Industrious Bankruptcy filing doesn’t shelve Derecktor Shipyards. A8-9
Traveling to the Badlands. A28 Vol. 5, No.8
Triton hosts job, crew fair on Nov. 10
Ft. Lauderdale dredging project could open door to more, bigger yachts By Charlotte Libov
Ft. Lauderdale’s dredging project would begin at the 17th St. bridge and stretch north to Sunrise Harbor, making the ICW navigable for the largest PHOTO/LUCY REED of megayachts to reach the city’s largest marinas. infrastructure in Broward County can keep up with the size of the boats,” said Engle, who is past president of the Marine Industries Association of South Florida. “This has a huge economic
Experienced captains share tips about managing a refit One of the most challenging parts of being a megayacht captain – and the part no school trains you for – is managing a refit. So in this time of refits, we decided to ask the nine captains assembled for our monthly roundtable discussion how From the Bridge they handle refits. Lucy Chabot Reed Who decides what work gets done? How do you juggle the timing of myriad vendors? And how much of the nittygritty does the boss really want to know? “First, you make a list,” one captain
Enjoy Turkey in off-season. B18 November 2008
Deep water, deep pockets
A $7.5 million dredging project is in the planning stages to deepen Ft. Lauderdale’s portion of the Intracoastal Waterway, enabling it to better accommodate more and bigger megayachts. The project will also include dredging of the Dania Cut-Off Canal and the New River, marine industry advocates say. The project is so badly needed that advocates gave up on trying to get federal money for it and instead plan to access taxpayer dollars, said Susan Engle, president of EnviroCare and a member of the Florida Inland Navigational District (FIND). Preliminary work is under way and permitting is applied for, she said, but she did not know when the real dredging work would begin. “This project is really needed so the
said. “Are you in class? Which flag? That’s the stuff that has no leeway. You have to maintain the safety equipment and ensure the insurability of the asset. Then you talk about the rest, the paint job, the interior, all that.” 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. “Our boat is totally private so we don’t have all those requirements,” another captain said. “We have instilled in the owner that the yacht has to go in for major maintenance every four years and minor maintenance every two
See BRIDGE, page A20
impact in this area. We’re the yachting capital of the world. We really should be maintaining a depth of more than
See DREDGING, page A23
Everyone’s talking politics. Or are they? Find out if yacht crew care about the U.S. presidential election in the C section this month.
It happens every fall. Crew come back to town and make the rounds of the crew agencies, looking for a job. Invariably, in their attempt to tell as many people as they can that they are looking for work (Triton Networking Rule No. 1), they drop me a note, too. Sometimes I know of a boat or captain looking Editor’s Notebook and pass along Lucy Chabot Reed details. More often than not, though, I’m not much help. The real pros at this will sort through resumes, credentials, references and all that and hook good people up with good boats. And then the magic kicks in. Or not. The magic, as any crew member knows, is that intangible thing that makes life on a yacht grand, or gross. It can be as small as a captain’s morning greeting (or grunt) or as large as a fellow crew member’s grooviness (or grumpiness). That’s the stuff no one but you, dear reader, has control over. And make no mistake; you have just as much of an impact on creating that magic as any boss. One thing The Triton truly can do is help get people together and watch to see if the magic sparks. (In case you haven’t noticed, we love to do that, actually.) And we’re doing exactly that Nov. 10 when The Triton hosts its first ever job and crew fair. We’ve designed the job fair part to help captains and crew find jobs and expose young adults to the yachting industry. More than a job fair, though, this event is also a crew fair. We’ve invited companies that offer goods or services to help working crew do their jobs better. Companies like florists, financial advisers, provisioners, interior suppliers and others like that that can
See JOB FAIR, page A22
A November 2008 WHAT’S INSIDE
Captains & Crew:
The news about S/Y Legacy ...
Check out our inventory of
Large Stainless Anchors Passerelles & Gang Planks Davits Bow Thrusters Windlasses Fighting Chairs
New - Used - Surplus
We buy quality, second-hand gear!
Yacht Equipment & Supplies Ft. Lauderdale, Florida toll free 1-866-729-3758
Located on State Rd. 84 Between US1 & Andrews Ave.
... is that there’s no news. She’s still in Key West. Read PHOTO/CAPT. TOM SERIO more on page A6.
Advertiser directory C23 Boats / Brokers A12-14 Business Briefs A18 Calendar of events B25-26 Cruising Grounds B18-20 Columns: Communications C8 Editor’s Notebook A1 In the Galley C1 In the Stars B24 Latitude Adjustment A3 Nutrition C6 Personal Finance C10 Onboard Emergencies B4 Photography B22 Rules of the Road B1
Security B2 Stew Cues B21 Superyacht operations C18 Features: Dockmaster Spotlight B5 Life After Yachting C4 Fuel prices B8 Marinas / Yards A9 Networking Q/A C3 Networking photos C2 News A1,5-10,B8 Photo Galleries A16-17,A24-25 Technology B1-B17 Triton spotter B27 Triton survey C1 Write to Be Heard A27-31
Not just newbies, long-term captains move around, too Lots of people are moving around in this season of change. We aren’t surprised at that. But it was interesting to note three long-timers moving about and, sadly, out. Capt. Lee Rosbach has taken over M/Y Morgan Star, the 121-foot Heesen that was formerly known as Mylin. She’s for sale, but Latitude keeps a crew of Adjustment five. Lucy Chabot Reed Rosbach is still taking care of M/Y Mostro, too, until she sells.
Geoff and Sarah Egan have joined M/Y Atlantica as engineer and stewardess. The former crew – team members Charlie Collyer and Mark Usher – resigned in September to pursue some course work and enjoy a little time together. And Capt. Stan Glover was finishing up his engineering license when we caught up with him at our networking event in October. He’s hoping that might open up some options in this tight-for-captains job market.
Capt. Kim Lofquist, too, keeps watch over two ladies. The old Lady Monroe, the Broward that survived Hurricane Katrina in 2005 and for sale in Ft. Lauderdale, and the new Lady Monroe, a 114-foot Hatteras based in Destin, Fla.
Now for the long-timers: Capt. Christopher Walsh, who spent 17 years with the owners of M/Y Lord Jim, has taken command of M/Y Archimedes. Who can forget the cool photo of Walsh and the Lord Jim crew in Greek garb for a charter a couple summers ago? (See the front page of our November 2006 issue.) It seems fitting that he take over Archimedes.
Eng. Chip Furr has joined the crew on M/Y Relentless this summer, working once again with a skipper he likes and respects, Capt. Robin Norquoy.
Capt. Phil Alloway has resigned from M/Y Adler II after 15 years with the owner. He is back in Nelson, N.Z., to “meet my wife,” he said during his last week in Ft. Lauderdale. Carol Alloway
left the boat two years ago to build a home and, hopefully, a family. Am I the only one who thinks of this skipper as Phil Adler, so connected in our minds is this man and this boat? “It’s who I am,” he said, touring the latest improvements on the yacht. He admitted the decision was hard, and he’s not yet convinced it was the right one. Take it from this mom, Capt. Alloway. You’ll know you made the right choice the first time your newborn child falls asleep on your
chest. Capt. Gordon Ward has taken command of Adler II. Ward is the former skipper of M/Y Nero, a 297-foot (90m) yacht out of China. Capt Greg Clark, who ended a seven-year, two-boat relationship with his boss when the man decided to sell M/Y Mystic and take a break from yachting, is now in command of M/Y Lohengrin, the 161-foot Trinity.
See LATITUDE, page A4
A November 2008 LATITUDE ADJUSTMENT
Words from skipper who loves job inspire all of us to feel lucky LATITUDES, from page A3 In his element at the Monaco Yacht Show, Clark shared the news that not only had he joined Lohengrin, but nearly all his nine-member crew from Mystic, the 150-foot Christensen, joined as well. They all decided they enjoyed working together and so rented a townhouse while Clark sought a new boat, hoping they might all go with him. It worked. I leave you with these inspirational words from a captain who simply loves his job: “The Mystic was home to us for the past five years and carried us safely to many regions of the world, including Alaska, Central America, the Great Lakes, Eastern and Western Caribbean, Eastern and Western Mediterranean, and the Baltic Sea. In all, logging over 65,000 sea miles including four Atlantic crossings, creating many fond memories for our owners, guests, and crew alike. “Through it all we’ve been fortunate to have the confidence of a supportive owner who was a good sponsor of the boat and of our team on board. In return he was able to enjoy the many opportunities for adventure that yachting opens up, and have the peace of mind that a stable and conscientious crew can provide. “We have also enjoyed continued support from the team at Christensen, who have never been more than a phone call away, and have been consistently there for us whenever we’ve needed their help or advice. They built us a great boat, then stood by us afterward.
“Following the sale, the latest team on Mystic who had been together for an average of three years, wanted to remain together. We were again fortunate to be offered a position that enabled us to bring our entire team with us, on board the M/Y Lohengrin. We’ve spent the summer chartering in the Med and will soon be crossing to charter in the Caribbean this winter. “There are so many people who contributed to the overall success of Mystic. The teams at CSL, Derecktors in Ft. Lauderdale, National Marine Suppliers, Elite Crew International, various vendors, agents, and suppliers all over the world. “No one can create a successful program on their own, and no captain can succeed without a great team behind him and a great crew beside him. “As we move forward into another chapter in yachting, I am so grateful of Marlys, my supportive wife, who continues to work beside me and of all the fantastic crew members who have worked with us on Mystic and those who still work with us on Lohengrin. “This is such a unique and rewarding business and it’s in times of change and uncertainty when we need to remind ourselves how lucky we are to be in it.” And the industry is lucky to have you, too, Capt. Clark. Fair winds on the Lohengrin. Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at email@example.com.
