tiny. “My wife and I worked on boats for years (12 plus) where we had to sleep in separate bunk beds or even have separate cabins,” one captain said. “The love for the water surpassed the inconvenience. Now we are on a boat with the best crew cabin arrangement possible. “Sometimes things work in your favor, sometimes not,” he said. Would this captain turn down a job if he or his wife would have to share a bunk with another crew member? Maybe not, but another did. “Not acceptable,” this captain said. Another said his wife refused to work on a Ferretti 760 that had three bunk beds in two rooms.
See FIRES, page A23 See SURVEY, page A10
A2 March 2008
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WHAT’S INSIDE Out of air, page A9
Silver State Helicopter school closed in February, leaving some yacht crew stranded.
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LATITUDE ADJUSTMENT
March 2008
A3
Better owner-captain relationships can help out the crew, too If you haven’t already guessed this about me, I like to talk. (Writing is just an extension of that, I guess.) February was a good month. I ask everyone I can what they think about this whole crew shortage business. I’m dying to get beyond the doomsday predictions of all the miles of LATITUDE uncrewed yachts ADJUSTMENT that await us and LUCY CHABOT REED get to what I see as the root of the matter: Why do crew leave yachts and what should be done about it? Lucky me, I held audience with two veteran captains last month. Capt. Martyn Walker resigned from the 205-foot M/Y Apogee in February after 18 months aboard. While he was discrete in discussing why he and the owner parted, he said it came down to him no longer wanting to be away from home. Walker was married just after Valentine’s Day to his long-time partner, former Chief Stewardess Michelle Brandt. “I was walking out on Michelle and Chloe [his 8-year-old daughter] and saying I don’t know when I’ll see you again,” Walker said. “That’s what I can’t do anymore.” Walker has spent 20 years in yachting. He was captain of M/Y Montigne when it went around the world. He’s perhaps the poster boy for the wild and fun life yachting can bring. But he’s older now, and several themes have been playing themselves out in his life recently, namely no longer seeing beauty in the stunning anchorages he took vessels to, and advising crew who were thinking of leaving that life was too short to spend one day unhappy. “To thine own self be true,” he said. A friend told him it sounded like he grew up. Perhaps. But maybe he tired of making the sacrifices that got him to this position in the first place. The sacrifices of being away from home, of missing five years of his only daughter’s young life, and of relationships left to fend for themselves. Walker is now looking for a jobshare or perhaps a project to supervise – jobs that have an end so he knows when he’ll be home again. “I’m not putting both anchors out, only one with three shackles at the moment.” For more information, visit www. captainmartyn.com. Then I met a captain with more than 30 years in the business, a low-key guy who has lots of experience but wants to keep his name out of the paper. When I asked him why he thought we had a crew shortage, he blamed
crew. “Crew have got to let the chemistry come together,” he said. “It’s like dating. You’ve got to give the relationship a chance.” Crew should make the commitment to stay a year. That means, if things get uncomfortable or stressful, they make the effort to work through it, communicate their concerns, and act like adults to resolve problems. And he blamed captains, too. Captains should be the first to behave like an adult and set the kind of communication example they want
from their crew. Good communication is also key to a strong relationship with an owner. “Captains are afraid of the owners, or at least intimidated,” he said. “They’re afraid of losing their job so they don’t communicate. That’s why we have management companies, because captains don’t know how to communicate with owners.” As the industry changes and goes through more and more crew, this captain said captains need to find out ways to get crew to stay. “It has to start with the captain,”
he said. “We should ask first, is it me? Then have a chat.” I realized that if owners and captains had better, more friendly relationships, that goodwill would reach the crew. There might be less demands or denials of time off. There might be more laughter on deck instead of just in the crew quarters. And there might be fewer crew leaving the industry. Might that solve our crew shortage? Send news of your promotion, change of yachts or career, or accomplishments to lucy@the-triton.com.
A4 March 2008
CREW NEWS: M/Y Corrie Lynn
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M/Y Corrie Lynn was the first megayacht to use the new St. Maarten Shipyard, PHOTO /CAPT. STEVE RODDA even though it wasn’t quite open for business yet.
Whether onboard or on shore, Rodda guides the Corrie Lynn By Lucy Chabot Reed Capt. Steve Rodda is used to being busy working with the owner of M/Y Corrie Lynn, the 130-foot Westport. For about three years of his tenure as skipper of the charter boat, he also oversaw progress on a 60m new build whose hull was being constructed in Mississippi, whose interior was being constructed in Germany and whose engineering was being done in the Netherlands. He was traveling Rodda so much that he eventually handed over the helm to the first mate, Capt. John Penman. When the new build sold before completion last summer, things had slowed so much that he offered to resign. But the owner wouldn’t let him go. Instead, Rodda filled in when Penman or Eng. Steve Hertik took courses or vacations. In February, that familiar old busy life of the Corrie Lynn came back. Rodda is now Corrie Lynn’s shore-based manager based in St. Maarten. The owner recently decided to take the megayacht to the Med this summer for charter, prompting a series of upgrades and modifications to not only make her comfortable in Europe but also to switch to a commercial flag. The yacht returned to St. Maarten in mid-February from a one-month charter and headed straight to the new St. Maarten Shipyard for an incline test as part of the process of getting a load line certificate. The yard is across from the airport where Uncle Harry’s Bar sits. “They were not really ready for us, but they drove piles to put a dumb barge in so we can get alongside,” he said, noting that Corrie Lynn was the first megayacht at the on-again/offagain yard. (After a few days, M/Y Lady Zelda pulled in, prompting the new
managers, Island Global Yachting, to step up preparations to open the yard.) About nine weeks of charter are already scheduled in the Med – booked by the same client who just came off the one-month charter in February – so making sure the yacht is ready is a priority. In St. Maarten for just five days, Rodda managed the incline test as well as upgrades to some pumps and the beginnings of what will be a complete overhaul of the electronics and audio/visual equipment for her European summer. He also flew to Florida to meet with a company that makes fuel bladders so they can make the crossing in one go. “I’m on shore getting all the stuff templated so things can be made ashore,” Rodda said. “Then, when the boat is here, it takes less time for things to be installed. … Every time the boat is in, we have workers descending on it.” Rodda also fills in as relief for Capt. Penman, Rodda’s mate for eight years on two vessels before stepping into the top job on Corrie Lynn. If that wasn’t familial enough, the friends also welcome Sandy Brown back every year. Brown was the fiveyear-old yacht’s build engineer and Rodda’s first captain about 20 years ago. “Sandy threatened that this was his last time,” Rodda said of Brown’s most recent visit. “But he’s coming back to do the crossing with us.” The whirlwind visit to St. Maarten Shipyard was successful thanks to the carefully orchestrated involvement of many players from different parts of the world, Rodda said. “We flew our naval architect in, and he arrived with a tool box,” he said. “If he had arrived in Nassau with a tool box, they would have deported him. It really is an international industry, and no one country can lay claim to it. “The work would never have taken place without all those people.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.
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NEWS: Obituary
A6 March 2008
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Haze Richardson dies in water off Costa Rica 74-year-old was best-known for establishing Petit St. Vincent in the Grenadines By Kelly Cramer and Lucy Chabot Reed Haze Richardson took big risks, worked hard and turned his love of adventure and the Caribbean into one of the top resorts in the world. Richardson, 74, died Feb. 2 doing one of the many things he loved. While on holiday in Costa Rica with his wife, Lynn, Richardson died during an ocean swim. Friends say a wave lifted him up and slammed him into the surf where he hit his head on a rock, dying instantly. Richardson came to the Caribbean in 1962 with his former U.S. Air Force flying mate Doug Terman. After returning from a tour of duty, the men commiserated about their future over beers. An office job and mortgage seemed an intolerable alternative to their adventurous lives so they bought a 77-foot schooner S/Y Jacinta, went to the Caribbean and started running charters. One of their first clients wanted to buy a private island and asked them to find one. They did, soon arranging for the purchase of what they later called Petit St. Vincent.
About Petit St. Vincent Petit St.Vincent, known better as PSV, is in the Grenadines, 40 miles south of St.Vincent. Its Web site, www.psvresort.com, relays that it “has been tamed just enough to allow for the presence of 22 discreet and simple, yet luxurious cottages.” The double occupancy rate is $960 through March and $810 from March 15 through April 11. Barbados is the major gateway for PSV. There are flights there from New York, Miami, London and other places. From there, it is a short flight to neighboring Union Island.
In 1966, Richardson cleared the land and oversaw construction of the resort – 22 private cottages – which he agreed to manage, temporarily. But he stayed on, later buying the 113-acre island and business. “Out of sheer grit and determination, he built a resort on a scrub island that’s not friendly,” said Ann-Wallis White, a charter broker and travel agent in Newport who lived in the Caribbean in the early 1970s and knew Richardson. “It’s a magical place without any hint of glitz. It’s casual and elegant. It’s the way
the Caribbean used to be and the way the world should still be. “It reflected his character so completely,” she said. “It is understated and well managed. It was very much his own place but other people felt comfortable there.” Richardson was known for living a relaxed lifestyle on the island from his home on the hill with a cadre of golden retrievers, who had free roam of the island. A funeral was held in Essex, Conn. on Feb. 20. A memorial service on Petit St. Vincent was held Feb. 23. Charter broker Ray Weldon of Ocean Independence was a charter captain in the 1970s and knew Richardson then. PSV, he said, remains his favorite island. “It’s 70 percent beautiful white beaches,” he said. “You stop and set up a lunch on the beach and there’s nobody else around. The charter guests have their own little island.” Jeanne Raaphorst, who ran the resort’s charter boat in 1974 and 1975, said simply: “People loved him.” Comments on this story are welcome at editorial@the-triton.com.
A8 March 2008
NEWS: TWIC
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Rules regarding new identification card are unclear By Lucy Chabot Reed Thousands of megayacht captains and crew with licenses issued by the U.S. Coast Guard may be required to obtain a new credential intended for commercial mariners. Once again, though, it depends on how one interprets the regulations. The Transportation Worker Identification Credential was mandated by the Maritime Transportation Security Act of 2002 (MTSA). It is intended to prescreen those who need unescorted access to secure areas of
ports, facilities such as marinas, and vessels. Sources in the yachting industry read the regulations both ways – that all U.S.-licensed mariners need a TWIC, and only U.S.-licensed mariners wanting unescorted access to ports and vessels need a TWIC. The U.S. Coast Guard has issued NVIC 03-07 to offer guidance on the TWIC, identifies who is eligible to get one, explains the enrollment procedures and offers some exemptions. According to NVIC 03-07, the
following individuals must obtain a “The program was not designed for TWIC: yachts, rather for commercial vessels,” “1) All credentialed U.S. merchant said Capt. Ted Morley, director of mariners with active credentials. This operations and training at Maritime includes all persons holding a Coast Professional Training in Ft. Lauderdale. Guard-issued Merchant Mariner “But, U.S. yachts and crews will come License, Merchant Mariner Document, under the regulation, just like any other or Certificate of Registry; vessel, provided that they operate in or “2) Anyone allowed unescorted need access to regulated areas within access to secure areas of U.S.the port facilities or if they have U.S. flagged vessels, facilities, and Outer credentials. Continental Shelf (OCS) facilities “This may prove a complication for subject to 33 CFR Parts 104, 105, and yachts seeking to berth in a commercial 106 respectively (hereafter referred to port for lay days, fueling operations, or as vessels and facilities); alongside crane work. The COTP will “3) A vessel pilot; have to determine how best to handle “4) All these situations. individuals Right now, crews working aboard aboard these For more information towing vessels that To read the 63-page NVIC 03-07, yachts require push, pull or haul visit www.uscg.mil/hq/g-m/nvic/ security escorts alongside tank and click on 2000’s. between the The Department of Homeland vessels.” vessels and the Security has set up a toll-free help Because there security gates in desk (1-866-DHS-TWIC; 866-347is no “and” or “or” the port; that will 8942) and Web site (www.tsa. after No. 3, it is probably stay the gov/twic) to help mariners with this unclear if both norm, especially process. criteria No. 1 and for the foreign-flag The U.S. Coast Guard also has No. 2 must be met yachts.” a help desk (1-877-687-2243) and or if only one is Phone calls to e-mail contact for questions (uscgenough. U.S. Coast Guard twic-helpdesk@uscg.mil). Some in the sources and the yachting industry help desk listed in are adamant the the NVIC didn’t regulation does not apply to yacht crew. reap any answers (and as for the help “If you’re not looking for unescorted desk, no return call). Several Coast access to secure areas, it does not apply Guard sources agreed they did not to our industry,” said Ann Aylesworth, know how the regulations applied to head of crew placement at Northrop yacht crew. & Johnson in Ft. Lauderdale. “It’s One passage that Capt. Bill Foster of only for U.S. Coast Guard inspected M/Y Golden Touch found particularly vessels. That excludes 90 percent of our worrisome is the one that implies that industry.” failure to get a TWIC may render a This answer in the “frequently asked mariner’s licenses void. questions” part of the TWIC web site He pointed to 46 CFR 10.113, (www.tsa.gov/what_we_do/layers/ which says “By Sept. 25, 2008 all twic/index.shtm) seems to confirm mariners holding an active License, that: “All mariners and individuals who Certificate of Registry or STCW will need unescorted access to secure endorsement issued under this part areas of a vessel or facility will need must hold a valid Transportation to obtain a TWIC. Vessel or facility Worker Identification Credential owners/operators determine who will (TWIC) issued by the Transportation need unescorted access to the secure Security Administration under 49 CFR area(s) of their vessel or facility.” part 1572. Failure to obtain or hold a But others in the yachting industry valid TWIC may serve as a basis for read the regulation differently. suspension or revocation of a mariner’s “All credentialed U.S. merchant license, COR or STCW endorsement mariners will be required to obtain under 46 U.S.C. 7702 and 7703.” a TWIC regardless if they access a And NVIC 03-07, Section 6, line e., port,” said Corey Ranslem, CEO of the on page 7, states: “Also by Sept. 25, maritime security firm Secure Waters 2008, all mariners will be required to in Ft. Lauderdale. “All ship’s security hold a TWIC in order for their license, officers (SSO) on MTSA-regulated MMD, COR, or STCW endorsement to vessels will also be required to obtain a remain valid …” TWIC. And under this regulation, SSOs Foster has encouraged his friends on MTSA-regulated vessels will have to to go apply for the card, which he said is fairly simple to get now because the be U.S. citizens since foreign citizens Sept. 25 deadline is still so far off. The are not eligible to obtain a TWIC.” card takes 4-6 weeks to process. This regulation, like others in the wake of the Sept. 11 bombings in 2001, have grouped yacht crew in with Lucy Chabot Reed is editor of The commercial vessels and provides no Triton. Comments on this story are clear exclusion for recreational vessels. welcome at lucy@the-triton.com.
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NEWS
Some careers are taking off with addition of pilot license By Kelly Cramer For some owners, one helipad on their megayacht isn’t enough. The 303-foot M/Y Tatoosh has two – one on the aft of its third deck and another on the sundeck. There’s also a lounge for chopper passengers and a stateroom for the pilot of the helicopter, which remains onboard. Capt. Paul Thorsen noticed this trend a few years ago and made the decision to get his pilot’s license. “I made this career choice because I knew the market is out there,” said Thorsen, a 34-year-old native of South Africa. None of the marine training academies offer pilot training although Maritime Professional Training does offer classes on becoming a flight attendant since so many megayacht owners jet to their boats on private airplanes. But helicopters are the new yacht baubles – some are painted to match the yacht’s stripes and they may soon be standard orders on new builds and refits, even on some 120-footers. The burgeoning trend is why the French aviation consulting firm Heli Riviera has opened up shop in the United States and enlisted retired Royal Navy pilot James Frean to oversee development out of a Ft. Lauderdale office. “We’re seeing more and more with helipads on the back or the front, in some cases,” Frean said. “It’s one of these markets that’s growing and its something people need to start taking more interest in – especially the safety aspects.” Heli Riviera, which works with yachts on a consulting basis to design safe helipads, recruit aviation crew and pick out the right aircraft, also offers several safety classes designed for working with onboard helicopters. Making the switch from being a crew member to a pilot is no easy task, he said. “Really, I hear people say ‘I fancy getting into that,’” Frean said. “For this position, it needs to be your full-time job and you need to have experience in this. If somebody wants to do this and they’re in the yachting industry already, leave it for a bit and build up some flight hours and then come back.” Frean said until insurance companies or the MCA set regulations for safety in this area, no yacht- and helicopter-specific training is required. There is a proposed MCA amendment under consideration currently. Once regulations are in place, yachting schools may begin offering aviation training and crew who have made yachting their career might find it easier to make the transition than
Helipads are becoming increasingly common sites on yachts. FILE PHOTO Thorsen has. Once Thorsen – who got his start in boating doing salvage work with a friend – made up his mind to get a pilot’s license, he had to find a school. He heard an advertisement on the radio for Silver State Helicopters and looked into the Las Vegas company’s background. Then he took out a $70,000 student loan because the tuition had to be paid in full and in advance. He earned his private pilot’s license and completed hundreds more hours of training and flight time toward his commercial license, but didn’t finish because the school closed the doors Feb. 3 to about 2,500 students at its more than 30 schools across the country and filed for bankruptcy protection. According to court documents, Silver State listed debts up to $50 million and its largest creditor is the financing company most of its students used. In a written statement, the company blamed its financial woes on the recent downturn in U.S. credit markets and said new enrollments were down. That has left Thorsen and others stuck with a huge debt and no commercial license to show for it. But the native South African says he will persevere. He’s looking into other schools and waiting to hear if any part of his loan will be forgiven by the lender, who he has been in contact with since Silver State’s closing. Thorsen plans, as Frean suggested, to leave private yachting for awhile to get the flight experience he needs to land a job as a pilot on a megayacht. “Megayachts are only hiring if you have high hours – at least 1,000,” he said. “It’s what I want to do and I enjoy it.” Kelly Cramer is managing editor of The Triton. Comments on this story are welcome at kelly@the-triton.com.
March 2008
A9
TRITON SURVEY: Crews quarters
A10 March 2008
Soundproofed cabins make a big difference SURVEY, from page A1 Bunks to accommodate the minimum crew needed are not enough, several said. It’s always nice to have extras. And don’t forget that curtains on bunks in shared cabins help ensure everyone gets enough sleep when the captain is running 24-hour watches. Nearly half who responded reported having enough or plenty of space and almost three quarters said they had a crew galley or lounge. Closet space is another thing, though – of the dozen who mentioned it, none reported having enough. Some crew told us about proposed labor regulations that could affect crew quarters in the future. One crew member offered his own standards. “The crew cabins should be limited to two, maximum,” he said. “The crew lounge should be large enough to seat the entire crew comfortably at meals … accessible directly from the outside of the boat [and] separate from the guest area.” They should be soundproofed but not so much so alarms would be inaudible – someone working on a Feadship raved about this on his yacht. Also, captain’s cabins should be in a separate area, giving the boss his or her own space and giving the crew a break, too. On the wish list for those who reported already living in roomy quarters with solid mattresses and no more than two crew members sharing a bathroom: TVs in every bunk with headphone jacks, DVD players, DirectTV and wireless Internet access. A happy crew can make for happier owners and more successful trips, so
one captain would like brokers and builders working with owners who are new to yachting to do more to educate them that crew live aboard 24/7. “They should make it as comfortable as possible to keep a happy, long-term crew,” he said. We asked, too, about the laundry situation onboard. Who does laundry? Of the 105 responses, 45 vessels reported that a designated crew member (a majority of the time, a stewardess) did all crew laundry, while nine stews only do crew uniforms. That left the crew on 38 vessels to do their own laundry, five vessels who rotated laundry duties among crew, and two vessels that employed a dedicated laundry person (one was a 190-foot vessel, and one a 330-foot vessel). Interestingly, on the two vessels in between (a 220-footer and a 234footer), laundry was done by the stew and by rotation, respectively. Everyone needs to pitch in to keep shared areas clean and at least one captain reported that cabins had to be presentable by the 10 a.m. break. But like most every aspect of yachting, there is a different program on every boat. “Crew quarters are a funny little subsidiary of a government,” a captain said. “Some boats that I have worked on, they were run similar to a tribal dictatorship with daily watch-keepers maintaining cleanliness and stocking fridges, cabinets, etc. Others are very lax.” We conduct these surveys online. If you are a yacht captain and would like to participate in future surveys, e-mail Editor Lucy Chabot Reed at lucy@thetriton.com to be added to our database.
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Laundry person (2%)
The Triton
Who does crew laundry? Crew rotation 5% Crew (uniforms only) – 9%
Dedicated crew member – 45%
All crew members do their own – 38%
Is there a crew galley/lounge?
No – 28%
Yes – 72%
Is there enough space in the crew quarters for all your crew? We have plenty of space – 22%
We have enough space – 24%
We need a lot more space – 14% We need a little more space – 9% We have barely enough space – 31%
How many feet per cabin? (Lower number = better ratio) More than 100 feet per cabin – 1%
Fewer than 20 feet per cabin – 1%
Number of cabins among respondents 100-119 feet 5 cabins 1 cabin 4% 4%
66.7-99.9 feet per cabin 11% 20-33.3 feet per cabin – 41%
4 cabins – 24%
33.4-66.6 feet per cabin – 46% 3 cabins – 32%
2 cabins – 36%
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TRITON SURVEY: Crews quarters
March 2008
A11
Crew accommodations: better or worse than a decade ago? So, we asked crew if they felt crew accommodations were better or worse than 10 years ago. We put no parameters on the question (old boat versus new boat, American versus European) but captains did. Here’s what we got back: “This boat is 35 years old, and has great crew space. I left a vessel twice this size [British build] with less space for more crew. That says it all about many Euro boats.” “We see U.S. owners becoming much more committed to good crew quarters.” “Better crew accommodation is more in the minds of designers and owners as the industry has become more professional and it is accepted that crew need acceptable conditions to live in.” “They were better 10 years ago. Our yacht is 40 years in age and has the best crew quarters I have ever seen” on that size vessel. “There have always been yachts with great crew quarters, but they were never common. The owners would be wise to give this area careful consideration if they want their crew to stay.” Captains had a lot more to say about a range of topics, usually brokers, owners and builders. “Every builder … does it different. A lot of time the crew quarters gets smaller as the owner’s wishes get larger. Then there is our owner. During every refit we have done on the boat he always gives the crew a certain amount in the budget (which is a good-size sum) to do stuff to our crew area. Their feeling is, a happy and comfortable crew makes a happy and comfortable trip for him and his family and also the charter clients on board his vessel.” “Owners with experience in yachting quickly learn that a few feet in crew quarters’ design and a bit of thought can result in huge crew performance over the years they own the yacht.” “Brokers and builders do not push the fact that the crew lives on board 24-7 so they skimp on the space, when they should make it as comfortable as possible to keep a happy long term crew. A lot of times owners that have been in the business tend to understand this and build accordingly.” “Builders need to wake up and explain to new owners and all owners the importance of building in large enough crew quarters along with individual DVDs, TVs, etc. so that they have a place to call home that is peaceful and away from the hustle and bustle. It is the only way to keep mature crew for long term.” “Crew quarters and amenities are
definitely a part of the package when trying to hire new crew.” “Crew spend more time on yachts than any owner or guests ever do. Space needs to be upgraded, mattresses and pillows to be of better quality, eliminate items that take up space.” “We are planning to build a 130-foot yacht and the crew areas will be a key issue. The owner and I are looking to do a complete revamping that will hopefully set an example for all builders.”
Several captains offered these ideas to help make crew accommodations better: “We’ve extended top bunks to accommodate couples. Easily done and great motivation.” “With current regulations, builders
need to take into consideration the extra crew that is needed to complete all paperwork. There is a need for privacy curtains on the bunks since most larger yachts are on a 24-hour watch schedule. This would help with the sleep deprivation that some crew face. “It is always nice to have a bunk or two in reserve. I also think it’s best to try and keep the cabins as equal as possible to reduce friction.” “Crew quarters are very important to life on the yacht. You need a crew galley/lounge, a place to get away and hang out. You need no more than two crew per bath/shower. You need a bunk that is spacious and comfortable, not a tiny cubby hole. Lots of yachts have terrible crew quarters. It seems that some owners don’t care if we all sleep in a sardine can. If you are building a new
yacht, you should pay attention to your crew quarters. The crew will be happier and not use that for a reason to leave.” “Crew closets/storage for uniforms and street clothes is always a problem.” “Crew accommodations should be built to accommodate the realistic number of crew needed to properly operate a vessel, not the absolute minimum as we see in so many cases. “When building a new vessel, builders and owners should keep in mind that crew spend almost every day on board ... . It only makes sense to give crew a little more room, even if it means giving the guests a little less.” “Expedition yachts are the only way to go in terms of crew comfort. I won’t run anything else. ”
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Thai government considers tracking devices for yachts
Yachts gather at Yacht Haven Marina in Phuket. COPYRIGHT ROGER GOLDSMITH; IMAGE FROM BIGSTOCKPHOTO.COM
The Thai government is developing a device that will allow authorities to monitor yachting traffic in the region, according to the Phuket Gazette. Government officials said they wanted a system developed by April. The plan for the tracking devices came about since authorities are not able to inspect every arriving yacht, Phuket Vice-Governor Worapoj Ratthasima said at a meeting about security. In high season, about 20 yachts enter Thai waters every day. The device would be issued upon entrance to Thai waters and returned when the vessel checks out of the county, the newspaper reported.
Garbage cleared from Naples The piles of garbage overloading the streets of Naples have been removed and the Italian government is working to resolve the problem permanently. Donna Bradbury, the Ft. Lauderdale manager of Blue Water Alliance, received reports from Alliance member Luise Associates in Italy that the garbage crisis has eased in Naples. Suburbs in the Campania region are still suffering though. In news reports, government officials had blamed organized crime and an inefficient bureaucracy. Available space in dumps has been an ongoing problem in the region and new locations are not being built. Luise Associates, a yachting and shipping agency with offices across Italy, has been working with government officials and other neighboring businesses to solve the problem. Bradbury reports that the remaining garbage is expected to be cleared out by the end of March, in time for the summer season. – Kelly Cramer
NY pilots get raise Harbor pilots on Long Island Sound have negotiated a 6 percent rate increase for 2008, with comparable increases to come in 2009 and again in 2010, according to a report on MM&P’s weekly newsletter. It is said to be the first increase in 25 years for the three pilot associations and independent operators of New York and Connecticut. The agreement was adopted by the Connecticut Legislature and the Department of Transportation in 2003 in an attempt to impose more structure on the competitive business situation in the sound. Pilots say it has taken an inordinate amount of time to obtain the rate increase because of the need for approval from two state bodies. With many of the pilots approaching retirement age, the rate hike is said to be seen by the states as necessary to attract new professionals to what may be the lowest paying pilot jobs in the country. In related news, the U.S. Coast Guard has published a proposal to increase the rates for pilotage on the Great Lakes by an average of 8.17 percent for the 2008 shipping season. A final ruling is expected by mid-March. Reprinted with permission from Wheelhouse Weekly, a newsletter of the
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Miami police shoot captain Miami police are investigating the shooting death of a retired yacht captain on Feb. 4. Miami Officer Andrew Mesa shot Roy Leutwyler, 70, because Leutwyler came at the officer with a knife, according to officials. The confrontation took place at about 7:30 p.m. in front of Leutwyler’s Miami apartment after a neighbor called police complaining about a man screaming and waving a gun, the Miami Herald reported. Mike Flores, Leutwyler’s boss at Hurricane Marine, said he and Leutwyler spent the day working together on the thrusters of the 70-foot M/Y Carry-On. “He was perfectly fine,” Flores said. “There was nothing wrong with that guy.”
Leutwyler left work at about 4:30 p.m. on the day he was killed and told Flores he was going home to cook dinner, Flores said. Capt. Craig Jones of M/Y Carry-On said Leutwyler, who he described as a skilled technician, had worked on the Hatteras until noon the day he died. “I just don’t know what happened,” Jones said. Flores said Leutwyler was in good shape both physically and mentally. “He works on a $3 or $4 million yachts, the guy’s not mental,” Flores said. “Roy was a really great guy. He didn’t have any kids – he was retired – and I kept him busy with extra work. “He was slowing down a little bit,” he said. “And he liked his rum.” – Kelly Cramer
U.S. budget proposal includes $34.5 million to boost eLORAN NEWS BRIEFS, from page A12 International Organization of Masters, Mates & Pilots.
Bush budgets for eLORAN Included in the budget President Bush submitted to Congress in February is a $34.5 million budget allocation for an enhanced Long Range Navigation system, according to industry news reports. The plan also calls for moving the system to the Department of Homeland Security from the U.S. Coast Guard, Inside GNSS reported. The enhanced LORAN system, which is ground-based, provides backup to Global Positioning Systems.
Iraqi government trying to stop sale of Hussein’s yacht The Iraqi government is working to block the sale of the 269-foot yacht former president Saddam Hussein had built in 1981 by Helsingoer Vaerft and paid for with government money, according to the Associated Press. French authorities seized the yacht, originally named Qadisiyah Saddam, on Jan. 31. Brokerage firm Nigel Burgess told the AP that the company had been hired to sell the M/Y Ocean Breeze with an asking price of $35 million. A lawyer for the Iraqi government said he suspects someone in the former
See NEWS BRIEFS, page A14
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Fort Lauderdale bridge closings unlikely NEWS BRIEFS, from page A13 dictator’s entourage may be behind the sale. A court hearing to determine ownership could be held this month.
New River bridges unlikely to close U.S. Coast Guard officials are looking into a request from Broward County to lock down three bridges on the New River between midnight and 6 a.m. Closing the bridges – those on Seventh, Third and Andrews avenues – would save the county about $110,000 in bridge tender fees, said Greg Shapley, director of the USCG’s bridge program for the southeastern United States. Although he is investigating the request, Shapley acknowledged at a Ft. Lauderdale Marine Advisory Board meeting in February that it has little chance of being implemented because of the Coast Guard’s dedication to safe navigation. Shapley will review bridge logs and traffic counts before deciding whether to pursue the request. If it is supported, there would be a public comment period. Shapley said that often in these situations, the Coast Guard hears from home and condo owners, but not from boaters, making boater-friendly decisions harder to make.
South Florida elected officials have asked the U.S. Coast Guard to consider locking down three Ft. Lauderdale bridges, including the 3rd Avenue bridge, PHOTO/LUCY REED shown here. USCG officials doubt it will happen. A decision could be four to six months away. – David Reed
Couple loses legal bid A couple whose dream yacht broke down on its maiden voyage in 1990
lost their nearly two-decades long court battle to recoup their life savings, London’s Daily Mail has reported. David and Caroline Leonard, who now live in Portugal, first sued the
See NEWS BRIEFS, page A18
M P T Celebrates THEN HOW WE GOT STARTED Elmer Morley has been in the yachting industry since the 1960’s and teaching navigation and seamanship to enthusiasts in his spare time. In the early 1980’s, he decided to get his USCG License, and found few options for good quality training available. He made it his mission to change this, and with his wife Beverly, opened a small office training mariners in all of the subjects needed to get their USCG Captain’s Licenses. To stay abreast of the dynamic industry, he continued to work on yachts & commercial vessels as both a Chief Engineer and as a Captain, and also worked as a Diesel Technician. News of their personal approach to training and exam preparation spread quickly and their small school began to grow. Many of today’s best known super yacht captains started their training with the Morley’s at their previous location across from Pier 66 and today send their crew for training at MPT’s Andrews Avenue Campus. Over the years the school has made it their mission to maintain Elmer’s goals of providing affordable, high quality training to mariners of all backgrounds in a friendly, knowledgeable and helpful environment where the student always comes first. The faculty and family at MPT never forget that their success depends on your success!
DID YOU KNOW... • That MPT was the first U.S. school to sponsor MCA yacht training for UK Certificates? • That MPT’s students come from around the world, and represent all age groups, all backgrounds, and work on a wide variety of vessel types and flag states? • That MPT was one of the first schools in the country to offer approved courses in lieu of examination at the Coast Guard? • That MPT was the first private school in the USA to have a multi million dollar full mission ship simulation center? • That MPT was the first in the country to be recognized as a Royal Yachting Association Training Centre offering RYA Yachtmaster Certificates? • That MPT was the first yacht school in the U.S. Approved by the MCA to offer GMDSS courses? • That MPT offers onboard training to improve emergency response, crew team building My MPT Story and ISM Safety Management System implementation from yachts to cruise ships? • MPT’s staff have been proactive advocates for mariners at coast guard meetings both As a senior captain and fleet in the U.S., serving on MERPAC industry working groups, and in the U.K., serving on manager, MPT continues to help my the MCA Yacht Qualifications Panel? company mentor and train our crews • That MPT is the ONLY school in the USA offering ALL MCA Yacht to a standard that make the first day & USCG Licensing Courses? on board safer and more efficient for • That MPT has grown from its humble 200 square foot our lead officers. The MPT family has beginning to its now over 45,000 square foot campus? my deep appreciation and our hope is they will continue doing what they do so well.
Submit your MPT story and old and new pictures of classmates, faculty or yourself at MPT to amy@MPTusa.com for a Free Silver Anniversary Shirt!
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Twenty-Five Years NOW MPT is the ONLY school in the USA offering ALL MCA Yacht & USCG Licensing Courses. MPT is the largest private maritime school in the country. MPT is equipped with a multimillion dollar S.M.A.R.T. simulation center. MPT offers FREE Career Counseling. MPT is approved for Veterans Training & Sallie Mae Financial Aid. MPT has been selected by many yachts, marine corporations, government agencies & thousands of mariners as their favorite school & exclusive training provider. MPT is still the best choice for knowledgeable, friendly career guidance, license training and certiďŹ cation!
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Six-month waiting period over; developer can sue Ft. Lauderdale NEWS BRIEFS, from page A14
Despite not requesting any variances, Ft. Lauderdale officials denied plans for a hotel and marina at this site, known as Pink City. The developers have indicated they plan to sue but had not yet filed by press time. PHOTO/LUCY REED
builder for breakdowns in the 52-foot yacht’s aluminum hull. But a judge dismissed that claim because the Leonards waited two years to file. The couple later sued their lawyers and an expert witness who had advised them. That case was dismissed and a United Kingdom appeals court upheld that decision in January. The yacht was towed to the Lisbon harbor where it has remained since.
Developers can now sue over Sails The six-month mandatory waiting time for developers of the Sails project on the 17th Street Causeway has passed and Shadow Marine owner Tom Gonzalez and South Florida attorney Ron Mastriana may now file a lawsuit against the city of Ft. Lauderdale for denying their $59 million marina project. In August, the developers notified city officials that they would file a lawsuit under Florida’s Bert J. Harris Jr. Private Property Rights Protection Act, which can force municipalities to compensate property owners denied reasonable use of their properties. Last year, city commissioners upheld a Planning and Zoning Board 5-3 vote to deny the project, citing a lack of parking and incompatibility with the existing neighborhoods. The developers and marine industry leaders have said the project would provide much-needed dockage in Ft. Lauderdale. As of press time, the developers had not filed any lawsuit. Mastriana did not return calls to his office seeking comment. – Kelly Cramer
Broward building docks again Harbour Towne Marina in Dania Beach has won permits to build 176 dry-stack storage slips. The project is the first new commercial marina facility permitted in Broward County since 2004, the company said. Over the past four years, the county has enforced a moratorium on new commercial boat slips, pending the adoption of the Broward County Boating Facility Siting Plan, which is part of the Manatee Protection Plan. “The new dry-stack project will be a state-of-the-art, environmentally friendly facility located directly on the Dania Cutoff Canal and will accommodate recreational boats up to 42 feet in length,” said Gary Groenewold, regional vice-president of Westrec Marinas Worldwide, the project’s developer. Last year, county officials passed the Boating Facility Siting Plan, capping new slips at 4,392. The county will charge a one-time fee of $400 for each new boat slip and an annual fee of $20 a year for existing boat slips to pay for patrols to areas frequented by manatees. Proceeds will be used by the Broward Sheriff ’s Office to patrol the areas frequented by manatees. Groenewold said he expects construction to start in the next three months and the new slips to be built by 2009.
A20 March 2008
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E-mails, calls while you’re away: Is it a day off or a day of work? BRIDGE, from page A1
Attendees of The Triton’s March Bridge luncheon were, from left, Oliver Dissman (freelance), Adam Lambert of M/Y Morgan Star, Brian Conner (behind) of M/Y Gari-Bote, Lee Rosbach of M/Y Mostro, Chuck Hudspeth of M/Y Via Kassablanca, Steven Lumley of M/Y Kel Con, and Rocky Miller PHOTO/LUCY REED of M/Y Ibex.
with money. (See box on A22.) “That sounds good up front, but that’s not how it is,” one captain said. (That law, it should be noted, applies to mariners on MCA-regulated vessels, public or private, that are “ordinarily engaged in commercial maritime operations.”) So if the law says one thing, and yacht owners, captains and crew do another, who is responsible for making sure captains and crew get time off? “I can schedule myself to be anywhere I want as long as the owner and guests are not on board,” one captain said. “Does that mean we aren’t online every day? Every day.” Several captains pointed out that checking e-mails and taking calls about the boat when they are home with their family or on the ski slopes means that they aren’t really having a day off. Their minds are constantly on the condition and operations of the vessels they command. Not everyone agreed, though. “See, that to me is time off,” one captain rebutted. “I don’t mind the 5-10 minutes due diligence a day. I’m out in the dove field, check e-mails real quick, contact the upholstery guy, let the boss know that everything is being handled and I shut the computer and I’m right back at it. And the boss says [the captain’s] doing a great job, he’s right on top of it.” Perhaps one of the most contentious parts of time off is the inability to schedule it. “You can’t plan,” one captain said. “Vacation is always when the weather is bad and the owner can’t use the boat.” “I was forced to take a week off right
before a delivery, another said. “It was the worst week of my life.” Again, not everyone agreed. “My boss is a real family man,” one captain said. “I know his schedule three months ahead of time. I send an e-mail to his secretary that I’m going to Arizona during a certain time because I know it’s down time.” Another recent survey showed that most yachts sit unused and not in the yard for as many as six months a year. So why is taking time off such a problem? One captain who has been sitting with a vessel for sale for more than a year says he rarely gets away from the boat for more than a weekend. He is the only crew and says he feels like he can’t be away. “I have a good check and balance,” he said, noting the yacht has all the latest safety alarms and monitoring systems. “I don’t have to be there but I don’t feel comfortable not being there. I could take a weekend off, or take a day off to play golf, but I can’t take two weeks off for a vacation. I can’t when there’s nobody to watch the boat.” “As captains, we are so responsible, 24 hours a day,” another captain said. “If the damn thing sinks, it’s his fault.” We branched off into a discussion of responsibility and how personally some captains take the job of being in command. One captain referenced Abraham Lincoln’s famous quote: “Nearly all men can stand adversity, but if you want to test a man’s character, give him power. “As master, we have a different passion than the crew,” he said. “We will let ourselves work through our holidays. The stew takes time off, the mate sleeps at night. But the captain
See BRIDGE, page A21
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FROM THE BRIDGE
March 2008
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No one wants to be ‘the captain who let his boat sink at the dock’ they need,” he said. “Anytime they want time for personal stuff, it’s OK with can’t let it go. You take it personally, too me, they don’t even have to ask. I don’t personally.” want my crew to do it [work through “I want to know who planned their time off] because they’ll resent the [Miami] boat show to start on the boat.” Valentine’s Day,” this solo captain Captains said they keep track of said. “It also happens to be my wife’s time due to their crew, and encourage birthday. them to take it as they can. “You don’t think I’m catching hell for “The crew gets 10 paid days off that?” a month,” one Several captain said. “I captains urged Part 10 of MSN1767 says this about want them off the their colleague annual leave: boat, to go have “For the purposes of these to take time off, fun.” regulations, a seafarer is entitled in regardless. Another crew each leave year to a period of leave “If he won’t give gets eight days off of at least four weeks, for which he you the resources, a month, another is entitled to be paid at the rate of a you should pay works 23 days, week’s pay in respect of each week for it yourself,” on gets off six. of leave. captain said. “I handle “It is considered that this “You seem like a the schedule,” a entitlement to annual leave will be nice guy,” another captain said. “I separate from, and in addition to, said. “I’ll loan my require them to periods of rest and compensatory engineer. Take take time off as we leave which seafarers receive as part some time off.” go.” of their working arrangements. Predictably, Several “However, it is for employers though, this captains and seafarers to decide on the captain graciously noted that details of how this entitlement is declined. It’s not communication to be provided by negotiation and a matter finding is key when the arrangement between themselves. someone to watch owner doesn’t “Annual leave may be taken the boat for him. acknowledge crew in installments but may not be It’s a matter of time off. E-mails replaced by a payment in lieu except passing off his where the seafarer’s employment is and detailed responsibilities to terminated.” records of time someone else. He worked and time just can’t do it, he off are vital. said. “I always think, if I had all that “I don’t know any captain worth his money, how would I want to be salt who would leave the boat alone for treated?” one captain said. “It’s all two days,” he said. “If you let the boat about communication, and a positive sink at the dock, oh God. It’s a small attitude. Don’t give the boss details, industry we work in. You become the don’t let him get too involved in the captain who let the boat sink at the day-to-day. Every communication I dock.” have with the boss, I tell him two good Other captains, however, have crew things at the end.” that can take care of the boat when Hearing how other captains handle they step away. Several have wonderful crew that they trust completely, enabling them to be away from the boat (granted, even with some e-mail time). So the question for them is, how do you take it? Is it planned or at the last minute? “You have to block the days and nothing can interfere with that,” said one captain, who relates planned time off as serious as a death. If someone important to you died, you would go and be permitted to go. “I’ve missed countless things in my career because I couldn’t get time off,” one captain said. “I don’t do that anymore. I don’t care. If I lose my job, there’s another one. I’m still worried about the boat, but there’s always going to be something that comes up that should keep you working. You have to take time off.” He is as adamant for his crew as well. “As long as it doesn’t conflict with the boss’ use, they can take any time
BRIDGE, from page A20
bosses who aren’t as understanding about time off as others, the solo captain who doesn’t take time away acknowledged that he should take time away, but that he’s committed to this vessel. His severance package is tied into her sale.
“But when this boat sells, I’m definitely taking a month off.” Comments on this story are welcome at lucy@the-triton.com. If you make your living working as a yacht captain, contact Editor Lucy Chabot Reed for an invitation to our monthly Bridge
NEWS: Industry seminar
A22 March 2008
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ISS seminar at MIBS assesses state of the yachting industry By Kelly Cramer Industry heavyweights gathered at an International Superyacht Societysponsored meeting the day before the Miami International Boat Show began on Feb. 14. Ashmead & White Consulting, a St. Thomas, Virgin Islands, marine and aviation firm, organized the day-long seminar that it touted as “Icons & Iconoclasts on the Yachting Industry.” A longtime broker, insurer, lawyer and yacht manager talked about what they do, how they do it and current issues they face. ISS President Lance Cushion spoke first, telling the crowd what he thought could be done to keep the industry’s boom going. “There are prophets of doom who say we can’t sustain this,” Cushion said.
But, he continued, there needs to be more berthing, more crew, shorter delivery times and more of an effort to find alternative fuels. “At what point does an owner say: ‘I’m not going to wait that long for my new boat?’” he said. The current three- to five-year wait is already long enough, he said. But he’s optimistic. “There’s nothing out there that says to me we cannot continue to grow,” Cushion said. “We’ve got a healthy industry.” Bob Saxon from Camper & Nicholsons gave a history lesson about how yacht management firms came to be, waxing affectionately about the boating enthusiasts from the New York Yacht Club who pioneered the field. He recalled the early days of yacht management at a time when owners
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were in yachting “for the sheer delight of it,” when owners knew and accepted the major financial commitment that came with yachting. “A yacht is a hole in the water into which we throw money,” Saxon said. “While we may indeed have owners who understand that now, we have owners now for Saxon whom business is first.” No matter the change in owner philosophy, he said, the principal is still the same. “The one basic concept: the owner smiling when he boards and when he leaves,” Saxon said. “This will not change.”