Hurricane Omar’s unique path By Dorie Cox Racing eastwardly, Hurricane Omar made a direct hit on one uninhabited island and left a wake of soggy ones throughout the Caribbean in mid October. In more than 100 years of official hurricane recording, Omar is only the third to follow an easterly trajectory across the AtlanticCaribbean Basin. Hurricane Klaus was first in 1984, followed by Hurricane Lenny in 1999. According to the National Oceanic and Atmospheric Administration (NOAA), on Monday, Oct. 13, a tropical depression formed southwest of San Juan, Puerto Rico. Hurricane Omar had formed by the next night with hurricane warnings issued for the Spanish Virgin Islands, U.S. Virgin Islands and areas eastward to St. Kitts and Nevis. Wednesday saw this Category 2 storm on its unusual path northeastward. Hurricane Omar, packing 120 mph winds, crossed the northern Leeward Islands by early Thursday morning traveling at 20 mph. Hours later, NOAA described Omar as “racing northeastward” with winds of 125 mph, a Category 3 on the Saffir-Simpson scale. Although impact has been reported from islands as far south as Grenada, the rapid speed with which the storm moved may have prevented more extensive damage. Hurricane Omar left the islands behind as it spun through the Anegada Passage. This waterway is a link between the Caribbean Sea and the Atlantic Ocean, located between the U.S and British Virgin Islands and St. Martin/St. Maarten. Omar moved northeast into open waters of the Atlantic by Thursday morning. As of Oct. 17, Caribbean news sources reported storm surge, heavy
rains and wind. Damage has included flooding, downed trees, rock slides and damage to infrastructure including roads and power lines. Interruptions to electric, phone, cable and water service has been widely reported. Islands closest to the forecasted path initiated government and school closures, opened shelters and imposed curfews. Puerto Rico reported hundreds of people displaced during Omar due to storm surge, flooding, fallen trees and debris. Some roads were reported impassable. As the storm approached the U. S. Virgin Islands, Gov. John deJongh closed all public schools and imposed a 6 p.m. curfew for all islands. The National Guard was also activated. All beaches have been considered unsafe for swimming due to heavy runoff. The eastern end of St. Croix appears to be hardest hit with high winds and heavy rain. The island is home to Hovensa refinery, one of the 10 largest oil refineries in the world, which went offline during the storm. Extensive damage to the power infrastructure has been reported. With 30-40 boats sunk or washed ashore in Christiansted Harbor, the V.I. Department of Planning and Natural Resources is attempting to mitigate diesel fuel leakage from these vessels. A 60-foot catamaran was said to have lost steerage and wrecked on a reef at Salt River. As The Triton went to press, the U.S. Coast Guard was assessing waters to ensure safety for re-opening harbors and navigational buoys were being repositioned after shifting. St. Thomas, St. John and the British Virgin Islands were recovering from wind damage, minor flooding, downed trees, fallen rocks and disruptions to power and water service. Early reports
See OMAR, page A6
A November 2008
Freed from Wilma trap, S/Y Legacy still in Key West S/Y Legacy, the 158-foot Perini Navi sailing yacht that spent 28 months grounded in the shallows off Key West after Hurricane Wilma, remains anchored in Key West Harbor. Initial plans included towing Legacy to Miami for inspection shortly after the recovery in February, and then shipping her to Italy for a rebuild. Even though engines, generators, A/C and
other systems have been restarted over the months, she remains in Key West, which was also buffeted by Tropical Storm Fay and other storms this hurricane season. Reasons for the delay in moving her were unclear. Sources in Key West report that Legacy owner Peter Halmos’ Aqua Village may have been impacted by the storms as their location has changed
and there are not as many houseboats as before. Aqua Village consisted of eight houseboats/barges rafted together where Legacy’s owner, crew and guests resided over the course of the recovery to oversee the progress and ward off poachers. It’s reported that Legacy is looking a bit more worn and torn but otherwise unchanged. – Capt. Tom Serio
Main port, ferry terminal damaged in Dominica OMAR, from page A5 from Antigua indicate extensive crop damage where flash flooding was reported. St. Barts and St. Martin/St. Maarten were hit by high winds and rain. Curfews caused some confusion on the island of St. Martin/St. Maarten according to The Daily Herald. While the government urged businesses to close, these were not official orders. The time of official curfews was not always clear, as there were reports of live-aboards not allowed to return to their vessels as curfews were extended. Bertrand Caizergues, owner of St. Barth Plongees, reported in that the megayacht docks on the island were
spared much damage. “Wind came from the south and west,” he wrote in an email a few days after the storm. “Gustavia harbor is OK. ... The fish market will be OK in a week.” The roads were cleared by Friday morning and the wooden dock in front of BNP bank and L’entracte restaurant was about 90 percent destroyed. The beach known as Shell Beach is gone, he wrote. “The shell and sand was brought in the 1960s from the harbor and it wasn’t a natural beach,” he wrote. “Now, the beach is true again and gets its original name back, Grand Galet.” In Dominica, damage included the main port, the ferry terminal and the cruise ship terminal with several small vessels washed ashore.
St. Vincent and the Grenadines suffered storm surge causing flooding and erosion. Grenada experienced significant wave heights with corresponding damage to the coastline. With one month until Nov. 30 and the end of the Atlantic hurricane season, 2008 is now the second most costly season since 2005. This year’s named storms so: Hurricanes Bertha (category 3 on Saffir-Simpson scale), Dolly (cat. 2), Gustav (cat. 4), Hanna (cat. 1), Ike (cat. 4), Kyle (cat. 1) and Omar (cat. 3). Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at firstname.lastname@example.org.
A November 2008 MARINAS / YARDS
Derecktor “came in on-time and on budget, which made the owner very happy,” said Capt. Chad Sorknes of M/Y Bella Dawn. PHOTO/CAPT. TOM SERIO
Bankruptcy doesn’t mean broke; Derecktor Shipyards is bustling By Capt. Tom Serio You see in the news more and more about companies filing for bankruptcy. Immediate perception may be that these firms are closing. There are varying levels of bankruptcy in the United States (see sidebar), and in certain cases it means that a company has to reorganize in order to stay in business. Such was the case when Derecktor Shipyards filed for bankruptcy this summer for its Bridgeport, Conn. operations. Despite the bankruptcy, Derecktor is alive and well and setting the bar on several new projects and services, as I found during a recent visit. In July, Derecktor Shipyards Conn. filed a voluntary petition for reorganization under Chapter 11 of the U.S. Bankruptcy Code. This was due to a single contract dispute. Basically, the company was trying to resolve issues with one of its contracts and when negotiations failed, turned to the bankruptcy process for remediation and protection from lawsuits. Evident during my visit to the Derecktor yard in September was a fully operational business (evident by the full parking lot on a Friday afternoon). Kathy Kennedy, the yard’s marketing director, said there have been no layoffs due to the recent action, and that “most of those workers on that particular project have been reassigned to support other projects. We expect this to be a temporary situation, to be solved quickly.” The bankruptcy action only concerns the Connecticut yard. There have been no impacts to the Mamaroneck, N.Y., or Dania Beach, Fla., operations, Kennedy said. Mamaroneck is the company’s
Types of bankruptcy Federal bankruptcy laws in the United States include the governance of how companies go out of business or how to recover from a significant debt while maintaining business functions. The most commonly used are Chapter 7 and Chapter 11. Chapter 7 bankruptcy is the most severe, where a company goes out of business, dissolving or liquidating assets. All unsecured debts are paid only after secured debts are paid. Under Chapter 11, a company tries to reorganize while maintaining regular business functions, with the goal of becoming profitable again. While under Chapter 11, significant business decisions must be approved by a bankruptcy court. – Tom Serio headquarters. Derecktor Shipyards, now in it’s 60th year, builds not only yachts (such as MITseaAH, Lady Frances, and the America’s Cup entry Stars & Stripes) but also high-speed ferries and water taxis, fireboats, patrol boats, tug boats and more for agencies and governments around the world. It is a custom builder, specializing in aluminum and steel vessels. It has been proficient in metal builds, so much so that founder Bob Derecktor invented a metal rolling machine that is still in use today. Two major projects Derecktor is involved with now are likely to stand
See DERECKTOR, page A9
Abu Dhabi MAR Shipyard debuts The Abu Dhabi MAR Shipyard made its global debut at the Monaco Yacht Show in September with details of the two gigayachts under construction at the new shipyard. At 141 and 135 metres, both yachts are based on the hulls of former Royal Dutch Navy frigates. The first yacht to be launched will be the Swift141, set for mid-2009 delivery; the second, the Swift135, will be launched 18 months later. During the Monaco show Abu Dhabi MAR also revealed orders for yachts of 47 and 52 metres, with construction to begin in 2009. Abu Dhabi MAR will be a principal exhibitor at the initial Abu Dhabi Yacht Show, March 12-14.
Knight & Carver on the road
Knight & Carver YachtCenter has formed Knight & Carver Delivered, a mobile repair service to vessels at marinas throughout San Diego and as far north as Marina del Rey. Knight & Carver has purchased two fully equipped vans for the new business unit, which will include experienced marine tradesmen such as carpenters, electricians and mechanics. As part of its regular Delivered
services, Knight & Carver also offers a planned maintenance package which provides on-site monitoring of all vessel operations. For more information call +1-619336-4141, ext. 133.
Puerto Rico marina opens
The Yacht Club at Palmas del Mar opened Puerto Rico’s first megayacht resort marina in mid-October. The 162-slip marina can accommodate yachts up to 200 feet. The wet slips are open and a fuel dock is expected to be completed by January. The Yacht Club will be managed by Marina Management Services, an international management and consulting firm based in Boca Raton, Fla. Tim Keogh, regional manager with MMS, will jumpstart the operation. For more information, visit www. palmasdelmar.com.
Huge projects: Cakewalk, Hemisphere DERECKTOR, from page A8 out in the yachting world. Unveiled in Monaco, M/Y Cakewalk will be the largest yacht built in the United States in 75 years when it’s launched. At 281 feet (85.6m), the Derecktor 85 will have a steel hull and aluminum superstructure, and six decks. The other project is S/V Hemisphere, touted as the world’s largest sailing catamaran at 145 feet and just under 500 gross tons. Hemisphere will sport a 174-foot mast. (During my visit, I noticed a flurry of activity around Cakewalk, but relatively no action on Hemisphere.) Derecktor Shipyard Conn. is also
beefing up its service operations. With deepwater entry from Long Island Sound, a 600-ton travel lift and plenty of room on its 23-acre site, Derecktor is filling a niche in the northeast. “The yard came in on-time and on budget, which made the owner very happy,” said Capt. Chad Sorknes of M/Y Bella Dawn, a 112-foot Hatteras fresh from a maintenance visit to the yard. “It’s a clean yard. They have all the equipment and plenty of man-power resources.” Capt. Tom Serio is a frequent contributor to The Triton. Comments on this story are welcome at email@example.com.
A10 November 2008 NEWS BRIEFS
Charter captain shot dead in attack near Venezuela A French charter captain was shot dead in mid-September during an attack at anchor outside Marina de Caraballeda near Cabo Codera, Venezuela. Newspaper reports say that four robbers attacked the 41-foot catamaran S/V Chrysalide. In resisting the attack, Skipper Philip Leudiere, age 61, was shot several times in the head. His wife, Catherine Marie Therese de Leudiere, was held captive until the robbers had finished looting, taking an undisclosed quantity of money and equipment. According to the Daily Herald in St. Maarten, Leudière and his family had left St. Martin to escape hurricane season. He had been operating his charter business for four years and was based at Marina Fort Louis. Alfredo Penso of S/V Irie, awaiting repairs finished to his yacht in Marina de Caraballeda, advised sailors “never, under any circumstances, anchor in the bay of Marina de Caraballeda for overnight stays. Please call VHF channel 16 to speak with the Marina Commodore or his assistant (they remain on duty during the daytime) and ask for help in anchoring. They will probably assign you a slip or even allow you to anchor inside the marina where they have security personnel.”
Attacks in Somalia
Three ships were attacked in midOctober by armed pirates off the coast of Somalia, according to news reports. Two were boarded and seized, one escaped. The latest hijacking brought the number of attacks off the coast of Africa to 79 this year. Twenty-nine of these attacks resulted in hijacking and 11 of these ships and their more than 200 crew remain in the hands of pirates, according to piracy reports. NATO has sent seven ships from the United States, Germany, Italy, Greece, Britain, and Turkey to the Gulf of Aden. The European Union is also organizing and is preparing to dispatch ships to the area in December. Russia has also agreed to cooperate in the patrol.
Olin J. Stephens II, 100, designer
Olin J. Stephens II, who designed eight winning America’s Cup sailboats and thousands of other vessels, died Sept. 13 at the age of 100. A sailor as a child, he founded the influential naval architecture firm of Sparkman & Stephens in 1929 when he was just 21. By the time he was 23, he had designed the yacht Dorade, a 52-foot yawl that won the 1931 transAtlantic race. Mr. Stephens was inducted into the America’s Cup Hall of Fame at the Herreshoff Marine Museum in Bristol, R.I., in 1993. He was completing plans
for a 36-foot coastal cruising boat two weeks ago, according to Bruce Johnson of Sparkman & Stephens in a story in the New York Times.
Update EPIRBs in Australia
Search and rescue authorities in Australia are advising mariners to update EPIRBs before Feb. 1 when the 121.5 frequency model becomes obsolete. International authorities will cut the satellite receiver at that frequency and replace it with one that receives beacons from 406 megahertz.
Tarquini honored by Fraser Yachts
Fraser Yachts selected Capt. Ferdinando Tarquini of M/Y Force with its annual Charter Captain of the Year award during a gala in Monaco in September. The award for Best Crew over 40m went to Capt. Aaron Clark and the crew of M/Y Four Wishes. The award for best crew under 40m went to Capt. Peter Spooner and the crew of M/Y Sarita Si.
U.S. speed limits protect whales
Speed restrictions along certain parts of the U.S. eastern seaboard go into effect Dec. 9 to protect the endangered North Atlantic right whales. The National Marine Fisheries Service (NMFS) has established the speed limits of no more than 10 knots for all vessels 65 feet (19.8 m) or greater in certain locations and at certain times of the year. The limits are in effect for five years. For details on the locations, visit www/nmfs.noaa.gov/shipstrike.
More TWIC enforcements coming
The US Coast Guard issued an official notice stating that regulated facilities within the Captain of the Port (COTP) Zones Puget Sound, Portland (Oregon), and San Francisco must commence enforcement of the Transportation Worker Identification Credential (TWIC) requirements not later than Feb. 28. Facilities within the Captain of the Port (COTP) Zone New York must commence enforcement requirements not later than March 23. Starting Dec. 1, enforcement requirements are in effect in the ports of South Carolina, Georgia, Jacksonville, Fla., and ports in Connecticut and Long Island, N.Y. A TWIC is required for two groups of individuals: anyone needed unescorted access to secure areas of ports, including truck drivers, port workers and ship crew; and any licensed US. mariner, including anyone holding a U.S. Coast Guard license. For more information, visit http://homeport. uscg.mil/twic.
A12 November 2008 BOATS / BROKERS
From blown engine to major refit: introducing the M/Y Serqué By Carlos Miller
Engineering director Mike McCaskill and Greg Cox pose with the M/Y Serque. PHOTO/CARLOS MILLER
During his 20 years working in the yacht business, project manager Greg Cox has overseen more than 50 projects, mostly repainting and refitting boats. Not one of those projects lasted longer than 16 weeks. And not one of those projects gave him an almost limitless budget. But then again, not one of those projects required him to completely gut the yacht, stretch her by 18 feet in length and 15 feet in height, and reinsure her as a brand new vessel.
Cox has overseen the nearly threeyear rebuild of the former M/Y Danielle (a 115-foot Broward) into the 133-foot custom yacht now called M/Y Serque. With a refit cost of $18 million atop the 2005 purchase price of $6 million, the vessel has been reinsured for more than $20 million. But building a completely new yacht was not the original plan. “Initially, it was assigned to me to replace a blown engine,” Cox said. It all started in September 2005 when the yacht’s new owner took it out from a New York port for the first time after purchasing it a month earlier.
“He ended up losing one engine and losing his pressurized water,” Cox said. “He ended up with no hot water.” Disappointed with his new boat, the owner had it tugged down to Virginia, where the owner was working at the time. As the engine room came apart, the owner’s disappointment turned to disgust. “Once the engines were removed, he did not like what he saw in the engine room,” Cox said. Nor did he like what he saw in the boat’s plumbing, beneath the carpet and within the overhead. “The quality of the material was not good,” said Cox. “It was basically a lot of plywood. So we kept going further and further into the boat and eventually, we just had it gutted.” They brought the yacht to Lauderdale Marine Center in 2006 for the rebuild, keeping just 40 percent of the original metal weight. Today, after three laborious years, the transition is almost complete. M/Y Serque will debut at the Fort Lauderdale International Boat Show and undergo sea trials shortly after. “There really is no boat like this,” Cox said. “And there really is no owner who would invest the money that he did.” In fact, it would have made more business sense to simply buy a new yacht. But the owner, a New York developer, airline pilot and entrepreneur, wanted to personalize his vessel. “He converts buildings in Manhattan, so he said, ‘if I can convert a building, I can convert a boat,’” Cox said. M/Y Serque now has four water heaters and five pumps that provide pressurized water throughout the vessel. She is able to pump 3,600 gallons of potable water a day where the Danielle, with only one water heater and one pump, was able to pump out 1,100 gallons a day. Both anchors were replaced with anchors nearly twice the size as before, and there are now four methods of communicating with land, including Wi-Fi Internet, Fleet broadband, a Sea Tel satellite system and a cell phone system. She also carries 17 televisions (with an average screen size of 50 inches). The yacht now has six staterooms (instead of four) and nine heads (instead of seven). And there are berths for six crew. It is a boat fit for a king, which is why the owner’s wife suggested the name Serque, as in Sir K. (The family name begins with a K.) Carlos Miller is a freelance writer and photographer in Miami. Comments on this story are welcome at firstname.lastname@example.org.