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Maritime attorney Michael Moore couldn’t agree more. “What this is all about is the creation of happiness,” Moore said. Moore helps buyers and sellers get through the transaction and offered tips to captains and crew to make the process easier by keeping track of paperwork, paperwork and more paperwork. Some key documents that can make the transition smoother: the yacht’s original registry, the title abstract, papers showing its duty paid status, the insurance policy, crew releases, and warranty transfer papers for equipment (and what fees the new owners may have to pay to keep warranties current). Most importantly, Moore said, is keeping a detailed inventory. An exclusion list is lazy, he said. Moore also provided an important introduction to a longtime friend, yacht broker Corina Cisneros who, until about six months ago, many knew Cisneros as Diego Cisneros. Cisneros, who owns the Miami yacht brokerage firm Cisneros Yachts, has begun to live life as a woman. Moore described the firm’s success – 65 yachts sold for up to $7.7 million in just five years – and said Cisneros is making “an effort to become the person she was meant to be.” “Yes, it’s true,” Cisneros said. “I am a transgendered woman. “Why am I here?” she said. “Maybe I’m here to challenge you. As I was slowly transitioning over the past three years, I was worried about my business.” But conversations with her father and five children convinced Cisneros that her life would be better if she lived “authentically,” she said. So, Cisneros made the leap. “It’s not without risk or fear,” she said. “I’ve lost clients by being authentic. I also gained some. Clients, at all times, are looking for authenticity.” And that’s a lesson, Cisneros said, that every broker and everyone in yachting, can learn. Being genuine, having fun and being honest with megayacht owners will go a long way to create that happiness Moore and Saxon talked about. Other speakers included Frank Brand, CEO of Fraser Yachts; Laura Sherrod and Spencer Lloyd from Brown & Brown Marine Insurance; Ron Baker, shipyard president at Merrill-Stevens Yachts; and Joe Noonan from Crew Synergy. Kelly Cramer is managing editor of The Triton. Comments on this story are welcome at kelly@the-triton.com.
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FROM THE FRONT: Yacht fires
An unidentified motoryacht was damaged when three yachts were PHOTO/CAPT. DAN TAYLOR consumed by fire in February in Barcelona.
Antigua native says that basic fire-fighting equipment absent the fire apparently started were able to move out of the way, Taylor said. Antigua Adventures, said the yacht Two others docked alongside were also burned for several days before finally engulfed in flames. being extinguished and taken out of Port authorities responded but were the water. not able to put out the fire before the One section of the hull is burned yachts were destroyed. below the water line. At least two of the yachts were left “I think the local fire people came to sink and the fire also damaged a out but it was neighboring motor difficult for them yacht. to get to the ‘If the fire extinguisher Taylor, who was yacht,” Fuller not there the day doesn’t put it out, then said. “It sounds of the fire, said he hop off the boat and like it is very reminded his crew wait for the fire brigade. about fire safety. simple equipment that could be “Raise the It’s too dangerous to purchased. The alarm,” Taylor fight a fire alone.’ basic fire-fighting said. “Tell the boat — Capt. Dan Taylor next door. If the equipment is just not there at this fire extinguisher marina or many of doesn’t put it out, the others.” then hop off the boat and wait for the About two weeks later on Feb. 2, four fire brigade. It’s too dangerous to fight a yachts caught fire at Port Vell marina in fire alone. Barcelona. The cause of that fire in still “This just proves that in case of fire under investigation. the most important rule is to raise the Capt. Dan Taylor of the 111-foot alarm,” he said. “Act quickly and think S/Y Takapuna, which is docked near about evacuating if you cannot have it where the fire broke out, said his under control in five minutes.” engineer doused their boat with water to prevent damage. Kelly Cramer is managing editor of Within five minutes of the alarm The Triton. Comments on this story are sounding, two yachts next to where welcome at Kelly@the-triton.com.
FIRES, from page A1
March 2008
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YACHT AND BROKERAGE SHOW
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Docks empty? Maybe. But plenty of smiling crew
Mate Jimmy Bue and Chef Bec Hardie worked the show aboard the 112-foot Westship M/Y Arietta. When she sells, they say they are headed back home to Australia.
Mate Richard Rhinehart, Stewardess Ellie Hixson and Capt. Lewin Usilton of M/Y Delite showed every feature of this 97-foot Cooper Queenship, including the newly added hot tub.
Capt. Robert Dolling is in command of the 130-foot Broward M/Y Princess Tina, a rare tripleengine megayacht. Formerly Pegasus, Princess Tina sips a mere 50 gallons an hour at 13 knots with all three engines online, but cranks out 24 knots wide open.
Capt. Derek Treliving is the one-man crew aboard the 68-foot Lazzara M/Y Bac O Booc. Watch for them mainly in the Bahamas this winter and around Wrightsville Beach, N.C., in summers.
The crew aboard the 157-foot Christensen M/Y Lady Joy were constantly busy, thanks to the continuous flow of visitors to the new yacht. A momentary break in the chores allowed Bosun Chris Hollis, Chief Stew Kylie Ellely, Stewardess Haley Muldrew and Chef Nicolas Richert to catch their breaths while we clicked away. Lady Joy was headed to Rybovich in Palm Beach for a few weeks then off to Europe for Cannes.
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YACHT AND BROKERAGE SHOW
March 2008
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The Yacht and Brokerage Show in Miami seemed quieter on the docks, but crew members we talked to said the quality of attendees was good. A few noted that they showed the boat to more brokers than buyers, but let’s hope buyers are right behind. While we wait for those sales announcements, enjoy these images from Capt. Tom Serio.
From left, Chef Victoria Allman, Capt. Patrick Allman and Deckhand Dion Lowry take a moment from the show aboard M/Y True North, the 118-foot Broward. The crew will finish up the season in the Bahamas with plans on heading to New York in a few months.
The crew on M/Y Missy B II is headed by Capt. Doug Meier, and includes Chef Calvin Stokes and stewardesses Jade Cote and Dewi Wang.
The ship-shape crew of M/Y Never Say Never, the 110-foot Lazzara. From left, Capt. Alfredo Cortes, Stewardess Sophie Hillberg, Mate Rico Avila and Eng. Luis Higuera. They’ll be in Ft. Lauderdale for the winter.
We spotted First Mate David Eggers making Capt. Mike Petty, far left, spent two years as the build captain on the 120-foot M/Y Sandrine, a few last-minute preparations aboard M/Y Hargrave’s newest. Still undergoing some commissioning, she is expected to head to the Dominican Adriana III, a Horizon 110. Adriana III will be heading Republic soon, then up to New England for the summer under the care of Mate/Stew Jodi Petty, to Key West for a few weeks of fun in the sun. Sister ship Adriana II docks near Aventura. Chef Delaine Brown, and Deckhand Garrett Smith.
A26 March 2008
BOAT SHOW NETWORKING
More than 100 captains, crew and industry professionals caught up with us at the Yacht and Brokerage Show in Miami on Sunday night (Feb. 17) to network. Special thanks to Gene Sweeney at Crown Wine & Spirits for pouring the wine with a smile and to everyone who stopped by to say hi and collect a spiffy new Triton T-shirt. We network again on the first Wednesday in March from 6-8 p.m. at Evolve Watersports at 2000 S. Federal Highway in Ft. Lauderdale. See you there.
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The Triton
A28 March 2008
BUSINESS BRIEFS
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Redline lands exclusive contract with Caterpillar Redline Marine founder Jason Buchanan has gotten a step closer to realizing his ambition to become the international, onestop engine repair shop by signing an exclusive contract with Caterpillar for the Carribbean, according to the company. On Feb. 5, Buchanan Redline took over the contract once held by a French company, Buchanan said. “It’s a NASCAR pit stop for yachts,” he said. “Instead of calling five companies, it’ll be one for jet skis, subs… for everything.” Next, Buchanan said he plans to expand into Europe and Dubai.
Grateful Palate reopens
The purchase price was not disclosed but the Financial Times reported it to be £50m, or about $97.7 million. The takeover marks the third time in three years that a private equity firm has bought a yachtmaker, including Ferretti in 2006 and Bavaria Yachtbau last year, the newspaper said. Founded in 1973, Oyster Marine has 1,200 yachts in commission, starting at 46 feet. Two new models at 100 and 125 feet are under construction. The equity firm, Balmoral Capital, also owns Canados, an Italian manufacturer of sport motor yachts up to 110 feet. Oyster, employs about 130 people and has offices in Ipswich, Suffolk, and Newport, R.I. the US. It also owns Southampton Yacht Services, shipyard, as well as a yacht brokerage and a chartering business.
Yard VP on Miami board Miami Mayor Manny Diaz in February appointed native Floridian Mark Bailey to the city’s Waterfront Advisory Board. Bailey, who has lived in Miami for Bailey 20 years, is vice president of external affairs for Merrill-Stevens Dry Dock on the Miami River.
The new crew at Grateful Palate, from left: Crew Placement Manager Yacht economics stay strong The Dutch maritime engineering Beverly Grant; Executive Chef firm Imtech reported taking $141 David Learmonth; Provisioning million in orders for luxury yachts, Manager MaryKay Schwenderman; Reuters has reported. and General Manager John Long. “There are more and more PHOTO/KELLY CRAMER
The yacht-provisioning market and café Grateful Palate reopened in February with new owners and a total redesign. Beverly Grant, formerly of Culinary Fusion, is handling catering and crew placement services. Owners Bill McIntyre and Johnny Long have hired David Learmonth as executive chef and MaryKay Schwenderman as provisioning manager. Just behind the store are new offices. Meanwhile, former owner Gregory Rhatagen has teamed up with Daniel MacMillan to open a restaurant in Ft. Lauderdale, Christine’s, on Oakland Park Boulevard.
Oyster Marine sold A private equity firm bought the British yachtmaker Oyster Marine, the company said in a press release.
billionaires, and every billionaire has one or two luxury yachts,” Imtech spokesman Pieter Koenders told Reuters. “It’s a very attractive market.” Sales of luxury goods are on the rise as the number of millionaires and billionaires is increasing, the news agency said.
BoatUS opens in Jacksonville The Boat Owners Association of the United States opened its new Florida Service Center in Jacksonville, Fla. The new facility expands the group’s customer service capabilities for its onthe-water towing, roadside assistance and recreational boat insurance programs. The association opened its first service center in Jacksonville 10 years ago and had two employees. Now, there are 20 staff members at the new office. Boat U.S. also has service centers in
See BUSINESS BRIEFS, page B29
The Triton
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The hopefully dwindling staff of GMT.
BUSINESS BRIEFS
PHOTO COURTESY OF GMT
‘Biggest Loser,’ marine-industry style BUSINESS BRIEFS, from page B28 Newport Beach, Calif. and Woodbridge, Va. Boat U.S. provides its members with a group-rate marine insurance program that insures nearly a quarter million boats; the largest fleet of more than 500 towing assistance vessels; discounts on fuel, slips, and repairs at over 870 Cooperating Marinas; boat financing; and a subscription to Boat U.S. Magazine.
GMT, Merrill Stevens fight to get fit Employees from Global Marine Travel and Merrill Stevens Yachts have challenged each other to get fit. The winner of the 16-week contest will be determined by the highest
overall body fat loss. GMT President Tim Davey said he will award cash prizes to the top three winners and the winning company will be taken to lunch at the restaurant of their choice, According to the companies, 15 employees from each are participating in this program which includes assessment of body measurements, body fat and weight. Triton Publisher David Reed is also participating. Ft. Lauderdale-based GMT works with the airlines to provide lowcost, one-way, fully refundable and changeable airfares quickly to their maritime clients. Merrill Stevens is a full-service yacht services company based in Ft. Lauderdale.
March 2008
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A30 March 2008
WRITE TO BE HEARD
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Shunning journalists raises suspicions about chartering By Kim Kavin Your charter yacht is exactly the same as the one docked next to it. And the one docked next to that one. And right on down the quay. You all offer the same, spectacular charter vacations. No matter how hard you work to improve, no matter what you offer that other yachts don’t, you will always be identical to your competition. You’re all, simply, perfect. Hogwash. We all know that the truth is far different, and that some yachts, in fact, offer better charters than others. Your crew may handle children better. Your chef may excel at pairing wine and food. Your deckhands may be great at teaching water sports. Your stewardesses may be pros at silver service. Your captain may know destinations better. Your engineer may be smarter about maintenance. Rarely, if ever, do these types of differences get mentioned in charter yacht reviews. There is incredible pressure for journalists like me to write the same story again and again, praising every yacht and crew as if they are interchangeable cogs in a flawless vacation industry machine. I say this with increased frustration after attending the recent charter shows on Antigua and Sint Maarten. These are industry-only shows that require journalists to register in advance and prove our credentials. I’ve been attending for close to a decade, first as the executive editor of Yachting and now as the charter/cruising editor of Power & Motoryacht, the author of Robb Report’s annual “Best of the Best” boating section, and the editor of CharterWave.com, my own Web site that covers the industry for the public. I am also newly re-elected president of the 500-plus member professional organization Boating Writers International. I attend nearly a dozen shows a year, from Miami to Marmaris. I’ve done about 50 yacht charters for article assignments. I literally wrote the book about the industry, titled “Dream Cruises: The Insider’s Guide to Private Yacht Charter Vacations.” I am about as reputable and knowledgeable as journalists in the charter business come. Still, when I tried to tour two new yachts at recent shows, I was turned around. “We’re not allowing press except for those that have already been invited by the owners,” one captain told me. “If the owner wants you to write about his yacht,” another captain said, “he will fly you somewhere to meet with him onboard.” Those captains were following owners’ orders, I’m sure, but they seemed almost happy to do so, which
left me with an incredibly negative opinion. What, exactly, were they hiding that they didn’t want me or my readers to learn? Why wouldn’t they want an industry expert to give their boat an objective review? Perhaps they’re not as good a charter option as their price tags suggest. And that’s exactly what I told my readers, since the captains’ actions left me with nothing else to say. If a yacht is participating in an industry-only show, all registered, reputable journalists should be allowed onboard. You should want journalists to learn about you and verify that your yacht delivers on the promises in your brochure. You should not want a journalist walking away insulted and curious about exactly why you have yanked out the welcome mat. And if your yacht’s owner doesn’t know that’s how journalists like me see things, you should tell him because he’s hurting your reputation, too. You deserve better. You deserve a fair evaluation, especially if you truly are one of the best charter boats in your size range. You should demand that journalists be let onboard to write stories that acknowledge the hard work and skills that make your yacht better. And dare I say you and your owners alike should cheer when journalists write articles about boats with serious problems, like the one whose captain got drunk and groped me, then broke into my cabin later that night while I was sleeping. Or the yacht whose crew told me the owner was forcing them to charter against their will, so they were going to quit on the first charter’s start date. Or the stewardesses who had to be reminded three times that a guest in my party was allergic to onions – and who kept serving them anyway. This trend of allowing only preapproved press onboard is meant to quash truthful stories and to ensure that only glowing reviews get printed – even about that disgusting lush of a captain, that spiteful crew, and those inane stewardesses. If you go along with it, you are sanctioning the idea. If your yacht’s owner is one who believes this new trend is a good way to try to control the media, then I urge you to help him understand the damage he is doing to your yacht and to your personal reputation. Google is a powerful thing. One unnecessarily negative story on the Internet about a yacht that won’t allow an independent review, and your yacht’s potential charter clients (not to mention your future employers) are sure to find it. Kim Kavin is the editor of CharterWave. com. Contact her at kim@kimkavin. com or comment on this column at editorial@the-triton.com.
The Triton
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March 2008
WRITE TO BE HEARD
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Fundamental for captains: Always carry your license What can one say about captains and confidence? Having sailed with about four dozen of them over the years, I’m pleased to be able to say most of them inspire it. Some however … Montenegro: Shut down the main engines, got the dock water hooked up, off to the galley to forage. On the way, passed Capt. Confident who was speaking to a person in uniform. Speaking? Sounds more like lecturing, actually. Heard only a snippet – “the owner is on board right now.” Now in full-tilt nosey mode, Eng. Frightened sets out to hunt down the chief mate, who must know something ... probably everything; excellent deck guys usually do. Turns out to be a short hunt. Here he is coming down the side deck with what appears to be his seaman’s book and license. Yup, that’s what he has. Eng. Frightened deduces that the person in uniform is from the port authority and wants to see licenses. Hope mine aren’t buried too deep in my cabin. Nope, wrong again. He only wants to see Capt. Confident’s license. Thoroughly confused, Eng. Frightened asks the mate why he’s wandering around with his paperwork (which, I’m pretty sure, is only good to 200 tons … 198 less than this bleach bottle weighs in at). As he’s walking away, the chief mate answers, “Captain doesn’t have his with him.” Huh? What? But … too late, he’s gone. A few hours later, I’m bored. Time to go make a nuisance of myself ... again. Almost got sidetracked by the little voice in my head that suggests that annoying the captain with stupid questions is probably not a good career move. Yeah, yeah, yeah. Caution to the wind. Full speed ahead. Damn the torpedoes. Who dares, wins. Up to Capt. Confident’s cabin, no guests around. Hey boss, what was all the hubbub? “It’s where we are, it’s what we do. I don’t carry my ticket around with me, you know,” he said, in that tone of voice. Eng. Frightened scurries back to the engine room thanking his lucky stars that, once again, he didn’t get fired for being an annoying clown. Moral of the story: Any port authority anywhere in the world can demand to see the licenses of all the senior officers. If they aren’t presented, the port authority has the power to make things very inconvenient. A captain who is not in possession of his ticket inspires very little confidence. Eng. Mike Sandiland
Challenge yourself to listen – truly listen While prepping for some time off recently, I picked up the book “Listening is an Act of Love.” It is a compilation of life stories from the Story Corps Project, a National Public Radio project that gets people to talk about their lives. It is amazing how much people will tell you if you simply ask, and then listen. People can talk all day; some do. Some of us, though, don’t want to hear nor care what others have to say. That’s their loss. I learned how to listen years ago. I say “learned” because you have to concentrate to do it well. It does not come easily and most folks I have met in 47 years do not do a very good job at it. I throw down the gauntlet of challenge to you each. Pick someone to listen to. Really listen to them until they are finished. Do not interrupt them. Do not add your commentary until asked for it. Keep focused on the piece of pepper in their teeth if you can’t keep eye contact. Before you add your two cents worth or answer any question, try real hard to take 30 seconds and
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Do not interrupt them. Do not add your commentary until asked for it. Keep focused on the piece of pepper in their teeth if you can’t keep eye contact. think about what you say before you say it. If you can do it, try it again. Try it in school with the poor instructor. Try it with the stew who has not seen the 20-some-odd shades of blue in the Bahamas waters. Try it with your best drinking buddy (before they are hammered). Let me go out on that precarious limb and suggest you even try it with your captain. We took aboard a green deckhand last summer, running him through charters and shore-side duties for several months before setting him free to find more adventures on other boats and continue his marine education. He came back to visit Managing Editor Kelly Cramer Contributors
Capt. John Andersen, Carol M. Bareuther, Ian Biles, Becky Castellano, Mark A. Cline, Mark Darley, Jake DesVergers, Eli Fuller, Don Grimme, Jack Horkheimer, Cleveland Jennings, Chef Mary Beth Lawton Johnson, Donna Mergenhagen, Emma Neilson, Steve Pica, Capt. Steve Rodda, Rossmare Intl., Eng. Mike Sandiland, James Schot, Capt. Tom Serio
recently with a plaque for the crew quarters: “When all else fails, try doing what the captain said.” Now, I realize that not all captains are worth paying attention to, let alone doing what they say. However, they are the captain and if you cannot do what the captain asks then there is a problem. Do not expect your captain to fix the problem if you do not at least start by listening to them. You have the responsibility to listen. If you have the ability and the request is not impossible or rude, do it as good as you can and hope to do it better the next time as an example to those around you. I am not advocating doing everything every captain tells you to do. That could get you maimed, fired or pregnant, in some cases. I have worked for plenty of captains that either frightened me or just disgusted me; in those cases, I made my exit sooner than later. Imagine if no one worked for bad captains. Capt. Herb Magney M/V Milk and Honey
Vol. 4, No. 12.
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Final steps are no less important Don’t let the finish line tempt you; sea trials are a vital task during a refit and they must be done with care.
B2
Section B
Slow down, he has a gun Veterans of travel on the TennesseeTombigbee River tell tales of boats becoming targets if they create too large a wake.
B18
The stars that roar
Beefeaters and snow dogs love The Triton
Get a good look at Orion, including Rigel and the massive Betelguese, before it cedes stellar dominance to Leo.
Where in the world did The Triton go last month? Find out inside the back cover.
B23
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March 2008
THE ODYSSEY OF S/Y LEGACY
Declaration of Security keeps things straight
Owner Peter Halmos is committed to ‘having her refurbished to her former self.’
PHOTO/CAPT. TOM SERIO
‘We are more than halfway out’ By Capt. Tom Serio The recovery of S/Y Legacy, the 158-foot Perini Navi grounded off of Key West, continues, but it is more than just a move to deeper water. Rescuing the vessel includes a commitment from owner Peter Halmos on several fronts, as well as a renewed look on life, thanks to the storm that almost killed him. I met Halmos recently at his Aqua Village, the eight colorful houseboats rafted together near Legacy. Three of the homes are for guests. Four are
B27
for crew members, which included in February Eng. Brian Longo and stewardess Melissa Church who takes care of everyone. “We’ve pulled Legacy about 3,000 feet, and should be only a couple of more weeks until freed, barring any bad weather or series of cold fronts,” Halmos said on Feb. 2. “We think she was set in about 5,000 feet, so we are more than halfway out. The worst should be over.” (As of press time on Feb. 19, the vessel still was not free, delayed by a series of storms across the area the
week of the Miami boat shows.) Legacy is expected to draw 10 feet or so with the centerboard up because all fuel and water has been removed from the 400-ton yacht, as well as both masts and some of the interior furnishings. Byrd Commercial Diving of Miami is the marine salvage contractor onsite and responsible for getting Legacy out. Halmos monitors Legacy’s progress every day from his 24-foot Carolina
See LEGACY, page B8
Most tasks involving two or more parties are less difficult if each party understands what the others are doing. Within the context of maritime security regulations – under both the International Ship and Port Facility Security (ISPS) Code and the U.S. Maritime Transportation RULES OF THE ROAD Security Act JAKE DESVERGERS (MTSA) – this is done by means of the Declaration of Security. A Declaration of Security (DOS) is defined as “an agreement reached between a ship and either a port facility or another ship with which it interfaces, specifying the security measures each will implement.” For U.S. ports and vessels, maritime security regulations promulgated by the U.S. Coast Guard are more specific and provide that a DOS is “an agreement executed between the responsible vessel and facility security officer, or between vessel security officers in the case of a vessel-tovessel activity, that provides a means for ensuring that all shared security concerns are properly addressed and security will remain in place throughout the time a vessel is moored to the facility or for the duration of the vessel-to-vessel activity, respectively.” Under the ISPS Code, these security regulations affect all commercial yachts of 500 gross tons and greater.