A14 November 2008 BOATS / BROKERS
M/Y Piano Bar wins YachtFest’s ‘Best in Show’ M/Y Piano Bar, a 156’ Picchiotti, won “Best in Show” at the YachtFest in San Diego in September. Originally built in 1982, Piano Bar was refurbished in 2005. The yacht plans to charter in Mexico this winter with a crew of nine, led by Capt. Charlie Johnson. She is in the Fraser fleet. The brokerage announced these recent sales: M/Y Santa Maria, a 108foot (33m) Feadship built in 1963, and M/Y Bolicondorian, a 106-foot (32m) Codecasa built in 1978. New central agency listings include M/Y My Trust, a 147-foot (45m) Haakvoort; M/Y Paramour, a 139-foot (42.6m) CMN; M/Y Light Blue, a 124foot (38m) Rodriquez;, M/Y Allegro, a 120-foot (36.6m) Benetti; M/Y My Issue II, a 113-foot (34.7m) Moonen; and M/Y African Queen D, a 100-foot (30.5m) San Lorenzo. In other news, Fraser has teamed with Holland Jachtbouw (HJB), Hoek Design, and Azure Naval Architects to introduce 51.5m Hollander, a full displacement yacht below 500 GT. With an aluminum hull and a hybrid propulsion package, it will use 35 percent less fuel than an equivalent displacement vessel, according to a news release. For more information, visit www.fraseryachts.com.
Merle Wood & Associates
Merle Wood & Associates recently
signed these new central agencies for sale: the 183-foot Benetti M/Y Allegro, a new 174-foot Baglietto, a new 120-foot Warren and a 100-foot Tempest M/Y Trilogy.
International Yacht Collection
International Yacht Collection (IYC) has added the new M/Y Martha Ann, a 230-foot Lurssen, to its central agency listings. The yacht is also listed online through LuxuryIndex.com. The Martha Ann (aka project Shark) has a 42-foot beam, six decks and carries a 12-passenger limo tender.
Northrop & Johnson
Northrop and Johnson in San Diego has added M/Y Aghassi, the 145-foot Christensen, to its central listings with Gregg Morton. The Ft. Lauderdale sales division added M/Y Starfire, the 177-foot Benetti, to its central listings with Kevin Merrigan. The brokerage hired Louis Dvorak to its sales team. Killian Yacht & Ship Brokers has sold M/Y Second Chance, a 131-foot Palmer Johnson. The yacht has been renamed M/Y Rasa and is available for charter in the Bahamas.
M/Y Lionheart has become the latest yacht to balance greenhouse gas emissions through Yacht Carbon
Offset’s specialist service. Emissions arising from Lionheart’s forthcoming cruising program will be balanced by compensating emissions savings elsewhere – through green energy projects, for example. “We discussed the concept internally and decided that carbon offsetting, done properly, was an appropriate step to take for Lionheart,” said Capt. Thomas Jones. “We are pleased to be working with the specialists at Yacht Carbon Offset to put this decision into action.” For more information, visit www. yachtcarbonoffset.com.
Curvelle: fractional ownership
London-based Curvelle has commissioned the build of its first two 33m superyachts, to be constructed by Cheoy Lee Shipyard around a catamaran hull. The new Curvelle Fractional Ownership scheme offers each yacht its own organization where the asset rests with the owners. The Curvelle scheme offers an 1/8th share of a yacht for 1m euros. In return, the owner gets three weeks in the Mediterranean during summer and two weeks in the Caribbean in winter. The shares can be sold and if five weeks is insufficient, an owner can buy more shares if available. For more information, visit www.curvelle.com.
A16 November 2008 PHOTO GALLERY: Ft. Lauderdale International Boat Show kick-off party
Yee-haw! Itâ€™s show time About 2,500 yacht crew and industry pros networked with us at The Downtowner Saloon on Oct. 15 to kick off the Ft. Lauderdale International Boat Show season. It was so great to see everyone again. Thanks for helping us celebrate in style. To see more of the hundreds of photos from not only our
photographers (Capt. Tom Serio and Publisher David Reed) but also from several guests who shared their shots, visit www.the-triton.com. Special thanks go out to our sponsors, listed below, without whom the party would not have been possible. If you get a chance, let them know you were there.
www.the-triton.com PHOTO GALLERY: Ft. Lauderdale International Boat Show kick-off party
Professional Captainâ€™s Services
A18 November 2008 BUSINESS BRIEFS
Florida OKs HTH to sell global health plan HTH Worldwide’s Global Citizen health plan has been recognized by the Florida Department of Insurance as an admitted product that can be distributed and sold statewide. Global Citizen is an annually renewable, major medical plan with worldwide benefits and services designed for individuals with global lifestyles. With the addition of Florida, Global Citizen is now available in 40 states and the District of Columbia. “The Florida market for international health insurance has been underserved,“ said Brendan Sharkey, director of individual products for HTH Worldwide. “Individuals and families with global lifestyles now have access to an admitted health plan that protects their health and insurance investment.” For more information, visit www. hthworldwide.com.
Cox joins Triton as writer/editor
Dorie Cox has joined The Triton as a reporter and editor. Cox started her journalism career in Colorado and worked at the Tampa Tribune and Clearwater Sun. She has worked on small private
yachts, a snorkel boat in the Florida Keys and recently completed her first trans-Atlantic in a 38-foot sailboat. She also researched and helped produce the Vantage Point Guide for South Florida and for Bimini. Sox most recently was large yacht coordinator at Bluewater Books & Charts in Ft. Lauderdale. Contact her at email@example.com.
Quantum climbers raise $19,400
Quantum Marine of Ft. Lauderdale completed the Three Peaks Challenge and raised $19,400 for the charity Kids in Distress. The Three Peaks Challenge involves climbing the three highest peaks in the British Isles (Scafell, England; Snowdon, Wales; and Ben Nevis, Scotland), a total of 11,177 feet (3,407m), within 24 hours. Kids in Distress is a Ft. Lauderdalebased charity dedicated to the prevention of child abuse, preservation of the family, and the care and treatment of neglected children. Quantum’s team included staff from the United States, Holland and the UK. The hike occurred in September. Key sponsors include National Marine Suppliers and Fowlers Sheet Metal.
Eade joins Design Nú
Rachel Eade has recently joined
the event design company Design Nú as project coordinator. Founded by designer Kimberly Gonzales, formerly of Shadow Marine, Design Nú is a boutique firm offering clients the most exquisite of residential, yacht, aircraft and event design consulting services.
Reaching out to Indian citizens
High Seas Management (HSM) – a joint venture of a company formerly known as Triton Cruise Services and Creative Cruise Projects – announced its association with Ashok Institute of Hospitality & Tourism Management of India to place Indian citizens as hospitality crew to the worldwide cruise and yacht industries. In addition to practical hotel and restaurant experience, applicants have completed hospitality training courses from recognized Institutes in India ranging from 18 to 48 months, according to a news release. They also will have successfully completed STCW courses with certificate. The first group of students/ applicants were expected to be available for employment in October. HSM expects to provide about 2,000 trained hospitality crew to the cruise and yachting industries “in the near future,” the release said. For more information, please www. highseasmanagement.com.
A20 November 2008 FROM THE BRIDGE: Managing a refit
‘Start with the dream, then you get quotes and scale it back’ BRIDGE, from page A1
Attendees of The Triton’s November Bridge luncheon were, from left, Phil Alloway, David Hare, Harry Furey of M/Y Perfect Lady, Rick Rahm of M/Y Besilu, Rowan Brown of M/Y KenKaylas Kastle, Herb Magney of M/Y Milk & Honey, Les Annan of M/Y Portofino, Mac McCullar of M/Y So Far So Good and Marc Wellnitz of M/Y Rain Maker. PHOTO/LUCY REED
years. He knows we’re doing major stuff right now so that every year when he uses it, it’s in the best shape it can be.” There was a moment of silence after that. Isn’t that sort of the ideal situation that only comes with a long-established relationship with the owner? “Not necessarily,” said this captain, who incidentally had longevity. “You have to start with the owner from Year One that you have long-term maintenance plans.” “Part of this process is educating the owner,” another captain said. Another part of educating the owner is scaling back refit dreams, both in terms of time and magnitude. “I sit down with the owner and find out what he wants first,” a captain said. “You start with the dream, then you get quotes and scale it back.” “Don’t you find that when you’re cruising with the boss is the best time to find out what he wants to do?” another captain asked. Others agreed. “When he steps off, you’ve lost your best conduit to communicating.” “That one-on-one time, talking with the boss, that’s when decisions get made,” another said. “It’s easiest on the boat,” said a third. “That’s the time they’re using their boat, enjoying their boat.” Once decisions have been made about what to do, it’s up to the captain to put that into perspective for the owner, these captains agreed. “The captain plans the refit,” one captain said. “Initially, it’s a mix between what the owner wants to do and what the captain wants to do. “The captain has to have a sense of what’s achievable in the time he’s
given,” he said. “And that only comes from experience. When the trades are crawling all over each other like ants, productivity falls off and you’re just going through the boss’s money.” “You’ve got to know realistically how much you can achieve,” another said. Perhaps the trickiest part for a captain is balancing all the needs coming at him/her, not only from the yard, but from technicians and service people, the crew and the owner. The needs aren’t just for decisions, but for schedules and payment. “Start with weekly invoicing from the yard,” one captain said. “You have to keep a running tab, so that when problems arise, you can fix them now.” “If you don’t, you’re going to have major problems resolving the bill at the end,” another said. “In asking for an invoice, are they expecting a weekly settlement?” one captain asked “No,” the first captain replied. “It takes two to three weeks for processing. It doesn’t have to be current as of Friday, but at least it’s something I can review and send to the management company. Yards love to see money coming in and they pay more attention to me because I’m paying as we go.” One of the balancing acts that takes the most finesse is scheduling the vendors and subcontractors, many of whom rely on other work being done before they can begin. “It’s as fluid as a waterfall,” one captain said. “Every day you are talking to everyone, moving things around.” “It’s important to have a plan but also to know that the plan will change every day,” another said. “I like to think
See BRIDGE, page A21
www.the-triton.com FROM THE BRIDGE: Managing a refit
Captains in agreement relationships with key vendors are critical BRIDGE, from page A20 of it as rigid flexibility.” “That’s where relationships and donuts come in handy,” said a third. These captains agreed that established relationships with key vendors are critical to a successful yard period. And having the ability to call fellow captains to “borrow” vendors or swap schedules can make a difference. “Having a good relationship can get a vendor to work off schedule, nights or weekends, to get the job done,” a captain said. There was a lot of conversation about managing expenses during a refit, much of it centering on subcontractors and yard employees. “You have to keep track of them,” one captain said. “One time, there were five guys standing around the prop. I walked up to them and asked them, ‘Who’s working here?’ Two of them were. The other three were learning. So I asked them, ‘Who’s paying you?’ and they said, ‘The boat.’ No, it’s not. Get off my clock.” “Time-and-material is a bottomless pit,” another captain said. “It requires really tight management of it all. But getting a bid takes time. For certain jobs, it’s easy for bids because they do them all the time. But with a custom job, they’ll always try to do time and material.” “It’s tough to get quotes,” another captain said. “People are busy working and don’t have time to write up quotes.” “The hardest thing is getting estimates because the boss wants them, but you know you’ll use the same guy you always do,” said a third. “There’s still validity, even if you’re not shopping around, to know where you’re going,” another captain said. Once work is under way, these captains oversee expenses and time clocks closely. “I’ve actually paid a day worker to sit there and keep track of employee time sheets,” one captain said. “Can you put a name to a face of everyone on the boat?” another captain said. “It’s a scalable problem. You can have as many as 30 or 40 contractors.” Making decisions is another hurdle that slows or complicates refits. With a boss in the loop, several captains said it’s wise to keep everyone working with the boat talking to make sure problems are discussed and solutions are the best possible. “Collective reasoning is always better, even from the guy who’s sweeping the floor,” a captain said. “It’s not that you’re making decision by committee, because you are ultimately responsible. But that doesn’t mean you have to find the answer by yourself.” “I buy contractors lunch every day,” one captain said. “I chat with them all the time to find out better ways to do
things. That way they’re not wandering off for lunch. And it builds terrific good will.” Nearly all these captains have been involved in refits and they all had tips for other captains and crew heading that way: 1. Be polite, but firm. Keep your eye on everything. 2. No matter how rough things get, don’t yell at the yard. That just puts the breaks on everything. 3. Have a written plan, even if it’s only in broad strokes. 4. Give yourself a buffer zone. If you
think you’ll be there 10 weeks, plan for 12 weeks and tell the yard you have 8 weeks. 5. Always give a solution when you present the boss with a problem. 6. Try not to say “no” to the boss, even if his idea will take too long or cost too much money. Investigate alternatives. Give details. It’s up to him to say no. 7. Don’t invite the owner to the shipyard. 8. Figure out the best time to talk to the owner. Maybe it’s first thing in the morning or after an afternoon cocktail.
Get decisions made then. 9. Tell your insurance agent when you are going to the yard, your schedule and your vessel movements. 10. Get the owner’s personal assistant or accountant in the loop on expenses from the beginning to let them know what’s coming. Comments on this story are welcome at firstname.lastname@example.org. If you make your living working as a yacht captain, contact Editor Lucy Chabot Reed for an invitation to our next monthly Bridge luncheon, email@example.com.
A22 November 2008 FROM THE FRONT: Triton job fair
Captains, placement agencies among the many who’ll attend JOB FAIR, from page A1 help you be the star onboard. Captains and other professionals will give interactive sessions on jobspecific skills, including interviewing techniques, resumes and networking. The job fair will be held at Bahia Mar on Monday, Nov. 10 from noon to 7 p.m. upstairs from the lobby. Admission is $5 a person; discounted parking at the resort is $5. So what can you expect? There will be crew placement agencies there, conducting preliminary interviews and signing people up. There will be captains there, conducting preliminary interviews for the yachts under their command. There will be yacht industry training schools there, offering advice for crew heading off on deck careers and seeking licenses. There will be schools there that offer non-license training such as those that focus on culinary or hospitality skills. There will be brokers there (we hope) to keep captains and senior crew on their toes. And there will be yachting businesses there that offer myriad ways of making a crew member’s job easier. Come for an hour or come for three. Come all day if you have the time. There will be plenty of people to meet and lots of networking to do. The Triton is a lot more than the stories in its pages. We work hard to make this newspaper the most reliable source of information for yachties. Everything we do – reporting news stories, taking photographs or hosting networking events – is focused on helping yacht crew in their daily jobs or long-term careers. It’s easy to see how we do that with our news stories. The information we include is important to surviving in this regulatory yachting world. It might not be so obvious to see how things like photographs help your career, but I see pictures as just
as valuable in imparting information as my Latitude Adjustment column. Photographs help you see who’s out there, where they are, and what yacht they are working on. We always include first and last names of people photographed or quoted in The Triton, even though many people resisted that at first. We do that for a reason. Primarily, we want the most accurate and complete information we can provide. But it’s also important for anyone networking in this industry to know who they are talking to. No one should be ashamed to share their last name. Our networking events might seem like the least likely place to build your career, but you’d be missing the boat completely if you think that way. All our events are networking events, even our big boat show event we held in mid-October. You’ll notice we always host them on a Wednesday night, and they end at 8 or 9 p.m. They are networking events. They are designed to get captains and crew together so they might meet each other. Yes, we serve adult beverages, but it’s usually just one. Wise crew will limit their drinking (Triton Networking Rule No. 2) and talk to people beyond the few they came to the event with (Triton Networking Rule No. 3). Business people are always welcome at our events because we know how important it is for working crew to establish relationships with vendors in the industry. And, of course, it helps build their business, too. We were still planning the event as The Triton went to press this month, so visit www.the-triton.com for more details. Or better yet, just come by Bahia Mar on Nov. 10 between noon and 7 p.m. Who knows? Maybe we’ll help you spark a little magic. Lucy Chabot Reed is editor of The Triton. Comments on this column are welcome at firstname.lastname@example.org
FROM THE FRONT: ICW dredging
‘Critical to the ... survival’ of Ft. Lauderdale’s yacht industry DREDGING, from page A1
by 2009, construction could begin during that year, he said. 10 feet.” A few hurdles remain, including Among those awaiting the project to where to put the 340,000 cubic yards begin is Kevin E. Quirk, vice president of expected dredged material that of marine operations for LXR (Luxury the ICW part of the project alone is Resorts and Hotels), which owns three expected to generate. It was hoped properties along the ICW: Hyatt Pier 66, that the project could coincide with Bahia Mar Resort and Yachting Center planned expansions at Port Everglades’ and Fort Lauderdale Grand. cruise port or the Fort Lauderdale“This is critical to the long-term Hollywood International Airports, but survival of the yachting business in starting dates for those projects may be Ft. Lauderdale,” Quirk said. “The delayed. boats are getting bigger and deeper. The permits are good for 10 years, When they dock, if the boats are not but Roach said he hopes the work comfortable, they will leave the area begins far earlier. He noted that, and go somewhere where there is depth although the ICW is supposed to be 10 of water. If the boats don’t come in, feet in depth, shoaling has made several it will kill this spots as shallow economic driver as eight-and-athat we have.” half feet. The depth of the The dredging “Dredging dredging for Dania Cut-off project begins has been a Canal and the New River is with deepening priority issue the ICW from at all of our yet to be determined. the 17th Street annual marine Causeway bridge summits,” said to the Sunrise Boulevard bridge from Frank Herhold, executive director of its current 10 feet to between 15 and 17 the Marine Industries Association feet. The final design plans have not yet of South Florida. “This was brought been approved, advocates say. home at a captains briefing in St. That stretch of waterway passes Maarten on Jan. 18, where we listened right in front of Ft. Lauderdale’s largest to the concerns of over 60 megayacht megayacht marinas. The depth of the captains,” at an event sponsored by the dredging for Dania Cut-off Canal and U.S. Superyacht Association. the New River is yet to be determined. Although Ft. Lauderdale is still It was hoped the federal government home to a large portion of mid-sized would pay for most of the project, but megayachts, other U.S. states and some after dealing with the U.S. Corps of international locales have invested Army Engineers for “five or six years,” time and money to wrest some of the Engle was convinced it would take business away. several more years to get them to agree. “Dubai is being built out, as are the As a result, FIND agreed to take the Bahamas, St. Maarten and St. Thomas,” lead, picking up the tab for the ICW Quirk said. “There are plenty of areas dredging and 75 percent of the costs to that would love the business, so it’s dredge the New River and Dania Cut. critically important that Ft. Lauderdale FIND is a special tax district that can stay on top.” use revenue for such purposes, she said. According to David Roach, executive Charlotte Libov is a freelance journalist director of FIND, $380,000 already has in South Florida. Comments on this been spent on permitting applications story are welcome at editorial@thefor the ICW. If the permits are granted triton.com.