See RULES, page B24
B2 March 2008
IN THE YARD: The Importance of Sea Trials
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Sea trials not to be overlooked in the haste of finishing a refit By Cleve Jennings It’s finally time: The last major milestones of the shipyard’s refit project or new build have been achieved and the all-important sea trial has been scheduled. The owner is increasingly impatient to get his vessel. And, by now, the shipyard is also likely to wish this extended exercise be over. But be careful. Everyone is rushing to get the project finished and all too often seaworthiness may be overlooked or compromised to satisfy that goal. The definition of seaworthy: being capable to put a vessel to sea and meeting usual sea conditions. The point: pay attention to detail and think. Getting it right and understanding the elements of a good sea trial center around three basic disciplines: proper planning, safety, and technical systems assessment and management. Let’s look at these elements.
Proper planning This prevents poor performance. Dock trials are the critical first step of any successful sea trial. Before going to sea, all systems must be thoroughly tested dockside by the shipyard and, very importantly, representatives from various system manufacturers. This is a good time to check weather and subsequent scheduling. When we talk systems, the obvious comes to mind – main engines, generators, HVAC and electronics – but also turn the stove on, flush the toilets, crank up the audio-visual, try the washer and dryer and check every operational aspect of each space. This is the time that the shipyard and manufacturers should designate their respective technical people to ride the boat on sea trial and to accomplish the specific tasks necessary to certify that all systems are operating properly. Planning meetings should be held by the shipyard prior to trials to define each person and system’s task checklist. It should be written out and given to each technician for accountability signoff and comments. A safety officer should be designated to ensure that all requirements are met. A sea trial crew manifest must be kept. Someone must also be responsible for food, beverage, toilet paper, coffee and other essentials. If this is a new build, the shipyard has complete responsibility. If it’s a refit, the vessel’s captain and crew will likely be involved. Before leaving the dock, a final onboard meeting with all crew should be held to outline tasks and agenda. Personal safety always comes first.
Safety Sea trials on a refit are made easier because the vessel will already have
much, if not all, of the necessary offshore safety equipment onboard. On new builds, the shipyard should have sea trial kits available with things such as personal flotation devices, life rafts, first aid kits, hand-held GPS and VHF radios, one air horn, fire extinguishers, flare guns, flashlights and assorted bungs and rags. These kits are best stored in large plastic trash cans with screw-on lids and marked with the inventory of items included. The safety officer must ensure that the kit’s inventory is complete and that the kit is properly stowed onboard in an easily accessible location. On motor yachts, the main aft deck is a good location and on sailing vessels, the cockpit is a good place. During the final dockside onboard meeting with the sea trial crew, the safety officer should brief everyone on the content of the kit’s gear and again emphasize that personal safety is first. The crew and shipyard personnel are familiar with the vessel but the manufacturers’ technical representatives are not, therefore, they should fully understand the safety procedures outlined in the briefing.
Systems assessment, management The manufacturer’s technicians and shipyard personnel have already started each system during dock trials, tested them for proper operation, and now must ensure that each system is operational under real sea conditions. A lot of special testing tools and equipment will be brought onboard for the trial and this equipment, when possible, should be in soft or plastic bags or containers so as not to damage the vessel. Technicians will “light-off ” their systems and assess them for proper operation. Each system will be monitored and managed during and the checklist will document findings. It’s important to have the manufacturer of each system “lightoff ” their system because they have the best professional and operational knowledge. It also limits the liability of the shipyard and enhances the comfort level of the vessel’s owner and crew. These well-qualified technicians will observe and report on the status of each system during the first difficult running period. Subsequent system recommendations will be made based on the truth of the results observed. 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 column are welcome at editorial@the-triton.com.
B4 March 2008
TECHNOLOGY: Electric propulsion
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Glacier Bay’s diesel-electric propulsion hits recreational market By Capt. Tom Serio Diesel-electric propulsion systems have been around for a while, notably on larger ships. But as boaters look for more options as well as “green” solutions, one company has produced a diesel-electric propulsion package for recreational vessels that may just make skippers green with envy.
Wayne Goldman, Glacier Bay’s vice president of sales and product marketing PHOTO/CAPT. TOM SERIO (left), and CEO Kurt Gallo take the test drive.
California-based Glacier Bay has developed an integrated dieselelectric propulsion system called OSSA Powerlite. Centered on variable speed, permanent magnet, brushless DC generators and common-rail fuel injection engines, this contained unit generates enough power for the OSSA propulsion motors as well as power management for other yacht systems.
Electric propulsion motors do not need transmissions or reduction gears, it’s all done by changing the rotation of the motor. Benefits abound with this technology. Yacht builders can design hulls around the generators as they do not need to be in-line with the motors, potentially offering more living space and smaller engine rooms. Low noise and vibration, higher fuel efficiency, less pollution, increased range and better weight distribution help in reducing the carbon footprint of a yacht. The generators charge a bank of high-voltage batteries that are managed by a power distribution and safety system, which also manage the
See ELECTRIC, page B5
LESSON LEARNED: Watermaker repair
New membranes: 3,900 euros Trusting the manual: priceless By Eng. Mike Sandiland MALLORCA – Been here a week and the chef is annoyed about the white film on top of the water when he’s boiling eggs. He’s also annoyed that it’s collecting on his pots and doesn’t come off easily. Even worse, the hot tub has a film on top of the water and on the surfaces, much to the chagrin of the chief mate. Engineer Idiot (that would be me) checks on the Internet under “hard water,” “calcium,” “magnesium,” and heaven knows what else. What to do? Flash of brilliance. Re-circulate the water from the tanks through the watermakers and back. At least a couple of Internet sites say reverse osmosis is the best way to get rid of dissolved solids. Check the system. The builder installed three-way valves on the sea water supply pumps, but not on the brine discharge. How did they expect me to clean these things? No problem, three-way valves are easy to find. The next day, the valves are installed and I’m ready to make the water cleaner than rain in the Rockies. Better check the manual, though. Not a word from the manufacturer about running fresh water through the system, just a note about running at low pressure and destruction of the membranes. I charge ahead, caution to the wind. What do they know? And who’s the engineer around here anyway? Two days later, the water quality is marginally improved, nothing like what I expected. Doesn’t matter; we’re out of
here. Soon I’ll have made enough fresh water from the sea and there won’t be any more hard water in the tanks. Once we’re out of the harbor, it’s time to spin up the watermakers. Hmmm, product from No. 1 is down something like 60 percent. No. 2 isn’t much better, down about 40 percent. Oh well, with both of them running, we’ll make enough to get by … I hope. In Bonifacio, it’s time to clean No. 1 and hope it gets better. The mate wants to connect to dock water. Nope, not till I clean the watermaker because I don’t know how much chlorine is in the dock water. The captain comes down a while later and wants to fill with dock water. When I tell him I’m nervous about chlorine levels, he says, “Oh, don’t worry about it. I’ve done it lots of times.” I’m almost finished cleaning the membranes when the captain comes down again. “Are you going to do this every time we stop?” he says. I managed to choke back the instinctive response, “Only if you keep annoying me.” Long story short, after three months we’re back in Mallorca with a new set of membranes installed, at a cost of 3,900 euros. Expensive mistake. Except mistakes are something that happen by accident. The moral here? When the manufacturer says not to do something, there’s usually a reason, and they’re usually correct. Comments on this story are welcome at editorial@the-triton.com.
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TECHNOLOGY: Electric propulsion
Generators automatically start with demand for more power ELECTRIC, from page B4 flow of electricity to other devices and appliances. Having these generators eliminates the need for an additional generator, typically found on standard gas/diesel vessels. Displayed on a 47-foot sailing catamaran at the Miami International Boat Show, the setup included two 25 kw generators and two 35 hp motors. Offering good maneuverability at low speed (idle can be set down to 50 rpm), the catamaran can top out at about 9 knots. Glacier Bay is developing a system for a 73-foot trawler that will include five 200 kw generators and two 800 hp motors. Thinking green, Island Pilot Yachts has sea trialed its new multi-hull 12m yacht, outfitted with the Glacier Bay propulsion system but with combined energy sources. Solar panels on the deck and cabin tops supply enough power to run the Powerlite electric motors at speeds up to 6 knots without running any generators. If there’s demand for more power, the generators kick on automatically. Catana Catamarans is also using the Powerlite system.
Glacier Bay OSSA generator/engine unit.
Powerlite
PHOTO/CAPT. TOM SERIO
“There is growing demand for hybrid propulsion,” said Patrick Gilot, export manager at Catana. “People are asking for it.” The 65-foot Catana catamaran features two 50 kw generators and two 67 hp motors from Glacier Bay (the energy management folks, not the catamaran folks from Washington). Maybe not up to the megayacht market yet, but keep an eye on Glacier Bay. They may be onto something green. Comments on this story are welcome at editorial@the-triton.com.
March 2008
B5
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 16, 2007
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 751/801 Savannah, Ga. 768/NA Newport, R.I. 834/NA Caribbean St. Thomas, USVI 842/NA St. Maarten 885/NA Antigua 871/NA North Atlantic Bermuda (Ireland Island) 826/NA Cape Verde 840/NA Azores 859/NA Canary Islands 773/928 Mediterranean Gibraltar 769/NA Barcelona, Spain 804/1,584 Palma de Mallorca, Spain NA/1,621 Antibes, France 870/1,777 San Remo, Italy 972/1,888 Naples, Italy 835/1,779 Venice, Italy 899/1,767 Corfu, Greece 875/1,781 Piraeus, Greece 856/1,758 Istanbul, Turkey 827/NA Malta 780/920 Bizerte, Tunisia 784/NA Tunis, Tunisia 767/NA Oceania Auckland, New Zealand 797/NA Sydney, Australia 801/NA Fiji 907/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 528/564 Savannah, Ga. 490/NA Newport, R.I. 535/NA Caribbean St. Thomas, USVI 681/NA St. Maarten 605/NA Antigua 675/NA North Atlantic Bermuda (St. George’s) 761/NA Cape Verde 569/NA Azores 519/NA Canary Islands 504/635 Mediterranean Gibraltar 491/NA Barcelona, Spain 526/1,235 Palma de Mallorca, Spain 511/1,205 Antibes, France 550/1,310 San Remo, Italy 690/1,510 Naples, Italy 695/1,550 Venice, Italy 645/1,450 Corfu, Greece 1,061/1,310 Piraeus, Greece 774/1,258 Istanbul, Turkey 510/NA Malta 485/NA Tunis, Tunisia 518/NA Oceania Auckland, New Zealand 554/NA Sydney, Australia 606/NA Fiji 627/NA *When available according to customs.
*When available according to customs.
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B8 March 2008
FROM THE FRONT: The Odyssey of S/Y Legacy
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Legacy is making its way through an area where the sand is soft for a few feet, then packed hard below, “like PHOTOS/CAPT. TOM SERIO concrete,” Halmos said.
Halmos expects to ship Legacy back to Italy LEGACY, from page B1 Skiff, with a helm chair in the port aft corner allowing him to reach the tiller of the beefy outboard. Other than his signature wide-brimmed straw hat and “Saving S/Y Legacy” T-shirt, Halmos is non-descript and blends in with the Key West locals, even though it is rare that he steps ashore. “The sand here is soft for a few feet down, then it’s packed very hard, like concrete,” Halmos said. “We have rigged a pump, almost a surgical
device that cuts away or slices at the sand rather than exploding or blowing it up into big chunks. High-pressure water jets – in a circular fashion – do the slicing. This is the best way to do it while minimizing impact to the surrounding area; we just cut through where we need to go.” In the center of the device is a vacuum line that sucks in the loosened sand and deposits it aft of Legacy to help refill the trench. “Contractually, I have to refill the hole with sea grass where Legacy was sitting, not the path it cut,” Halmos said. “I’m a little miffed at NOAA that I couldn’t go through Bluefish Channel; it’s only 1,000 feet the other way.” (Even though Bluefish Channel was closer with sufficient depth, it shoals up to the north with an approximate depth of 6 feet, I found out later that day. It’s charted between 4 and 6 feet mean low water. Legacy would have had to be lifted over the shoal to get to continuous deep water.) “I am committed to recovering Legacy and having her refurbished to her former self,” he said. “The plan is to tow her probably to Ft. Lauderdale, put her on a Dockwise ship and send her back to Italy.” He estimated the refurbishing to take three years and to be expensive. “Both masts are going to cost 5.5 million euros alone,” he said.
Legacy’s main mast is 147 feet and the mizzen mast is 120 feet, supporting more than 10,000 square feet of sail area. The hull was not breached during the grounding, and all holes and through-hulls have been plugged to minimize the intrusion of salt air. Her twin MTU 12-cylinder engines are thought to be in good shape. Halmos feels an obligation toward the environment, too, brought into focus by living in Aqua Village for the past two years. “We were put into a situation, and ended up in a beautiful environment,” he said. “You need to stop and think about what is around you. I’ve always loved the water, been kind of an ecology buff. … Aqua Village has turned into an interesting experiment, to live and be independent.” He envisions a non-polluting lifestyle with little-to-no carbon footprint, sustainable by hydro, wind and solar power sources. “A lot of people don’t think about living out here, that it is an option,” he said. “But you need a good infrastructure. Figure that out and you’ve got it made. It’s fabulous out here. The dolphins come by and look right at us.” Here’s a self-made businessman who could have most anything he wants,
See LEGACY, page B9
Halmos monitors Legacy’s progress every day from his 24-foot Carolina Skiff, with a helm chair in the port aft corner.
The Triton
www.the-triton.com
FROM THE FRONT: The Odyssey of S/Y Legacy
When the noise and motion finally stopped after Hurricane Wilma, the yacht was upright and stationary.
Legacy was rolling on its sides; ‘seas had to be 25 feet, easy’ LEGACY, from page B8 yet chooses to stay anchored off-shore. Why? “We went through hell,” he said, referring to Hurricane Wilma. “No. We went through the end. We were anchored close in, by buoy 15 with plenty of room, aboard a world-class sailing yacht that was built to sail the world’s oceans. The first part of the storm sucked us out of the area, and the back side pushed us into the shallow waters, relentlessly pounding us, picking Legacy up on the surges and slamming her onto the flats. We were helpless. “It was pitch black and we had to shut everything down. When we started drifting, we thought the anchors just let go of the bottom, but we couldn’t tell where we were or where we were going. The boat was being thrown all around, even rolling on its sides. The seas had to be 25 feet, easy. Interestingly, someone’s shoe print is firmly emblazoned on a plaque [from the launching in 1995] in the ship’s wheelhouse, on the wall. That’s how bad it was.” Trouble started for Halmos and the crew at about 0200 that day, and subsided at about 0700. “When things calmed, I realized we were upright and stationary, and thought the anchors finally grabbed again. Capt. Ed [Collins] and I went on deck, taped a hammer to the end of a pole to get a sounding. The hammer slipped off, dropped into the water, and surprisingly, we could see the handle above the surface. That’s when we realized ‘Holy shit, we’re aground.’” Deckhand Brett Crabtree was also on board that fateful night.
“It was unexplainably loud,” he said. “I thought ‘How can it be so loud without the boat breaking into pieces?’” Crabtree joined the boat three months before Wilma, and experienced other hurricanes that season. He was fairly new to yachting, having just picked up day jobs before. He is a professional skier, but headed to Florida for a change. “From growing up on the slopes of Canada to hurricanes in Florida was quite the experience,” he said. “It was a crazy night for a Canadian mountain man that’s never been at sea.” No one on Legacy was injured that night. Halmos is now the only hurricane survivor left with the boat. After more than a year in Aqua Village and five with Halmos, Capt. Collins left Legacy last year to go home to his family. “He’s got a young daughter that he needed to spend more time with,” Halmos said. Asked about what he’ll do after Legacy is freed, Halmos said he couldn’t see himself sitting in an office again. His home in Aqua Village, the largest of the eight, now sports a fresh coat of a blue-hue finish that mimics the color of the sky on a crisp day. Notwithstanding his desire to monitor the recovery effort, he said his experience with Legacy has brought other facets of his life into focus as well. “My friends have become more friendly and try to find any excuse to come and visit me out here,” he said. “And why not? You’ve got connectivity with nature you can’t get anywhere else.” Comments on this story are welcome at editorial@the-triton.com.
March 2008
B9
PHOTO/CAPT. TOM SERIO
B10 March 2008
TECHNOLOGY BRIEFS
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Miami Boat Show honors nine with Innovation Awards The National Marine Manufacturers Association (NMMA) and Boating Writers International (BWI) awarded nine innovators at the 67th annual Miami International Boat Show in February. Criteria for the Innovation Awards, organized by NMMA and judged by BWI, includes: distinction from current products; benefit to the marine industry; practicality; costeffectiveness; and availability to the consumer within 60 days of award receipt. Fifty products were entered in eight categories. The winners are: In the Consumer Electronics & Software category: Furuno USA’s NavNET 3D, a multifunction navigation suite available in both stand-alone and black box units. In the Consumer Installed Non-
In the Electronic Consumer Hardware Criteria includes: Installed Docking category: The UKdistinction from & Fendering Halsey Miami’s current products; Equipment AirBattens, which benefit to the marine category: The increase in-mast TouchStone furling mainsail industry; practicality; Accent Lighting’s performance by cost-effectiveness; H2 LED Dock, 15 percent by and availability to the available in 12-volt improving sail or solar versions shape. Battens are consumer within 60 that mount under inflated or deflated days of award receipt. a standard 10-inch by a 12-volt cleat. powered control In the Inboard & Outboard Cruisers panel or manual pump. category: The Pearson Yachts/True In the Consumer Personal Gear category: The Revere Survival Products’ North Yachts’ True North 34, which judges said “combines an innovative Coastal Compact Life Raft, which hideaway tailgate/transom and judges described as “compact, easily moveable cockpit seating.” stored, lightweight, well-made and In the Inflatables, Small Boats affordable.” It’s similar in size to a laptop case and retails for about $1,000. Up to 15 feet and Tenders category:
Walker Bay Boats’ Airis High-Pressure Inflatable Kayak, which can be inflated to more than six psi. In the PWC, Jet Boats and Pontoon Boats category: Yamaha Motor Corp.’s Wave Runner SHO, which features a Nano-engineered hull that decreases the craft’s weight by 25 percent; a NoWake mode that automatically sets engine RPM at optimal no-wake speed; and cruise control. In the Runabouts and Fishing Craft category: Boston Whaler’s 230 Dauntless, which features “functional seating in a space that was previously overlooked,” according to judges. And the Environmental Award winner is Starcraft Marine’s EcoStar 200, which combines access to electrical motors with maneuverability of twin propellers on the popular deck boat platform.
ACR offering million-candela searchlight ACR Electronics has shipping its newest searchlight designed for vessels 45 feet and larger. The RCL-300A weighs in at 36 pounds and is made of cast aluminum and tempered glass. It features dual 35-watt lamps with High Intensity Discharge and will retail for $6,600. The HID lamps are rated for 1,000 hours of use, according to the company. The Ft. Lauderdale-based ACR Electronics has been manufacturing marine safety and survival tools since 1957. For more information, visit www. acrelectronics.com.
KVH reports sales KVH Industries announced that sales of its mobile satellite antenna had reached 150,000. The Rhode Island-based company manufactures antennas that track orbiting satellites to provide television and broadband communications to moving vehicles and vessels. The milestone reflects a growing demand for mobile access to entertainment and high-speed Internet services, the company said.
Trade-in offered Global Satellite U.S.A. is offering a $400 credit toward the purchase of a new Iridium 9505A handset with the trade-in of an older Globalstar handset. The company is also offering a $475 discount upon signing a two-year service contract, priced at $1,171. This promotion runs to the end of June. For more information, visit www. globalsatellite.us.
B12 March 2008
MARINAS / YARDS
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Knight & Carver top U.S. boatyard for ’07 The American Boat Builders & Repairers Association has recognized Knight & Carver Yacht Center in San Diego as the best U.S. boatyard for 2007. The group’s annual award is given to the boatyard that “demonstrates excellence in all facets of business through commitment to customer relations, quality management, positive employee and vendor relationships, regard for the safety of their employees and their customers, is a good steward of the environment, and innovatively employs technology to enhance their marine business,” according to ABBRA. “We couldn’t be more proud of our entire team,” said Sampson A. Brown, Knight & Carver’s president and CEO. On the San Diego Bay, Knight & Carver employs more than 250 people and specializes in repairing large vessels, including luxury yachts, sportfishing boats, commercial and military vessels.
Bimini Bay megayacht slips ready Bellingham Marine has completed construction of 96 megayacht slips at the Bimini Bay Resort and Marina. The new slips can accommodate vessels up to 205 feet. The Washington-based marina design and construction firm started
work at the North Bimini marina in 2000 and by 2007 had built the capacity up for 136 boats up to 128 feet in length. Also last month, Bellingham Marine announced the completion of a renovation at the Ventura Harbor Village in San Buenaventura in Southern California. The work included replacing the marina’s wood docks with concrete floating docks, upgrading utilities, and installing new gangways. The Ventura Harbor Village Marina has about 400 slips for vessels up to 80 feet.
Marina Pez Vela nears dredging Dredging is scheduled to begin at Marina Pez Vela on Costa Rica’s Pacific
Coast as soon as the dredging ship arrives. Work on the dams and jetties is on-going but Glen Mumford, marina sales director, said he expects that the marina basin will be closed off by August. Construction of the retail and residential spaces will start in the fall and are expected to be complete by 2010. Developers Harold Lovelady and John Kane have said they will have 300 slips for vessels up to 225 feet and a full-service repair facility with a 200ton Travelift. Mumford said the marina will be open for the 2008-09 season.
Marina Pez Vela as it will look upon completion. The marina is being built on the Pacific coast of Costa Rica. PHOTO/ ILLUSTRATION COURTESY OF GLEN MUMFORD
B14 March 2008
BOATS / BROKERS
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Fraser Yachts sells a pair including Dolce Far Niente Fraser Yachts has announced the sale of two yachts. The M/Y Dolce Far Niente, a 193-foot Smitt Holland Yacht built in 1957 and refit in 2006, has sold. Jody O’Brien in Ft. Lauderdale was the central agent. Broker Jan-Jaap Minnema of Monaco sold the 108-foot M/Y Bystander, a 1963 Feadship refit in 2003. New central agency listings at Fraser Yachts include the 123-foot Heesen M/Y Alumercia, the 121-foot Vitters M/Y Dardanella, the 108-foot Sunseeker M/Y Clifford, the 106-foot Lazzara M/Y Impulse, the 95-foot Doggersbank M/Y Que Sera, the 79-foot Gideon M/Y Spoom, and the 73-foot M/Y Pelican. Fraser also added several new vessels to its charter fleet, including the 193foot Smitt Holland Yacht M/Y Seawolf; the 165-foot M/Y Mondomarine Tribue
and the 112-foot Nautor Swan S/Y Highland Breeze. Fraser also announced that broker John Solomon has joined its Monaco office. Solomon most recently ran his own brokerage business, Watermarques, Solomon since 2000.