A24 November 2008 PHOTO GALLERY
Bosun Scott McClain of M/Y Our Toy gets ready for his watch while on the hook in Marthaâ€™s Vineyard this summer, keeping company with Our Toy First Mate Doug Pender on guitar. PHOTO COURTESY OF SCOTT McCLAIN
One drawback of a small crew is that the captain has more to do, as is the case with Capt. Mike Bosley on M/Y Carbon Copy, an 85-foot Pacific Mariner. Bosley was busy sanding the teak decks in New York this summer while his partner, Chef/ Crew Jennifer Gussack, offered support. This new crew will spend the winter in Florida. PHOTO/CAPT. TOM SERIO
Capt. Ryan Craft was at it early in Port Washington, N.Y., checking the inflatable aboard M/Y Amphitrite, a 75-foot Azimut. Preparing for his migration to Florida, Craft will make several stops along the ICW for an PHOTO/CAPT. TOM SERIO arrival in Delray Beach later this month.
M/Y Oslofjord, a 75-foot Grand Banks Aleutian, is named for the capital city of Norway and the famous fjords, explained Capt. Kevin French. Having spent the summer in the area between New York and Maine, she will be cruising Ft. Lauderdale PHOTO/CAPT. TOM SERIO this winter.
The crew aboard M/Y Sea Racer were having some fun while varnishing the trim, but deckhands Rick Black and Richie Taylor had a long way to go on this 154-foot Feadship. Just back from the Hamptons, it was maintenance time in Ft. Lauderdale before shoving off to the Caribbean PHOTO/CAPT. TOM SERIO and Bahamas this winter.
Not wanting to mess up the yacht he just spent hours cleaning, Deckhand Dustin Houseknecht was found trimming his beard right on the dock. M/Y Khaki Blue, a 100-foot Hatteras, is based in St. Petersburg, but can be seen at FLIBS PHOTO/CAPT. TOM SERIO this year.
That’s Deckhand James Roper from M/Y Aurora A, the 161-foot Admiral Marine docked in Ft. Lauderdale recently, wearing the harness. Hooking up a dock line allows Roper to keep it taught, leaving his hands free to work the marlinspike to whip the ends. You can see his handy work around Watching James work up a sweat while enjoying a cup of joe are Engineer Peter Kohler and Capt. Rick the docks of Grand Bahamas and Kemper of M/Y Aurora A. the 17-year-old yacht is headed to Rybovich this winter for some regular maintenance, PHOTO/CAPT. TOM SERIO Atlantis this winter. PHOTO/CAPT. TOM SERIO and probably off to New England next summer.
On the docks in Port Washington was M/Y MITseaAH, the 115-foot Derecktor. Along with Capt. Craig Martin (second from left) is Engineer Daniel Erasmus, Chef Normand Bouchard and Stew Zoe Phillips. Look for her in St. Maarten this winter. PHOTO/CAPT. TOM SERIO Working on his tan while working on some waxing, First Mate Gustavo Mojica was keeping M/Y Impulse Again shiny in Ft. Lauderdale. Just back from Europe, this private Johnson 87 will be headed to Mexico for the winter. PHOTO/ CAPT. TOM SERIO
First Mate Darren Perry and Capt. Joe Matta have stayed in Florida with M/Y Gigi, a 97-foot Hargrave actively for sale. “This is my second Hargrave and they get better and better,” Matta said. PHOTO/CAPT. TOM SERIO
www.the-triton.com CRUISING GROUNDS: U.S. Midwest
Stewardess Kim Loughlin brought her Triton to The Badlands in South Dakota for an early morning photo. Itâ€™s well worth the visit, but skip PHOTO/JOHN VERGO Wounded Knee if traveling by cruising motorcycle.
Slow times in South Florida are a good time to head north By John Vergo Historically, September has always been a fairly quiet month for the yachting industry in South Florida and that includes writing planned maintenance systems at SuperYacht Support. But for us this year it was August, so Kim and I loaded up the Honda Goldwing with the minimal amount needed to get by for a couple of weeks and started riding. You would be surprised by just how little one needs to survive quite happily in the back woods. Two pairs of jeans each, three shirts each, wet weather gear, and toiletries. You get the picture. Since watching the DVDs, I had wanted to go to Deadwood in South Dakota and the surrounding Black
Hills. Gold was discovered there in the mid 19th century and it became a lawless sort of frontier town. Wild Bill Hickok and Annie Oakley are buried there in Mount Moriah. Kim was aiming for Sturgis and the Badlands. Thereâ€™s a major bike rally there that we might just catch the tail end of. No sweat, I would probably get pretty annoyed sharing the road with 250,000 other bikes. The only stipulation on this trip was to keep off the interstates as much as possible. We rode up the stunning Natchez Trace into Memphis, past Graceland and on to Beale Street for a night of the Blues.On through Arkansas and Missouri, which provided some great
See BADLANDS, page A28
A28 November 2008 CRUISING GROUNDS: U.S. Midwest
Mount Rushmore worth a trip BADLANDS, from page A27 cruising roads, especially through the Ozarks. We thought that the next day might get a bit boring and we were right. Kansas is just full of corn fields and cows getting carted off to become tasty morsels on a barbeque. We finally arrived in South Dakota after some more long straight flat stuff in Colorado and Nebraska. One minute we were riding through corn fields, the next minute we were in a miniature alpine village with rolling hills and pine forests. Very bizarre. Of course we went off the beaten track to visit Crazy Horse Monument and Mount Rushmore which, incidentally, are both worth the visit. Deadwood was a little bit disappointing. The town itself looks the part but behind every shop front and façade lay tourist-grabbing casinos. Still, we went and had the obligatory shot of bourbon in the bar where Wild Bill was gunned down. Tick that one off as well as the visit to Mount Moriah to see his grave. The end of Week One bought us to Wyoming and the Devils Tower. Well, if you have ever seen the movie “Close Encounters” then you just have to go. For all you bikers out there, go cruise Spearfish Canyon. I’ll say no more except that it is hard to top that ride. Stunning scenery, great road, yadda, yadda, yadda. We got the T-shirt in Sturgis and headed east into the Badlands. We did touch about 40 miles of interstate getting there only because we couldn’t see any other way around it. Eight o’clock or earlier on a clear and sunny morning is the only time to see the Badlands. The light bouncing off the natural sandstone hills is beautiful. The trail is only about 40 miles long but we had to stop every couple of miles just to gawk at the incredible backdrop. Wounded Knee is farther south into the heart of the Badlands along a road not recommended for cruising bikes so we had to drop that one. The next set of single track roads led
us through Nebraska and, again, nonstop cornfields in Iowa. I was aiming for the Budweiser Plant in St. Louis but progress was slow and we diverted to a place called Hannibal in Missouri, only to discover that this was where Mark Twain spent his early days and found his inspiration for the characters Tom Sawyer and Huckleberry Finn. We decided to be tourists for a while and thoroughly enjoyed the place. The cruise from Hannibal to St. Louis down the Mississippi banks was memorable. It was just a great riding road with wonderful views down the river. On to the Bud plant in St Louis: if you are ever up that way, it’s a must see. Everything is so interesting and immaculate, from the copper kettles to the Clydesdale horses, plus we got a couple of freebies at the end of the tour. Tick! If you ride bikes you must have heard of the Tail of the Dragon. This set of 318 switch backs and hair pins squeezed into a mere 11 miles is located just south of Knoxville, Tenn., in the Smoky Mountains. It just had to be conquered. I’ll give you a tip on this one: If you are riding a 1,000-pound-plus of bike, don’t go up the tail, go down. If you go up, the unprotected and steep (and scary) drop off is on your right side (the same side you are driving on). Best to go down so that the mountain (rocky bit) is on your left side! We decided that we needed a couple of days of R & R and found a quaint motel by the river in Bryson City, which is literally a one-bar town. Well, we were on holiday. Then it was out of the mountains down to Savannah, and back on the long flat roads of Florida. A great trip: 17 states, 5,500 miles and a couple of rather tender butts. John Vergo is a former yacht engineer and now runs Super Yacht Support in Ft. Lauderdale. Comments on this story are welcome at email@example.com.
A30 November 2008 WRITE TO BE HEARD
USCG rear admiral corrects, clarifies article on NOA, CBP requirements The United States Coast Guard (USCG) and Customs and Border Protection (CBP) wish to provide some additional information on an article recently published in your newspaper. [“USCG, CBP data still not shared in New England,” August 2008, page A1] While the article contained valuable information, we wish to correct and expand on a few statements to ensure your readers have an accurate and thorough understanding of the USCG Notice of Arrival (NOA) regulation, as well as CBP submission requirements. The lead sentence of the article states that “Captains and crew cruising New England this summer should note that advanced notice of arrival data filed with the USCG is not shared electronically with U.S. Customs and Border Protection, so both calls should be made upon movement, according to
a panel discussion in Newport in June.” This is incorrect. The USCG Electronic Notice of Arrival (ENOA) system feeds both CBP as well as the USCG their respective NOA information. The USCG has certain NOA requirements, as does CBP, depending on the vessel’s gross tonnage and departure point. CBP only requires commercial vessels to submit Advanced Passenger Information System (APIS), which can be submitted through the E-NOA system. However, there are reporting requirements for operators of small pleasure vessels arriving in the United States from a foreign port or place, to include any vessel which has visited a hovering vessel or received merchandise outside the territorial sea (see 19 U.S.C. 1433 and 19 CFR 4.2). The master of such a vessel must
report their arrival to CBP immediately at the nearest CBP facility, or other such place as the Secretary may prescribe by regulations. These reports are tracked in the Pleasure Boat Reporting System. Pursuant to 8 CFR 235.1, an application to lawfully enter the United States must be made in person to a CBP officer at a U.S. port-of-entry, when the port is open for inspection. The USCG requires additional information on recreational vessels, which is not required by CB. As such the information is not sent directly to them. However, CBP can view the USCG recreational NOA submission by utilizing the Ship Arrival Notification System (SANS). Also, we would like to clarify that recreational vessels, as well as all vessels that fall under the USCG NOA
requirement, have a variety of methods to send an NOA including by phone, fax or e-mail, and changes to the NOA can be made with relative ease as the vessel/person can phone in changes to the National Vessel Movement Center (NVMC) at (1-800-708-9823). If there is an issue in which the vessel cannot make changes to their NOA, then the regulations contain a provision for waivers. Vessels may contact their USCG Captain of the Port (COTP) directly for waivers. A third point we would like to bring to your attention is that in accordance with 33 CFR 160.210(c), vessels transiting in the USCG 7th District, must submit an NOA to the cognizant COTP. There are no exemptions for foreign-flagged vessels as stated in the article. However, as already mentioned, the COTP may grant waivers. I hope my letter has provided clarification to some issues. If you have questions or concerns about the NOA regulation, please feel free to contact Lt. Sharmine Jones at +1-202-372-1234 or visit the NVMC website at www. nvmc.uscg.gov/NVMC/default.aspx. If you have questions about CBP submission requirements or CBP systems such as APIS, contact Deborah Nesbitt at +1-409-727-0285, ext 238. James A. Watson Rear Admiral, U.S. Coast Guard Director of Prevention Policy
Capt. Curt Creasy, 64, had swagger, humility Capt. Curt Creasy, the epitome of an industry ideal, died in late September. He was 64. Raised in Long Island, Curt spent his free time sailing. He quickly displayed exceptional skills, fashioning a working pram as a young boy, which was in use 35 years later. His yachting career began as captain on a 53-foot Gulf Star, and led to a 64foot Hatteras (M/Y First Season) and a 94-foot Devries Lynch (M/Y Raphelle), all for the same owner, with whom he would spend 18 years. He was a delightful mix of swagger and humility, tradition and novelty, ambition and the art of enjoying the moment. He married Barbie Jo Mazurkiewiecz in 1985 and they formed an enviable working team. During his fifth year with the new owner of the 94, Curt suffered a heart attack, so the Creasys took a position as estate managers in Manalapan, Fla. It was here that Curt set-up his extensive train collection, swapping his captain’s hat for an engineer’s. It took the onset of melanoma and an ensuing stroke to keep Curt down. He died in Manalapan in the care of his cherished wife. – Julianne L. Hammond
WRITE TO BE HEARD
Overtaxing bad for Florida The hub of the yachting industry needs our help. Florida’s marinas and yards need our support to protect them from being over taxed. I could quote some huge numbers to impress you with the impact the marine industry has in Florida, but at the end of the day each of us Publisher’s Turn depends on a David Reed thriving industry in this state. Whether you bring a yacht to Florida for a yard period, simply phone here to have one of Florida’s skilled technicians fly to your yacht to get you out of a jam, or only come back when it’s time to find your next job, most of us in the yachting industry need Florida’s marine industry to remain strong. The marinas and shipyards are not currently taxed at a fair rate. They are taxed at the property’s “highest and best use,” which usually means condo towers, and that means high taxes. Myriad working waterfront properties have sold and closed in the past five years because of outrageous tax bills. We can’t afford to lose more. Amendment 6 would change Florida’s constitution to make an exception for working waterfront properties so that they are taxed for what they are. While we usually resist changing the constitution for legislative gaffs, we concede on this one because nothing else has worked. (To learn more, visit www. saveourwaterfronts.org.) Here are a few South Florida projects that help our industry: the expansion at Lauderdale Marine Center, the new haul-out facilities at Merrill Stevens, the renovation at Rybovich, and new haul-out sheds at Roscioli Yacht Center. Two things need to happen: Politicians need to understand the importance of our industry in Florida, and we need to have some political clout by voting. While we might not all agree on national politics we can all agree to support our industry. If you can vote on Nov. 4, vote “yes” on Amendment 6.
It’s simple: Visit NVMC Web site, fill out ANOA Referencing the October 2008 issue of The Triton’s front page story “Another ANOA anomaly: Miami enforcement unclear”: I can’t believe as old an issue as this, someone would not know how easy it is to go to the NVMC’s web site and fill out an ANOA. It is simple, not confusing and eliminates tons of hassle. What the right thing to do is have the USCG web site www.uscg.mil/top/units bookmarked and call them. Ask for the marine safety unit and talk with them. Communicate. Capt. Mike Esser, M/Y La Sirena
Ordeal or adventure?
I thoroughly enjoyed Capt. William Widman’s article “Driving captains bananas: A good resume is great but what is your attitude,” October 2008, page C1. Attitude is everything. Attitude is the difference between ordeal and adventure. There are a lot of great crew around, but Capt. Widman hits on some fundamental points of mine: Dress for the job. I expect stews to arrive in a skirt, deck crew in a nice pressed shirt and shorts, for the Advertising Sales Peg Soffen, firstname.lastname@example.org Production Manager Patty Weinert, email@example.com
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You have a ‘write’ to be heard. Send us your thoughts on anything that bothers you. Write to us at editorial@ the-triton.com interview. I had a chief officer turn up for his first meeting with me with his clothes wrinkled straight out of his packed luggage. His work style at the time resembled that shirt. Be on time. Or you probably will not be on time on my deck, which is not acceptable. The reference to the mate scenario is so true but unfortunately they will not realize it until they get their first command. Bottom line – and I ask myself this question still, 20 years later – is the job going to be an ordeal or an adventure? Capt. Martyn Walker
Captain license loophole
I recently renewed my 1600-ton Contributing Editor Lawrence Hollyfield Contributors
Carol M. Bareuther, Capt. John Campbell, Mark A. Cline, Alan Dale, Jake DesVergers, Chef/Mate Julianne L. Hammond, Stew Rosemarie Hassen, Jack Horkheimer, Chef Mary Beth Lawton Johnson, Alene Keenan, Jim Kelleher, Charlotte Libov, Bosun Scott McClain, Keith Murray, Steve Pica, Rossmare Intl., James Schot, Capt. Tom Serio, Rachel Shapiro, Silvana Soleri
captain’s license, and did not have the required 365 days sea time. In lieu of it, an applicant can answer 50 questions, open book, on two tests. I could not find the answers to some of the questions and instead discovered The National Captain’s Institute (P.O. Box 11834, St. Petersburg, Fla., 33733, 1-800-345-6901, www.captains.com). I paid them $3 per question for the answers, and was sent exact copies of the answer sheets, filled out, for my $150. Why hasn’t anyone found this loophole? There now seems no reason to keep track of one’s sea time. The answers are for sale, so it’s just further testimony to the uselessness of American licenses. Most of insurance companies are more interested in experience than licenses anyway. Of possible interest to other Triton readers: For my previous two license renewals, I have used the services of ex-Coast Guard Commander Mark Grossetti of Grossetti License Consulting in Framingham, Mass. For a fixed fee of $200, he handles everything for you. Name withheld upon request Vol. 5, No. 8.
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2008 Triton Publishing Group Inc. All rights reserved.
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Staying on schedule
Confidentiality is crucial.
Be prepared to stop bleeding.
Shrink-wrap lets work go on.
You and The Triton travel.
Within minutes of a fire being detected dangerously near a fuel tank, the crew of M/Y Dorothea escaped the FILE PHOTO vessel in a life raft in October 2007. The captain credited fire drills for their survival.
Preventing electrical fires FIRE! It’s the four-letter word no captain or crew wants to hear. The old adage “An ounce of prevention is worth a pound of cure” is no truer then when it comes to preventing a fire situation on a yacht. And there’s one type of fire that is especially frightful: the electrical fire. Not always apparent, elusive as it can be just about anywhere, sometimes difficult to extinguish and many times unpredictable, an electrical fire can go unnoticed for hours and by the time it’s found, it can be too late. If you ever have the chance to see a yacht during a build-out or refit, you’ll see there’s usually miles of wiring, carrying current to different components at varying voltages, either neatly bundled or tied off, in trays or running aimlessly wherever. Junction points, such as electrical panels, helm stations and engine
See FIRE, page B13
Commercial Yacht Code update comes to completion
BEFORE THERE’S SMOKE ...