International Yacht Collection International Yacht Collection Broker Bob McKeage has sold Mark Elliott, Frank Grzeszczak, and Chany Sabates’ central listing, M/Y Lohengrin, a 161-foot Trinity built in 2007. Jim Brass and Jon Motta sold their central
See BOATS, page B15
The M/Y Lohengrin, a 161-foot Trinity built in 2007, has been sold. PHOTO COURTESY OF INTERNATIONAL YACHT COLLECTION
The Triton
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BOATS / BROKERS
March 2008
B15
105-foot S/Y Whitehawk heading to the Caribbean BOATS, from page B14 listing M/Y Argusea (below), a 118-foot Millennium built in 2003.
sold the 72-foot Johnson M/Y Pardi Princess and added three to its central listings: the 164-foot Amels M/Y Malibu, the 125-foot Broward M/Y Showtime, and the 95-foot Intermarine M/Y Krishelle.
Trinity Yachts
IYC has added two new yachts to its charter fleet. The 125-foot M/Y Perle Bleue by Hakvoort was built in 2007 and can accommodate 10 guests in four staterooms. M/Y Lohengrin was built in 2007 and can accommodate 10 guests. For more information, call +1 954522-2323.
Northrop and Johnson Trinity Yachts recently launched the 161-foot (49m) yacht M/Y Destination Foxharb’r Too, a tri-deck with a 28-foot beam, an aluminum semi-displacement hull and aluminum superstructure. She can accommodate an owner’s party of 12 in six staterooms and a crew of 12 in six cabins.
Shadow Marine
Northrop and Johnson announced the sale of S/Y Whitehawk (above), a 105-footer built by O. Lie-Neilsen. Whitehawk is headed to the Caribbean. The company also said Michael Nethersole’s central listing, M/Y Savvy, a 128-foot Camper and Nicholsons, has sold. The firm has added S/Y Jess Sea (below) to its charter fleet. The 87-foot yacht was built in 2003. For more information, call June Montagne at 1+954-522-3344.
Merle Wood & Associates Merle Wood & Associates recently
Shadow Marine has sold its second 185-foot Paladin Class Sport Utility Vessel. The vessel is expected to be completed and delivered in May and will be equipped with a highperformance scuba operation as well as a watercraft and a helicopter. The 220-foot Allure will be in the Mediterranean this spring. For more information, visit www.shadowmarine. com.
Ocean Independence Ocean Independence has added five new central agency listings for charter and sale. New for sale are the 32m Alloy S/Y Eclipse (designed by Ed Dubois), the 32m M/Y Antibes signed by broker
Tim Clark of OCI UK, and the 24m M/Y Alphadita, signed by Genevabased broker Bjorn Vang-Mathisen. New in the fleet for charter are the 127-foot (38.5m) San Lorenzo M/V 4H and the 86-foot (26m) M/V Champagne O’Clock.
B16 March 2008
PHOTOGRAPHY: Photo Exposé
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Picasa2 is not as powerful as some programs, such as Adobe Lightroom, but PHOTO/JAMES SCHOT Picasa2 is free to download.
Continuing to explore the powers of Picasa2 Welcome aboard photo enthusiasts. We ended our exploration of Picasa2 in the last article going through basic fixes in the editing section of the program. The final adjustment under this heading was Fill Light. This can be a very useful adjustment, but has to be used gingerly in this program. More sophisticated PHOTO EXPOSÉ software such as JAMES SCHOT Adobe Lightroom had a black adjustment to counter the effects of the Fill Light adjustment, which tends to wash things out. Adobe Lightroom is a software program specifically designed for photographers. It allows for the optimum in ability to organize photographs, transfer them to various needed file formats, and to make exceptional changes in color, contrast, hue and saturation, and so forth. You may then wonder what makes it different than a program such as Photoshop. The answer is the latter optimizes retouching, enhancements, and graphics capabilities. Apart from this, Lightroom is the way to go to optimize organizing and adjusting your photographic images in the quickest way. This software program is less expensive than Photoshop, and I will introduce you to this program later, but for now let’s continue to explore the free download Picasa2. The next tab right of Basic Fixes is
Tuning. Clicking on it brings up the following dropdown window. This includes: Fill Light: This appears to me a curious repeat of the same adjustment found with basic fixes. So again, use it sparingly. Highlights: Adjusts all the lighter parts of a photo to make them go even lighter, with little effect on the darker elements. Shadows: I mentioned at the top of this article that the more sophisticated Lightroom had a black adjustment to counter the affects Fill Light has in washing out blacks. This slider seems to be that adjustment in this program, but not a match. Color Temperature: Allows you to control and add warmth or coolness to the overall exposure of your photo. Inside photographs may be too warm from incandescent lights and this control will allow you to color balance the image. Neutral Color Picker: This last tuning adjustment comes with an eye dropper that you can click on, for instance, a wall that should be white, but looks warm from incandescent lighting, and correct the color cast. It’s your judgment call. I find the Color Temperature slider gives me more control. To the right of Tuning is the last available tab Effects. Clicking this brings up a window with the following options, each with a thumbnail of the photograph you are currently working with showing you a rough of the effect.
See PHOTO, page B17
The Triton
www.the-triton.com
PHOTOGRAPHY: Photo Exposé
Soft focus adjustment is useful with portraits you another way to make a black and white or to exaggerate color. I might at This includes: times add a touch of saturation. Here Sharpen: You can click on sharpen again, as with many other controls, again and again and see with each click Lightroom is a better performer, but how it is affecting your photographs. A not for the price. little will help as all digital photographs Soft focus: I like this one. It is great tend towards being slightly soft. for portraits. This has two sliders Too much and edges become too controlling the Size and Amount of pronounced and noise will fill the what is in focus (sharp) and what is image. At the bottom of the Effects soft. It puts a crosshair on the image window are two buttons allowing to that you can move around to position Undo Sharpen and Redo Sharpen. the area you want to keep sharp. Sepia: This involves Glow: Again, two the removal of RGB sliders for intensity colors to one brownish and radius this time. Saturation: tone. The effect works I think it can have an As with many just like the Sharpen interesting effect and other controls, Effect and offers the purpose for the right Undo Sepia and Redo at Lightroom is a photograph to expand bottom. a glow. better performer B&W: Removes I found intensity than Picasa2, but the appearance of more functional than not for the price. color making the the radius, which will photographs grayscale. wash out the image I say “removes the overall. appearance of color.” If you want to This leaves Filtered B&W, Focal know what this means e-mail me. Just B&W, and Graduated Tint under using this effect gave me a flat black Effects still to be covered. I’m leaving and white. I found I could switch to these until next time. Basic Fixes and use the Contrast slider, Filtered B&W requires a bit more and switch to Texture to use the Fill space to explain and, as for the latter Light to add some punch to the image. two, I’ll have to play with them a bit Warmify: A Picasa2 word for adding more to best explain their purpose and warmth to a photo. It works like usefulness. In the meantime, I’ll ask Sharpen. permission to come ashore. Film grain: As it claims it adds grain and works like Sharpen. James Schot has been a professional Tint: This could be fun to play with. photographer for 27 years and owns It adds an overall color cast in varying Schot Designer Photography. Feel free controllable intensity. I find it not to be to contact him at james@bestschot.com very useful apart from being an effect. with photographic questions or queries Saturation: This is a slider offering for future columns.
PHOTO, from page B16
March 2008
B17
CRUISING GROUNDS: Tenn-Tom Waterway
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The view along the Illinois River.
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PHOTO/CAPT. JOHN ANDERSEN
Bang-bang on the Tenn-Tom Fishermen on the Tennessee-Tombigbee Waterway reportedly have shot at boats that create too big a wake. “Don’t you see the hand?” he said. I’ve got to give the man credit for good eyesight because about 150 yards Watch out for fishermen with upstream I saw a hand waving from shotguns along the Tennesseebehind a cypress tree on the bank for us Tombigbee Waterway, that 234-mile to slow down. stretch of manmade waterway in As we idled past, a big guy dressed Mississippi and Alabama that makes it from head to toe possible to travel in camouflage to the Great Lakes TENN-TOM WATERWAY fatigues stepped without riding on TEN NE SSE out from behind the Mississippi ER IVE R TENN. the tree. He wore River too much. camo makeup Folks on the and held a Tenn-Tom don’t fishing rod. Just like to be disturbed ALA. behind him was by a big wake, his camouflagewhich I found out painted 20-foot last year when I bass boat. Even took the 68-foot JOHN STENNIS his engine was Azimut Where’s COLUMBUS BIRMINGHAM LOCK & DAM hidden. The only Waldo to Chicago TOM BEVILL non-camouflaged for the summer. LOCK & DAM thing around was Thank goodness his double-barrel I had a sharp HOWELL HEFLIN LOCK & DAM shotgun leaning lookout, Hector against the tree. Luna, with me on DEMOPOLIS LOCK & DAM Fishermen the trip. GRAPHIC/CHRISTINE ABBOTT like this slowed As we stopped us down on this along the way, first day on the Tenn-Tom. We only locals warned us to go slow and told made it to Columbus (Miss.) Marina us stories of boats arriving at marinas at mile marker 335, north and east with bullet holes in them and even, of the John Stennis Lock and Dam. in one case, one with a crossbow bolt Arriving at 5 p.m., we were able to go sticking out of its pilothouse. into town to an excellent place called We were nearly initiated between Harvey’s for dinner after refueling the the Demopolis and Howell Heflin boat. If Woody’s Restaurant at the locks, running at about 25 knots as we rounded a bend, when Luna shouted at marina happens to be closed, as it is on Mondays, I recommend Harvey’s. me to stop. I chopped the throttles and settled See TENN-TOM, page B19 the boat in the water. What was it? BL AC KW AR RIO RR
IVE R
TOMBIGBEE
WATE RWAY
By Capt. John Andersen
TENN
E ESSE
B18 March 2008
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CRUISING GROUNDS: Tenn-Tom Waterway
March 2008
B19
Eight locks make for an exhausting day of travel on the river TENN-TOM, from page B18 It had been about a week since we’d left South Florida, stopping in Key West, the Naples Town Docks and at Longboat Key Resort in Sarasota before making the Gulf of Mexico crossing to Apalachicola. The owner and his friend disembarked there and flew to Chicago while I picked up Luna for the trip up the Tenn-Tom. After leaving Columbus Marina, we had one of those days that taxes the body, mind and spirit. It was a lock day – there are eight of them between Columbus and Aqua Yacht Harbor, also in Mississippi on the north end of the Tenn-Tom. I found that the best technique for ascending or descending these locks was to tie a 5-foot line to the floating bollard, allow the boat to float away from the wall, and keep it parallel with the wall of the lock with the docking master wireless remote control, one of the first things I had installed on the boat back in February. This is one of the best investments anyone can make to enhance the safety of their boat. The ability to be anywhere on the boat, or even on the dock tying lines, and still be able to control both engines, forward and reverse, both bow and stern thrusters, and even setting and retrieving the anchor, is so much better than being stuck in the helm seat and having to rely on others to secure the boat for you. Aqua was a pleasant stop and then we were off Pebble Isle Marina in Tennessee, an out-of-the-way place with a convoluted but well-marked entrance channel, which proved to be a quiet, but well-run operation with an excellent restaurant. For anyone without the speed or range to make the run between Aqua and Green Turtle Bay, Pebble Isle is the recommended stop. They also had the lowest fuel prices of the entire run to Chicago. Our next stop was one everyone seems to know about, Green Turtle Bay on Lake Barkley in western Kentucky. Here, we spent a couple of days waiting for the Mississippi to slow down. Seems that it was running, someone said, 20 feet above flood stage. One of the highlights of this place is Patti’s, an excellent restaurant whose twoinch thick pork chops are to die for. While the marina and the surrounding area are nice, unless you go farther afield than Grand Rivers, you can see everything in one day. After a weekend’s rest, we ran down the Cumberland and Ohio rivers without incident, although we did notice an increased amount of barge traffic. Little did we know what awaited us, and we were appalled at our first sight of the Mississippi. It seemed to
See TENN-TOM, page B20
One of the smaller tows the author saw, just north of St. Louis on the mighty Mississippi.
PHOTO/CAPT. JOHN ANDERSEN
B20 March 2008
CRUISING GROUNDS: Tenn-Tom Waterway
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Tips for navigating the locks: tie a 5-foot line to the floating bollard, allow the boat to float away from the wall, and keep it parallel with the wall of the lock with the docking master wireless remote control. PHOTO/CAPT. JOHN ANDERSEN
Dodging one piece of flotsam led Where’s Waldo to hit another one TENN-TOM, from page B19 me that the whole countryside was moving, until I noticed that the banks were standing still. The river, the sandbars, the banks and, it seemed, the surrounding countryside including the towns, were the same dirty, muddy brown color one associates with the inside of a black water tank. At various times during our three days on this river, we saw logs the size of redwood trees, several outhouses, a mobile home, many barrels and an unceasing amount of flotsam. Unfortunately, in trying to avoid a log the length of the boat, we hit a submerged log and bent one of the trim tabs. We stopped at Charlie Brown’s fuel dock in Cape Girardeau, Missouri, to assess the situation and, with his reluctant permission, decided to stay the night. Before we left the next morning for Hoppies, I was appalled to see municipal workers from Cape Girardeau using chainsaws to cut the long logs that had washed ashore at their fair city into six-foot chunks and
throw them back into the river. At Hoppie’s we brought in a diver from St. Louis, who first tried to unbend the trim tab but ended up wiring it securely so it could be fixed up in Chicago. The owner of Hoppies, a wonderful lady named Fern Hopkins, is a recognized authority on the Mississippi River and holds court each afternoon in the conversation pit on the fuel dock for all those lucky enough to be staying overnight. Over beer and cigarettes, she will tell anyone willing to listen about places to see, places to stop and anchor and which places to avoid at all costs. She will tell you which places are shoaling and how to collaborate with sometimes recalcitrant captains of tows, how to conduct yourself when meeting other vessels on the river and of which places you need to be particularly concerned; sharp bends, narrow channels, etc. She also has a wry sense of humor. When we borrowed her van to go into town, I asked her if she wasn’t worried that someone might steal or
See TENN-TOM, page B21
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CRUISING GROUNDS: Tenn-Tom Waterway
March 2008
B21
After so much restricted-speed cruising, the last leg was a joy Ron’s. Ron and Deb Richards are the kind of good people you wish were the damage her vehicle. majority instead of the minority in the “Nope,” she said. “Been here a world. Not only did they arrange for a long time, haven’t had any problems. local diver to come out on a Sunday to Besides, I’ve got your boat. Even trade.” remove the chain and allow us to stay Alton was our last stop before we on the dock overnight, free of charge, left the Mississippi for the Illinois River. but their bar and restaurant provided It is a modern marina and comfortable. us with excellent food and drink, From there, as well as we went to entertainment. Captain Ron’s If you do outside Peoria visit, ignore and then to the state of the Harborside dock; it held near Joliet, our 68-foot 60 miles boat securely southwest of both times we Chicago. The were there, further up the even with the Illinois River barge traffic. we went, the As we narrower it got continued and the heavier south, we the traffic got. made the After leaving mandatory the Illinois, in stop at the Cal-Sag Hoppies Canal, there and were was so much welcomed barge traffic with open tied to the arms. We sides of the spent the night canal there was The author at Pebble Isle Marina on at Buzzard barely enough Kentucky Lake at the northern end of the Rock Marina, room to pass. a few miles PHOTO/CAPT. JOHN ANDERSEN Tenn-Tom. I had to turn further up my boat into a Lake Barkley. small basin to allow a southbound tow This is a great place; a little hard to find to pass me, and I watched him bounce in the dark, but quiet and serene once his barges off the sides of the ones tied you are there. to the bank. For us, the rest of the journey was This procedure may be fine for him, routine and uneventful. I chose to slow but not for my comparatively fragile down and stick to the deeper parts of fiberglass sides. I gave him all the room the river and made it through without he wanted. damage, but the two boats ahead of us As we exited the harbor at Calumet, both hit bottom. One lost two blades off it was a pleasure to finally open the one of his props to a log sticking out of boat up and give her a chance to stretch her legs on the short run to Burnham Harbor, which was to be our home for the summer. The time I spent this year in Chicago was pleasant and in October, the owner decided to return the boat to Florida. My wife, Suzanne, agreed to join me as mate. Wanting her to experience the same pleasures that I had on the way up, we stopped at many of the same places. Further down the Illinois River, one of the new places we stopped was Henry Marina where we rafted alongside another boat that was tied to the old lock wall. We spent the night on the generator because of the lack of shore power. Still, it was a protected slip from the wakes of passing tows. At the Illinois Valley Yacht Club, where we stopped for fuel, we managed to pick up an old chain which, naturally, wrapped itself around the port prop and so necessitated a stop at Captain
TENN-TOM, from page B20
the river bottom inside the navigation markers, and the other tore the shaft right out of his transmission. When we finally made it to Dog River Marina in Mobile, we were only one day later than originally planned. Here the boat would stay until November, which is when the insurance company deemed it safe to
be in Florida waters. As usual, Connie Phillips and Ricky Johnson made us feel welcome. It was a relief to get a little time off before we brought the boat back to Ft. Lauderdale. Comments on this story are welcome at editorial@the-triton.com.
April 16th, 2008 • 6-9 p.m. Briny Irish Pub, along Riverwalk in downtown Ft. Lauderdale The Triton turns 4 and there’s no place we’d rather you be than celebrating with us. Join us for great food, a complimentary starter cocktail, music you love and some choice raffle prizes. Get creative and wear your best 70’s garb because crew members with the greatest outfits will take home Triton goodies.
Space is limited so this party is invitation only for captains, crew, our advertisers and our special, loyal readers. If you fit into one of those categories, e-mail us at
birthday@the-triton.com to request an invite.
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IN THE STARS
There’s more to Orion than the three-star belt By Jack Horkheimer Everyone loves winter’s brilliant constellation Orion the Hunter because we can easily spot the three equally spaced stars with the naked eye. But the two bright stars above the belt and the two bright stars below the belt are also quite wonderful. Just after dark, face southwest. Find the three stars of Orion’s belt. The two above, of course, are his shoulder stars and the two below mark his knees. Although the night sky doesn’t look three-dimensional, all the stars are different distances away from our Earth and each other. Of Orion’s four bright stars, his shoulder star Bellatrix is the closest, 240 light years away. Betelgeuse the next closest is over twice as far away, 520 light years. Orion’s two knee stars are even farther away. Rigel is 800 light years and Saiph 820 light years. What’s equally impressive is that stars come in all different sizes. Compared to our almost million-milewide Sun, Bellatrix is six times as wide and Saiph is 38 times as wide. It gets even better. Rigel is 50 times as wide, but you ain’t seen nothin’ yet. Betelgeuse, the red shoulder star, is what we call a variable star and changes its size regularly. Contracted to its smallest size it is 500 times as wide as our Sun and when it is expanded to its largest, 900 times as wide. Wow.
Mars fades; Saturn emerges again During the middle of March, you’ll see Mars, an exquisite gibbous Moon lined up with Regulus and Saturn, and eventually a full Moon. Just after sunset during the two middle weeks of the month, face south where extremely high above the horizon you’ll see an orange-gold light. This is the planet that was brighter than any star on Christmas Eve because it was only 55 million miles away. It is now much dimmer because it is more than 107 million miles away. On March 18, turn 90 degrees to your left and face east where you’ll see an exquisite gibbous Moon only four days away from becoming full. Now look down to its left and you’ll see the bluish-white star Regulus, which is the brightest star in Leo the Lion and marks his heart. If you draw a line from the gibbous Moon through Regulus it will pass straight through an even brighter light, planet No. 7, ringed Saturn. On the following night, Wednesday the 19th, the Moon will still be gibbous but slightly larger and the next night, the 20th, the first day of spring, larger still and almost full. But it won’t be officially full until the 21st.
Leo heralds Spring It’s that time of year again when the night skies almost shout “spring is here” because Leo the Lion is chasing Orion and replacing him as the major constellation for early evening viewers. In December, Orion is climbing up the eastern skies as a celestial announcement of the imminent arrival of winter. In January and February when winter is coldest, Orion reaches his highest point in the heavens in early evening almost bragging that he is master of the season. But then things begin to change because, all through March, Orion slowly relinquishes his high-flying position. By the beginning of April, Orion is tipped over on his side in the southwest, almost hanging on to the sky for dear life. It is this position of Orion in the southwest heavens in early evening that always tells us that winter is coming to an end. Although I am always sad to see Orion go, a much bigger but less bright constellation takes his place almost overhead: Leo the Lion, roaring that he is master and will dominate spring’s skies. Go out any night in late March or April in early evening and you will see Leo casually reclining almost overhead just as the ancient Egyptians depicted him in a regal sphinx-like position. His head and forequarters are indicated by a backward question mark with the bright blue-white star Regulus marking his heart. His rear is marked by a triangle of stars and it is here that we find Leo’s second-brightest star Denebola. In ancient times, lions were often associated with royalty. In fact, Regulus means “the little king.” But little it is not. Some latest measurements indicate that it is more than four and a half times the diameter of our almost 1 million-mile-wide Sun. And although Denebola is twice as close and half as big as Regulus, it is much cooler than Regulus, which is why it appears dimmer. Even so, if we moved either Denebola or Regulus as close to Earth as our Sun is we’d all be crispy critters. So welcome in springtime the cosmic way. Simply go outside in early evening any night in late March and April, look toward the southwest and you’ll see Orion on his way out and then look almost overhead and you’ll see Leo the Lion, the king of spring. 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.
March 2008
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B24 March 2008
FROM THE FRONT: Rules of the Road
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Change in security levels may mean a change in the DOS RULES, from page B1 Accomplishing this exchange of information is most easily done with a written form. Review of the form recommended in the ISPS Code for documenting the DOS between a ship and a port facility reveals that, after identifying the ship and port facility involved, it dictates: 1. the period of validity of the DOS; 2. the activities covered by the DOS (such as mooring, loading or discharging cargo, bunkering, etc.); 3. the security levels of the ship and port facility; 4. the affixing of the initials of the ship security officer and the port facility security officer for a variety of specific activities indicating that each agrees that the relevant activity will be
done in accordance with its approved security plan. Among the specific actions addressed on the DOS form are monitoring restricted areas to ensure that only authorized personnel have access; handling of cargo; delivery of ship’s stores; handling of unaccompanied baggage; controlling the embarkation of people and their effects; and ensuring that security communication is readily available between the ship and the port facility. Obviously, some of these items do not affect yachts. The DOS is used by three distinct entities. It may be initiated by the yacht’s flag administration, the port where the yacht is located, or directly requested by the yacht to the port. Reasons why a yacht may request
completion of a DOS include: (a) the ship is operating at a higher security level than the port facility or another ship with which it is interfacing (such as a fuel barge); (b) there has been a security threat or a security incident involving the ship or the port facility; or (c) the ship is at a port facility that is not required to have and implement an approved port facility security plan. A change in security levels by either the ship or the port facility (or both) may necessitate completion of a new or revised DOS. Retention periods for completed DOS forms are to be specified for port facilities by their contracting governments and for ships by their flag administrations. There is one potentially significant gap with regard to use of the recommended DOS form. It is especially prevalent in the yachting
industry when interfacing with nonISPS marinas. As described above, one of the functions of the DOS is for it to be used when a yacht calls at a location that is not required to have and implement an approved port facility security plan. There is no specific place on the DOS form to indicate this type of situation. In this scenario, the port facility/ marina probably has no security officer and no one at the marina is likely to be willing to sign or initial the DOS form, let alone know what you are talking about. What most yachts are doing based upon recommendations from flag and class auditors, is for the ship security officer to fully document the situation, including the additional security measures implemented by the yacht to immunize itself from the lack of documented security at the port facility. It is strongly recommended that the ship security officer clearly document on the DOS form and in the yacht’s log the additional security measures implemented during the call at the non-ISPS compliant port facility. Proper use of the DOS is important, not only as a means of coordinating security arrangements between ships (yachts) and port facilities (marinas), but also as a method of documenting appropriate implementation of the ISPS Code and related maritime security requirements. This becomes crucial when a yacht calls at a marina that is not in full compliance with the ISPS Code and does not have an approved security plan. A yacht calling at such a marina must not only institute additional security measures (as provided for in the ISPS Code and its ship security plan), but it must also be able to demonstrate to port state control officials at subsequent port calls that it took the appropriate steps. The way to demonstrate this full compliance with the ISPS Code is to complete and retain on board a DOS fully documenting the yacht’s security measures while at this non-compliant marina. Welcome to a safer world through the use of paperwork. Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau, an organization that provides inspection services to Marshall Islands-registered private yachts of any size and commercial yachts up to 500 gross tons. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.
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CALENDAR OF EVENTS
Baseball players are straining, so it must be spring training Through March 2 Fifth annual Savannah International Boat Show, Savannah International Trade & Convention Center and in-water on the Savannah River. www. savannahinternationalboatshow.com Through March Major League Baseball’s spring training in Florida. Baltimore Orioles at Ft. Lauderdale Stadium, 954-776-1921; Florida Marlins and St. Louis Cardinals at Roger Dean Stadium in Jupiter, 561-775-1818; New York Mets at Tradition Field in Port St. Lucie, 772-871-2115; Los Angeles Dodgers in Holman Stadium, Dodgertown, Vero Beach, 772-569-6858. www.springtrainingonline.com Through March 9 25th annual Miami International Film Festival. More than 60,000 people attended last year to see more than 200 films from 50 countries, including 125 premiers. www. miamifilmfestival.com March 1 Third annual Marine Industry Career Day at International Yacht Restoration School in Newport. Companies from Connecticut, Maine, Massachusetts, New York and Rhode Island are expected to attend, including builders of both classic and modern boats, boat yards, marine equipment manufacturers, and sail makers. 11 a.m. to 2 p.m. at the IYRS campus at 449 Thames St. Free. www.iyrs.org
EVENT OF MONTH March 12-13 Fourth annual International Superyacht Symposium Miami Beach Convention Center Scheduled during the 24th annual Seatrade Cruise Shipping Convention, this two-day symposium gathers some of the world’s biggest names in business to large ships. Panel discussions will include topics on construction, destinations and operations of large yachts. www. cruiseshipping.net at Maritime Museum. Attendance is limited. www.yachtvision.co.nz. On March 7, the International Superyacht Society and the New Zealand Marine Export Group host a dock party from 59 p.m. at Hobson West Marina, Viaduct Harbour.
March 6 The Triton Bridge luncheon, Ft. Lauderdale, noon. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. We’re talking this month about Asian-built boats. If you are a yacht captain and have experience with the vessels, contact Editor Lucy Reed at lucy@the-triton.com or 954-525-0029 for an invite. Space is limited.
March 2 Intermediate Marina Management course by the International Marina Institute, Newport, R.I. www.MarinaAssociation. org, click on Training & Certification, +1-401–247–0314.
March 6-9 Acura Miami Grand Prix.
March 2 SunTrust Sunday Jazz Brunch
Flea Market, held on the south interior parking lot of Dolphin Stadium. 1200 vendors. Thursday, Friday and Saturday: 9 a.m. to 6 p.m., $12; Sunday til 4 p.m., $10. Kids under 12 are free and parking is free. 954-920-7877, www. thedaniamarinefleamarket.com
(first Sunday of every month) at Riverwalk from 11 to 2, Ft. Lauderdale. Free. www.fortlauderdale.gov
March 4-5 2008 Marina Hurricane Preparation Symposium, Rosen Plaza Hotel, Orlando. Two-day symposium for marina owners and yacht club managers to prepare for hurricanes, minimize damage and recover. Register through www.BoatUS.com/hurricanes/ symposium or at 703-461-2878, x3561. March 5 Networking Triton style (the first Wednesday of every month), 68 p.m., with our sponsor and Triton advertiser Evolve Watersports at their new store at 2000 S. Federal Hwy in Ft. Lauderdale. Read more about Evolve on page C12.
March 5-9 Yacht Vision ’08, Auckland. A symposium of leaders discussing trends in yachting. Held in conjunction with Auckland International Boat Show
Presented by the Premiere Racing team that does the Key West event each January. www.premiere-racing.com
March 6-9 30th annual Dania Marine
March 8 31st Anniversary Waterway Cleanup, Broward County, 9 a.m.-1 p.m., www.waterwaycleanup.org March 15 Helping Hands of Harbour Towne’s 18th annual St. Patrick’s Day Fishing Tournament, to benefit Dylan Jeskey, a 2-year-old boy with an inoperable brain tumor. Dania Beach. Open to boats smaller than 37 feet. 954926-0300 ext. 0 March 26-April 6 Sony Ericsson Open, Miami’s Key Biscayne. Hard court tennis tournament featuring the top 96 male and female tennis players in the world. Women’s singles
See CALENDAR, page B26
March 2008
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B26 March 2008
CALENDAR OF EVENTS
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Have fun in the Bucket Regatta CALENDAR, from page B25 final April 5; men’s singles final April 6. Formerly the Nasdaq-100 Open. www. sonyericssonopen.com
MAKING PLANS
March 27-30 23rd annual Palm Beach Boat Show, Palm Beach. Features more than $350 million worth of boats, megayachts and accessories from marine manufacturers around the world. In addition to the in-water portion of the show on the Intracoastal Waterway along Flagler Drive, this year’s show includes exhibitors at the Palm Beach County Convention Center. Continuous free shuttle buses connect the two. Boat show tickets are $14. www.showmanagement.com
March 27-30 13th annual St. Barths Bucket Regatta, fun, non-racing regatta open to yachts over 100 feet (31m). Dock space at Gustavia is limited to 20 boats, race limited to 25 yachts. www. newportbucket.com
March 27-28 Maritime Safety Auditor, an ISM Code Auditor training course, Ft. Lauderdale. www. usmaritimeinstitute.com, training@ usmaritimeinstitute.com
March 28-30 Ladies, Let’s Go Fishing! saltwater fishing seminar for women, at Marina Bay, Ft. Lauderdale. Registration of $145 includes welcome party, classes at beginner/advanced levels, lunch, hands-on skill stations, T-shirt and more. Fishing adventure fees range from $35-$105. 954-4759068, billfishbetty@hotmail.com, www. ladiesletsgofishing.com
March 31 Advanced Marina Management course by the International Marina Institute, Newport, R.I. Required course for Certified Marina Manager designation. www.MarinaAssociation.org, click on Training & Certification, +1-401–247– 0314. April 2 Networking Triton style (the first Wednesday of every month), 6-8
More than 750 crew helped us FILE PHOTO celebrate last year.
April 16 – The Triton’s 4th Birthday Party Ft. Lauderdale Join us as we celebrate our birthday. Think ’70s, think big hair and tall shoes, think shiny and sparkly. There will be adult beverages, great food and music, and lots of great networking – all the things yacht captains and crew can expect at a Triton party. We’re taking over Briny Irish Pub on the New River in downtown Ft. Lauderdale. Sign up for our e-mails at www.the-triton.com for more details as the date draws near. p.m. Location information www.thetriton.com as the date nears.
April 3 The Triton Bridge luncheon, Ft. Lauderdale, noon. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. If you make your living working on yachts, contact Editor Lucy Reed at lucy@the-triton.com or 954-525-0029 for an invite. Space is limited. April 4 Triton broker luncheon, Ft. Lauderdale, noon. It’s time for brokers to have their say in a Bridge-style roundtable discussion of issues and trends. RSVP to Editor Lucy Reed at lucy@the-triton.com or 954-525-0029. Space is limited.
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WHERE HAVE YOU BEEN?
Triton Spotters
Becky Castellano, sales manager of the U.S. division for Ocean Medical International, brought her Triton on a tour of the Tower of London. Here she is (right) with the first woman to guard the palace.
Capt. Craig Jones of M/Y Carry-On took time off in February to hit the slopes in Vail and to get dragged around by doggies in Leadville, PHOTO/EMMA NEILSON Colo.
Where have you and your Triton been lately? Send photos to lucy@the-triton.com. If we print yours, you get a T-shirt.
March 2008
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The Triton
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Make a paper trail A good set of books will be indispensable if questions arise about where and how money has been spent.
C2
Networking Photos from our monthly gathering.
C10-11 Shed light on history Control of Florida’s lighthouses was important in the Civil War.
Section C
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C8
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C19-23
Yacht chef life: Ins and outs, ups and downs
Capt. Donald Hannon got his start working on yachts under that shed the old Greek yard in Ft. Lauderdale 20 years PHOTO/LUCY REED ago. It was an experience he said he wouldn’t trade for anything.
‘You’ll get an education in the yard’ 10-month refit taught career-long lessons on engines, systems The most valuable education Capt. Donald Hannon received in his 20-year yachting career came at the end of a needle gun. Hannon got into yachting as the mate aboard a 72-foot Hatteras that spent seven months in the Bahamas. Life was good and the ocean was warm.
C1
March 2008
HOW I GOT MY START IN YACHTING
By Lucy Chabot Reed
March 2008
Sure, he was doing heads and beds, but at least he was far away from chilly New Jersey winters. Soon after, he was offered the choice to work on a new vessel – in Al Copeland’s racing team – or join the refit of a 108-foot Feadship, the M/Y Lady Janet. “Somebody told me you’ll get an education in the yard,” Hannon said
recently, reminiscing over his career and a cup of coffee. “That’s true. You get paid and you learn every aspect of the boat. “I started in the anchor hold with a needle gun chipping away rust,” he said. “And I spent two weeks just polishing the stainless rail, but you know what, I
See HANNON, page C9
So you want to be a yacht chef? Consider it carefully because it is life-changing. If you love food, the art of preparation, cooking, presentation and the traveling, then this lifestyle might be for you. A background CULINARY WAVES in food and MARY BETH beverage is LAWTON JOHNSON helpful. You’ll need to enjoy teamwork and be willing to go to any length to get the job done. I was in food and beverage for years before jumping into the belly of the kitchen and I have never regretted it, even for one second. Think long and hard before you make this life-changing decision. It is not for the weak of heart. I would recommend culinary school or a three-year apprenticeship under a master chef. Most yacht owners now want culinary graduates or trained professionals.
Private yacht experiences Like any job, there are pros and cons to being a chef on a private yacht, which I would like to share with you. I have found that the positives far outweigh the negatives, but I would like to give you an idea of what is involved. It is not a glamour job, although
See WAVES, page C4
C2 March 2008
SUPERYACHT OPERATIONS: Up and Running
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Avoid financial hassles by keeping a good set of books Every organization in the world runs on money and a yacht is no exception. Owners, and in particular their professional advisers, will want to know where the money has gone and have sufficient evidence to satisfy their inquisitive minds. Should a problem arise it is very much to the captain’s advantage UP AND RUNNING if he maintains a good set of books IAN BILES to support him. It is vital for the captain to understand basic bookkeeping and accounts to understand computerized accounting, especially if someone else such as a purser or shore manager is keeping the books. There are myriad methods of bookkeeping, however there are minimum requirements that include: Cash Books. The cash book is the single most important record in any accounting system. It records all transactions that pass through the bank account, be they checks or wire transfers, bank interest or charges. The bank statement should, ultimately, be a mirror image of the cash book. The cash book should be written up whenever payments are made or receipts banked, giving a more up-todate position than the bank account. A bank statement may not show checks issued so, although it may give a balance, it does not reflect the funds available; only the cash book can do that. The accounting records, including the cash book, are not the captain’s. They are the yacht’s. It is essential, therefore, that enough detail is recorded to enable anyone to understand what has happened.
Information should include the date and nature of the transaction as well as who paid or was paid and why. Day Books. Invoices are not entered into the cash book yet they are the basis of most transactions and should appear somewhere. A separate book, or spread sheet, called a “day book” should be maintained and this should list the invoices as they come in. Each can be analyzed, just like the payments in a cash book. The date received and the name of the supplier should also be entered. It may be useful to give each a number so that when filed it can be identified for recovery. This is particularly important where the payment is perhaps for two or more invoices or when, for example, a discount is being given and the payment is not the same as the invoice total. The bookkeeping system known as double-entry was devised by a monk during the Middle Ages and has been described as one of the finest achievements of the human mind. Using double entry is as effective a descriptive system for financial numbers as is ordinary writing for words. An understanding of doubleentry will make all financial reports and accounts comprehensible. Every transaction has two equal and opposite sides. If you pay money, you are out of pocket, but the other person is in pocket. If you have bought something, you have acquired an asset and he has lost one. So you are out of pocket money but have an asset; he has lost an asset but is in pocket. The net of these four items is equal value. The theory is that if you can account for both sides of the transaction in your books you will have a complete history of the transaction. If we record all the
transactions on one side of the page (say the plus side) and the other on the other (the minus side), the net total of all the pages should be equal. The entries on the left-hand page are called “debits” and the ones on the right are called “credits”. “T” accounts are used as the layout for double entry, debits on the left, credits on the right. Each page is used for one subject and is called an account. For example, an asset such as the yacht will have to go into a fixed asset account whereas fuel will go into an expense account. Both of these would be debits, whereas charter income or owner’s finance would be credits. There are four basic categories of transactions or entries used in accounting and they are as follows: Assets. These are rights or other access to future economic benefits controlled by an entity as a result of past transactions or events (Accounting Standards 2001/2002). In other words they can be converted into cash if required. Liabilities. These are obligations to pay someone if they have, for example, performed a service or provided goods. Income. Examples include charter fees, bank or other interest received, dividends received from investments. Expenditures. Examples include wages, fuel and spares, and professional fees and insurance. A very important and fundamental concept now comes into the arena: assets and liabilities are considered capital; income and expenditure are revenue. These terms separate the accounts into those that expire when they are met and those that have some continuing effect on the enterprise. An asset such as the yacht clearly continues to exist and belongs to the owner after it is paid for, whereas fuel
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)1252-732220 or e-mail et@mpigroup.co.uk. To read previous columns, visit www. the-triton.com and click on “news search.”
is lost once it is used. The income from a charter ceases when the trip comes to an end, the money received continues in the bank until it is spent on something else. Whether certain items are capital or revenue has been the subject of many court cases, especially in the days when capital gains were taxed differently from income. Most yachts do not need a full double-entry system but it is important for a captain to have a grasp of the subject so that he can understand how financial statements are prepared. 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 London-based underwriter. Comments on this story are welcome at ian@ maritimeservices.demon.co.uk or +442392-524-490.
IN THE GALLEY: Culinary Waves
C4 March 2008
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If an owner or captain doesn’t like your food, or if you don’t perform to exact standards, then you can quickly be replaced.
Long hours, small spaces and varied tastes are daily staples WAVES, from page C1 I have received many emails from people who say they think it is. For some reason, they have an image of a profession with bling, money, and travel to exotic destinations aboard a megayacht. Some of that is true, but it’s also hard work and little time off. And if an owner or captain doesn’t like your food, or if you don’t perform to exact standards, then you can quickly be replaced. Over the years, I have seen more than one freelance stewardess go directly to the owners to ask for my job. I have also seen four crew members from another, major megayacht camp out on my yacht’s back deck hoping for a position onboard. I do have a wonderful employer who I have been with for more than a decade, so I would like to point out what is involved in being a yacht chef,
so here are some dos and don’ts I have learned along the way. Be prepared to leave friends and family behind and work long hours for extended periods, sometimes from as early as 5 a.m. to 10 p.m. for as much as two months at a time. Also, a guest may wake you up in the middle of the night to prepare a snack or pizza. Think of your galley like a matchbox. You’ll be cooking in small spaces so organizing is essential. You can’t leave things out or you’ll run out of counter space. Come to the job with a broad repertoire since you likely will be cooking for both the owners and the crew. On smaller yachts, you must be able to plan out the menus for both over an extended period of time. The crew should eat just before the guests and you may have to prepare two totally different lunches or dinners. You will also have to plate the meals differently.
If there is more than chef onboard, one for the crew and you, you will need to coordinate the meals and know how to plan far in advance to ensure you don’t step on each others toes or run out of anything. If you’re working as a freelance chef, don’t change the galley around to suit yourself. It was set up for someone else and you can work around it.
Control the clock Take a time management course. It will help you plan your time for your meals so nothing is ever late and will show you ways to find time for yourself. In this industry in particular, your personal time is precious and limited, so take advantage of it when you have a day off. Find out everyone’s likes and dislikes, special requests and dietary restrictions. You’ll need to know how to prepare special diets and know where to provision for them. There will be guests, owners and/or crew who are diabetic, gluten intolerant, a vegan or vegetarian and you had better know how to fix each of them simultaneously. This is mandatory on most yachts. Know how to procure produce and meats in other countries. Learn how to handle and prepare them without poisoning someone. Be flexible and make sure you present these foreign ingredients as a finished meal with no mistakes. All these things will test your creativity. Practice excellent hygiene. Yachting for dollars is a perfectionist’s game. Let me remind the male chefs out there to
hide any tattoos, get regular haircuts and wash under your nails. No jewelry or fake nails onboard. Because you are handling food, keep your uniforms spotless. Lack of good sanitation skills will get you into trouble, meaning a food borne illness which I will cover soon. Pitch in. Know your crewmates’ jobs and lend a hand when you have time. In such close living quarters, you’ll need to be accommodating to others. Leave your family problems in your stateroom or at home. If you are a crew team, you must be able to work together without personal issues getting in the way. Don’t let your personal relationships get in the way of the professional relationships. Mind your manners and do everything with a smile. As a yacht chef, you won’t be spending much time with the owners unless they like to hang out in the galley. But you will see them to talk over menus and dietary concerns.
Watch your step Onto what not to do… Don’t expect to participate in the same activities as the guests, like using the jet skis or the launch or shopping in exotic ports. If you do get that chance, then realize it is an opportunity, not an entitlement. Not every yacht owner wants to share their private time with crew. Some yachts invite the crew to lunch or to dinner. Don’t swear in the galley because it resonates throughout the boat. Don’t do drugs or drink. This is the
See WAVES, page C7
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IN THE GALLEY: Recipe
Coffee-Encrusted Tenderloin of Beef with Burgundy Wine Jelly Recipe and photo by Mary Beth Lawton Johnson Serves 8 I used Burgundy wine jelly to serve alongside this very upscale entrĂŠe. Burgundy wine jelly is sold in fine gourmet shops and tastes exquisite alongside the coffee and meat. This recipe is perfect for an intimate dinner for the owner and his guests onboard. You can slice it thin and pair it with the jelly or condiment of your choice or slice thick and have a wonderful filet. Grapeseed oil is used to sear it because it is has a high smoke content and can go to higher temperatures than regular cooking oil. 1 10lb whole beef tenderloin, trimmed of all sinew, fat and silver skin, cut in half High-quality ground coffee Grapeseed Oil for searing Salt and pepper to taste 2 jars of good quality Burgundy wine jelly Preheat oven to 450 F. Rub the trimmed tenderloin all over with the salt and pepper and coffee. Leave at room temperature for thirty minutes or overnight. If serving the next day, wrap well and refrigerate. Heat the grapeseed oil in a large pan.
This recipe produces a flexible dish: Slice the meat thinly and pair it with a condiment or slice it thickly to get a filet. Once hot, place the tenderloins in the pan and sear on all sides until lightly brown. Remove. Do not over cook when searing because the coffee will begin to taste bitter if seared for too long.
Place the tenderloin on a broiler pan in the oven and cook until it reaches your desired temperature. Remove and let meat rest for 10 minutes. Slice and serve with Burgundy Wine Jelly or condiment of choice.
March 2008
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C6 March 2008
WINE: By the Glass
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Washington is a red state when it comes to wine Washington is a wine-producing state that has, in recent years, really started to attract attention for its outstanding wines. The main producing areas were established in the mid 1980s. Merlot in particular has been made here with great success as well as some interesting cabernet BY THE GLASS sauvignons. White MARK DARLEY wines are also made; indeed these were the original wines on which the state pinned its hopes for world-class production. As it was, the reds ultimately led the way. Another feature of Washington is the arid, almost desert-like nature of the wine growing regions. Vineyards are widely dispersed throughout its western coastline in a terrain where sandy soils predominate along with gravel, basalt and clay. The summers are warm and the winters are cold, which keeps pests from easily propagating and attacking the growing vines. Phyloxera, the most well-known vine pest, is unknown here unlike in Oregon, where it still causes problems. The main producing area in Washington is Columbia Valley and includes Walla Walla, Yakima/Red Mountain and Horse Heaven Hills. Columbia Valley has more than nine million acres under vine. The area initially produced good whites – Rieslings, semillons and some surprising chenin blancs. Chardonnay has been successful as well. Since the mid 1980s, red wines have come to the fore with amazing merlots and cabernets being made, though recently syrah has started to gain a reputation as a reliable source of northern Rhone-like wines. Yakima Valley is cool relative to the rest of the state and produces good whites from chardonnay and Riesling grapes as well as reds from merlot, cabernet sauvignon and cabernet franc. Red Mountain is warmer and Bordeaux-style wines are made from blends of grapes as well as Rhone-type wines based on syrah. Hedges make good wines here. Walla Walla contains some of the state’s great producers, which seems in contrast to the tiny area of land under vine. About 1,000 acres produce great wines under famous names such as Pepper Bridge, Woodward Canyon, Pattit Creek, L’ecole No. 41 and Canoe Ridge. These reds can be very dark and concentrated. Unlike Napa wines, I find the concentration of these wines to be balanced by complexity which in many cases makes them more interesting.
As I have noted, one thing that marks Washington wines is the concentration and complexly powerful fruit. I recall my first encounter with the 2002 Bookwalter merlot wherein dark red fruit overlaid on dense chocolate flavors impressed me greatly. The cabernet was no less powerful, but I realized that Washington had the potential to be in the best three areas in the world for the grape. No article on Washington wines can be complete without mention of Chateau St. Michelle. Easily the largest producer in the state, the winery has championed production in the area, having made the Indian Wells, Cold Creek and Canoe Ridge wines rightly famous. It also has collaborations with Dr. Loosen of Germany, which produces the excellent Eroica as well as Antinori of Italy, where Col Solare is made. This latter wine is expensive and in limited supply, but it is worth the effort to seek it out. It is cabernet-based but shows all the potential Washington has to offer. The wine is typically silky with masses of red fruit, hints of vanilla and spice and, of course, chocolate Other good producers include Hogue Cellars and Leonetti of Columbia Valley. The latter makes highly prized wines that many consider to be among the best in the United States. Another producer of intense wines is based in Yakima. Delille Cellers also make concentrated and powerful wines in the truest tradition of great Washington cabernet and merlot. For anyone unfamiliar with these wines, the prospect of tasting them will delight the palate and sometimes make you wonder what all the fuss is about with Napa wines. No disrespect to Napa, but the heavier wines seem to me to be so fruit-dominated that they become difficult to pair with food whereas Washington wines, while deeply flavored and powerful, seem to take to food pairings more readily. Most wineries are two to five hours from Seattle. Fortunately Chateau St. Michelle is 20 minutes outside the city and is worth the visit. The Columbia winery, which makes Columbia Crest wines, is also nearby. Their wines often rank well in “Wine Spectator.” Washington wines are widely available in Florida and particularly in Ft. Lauderdale with Cellars Wines and Spirits Warehouse, Winewatch and Best Cellars of Wilton Manors being among the best supplied. Next month we move on to Oregon, home of world class Pinot Noir. Mark Darley is a fine wine sales consultant for Universal Wines and Spirits in Miami. Comments on this column are welcome at mark.darley@ universalwines.net.
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IN THE GALLEY: Culinary Waves
Crew placement agencies can give a salary guideline WAVES, from page C4
are negotiable but remember to be reasonable and take into consideration the benefits that the yacht might offer from health insurance to vacation pay, a ticket home once a year and sick leave.
most important on my list of what not to do. If you’re CUI (cooking under the influence), you could inflict serious injury to yourself or others. Worse, you could start a fire, which can be fatal on a yacht. All in all, it’s a good job Also, your food will not be up to par In my experience, the positives if you drink. absolutely outweigh the negatives. The If you must drink, do so away from travel is wonderful. You will visit some the yacht on your time off and not in of the world’s most elegant resorts, uniform and certainly not where you playgrounds of the rich and famous, could make a fool of yourself or damage and discover the beauty of the world’s the image of your oceans and the owner or fellow crew. nature it holds. As for illegal The pay is good Even if you have drugs, keep in mind and you can bank graduated from that the boat could everything because culinary school, don’t you really don’t have be confiscated or impounded and expect a top salary. a lot of expenses the captain could because everything Your compensation be arrested. I don’t is paid for including will be in line with imagine jail at a your toothpaste your experience and foreign port is a good and toothbrush, place to be. that is if you don’t credentials as well as have a mortgage, Don’t expect your the size of the yacht. kids, education to own stateroom. contribute to or On smaller yachts, other payments. it doesn’t happen. Most times, a yacht chef will share a If you have time to get out and stateroom with someone else so be explore the various places yachts visit, grateful if you have an owner who then your world was enriched just by doesn’t pack the yacht so full of guests being able to go. You see places and the that you have to move out of your most exclusive resorts in the world that stateroom. most people save up to see in just two weeks vacation time or won’t ever see Don’t feel entitled. Even if you have at all. graduated from culinary school, don’t expect a top salary. Your compensation And best of all, you’ll meet some will be in line with your experience and really incredible people who may credentials as well as the size of the become life-long friends. yacht – not because you are some hot new culinary rock star. Mary Beth Lawton Johnson is a Check with local crew placement certified executive pastry chef and agencies to find out what the chef Chef de Cuisine. A professional yacht should be paid according to the yacht’s chef since 1991, she has been chef length. aboard M/Y Rebecca since 1998. (www. Compensation also depends on themegayachtchef.com) Comments on whether you are going to work aboard this column are welcome at editorial@ a charter or a private yacht. Salaries the-triton.com.
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NUTRITION: Take It In
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Do you want to go green? No better time than March Think March and green comes to mind. It’s the month of St. Patrick’s Day, the month that spring starts, and month designated as National Nutrition Month when greens as well as all other healthful foods should be at the center of the plate. But there’s another green making news. TAKE IT IN CAROL BAREUTHER That is, the green connected with being good to the earth. How can you go green? Don’t worry, I have a few suggestions.
Buy local According to LocalHarvest, which bills itself as America’s No. 1 organic and local food Web site at www. localharvest.org, the benefit of buying locally grown foods includes freshness and taste. It’s also good for the local economy, which can be a real benefit when charter chefs and crews patronize island markets in economically challenged destinations. Advocates of buying local say when produce is flown or trucked many miles for delivery, the shipping contributes to greenhouse gas pollutants. Buying local can be easy. First, look for local products. Most supermarkets identify produce as “Florida oranges” and “New Jersey blueberries,” for example. Second, visit farmer’s markets. You’ll find seasonal choices for fruits and vegetables. Third, realize local is a relative term. When fruits and vegetables grown in winter are ebbing, there are choices available without resorting to southern hemisphere imports.
Go organic Eating organic foods, whether picked from the supermarket or a farmers’ market, is good for the Earth. According to the Massachusettsbased Organic Trade Association (OTA), organic food production is based on a system of farming that maintains and replenishes soil fertility without the use of toxic and persistent pesticides and fertilizers. Finding organic foods used to require a trip to a farmers’ market or a health food store. But today, the Whole Foods Market and even big-box retailers such as Wal-Mart offer several types of organic produce and even more variety throughout the year. There are lots of ways to go organic; the OTA offers plenty of suggestions. Among that advice is to throw a party and create a celebration meal as close to 100 percent organic as possible.
Invite friends and family to enjoy and help cook. It can be an organic picnic, pizza party, barbecue or even high tea. Another is to treat yourself to organic indulgences. Nibble on an organic chocolate bar. Lick an organic ice cream bar or scoop up succulent organic sorbet. You can bring an organic treat back to the yacht to share with co-workers. Certified organic raisins, cheese, nuts, fruits, chips and crackers are some possibilities. Lastly, think of your drink. Toast with organic wine or sleep soundly after sipping organic chamomile tea.
Think packaging Sure, the hippies and the yuppies have done this for years: Bring bags to the supermarket rather than using the plastic ones provided. Again, the big companies are setting the trends with Whole Foods Market, the world’s largest natural and organic foods supermarket, announcing in January that it would end the use of its disposable plastic grocery bags at checkouts in all 270 of its stores in the United States, Canada and the United Kingdom by Earth Day, April 22, 2008. This isn’t the first time Whole Foods has thought about packaging. It has long encouraged shoppers to bring their own bags and offers a refund of 5 or 10 cents for shoppers who do. Whole Foods also sells reusable bags, ranging from canvas to its new, larger, stylish “A Better Bag,” of which 80 percent of its content comes from recycled plastic bottles. It’s 99 cents. Looking at how you take groceries home is only one way to be green. Another is to look for less packaged product in the supermarket or preferentially look for products packed in recyclable packaging. Again, the major retailers are setting the trends. A few years ago Wal-Mart announced plans to get its 60,000 suppliers to reduce unnecessary packaging and develop more environmentally responsible ways of packaging goods. Companies have responded by making their clamshell packs for produce and deli items, for example, out of recyclable fibers from palm and corn. Packages fashioned this way say so on the label, so just read and preferentially buy these items. Many researchers and scientists have linked Earth-unfriendly practices with disastrous effects on the world’s oceans and marine life. So, in this month of March, green-up, buy local, go organic and make smart choices about packaging. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at editorial@the-triton.com.
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FROM THE CAREER FRONT
Refit is like attending confidence boot camp On a recent busy Sunday, when the port engine on a delivery wouldn’t could be collecting tolls on the Lincoln throttle back as they entered Port Tunnel. I equate everything to that. Everglades, Hannon didn’t panic. He That’s the worst job in the world.” knows he can find out what’s wrong It was 1989 and Hannon was 32 and, even if he can’t fix it right away, years old. During 10 months in the can get the vessel under control. yard, he helped with engine rebuilds “I never get nervous,” he said. “I just and the paint job, stepping up to help go down and deal with it.” and learn whenever he could. As time He’s learned more than mechanics went on, the captain entrusted him in his career. He’s learned something with purchasing for the vessel, a task from every captain he’s worked for, that developed a good and bad. knowledge he still While one captain uses today. By was off the boat, ‘You just learn the end of it, he a replacement was the second so much. You don’t pump belt arrived. engineer and Hannon installed would stay with have to become a it and got yelled the vessel two at for doing “the full-blown engineer. years. captain’s job.” “Any time a guy It’ll help you really “That taught has a chance to do me how I didn’t understand how a a refit, he should want to be,” he do it,” Hannon boat is put together.’ said. said. “Even if Another lesson another job is – Capt. Donald Hannon that Hannon still more glamorous, carries with him on his experience it gives them an today was the way experience that working on a refit his former skipper will last their on Lady Janet entire career. You handled a new can’t go to school crew member. and learn what you can in the yard.” Coming into port one day, the Perhaps the strongest thing deckhand couldn’t get the lines right Hannon took from the yard is a level of and tried three times before the captain confidence at sea that likely would have said, “It’s OK, we’ll come around and taken years to develop. try it again.” “You just learn so much,” he said. “I was so impressed by that,” “You don’t have to become a fullHannon said. “Yelling at the poor kid blown engineer. It’ll help you really would have only made the situation understand how a boat is put together. worse. And the next time around the With the refit, you see every detail of kid got it. Now I do it that way.” where everything is.” Now a busy delivery and relief Lucy Chabot Reed is editor of The captain with his wife, Natalie (also a Triton. Comments on this story are licensed captain), Hannon said he calls welcome at lucy@the-triton.com. on that basic training all the time.
HANNON, from page C1
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TRITON NETWORKING
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Networking ... More than 200 crew and industry professionals joined us on the first Wednesday of February for networking at Briny Irish Pub. The food was delish, the music festive and the crowd – as always – very fun. Special thanks to our sponsor for the evening, the folks at Vertical Yacht Club. Pencil us in for the first Wednesday of every month, usually in Ft. Lauderdale but we’ve been known to take our show on the road. On March 5, we’ll be at Evolve Water Sports in Ft. Lauderdale. Details at www. the-triton.com. PHOTOS/CAPT. TOM SERIO
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... Triton-style
TRITON NETWORKING
March 2008
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HUMAN RESOURCES: Manager’s Time
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Be more productive – and happier, too In 2006, Reuters news service ran a story saying Americans work more but seem to accomplish less. The story’s premise is that technology – instead of improving productivity – is interfering with it. We don’t agree. It may seem like many of us are accomplishing less. However, it has more to do with MANAGER’S TIME expectations than technology. Even DON GRIMME if productivity increases, it’s constantly outpaced by those expectations. The irony is the very expectation of getting more done is getting in the way of getting more done. People are stressed out. So this month we offer a secret to reversing that trend and six tips to not only increase productivity, but improve the enjoyment of our work.
The Secret The Families and Work Institute conducts the National Study of the Changing Workforce every five years. In 1997, the study examined the impact on work outcomes of four factors. The two factors that have the greatest impact on job satisfaction, employee loyalty and retention are job quality and workplace support. For performance, however, another factor emerges: job demands. These include hours worked, nights away from home, overtime with no notice and job pressures. These job demands have a significant impact on performance – a negative one – comparable to the positive impact of either job quality or workplace support. This is not good news.
Employees chained down by rules can be overstressed; autonomy to solve problems is the solution. COPYRIGHT VARINA AND JAY PATEL; IMAGE FROM BIGSTOCKPHOTO.COM
Fortunately, the study also found that “Workplace support appears to buffer or protect employees from the negative effects of job demands.” So our Secret, therefore, is to provide workplace support to mitigate the negative effect of job demands on productivity. Managers and bosses should start by doing whatever they can to limit these job demands. Be sure to include job burnout when assessing the relative merits of cost-cutting or “productivity improvement” initiatives. Discourage excessively long hours wherever possible. Accommodate personal preferences in shift assignments whenever possible. Make sure that productivity expectations are reasonable, and use motivation (rather than “pressure”) to
encourage employees to meet those expectations. And use these tools to get there. Tool No. 1: Reciprocate. Job demands curtail crews’ personal lives. Reciprocate for the greater demands placed on crew by providing opportunities to deal with personal demands and desires. For example: Encourage employees to interact with family and friends during work hours by permitting personal phone calls or allowing family and friends access to the workplace. Be generous in providing time off to handle personal needs (e.g., doctors’ appointments, etc.). Establish – and encourage use of – an EAP (Employee Assistance Program). The better EAPs can assist employees with a wide range of personal demands, far beyond substance abuse. Tool No. 2: Autonomy. Difficult challenges – coupled with lack of control – create frustration, job burnout, poor performance and turnover. The same challenges – coupled with the ability to make meaningful changes – create enthusiasm, loyalty and peak performance. Most employees want to do a good job. But when they’re frustrated by too many rules or micro-managing supervisors, their spirits plunge, their performance suffers, and the best look for other opportunities. So give employees autonomy to deal with challenges they face in their jobs. For example: The Mirage and Treasure Island Hotels operate under a system of “planned insubordination.” Supervisors must explain not only what to do but also why they should do it. If the explanation is not satisfactory, the
See MANAGER, page C13
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HUMAN RESOURCES: Manager’s Time
Find a way to use expertise to assist your employees, too MANAGER, from page C12 employee can refuse to do the task. This may sound risky. But that risk has had its reward: the hotels have a turnover rate of 12 percent – less than half the industry average. Tool No. 3: Manage stress. Implement stress management programs onboard. Stress management is a topic unto itself, but here are a few exercises to manage stress. Examine a shared stressful event and discuss its impact as a group. Teach and encourage individual relaxation techniques. Recognize the importance of positive attitude, analyzing a recent interpersonal challenge, and changing attitude with self- talk. By mitigating job demands, not only does productivity increase, but crew enjoy their jobs more. Here are a few tools to ensure that result as well. Tool No. 4: Meaningful work. Make work more meaningful by applying your organization’s key competences in creative ways. Try to identify a synergy between your products/services and your employees’ values – adventure, education, giving back to the community, etc. For example: At Wilton Conner Packaging, maintenance employees perform minor repairs at employees’ homes. Motorola senior technical staff conducts in-house technical training courses, some of which are part of accredited master’s degree programs. What expertise does your organization have that could be made available to enhance your employees’ personal or professional lives? Tool No. 5: Mission and vision. Effectively communicate the mission and vision of your organization. If you don’t already have a mission statement – which is short and to the point, distinguishes you from other organizations, and is inspiring – develop one. Consider a vision statement, as well.
This also should be short, but it’s a loftier, reach-out version of the mission statement – the ideal toward which your organization is aspiring. Once you have a mission and/ or vision statement, don’t bury it. Communicate it and reiterate it to all stakeholders, especially to employees. And ensure that it is consistently adhered to. Employees should constantly ask themselves to what extent their actions are contributing to the fulfillment of the mission. And managers should be evaluating their staff by the same criterion. Tool No. 6: Link mission and job. Link the mission and the job to the talents and aspirations of each employee. One of the three main causes of burnout is job mismatch (or cultural misfit). The characteristics of the job aren’t a good match for the employee’s talents, or the perceived purpose and values of the employer clash with those of the employee. Make hiring and promotion decisions based on: Relevant talent (i.e., basic abilities) more than on skills or experience. The need for specific skills changes rapidly ... and talented employees can acquire skills and experience. Culture fit. And no, we are not talking about superficial attributes such as race, gender, age, etc. Rather, the more fundamental and relevant attribute of values. Temperament and lifestyle. Don’t expect an introvert to be happy or successful as a stewardess. If you identify job demands that drain crew, you can mitigate them and thereby increase productivity and improve job enjoyment. That’s the best way to get them to stay. 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 dgrimme@comcast.net.
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PERSONAL FINANCE: Yachting Capital
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Retirement savings don’t have to be trapped
SAVE THE DATE: The first Wednesday of every month. The Triton hosts fun, social networking for captains, crew and industry pros from 6-8 p.m. Visit www.the-triton.com for location details every month.
I am heeding your requests to write more about real-life scenarios. As always, I will not identify any of my investment clients. About a year ago, a couple working as a team aboard a yacht and earning more than $150,000 a year came to me for advice. They had YACHTING CAPITAL incorporated MARK A. CLINE so the firm put together a Simple IRA for both of them. Since they are the only employees of their company, they could maximize their contributions on both the personal and corporate sides as well as maximizing the matching employer contributions. This would funnel the maximum amount of tax-deferred dollars to them. As crew members making salaries that high, they were able to afford to save more retirement dollars than a standard $12,000 each personally, plus the 3 percent match from the corporation. We advised them to put the rest of their money for retirement into a Variable Annuity, giving them the tax-deferred growth needed to build a larger retirement fun and protecting them from creditors and any possible lawsuits. It would not give them any additional, immediate tax deductions, though. This couple’s situation has played out as something for me to consider more carefully as new financial strategies and techniques emerge. My protocol includes reviewing each client portfolio at least once a year to make sure we are targeted on their objectives. We review more frequently
the portfolios for clients closer to retirement or in retirement. In the financial industry, hundreds of new products are made available or changed each year to meet investor demand. Often, I implement some of the emerging strategies into my personal portfolio. And when I change, I often recommend the same to my clients as well as family and friends. With that in mind, I talked to my crew couple and suggested we review their goals in more detail. I had found a product offering more flexibility than traditional IRAs, but would consider it only if it met their needs. This couple had originally committed to saving about $5,000 a month for retirement. Over time, I have learned that most people are very hesitant to put extra money toward their retirement because once it’s there, they cannot get it back unless they pay 10 percent penalties and taxes. Everyone has gone through a financial crisis at one time or another due to a job loss or medical issue and many clients want to know how to get their money back when emergencies happen. I suggested to them an option I’ve been talking about recently, a Variable Universal Life policy. The name itself suggests it is a flexible program. I have found that for clients with good cash flow, the VUL is an outstanding tool. This is especially true for the lifestyle of yacht crew. The major value for my clients was adjusting to how they were going to pay taxes in the future. They determined they would stop funding the existing investments and divert future funds to the VUL. A VUL is a two-part contract between you and an insurance company. The first prong makes it the insurance company’s obligation
to pay your beneficiary a lump sum of money upon your death. This money is typically received tax-free. The second prong is called a sub-account, which typically holds mutual funds. If you over-fund your policy, these funds and the returns grow tax-deferred revenue and are usually available to you via a taxable withdrawal or non-taxable loan. As a death benefit, this can also come to you like the insurance benefit. After understanding the flexibility of the VUL they committed to upping their monthly contributions to $8,000 from $5,000. They were comfortable with the change because they knew they had some flexibility by stopping, decreasing or deferring a payment if they needed to. And through a special loan program, this policy allows them to get some money back without paying taxes or penalties. Having understood the plan provisions and mapping out a projection they realistically could see themselves in comfortable retirement. For them this meant retiring from the yachting industry in eight to 10 years and not running out of their defined level of retirement money. Remember: Each situation and circumstance is different. Just as you have to chart your course to the next port, you have to do the same for your retirement destination. Just as it never hurts to ask a more experienced captain for input, you should do that as well in the financial industry as there can be much to learn from someone who has been through it. Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Comments on this story are welcome at +1-954-764-2929 or through www. capitalmarinealliance.net.
C16 March 2008
LITERARY REVIEW: Movie ‘Fool’s Gold’
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The Triton
From left, Matthew McConaughey, Kate Hudson, Donald Sutherland and Alexis Dziena filmed aboard the M/Y Keri Lee. PHOTO COURTESY OF WARNER BROTHERS
‘Fool’s Gold’ delivers a bit of crew life onto the big screen By Kelly Cramer The whim of a megayacht owner – or even a megaycht owner’s teenager – can change plans at any moment, and in “Fool’s Gold,” that guiding principal true in life translates onto the big screen. Owner Nigel Honeycutt (played by Donald Sutherland) hasn’t spent much time with his celebutaunte daughter but they’re due for a two-week visit aboard his 138-foot M/Y Precious Gem (played by M/Y Keri Lee), which is anchored off Key West. Daughter Gemma (played by Alexis Dziena) joins the yacht after a short helicopter ride from Miami where she promptly asks to be taken ashore in the tender (was that a Chris Craft?) to shop. Gemma takes off in the tender but loses her hat to the wind. Enter Ben “Finn” Finnegan (played by Matthew McConaughey), who has just stolen an inflatable so he can race to the megayacht and persuade its wealthy owner to fund a treasure hunt. Finn had heard Precious Gem was offshore the day after he’d sunk his own boat, Booty Call, while at the bar on the day his wife of eight years, Tess (played by Kate Hudson), had divorced him. Little did Finn know, Tess worked as a stewardess onboard. In an improbable leap, Finn catches Gemma’s flying hat to save the day. But not without suffering a few minor scrapes, which get him onboard and an audience with Nigel, who suggests the scruffy and bleeding Finn take a hot shower and a nap in one of six staterooms. Initially, Tess is not happy to see Finn on the aft deck for dinner; she even tosses the steak-filled china onto the table. But later, after the two male chefs – a loving gay couple – whip up some crustlessly perfect sandwiches, she warms up to both the idea and her ex-husband. At dinner, Finn wins over the already-bored Gemma with his pitch to use the megayacht to hunt a Spanish queen’s sunken dowry. Nigel has the final say, but can’t resist the chance to
overcome his strained relationship with his daughter. And so, Nigel tells the captain to change course and head for the treasure. The plot is a bit glib at times as the group’s plans are hampered by Finn’s former investor, a hip-hop star once acquitted of murder charges. Bigg Bunny has hired three goons to get back the $67,000 Finn owes him but gets greedy at the idea of claiming the entire sunken treasure for himself. But overall, there’s comfort in the familiar. And there just aren’t that many movies out there that feature a megayacht in a starring role, let alone give a glimpse into crew life. (A notable exception would be 1987’s “Overboard,” starring Hudson’s mother, Goldie Hawn.) Tess is often shown wearing her formal uniform, including epaulets. Mostly though, Nigel runs a fairly casual crew, which can be seen in its entirety only when the chopper drops off Gemma. You will surely notice that Tess sleeps in a bunk bed in crew quarters as well as the bungling of her job title in the beginning of the movie – she calls herself a steward. It seems like such an easy thing for the writers to get right unless it was a deliberate error since Tess, who put her history PhD on hold to marry Finn, never set out to crew on a megayacht. If she and Finn get to the treasure first, her career in yachting will be short-lived, for sure. In spite of the much-talked about chemistry between Hudson and McConaughey, most reviews haven’t been positive. But in its first week, the movie took in $22 million at the box office. Sutherland plays the perfect, gentleman owner. His character seems bored wandering around his Precious Gem alone except for the crew. But his willingness for adventure may remind working crew why they got into the business. Comments on this story are welcome at editorial@the-triton.com.
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March 2008
LITERARY REVIEW: Well Read
Civil War battles in Florida were fought over lighthouses Lighthouses and mariners are strongly bound. Although technology has lessened the mariner’s dependency on traditional lighthouses, the familiar shape represents sanctuary and safety. “Florida’s Lighthouses in the Civil War,” by Neil E. Hurley (Middle River Press, $39.95) discusses the added WELL READ significance of a DONNA lighthouse in a time MERGENHAGEN of conflict. Hurley is the historian for the Florida Lighthouse Association, a statewide non-profit with 30 members, and has written a number of books on the history of lights. His fascination began as a U.S. Coast Guard staff officer. At the start of the country’s Civil War, there were 20 lighthouses and one lightship along Florida’s 1,197 miles coastline. The Sunshine State was sparsely populated in 1860, its citizens concentrated in communities along the coast and rivers. Although the peninsula had a railroad, neither roads nor railways crossed the state or ran the length of the east and west coasts. Trade and communication was done via water. Even with lighthouses, shipping was fraught with hazards. Hurricanes, shifting sandbars and coral reefs posed dangers. Lightships, bell boats, buoys, range lights and houses were built, moved, made higher and varied in design to accommodate the challenges of the environment. Many of the lighthouses also acted as customs houses and their keepers as collectors. During military conflict, control of the lighthouses was critical to obtain a victory on land. As the war went on, naval battles and blockades reduced trade. Lamp oil and functioning lenses were also in short supply. Early in the conflict, Union forces achieved control
of the seven lighthouses in South Florida. This allowed Lincoln’s army to use Key West and the Dry Tortugas as a base. The 14 other lighthouses were battle sites. Some were extinguished because they were damaged in the efforts to capture and control. Confederate forces intentionally and cautiously disabled other lights in order to create hazards to Union supply and troop ships traveling the coast. Hurley tells his story in 22 chapters, one for each Florida light and one for the Tortugas Harbor Light. In his preface, he explains the administration of lighthouses before and after the Confederate states seceded. In each chapter, Hurley provides the history of the light, its relevance in the region and the part it played during the Civil War. Each light is more than a brick and mortar, he asserts. The stories come to life with details of the lighthouse keepers and their families and war’s impact on those folks is a significant part of the lighthouses’ history. Correspondence between keepers, administrators and the military illustrates the impact of individual actions. Different decisions in 22 locations may have altered history, Hurley asserts. It took until 1872, seven years after the end of the war, for all lights to be repaired and relit. Some Florida lights were victims of fire or erosion. Four are on the National Registry of Historic places. The Cedar Key lighthouse has found new life as a dormitory for the University of Florida marine laboratory. And nine Civil War era lighthouses have been remodeled, restored and edged to more stable ground. Mariners are still using those lights to help navigate. Unmanned, but still lit, how many of the nine have guided your journeys? Donna Mergenhagen owns Well Read, a used book store on Southeast 17th Street in Ft. Lauderdale. Comments on this story are welcome at 954-467-8878.
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C17
PUZZLES
C18 March 2008
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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. Don’t worry, you don’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.
Calm
Stormy
The Triton
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Captains Available Captain Availabe 28 year old New Englander looking for a permanent Position. I have my 100gt Near Coastal License and my SWTC 95 mjpiepowski@gmail.com Ad#
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Captain with 10+ years exp. seeking a position on 100’+ yacht. Excellent references. Willing to do deliveries. 954-642-8633
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March 2008
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Captains Needed Looking to hire captain Apr. Aug. 2008 to run 72’ topsail schooner in St. Augustine FL Must have 50 ton Master w/Sail Call Capt. John (904) 315-7795 Ad#
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Capt; Hat 80MY Cls Bdg; Crusing Exp, Bahamas to Maine May 08 to Oct 08, Ser Attitude asst. maint duties, non smoker bk and ref check, Ad#
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Yacht Chefs Available Exp. Yacht Chef available NOW for Charter or private Good kn owledge of provisioning in Bah amas and Carib.Avail for long term. call 954-817-5836 Ad#
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Chef Available! Chef or Cook/Stew/Mate Avail.! 16 years + Exp., Professional, hardworking, reliable. FL, Bahamas, NE. Priv.M/Y 2-4 Crew --Ref.--pls call 954-895-8070 Ad#
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Latin Stylist Chef Available Latin cuisine is both beautiful & delicious Call 651-275-3964 now Visit www.ChefLuis.com Google Chef Luis Aguilar Ad#
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Crew Available deck,mate ,stew,8+very exp.yrs prefer long term,have exc.refs and resume.sp.french and eng. Frank 786-222-0459 .e-mail is lavignefrancois@hotmail.co Ad# 4169
Great Mate / First Officer / Relief Captain 100-ton Captain seeking spot as Mate / First Officer on 80’-100’ sail or power. www.estreetdesign.com/resumecaptain.doc Call 802-579-4557 Ad#
4090
Deck/Stew Available
Crew Available
26 yr. old male looking for permanent position or daywork. stcw certified will experience contact Rick 410-459-7584 or email at blackr02@yahoo.com
Hardworker Available
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As a Deckhand Chef or Engineers assist yardwork or Freelance position. Ft Lauderdale Call me 954 305 5015
Chef/med.degree/musician seeking job - don’t miss!
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Reliable Deckhand looking for Full-Time Position STCW-95 / Ready to Work wwalker58526@gmail.com 843 270 8738 Ad#
4215
Cook, Stew, Light Deck Freelance or Seasonal position 100 ton USCG lic. Call Karen 954-290-0119 Ad#
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4160
Great cooking skills, Great personality. Seeking summer job on private yacht kryckan_stoffe@hotmail.com Ad#
4121
CHEF/CHIEF STEWARDESS SEEKING POSITION Available immediately,power or sail, private or charter. Contact 954 2321132 or E-MAIL nsmyth@earthlink.net Ad#
4030
AMERICAN STEWARDESS/MATE Professional straight forward STCW non-smoker home cooking for crew & families full-time or repeat freelance 954-612-2503 vickibahamas@mail.com Ad#
4187
Delivery Worldwide relief & Delivery Captains 6 exper.Captains, relief & deliveries worldwide, MCA 4 NKK(japan) 5,000T, USCG 1,600T sylogistics@earthlink.net www.superyachtlogistics.com Ad#
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Delivery Captian USCG 200 ton Master. Deliveries Fort Lauderdale and surrounding areas, including Bahamas Scott 954-695-7124 Ad#
3966
Dockage Dock Space Available Dock Space up to 58 ft. $13.00 ft. No fixed bridge. Inc. water, elec,pool, tiki laundry. East of Lauderdale Marine 954 562-9134 Ad#
4165
Mates& Deckhands Available Seasoned and Conscientious Mate / Deck / Dive Instructor Keen, conscientious, intuitive17,000nm STCW 95, quals http://www.sandrafieger.com Ft Laud tel: +1 954 892 3603 Ad#
4020
Experienced Yachtsman Available as Mate Experienced Yachtsman with MCA 200 GT, STCW95, B1/B2, for Mate/Deckhand position on S/Y . Ph: +599 524 5036 in St Maarten brettlubben@gmail.com Ad#
3998
Stew/Stewardesses Stewardess / Therapist Available !!! A good team player,reliable, willing to learn,hard worker positive attitude. Silver serv. Bartending,Massage,STCW (+1) 954-822-0500 Ad#
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CLASSIFIEDS
C20 March 2008 Looking for stew job on yacht Young attentive female with plenty hospitality experience looking for stew/ deck position on yacht, charter/private 5618274958, f_v_h@hotmail.com Ad#
4075
Work FOR the oceans with the SeaKeepers Society
Dania Canal furnished 2 bedroom apt for rent!
The International SeaKeepers Society is looking for someone to manage SK Professionals. Pls send cover letter & resume to conley@seakeepers.org.
Dania Canal waterfront 2 BRM + office, screened in porch, W/D A/C, furnished, carport, close to yards, $400 per wk incl elc 9547012070,onwatchinc@aol
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Contact Info. for Musican/ Stewardess, Linda Noyes
TRAINING
Musician/stewardess Linda Noyes, may be contacted at 954-608-0640. Email: mistybluemusic@yahoo.com Web: myspace.com/lindanoyes
Chapman School of Seamanship. Professional Mariner Training, License Training to 200GT, BST,Advanced Fire Fighting. 1-800-225-2841,www.chapman.org
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deliveries/charters/crew cook amy 954-557-7907 Ad#
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Stewardess / Therapist Available !!! Excellenct service mind,good attitude, good team player, willing to learn and hard work, STCW,B1/B2 nr_nicha@ yahoo.com (+1) 954-822-0500 Ad#
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AMERICAN STEWARDESS Professional straight forward stewardess, 16 yrs experience STCW non-smoker PADI divemaster light cooking 954612-2503vickibahamas@mail.com Ad#
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Marine Management EXPERIENCED MARINE CARPENTRY REFITS AND DISIGN Saayman Marine Services. Experienced marine carpentry refits,design and fabrication. Contact Franco,Pete or Michael at 954 825 1271 Ad#
IMMEDIATE OPENING, excellent computer skills. Great atmosphere fun team. Email gene@theshipyardgroup.com Ad#
4018
Marine Services Accounting & Business Consultants, LLC Tax & Accounting Services 1535 SE 17th St., Suite B206 Ft. Lauderdale, FL 33316 Phone (954) 462-6045 Ad#
Spa Services Spa Chi brings the spa to you! We welcome you to a moment of rest, relaxation and rejuvenation. 305439-6181 email ina@spachiinc.com Ad#
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Computer Support 24/7 computer/server support. Satellite/wifi International availability IT@warwolf.com 954-496-1257 Ad#
Cruising the St-Lawrence River We can help you organize your trip to Canada - All aspects Perspectives Maritimes www.perspectivesmaritimes.com
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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
Marine Trades Business Staff RECEPTIONIST/ADMINISTRATOR Diector of First Impressions Office Administrator Yachts, Phones, Comps., Office Great Benefits 954-467-8632 Ad#
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Marine Carpentry and Design Tarpon River Boat Shop -Marine Carpentry and Design Interior and Exterior WorK New Program with Referral Fee LARRY TARAN 561-706-8337 Ad#
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LARGE WATERFRONT 1/1 WITH DOCKAGE HUGE 1/1 WITH WATERVIEWS Large apt with balcony. Secured bld with pool. Poss dock. Call Salter Realty at 954-812-4801 Ad#
4039
1/1 furnished condo Large,clean, furn 1/1, pool, gym, across from Hyatt Pier 66 SE 17th st, $1100 mth lng-term $1300 mth shrt-term. Call 954536-8707 Ad#
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Marine Professionals
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Yacht Sales Assistant
4050
For Rent Room for rent
Storage Center 701 SE 24TH St. FT.Lauderdale 954-524-1500 4x5x5 Lockers Starting at $19 State RD 84 and The port gate
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1/1 furnished condo Furnished 1/1 (if year lease can remove furn); pool, gym $1200/mth (lower long-term) 954-536-8707
VICTORIA PARK FURNISHED 1 BR 1 BA / AVAIL MARCH 1 1 BR 1 BA Furnished condo available March 1. 1250/month shannonkris5@yahoo.com Ad#
4031
Dania Apartment close to Harbour Towne Nice Apartment with 1 bedroom for 1 or 2 persons. Modern kitchen, washer and dryer, upgraded bath. Available now. Call 954-921-9500 Ad#
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Private room 4 rent-in my home professional, quiet, clean expect same from rentor 1883 S.W. 21st. st. $175 wk call 954-882-0667 Ad#
3948
CMAP WORLD CHARTS CD INSTALL AND INSTRUCTION MANUAL $250 954-804-5221
Caribbean Yacht Brokerage
2/2 plus 1/1 mother n law Croissant park updated kitchen windows deck and hot tub mother n law rents $1000.00/mo $360k 954 6474732
Caribbean Yacht Brokerage; Expanding, looking for working partner. caribbeanbrokerage@yahoo.com
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Croissant Park 1/1 cottage for Rent 1/1 croissant park cottage fully furnished cable wireless covered patio all utilities back yard bbq $1000.00/mo 9546474732 Ad#
4033
Short Term Accomodations Short Term Accomodations Private or Shared (only 2 per room) Quiet, clean, and affordable. Call Sabra at 954-294-0641 Ad#
4088
2 WINSLOW Liferafts 12 persons each for sale Vaild Inspection. Have Certificates TYPE A Email: Mate@my-nls.com $3000 both $1750 for one 4085
3917
7.5 HP 230 Volts 3 phase Autodrain, low oil switch For sale email: mate@my-nls.com 4086
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‘98 Mercury Sable ‘98 Mercury Sable - Cold A/C, low mileage, dark green, tan cloth interior, good ride! $2,995 Call Jes, (954) 684-7566 Ad#
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3-blade bronze pair; size32”x 32” to fit size 2 3/4 or 2 1/4 (with supplied tapered bronze insert). excellent condition. $950 each bob9545844964
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Homes for sale Homes For Sales Want your slice of Paradise? 10+ acres, 100’s of trees; 3/2 bungalow + 1/1 apt and more. $150,000 - in north Florida John 850-569-5319
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4200
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Spa Services Spa Chi Brings the spa to you! Servicing Yachts, Corporations Residential and Events contact us @ 305-439-6181
Spacious 3/2 plus office and patio. Nr Coral Ridge Mall. Priced below $300k Salter Realty 954-812-4801
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Acct & Business Consultants Tax & Accounting Services 1535 SE 17th St. Suite B206 Ft. Lauderdale, FL 33316 Ph (954) 462-6045
4040
Ft Lauderdale: Great townhouse in Harbordale
Ad#
It's all online: www.thecaptainsmate.com
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4055
Ft Laud: 2BR in Harbordale 2BR, 2.5Bath 2005 construction Close to port, airport, beach, las olas, 15th street Contact Cynthia - 305-297-0877 Before you head into a new harbor, turn to The Captain’s Mate for help with everything from clearing in and docking to provisioning, repairs and fun.
3965
Announcement
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1/1 Waterfront Penthouse Condo in West Palm Beach!!!
Mediterranean Dockage for Sale 40x8 meters Club de Mar Palma Asking price: 1,100,000 Euros owner direct no broker fees Contact. +34 971137509
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Propeller Pair
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Dockage for sale
Sales Jobs
4035
Ingersollrand Compressor for sale
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For Sale
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Private room
CMAP WORLD CHART
Croissant Park house for Sale
Looking for quiet professional roomate to share townhome Furnished room, pool, gym, Griffin Rd. and 1/4m off I95 700/mo or 250/wk,954 803-8943 Ad#
Waterfront “Old Florida” Mobile home cottage w/dock small, quiet, adult park LakeCrescentFlorida.com 7500$ (386) 698-3648 Ad# 4116
4084
Car Storage-Store your car safely behind locked gate in Fort Lauderdale. Prices start at $65 per month. Call Sabra @ 954-294-0641
room in croissant park house cable wirless included close to down town and 17th st queen size bed own bath and entrance $700.00 954-647-4732
Renovated Art Deco Gem in South Beach. Walking Distance to everything. 1br/1ba. sleeps 3 adults comfortably David Jones, 703-608-3864
Ad#
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Furnished Condo in South BEach
Lakefront Getaway in Old Florida
Need TLC. Best offer mate@my-nls.com to view value of $5500 each Best offer.
Car Storage
Croissant Park Room for rent in house
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4 Summit Teak Deck Chairs
Storage Lockers for Boaters
3960
4168
Stew-female massage therapist
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4175
VICTORIA PARK EFFICIENCY All new floors, bath, kitchen. Nr Las Olas and the beach. Can rent. $140k Call Salter Rlty 954-812-4801 Ad#
4041
4166
Accounting & Business Consultants, LLC
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3971
Captain-Engineer 1600 ton USCG License Immed. available, experienced Maine-Alaska Vessels 90’ - 130 email yachtbill@aol.com or call 561 373-2396. Ad#
3963
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March 2008
CLASSIFIEDS
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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: knomarin@bellsouth.net
CLASSIFIEDS
C22 March 2008
WORLD OF YACHTING
John A. Terrill REALTOR
Mobile
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(954) 224-5847
(954) 467-1448
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E-Mail John@intercoastalrealty.com
(954) 467-6714
1500 East Las Olas Boulevard ~ Fort Lauderdale ~ Florida ~ 33301
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. Post your CV/Resume for FREE. • CREW • 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. Advertise with us! Post your charter brochure. • GET MORE EXPOSURE • 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
www.the-triton.com
The Triton
The Triton
www.the-triton.com
Aircraft Tansportation,Delivery Excalibure-Aire Offshore Serv. Delivery to the Bahamas,Caribbean, USA East Coast 24/7 availability (305)606-1755 or (954)547-3002 Ad#
Cruise director/Comedian
Yoga Onboard available
Comedian/Actor, Costume designer Game co-ordinator 1-786 423 9114 carloidh@hotmail.com
PRIVATE YOGA sessions designed with boaters in mind. CONTACT Kim @ www.tropicyoga.com 208.739.3997
Ad#
4130
March 2008
CLASSIFIEDS
Ad#
C23
4021
3940
For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.
For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.
Company A1A Chem Dry Advanced Mechanical Engineering Alexseal Yacht Coatings American Yacht Institute Antibes Yachtwear Argonautica Yacht Interiors ARW Maritime Bay Ship and Yacht Company Bellingham Marine Bertling Logistics Blue Water Alliance Bradford Marine: The Shipyard Group Briny Riverfront Irish Bar and Restaurant Brownie’s Business cards/Classifieds C-Worthy C&N Yacht Refinishing Camper & Nicholsons Int’l Cape Ann Towing Captain’s Mate Listings Claire’s Outfitters Crew 4 Yachts The Crew Network Crew Unlmited Yacht Charters Crown Wine and Spirits Dennis Conner’s North Cove Marina Divers Discount Florida Dockwise Yacht Transport Dohle Yacht Crew DWV Investments Edd Helms Marine
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Page Company B10 Elite Carpet WorkRoom A6 Elite Crew International C10 Explorer Satellite Comunications C11 Evolve Watersports A4 FenderHooks B24 Finish Masters B16 Foot Solutions A22 Gary’s Seafood & Specialities C11 Global Marine Travel B25 Global Satellite B16 Global Yacht Fuel B26 Gran Peninsula Yacht Center A6 HeadHunter A29 High Seas Trading Company C19-23 Hot Yachtz B27 Interlux A2 International Registries B20 International Super Yacht Symposium A29 IslaMoin Resort, Residences & Marina B6 &B7 James Schot Gallery & Photo Studio B8 Jeppesen Marine C9 Kemplon Marine A30 KVH Industries A21 Laffing Matterz B19 Lauderdale Diver B25 Lauderdale Propeller A13 Law Offices of Cohn & Monioudis B5, B13 Law Office of Richard Castillo A13 Lifeline Inflatable Services C8 LloydsTBS-USA A20 Luxury Yacht Group
Page A21 C14 A8 B15 A28 B26 B21 B17 A7 B17 B15 B10 C12 C10 A20 A5 C2 C15 C3 C17 B12 B23 A15 C8 C9 C5 B25 C6 B12 A19 A23
Company Mail Boxes Etc. Maritime Professional Training Matthew’s Marine A/C Merrill-Stevens Yachts MHG Marine Benefits Mobius Design Group Moore & Company The Mrs. G Team Nautical Structures Nauti-Tech Neptune Group Newport Shipyard Northern Lights Northrop and Johnson Ocean Medical International Old Port Cove Palladium Technologies Perry Law Firm Peterson Fuel Delivery Pioneer Linens Pond Hoppers Praktek Quiksigns Redline Marine Servicing Renaissance Marina Resolve Fire & Hazard Response Rio Vista Flowers River Bend Marine Center River Supply River Services Rossmare International Bunkering Royal Plantation Island
Page C17 A16-17 C8 B4 B28 C13 A30 A11 B8 A18 B23 C4 A12 B24 A4 B2 B14 B23 C7 C7 C5 A27 C17 A22 A11 C9 C16 B21 B18 B18 A28
Company RPM Diesel Engine Co. SA Crew Sailorman Seamobile Sea School Seafarer Marine Secure Chain & Anchor Seakeepers Servowatch Shadow Marine Shelter Bay Marina Smart Move Spurs Marine SRI Specialty Risk International Steel Marine Towing SunPro Marine Super Yacht Support Tess Electrical Sales & Service Total Wine & More Town of Palm Beach Town Docks TowBoatUS Turtle Cove Marina Vertical Yacht Club Marina Mile Ward’s Marine Electric Westrec Marinas Wright Maritime Group Yacht Entertainment Systems Yacht Equipment & Parts Yacht Services of Alaska Yachting Pages
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