By Capt. Tom Serio
Readiness in the Med As summer ended and crews prepared for Atlantic crossings, drills were common sights on the docks in the Med. In Antibes, First Officer Mike Rouse of M/Y Phoenix ran the crew through fire drills in late September, getting new crew used to tasks of dressing to fight a fire or helping others dress. Phoenix was also tweaking its muster list and working to get readiness down to 2 minutes. Deckhand Bernie Coetzer, below, awaits word if they achieved that. – Lucy Reed; Photos by David Reed
For the past 18 months, International Registries, the maritime administrator for the Republic of the Marshall Islands, has been conducting an in-depth review and revision of its safety codes of practice for yachts. With more than 460 yachts now registered in the Rules of the Road Marshall Islands, the timing was Jake DesVergers right. The end result was October’s release of the new consolidated Commercial Yacht Code (CYC). This code affects all commercial yachts within the Marshall Islands registry. It also provides guidance to privately registered yachts in general, and to those private yachts using the flag’s 84-days-per-calendar-year chartering privilege. Some highlights of the new CYC are: l Yachts below 500 gross tons and not in class may pursue commercial certification. l Provisions have been made to accept an MCA LY2-certified yacht for transfer to the Marshall Islands flag. l Practical consideration will be given on the lifesaving equipment requirements, including rescue boats, for yachts below 500 gross tons on a case-by-case basis. l There will be a sensible approach regarding equivalencies, based upon sound technical arguments, for compliance with various international regulations, including load line, MARPOL, and SOLAS. l There are new requirements for minimum safe manning with special consideration to smaller yachts having
See RULES, page B10
B November 2008
Confidentiality key to minimizing theft risk As economic times continue to decline, common thieves will undoubtedly become more desperate. The more innovative thieves will eventually seek more efficient methods of deceit such as identity theft and other deceptive economic practices. Thus far the immediate impact All Secure on the yachting Jim Kelleher community from the up swing in general thefts has been negligible, but it does appear to be changing. Marinas and boat dealerships, especially in Florida, are reporting a recent increase in equipment and part thefts. The latest incidents of these thefts involve the removal of outboard lower units from new boats at dealerships or those brought in the service area for repairs. The units are removed quickly using power wrenches and handed off to accomplices on the other side of the fence. The units, which do not bear any serial numbers and can cost about $2,000 to be replaced, are then sold quickly for a few hundred dollars to unscrupulous repair facilities or
shipped off shore. Dealerships and marinas historically have little in the way of crime prevention measures in place, making them easy pickings for these thieves. In order to save money on premiums, marinas and dealerships normally have high deductibles, making these losses even more painful to the ownership during this time. Based upon the recent success of these thieves, one must ask how long it will take for these common criminals to graduate to the yacht sector. The only other sector with a higher concentration of extremely valuable assets in a limited confined space that is so accessible to the public would be a high-end big city art museum. These assets, often valued in the multi-millions of dollars, are routinely approached and accessed by an unscreened public which is not being challenged in the most fundamental way. The challenges facing the thief trying to steal the lower unit of an outboard motor are much more daunting than accessing a 35m yacht with a minimum value in the tens of millions. The opportunities that exist in the proximity of a yacht may be too tempting to resist much longer. The answer as to why we have been spared thus far may well be that the yachting
community has escaped the attention of the common criminal just because they havenâ€™t thought of it, or maybe perhaps because they are intimidated by the illusion of existing security precautions. As we know, the general hardware needed to support a docked or moored yacht is significant, all the way from high-value lines and electrical connectors to anything stainless steel that could easily be removed. The ability to sell these non-serialized items would be easier than selling scrap copper, for example, and not nearly as high profile to the local law enforcement interests who have stepped up their efforts to combat the copper thefts. If the global economy continues to decline, the profile of the yachting community will undoubtedly become more of a curiosity to the general public and subsequently the media in general. We have already seen reports that the yachting community has not felt the effects of the economic downturn and the steady if not increasing global sale of super yachts. As a result, the need to maintain confidentiality as to the ownership of the yacht has never been more important. Curious individuals and
See SECURE, page B8
B November 2008 ONBOARD EMERGENCIES: Bleeding
Sight of blood shocking, so preparedness is key My good friend Capt. Rob and I it only stops blood circulation at the were recently having a couple of beers wound. Pressure points can affect the and discussing common medical blood flow to the entire limb. emergencies that happen at sea. One of Let’s talk about tourniquets. A the more common tourniquet is a constricting band used is bleeding. Bleeding to control bleeding to an arm or leg. can be caused by A tourniquet should be used only as a many things but last resort, only when direct pressure the most common over the wound and all other methods causes at sea are have failed to control the bleeding. The fish hooks, knives, reason is because if you restrict blood deck equipment, too long, tissue begins to die and is punctures and fish likely to lead to amputation of the limb. bites. You should only use a tourniquet if the Sea Sick External bleeding bleeding can’t be stopped. Loss of blood Keith Murray is one of the easiest will, of course, kill a person. Loss of medical emergencies to recognize but limb is better than loss of life. it is often the one that makes people If you look at a first aid catalog feel the worst. Even people who are OK you will find one or more hemostatic seeing another person’s blood may not agents listed, such as Celox, HemCon be OK at the sight of their own blood and QuickClot. These products are and may require medical assistance. designed to treat battlefield injuries The average adult has five to six where blood loss causes 90 percent of quarts of blood in the body. Most the fatalities. These hemostatic agents people can lose a small amount of can provide temporary control of blood with no life-threatening problem. If you external bleeding Most people can lose lose a quart or by speeding up a more in a short a small amount of blood person’s natural period of time, clotting process. with no problem. If you it could lead to Hemostatic agents lose a quart or more in shock or even can be especially death. useful when an a short period of time, When you see injury is located it could lead to shock or blood, you need in an area where even death. to determine a tourniquet is the source of the not effective or wound. After possible, such as you locate the wound, place a sterile the shoulders, torso or pelvis. With bandage or cloth on it and apply proper training, these could be useful pressure until the bleeding stops. If in your first aid kit. the victim is able to hold the bandage Think about what would happen if in place, let them do this. If not, offer someone were injured, bleeding badly help after you put on medical exam and you had to help. Have you had first gloves. You want to avoid direct aid training recently? When was the contact with another person’s bodily last time you checked your first aid kit? fluids, especially blood. In addition to Do you have enough bandages? Medical medical exam gloves, eye protection is exam gloves? Goggles? What about the recommended. rest of the supplies? Is everything up to If after applying pressure the wound date and easy to access quickly? Time is is still bleeding, apply more bandages critical with most emergencies, so plan and more pressure. Repeat the process to be ready. several times. If several attempts have Consider taking a CPR, AED and failed and the bleeding is still severe, first aid class on your vessel. Shipboard elevate the wound above the victim’s classes are helpful because it allows the heart to slow down the bleeding. Do crew to develop plans, review first aid not open the bandage to look at the supplies, and talk about emergencies wound. This could disturb the blood as they relate specifically to your vessel, clotting process, which will tear open crew, passengers and ports of call. the wound and start the bleeding all over again. Keith Murray, a former Florida If after more pressure, more firefighter EMT, is the owner of The bandages and elevation the wound CPR School, a mobile training company is still bleeding, apply pressure to the that provides CPR, AED and first aid nearest major pressure point. Pressure training. He also sells and services points are located on either the inside automated external defibrillators. of the upper arm between the shoulder Contact him at +1-561-762-0500 or and elbow or in the groin area where keith@theCPRschool.com. Comments on the leg joins the body. Direct pressure this column are welcome at editorial@ should be your first choice because the-triton.com.
www.the-triton.com DOCKMASTER SPOTLIGHT: Bahia Mar
Bahia Mar during October: ‘Pure chaos, but it works’ By Capt Tom Serio As the world’s largest boat show descends on Ft. Lauderdale this year, we asked Christina Lowe, dockmaster at Bahia Mar Yachting Center, what it’s like to have the spotlight for a while. “The month of October is pure chaos, but it works,” she said. “Yachts need to leave for three weeks prior to and then for about another week post show. But Show Management comes in and does a great job setting it all up.” The weekly show task schedule is chock full of details seven days a week. A South Florida native and graduate of Florida State University in music and business, Lowe seems at home running this marina. Having been on the water since childhood, her high-end experience is in hospitality, including management of apartments and hotels. “Very similar disciplines with focus on customer service,” she said with an assured attitude. And she has found a home at Bahia Mar, with room for growth. Now in her fourth year as dockmaster, Lowe prefers the nautical market. “It’s a small industry, and the atmosphere is more laid back than in hotels,” which she said she does not want to go back to. Supporting her operations are 15 full-time employees managing fuel docks, 245 slips and about 2,500 feet of face dock along the Intracoastal Waterway. “We’ve had up to a 275-foot yacht at the marina, but the size of yachts docking here is only limited to the operating draft of the ICW,” Lowe said. She and LXR (Luxury Resorts and Hotels, the owners of Bahia Mar Resort and Yachting Center) have been working with the city of Ft Lauderdale on a dredging plan. “It’s a challenge that needs to be addressed, especially in this economy where we are losing out to the Carolinas and Caribbean,” she said. [For more about dredging plans on the ICW in Ft. Lauderdale, see page A1.] To make Bahia Mar more appealing to captains and owners, Lowe mentioned that they have a number of incentives such as lower fuel costs for contracted guests, a crew club with events such as parties and movie nights, an owners’ club, shared resources with other LXR resorts (including the Ft. Lauderdale Grand and Hyatt Pier 66) and more. And they are a Clean Marina-certified facility. Lowe has had her share of extremes when it comes to marina guests. “We get celebrities, private owners, and some interesting crew,” she said. “Some owners can be very demanding, but we accommodate. One chef always brings us breakfast when here.”
Next for Lowe? She enjoys the operations side of the business, and has ambitions of moving up within LXR, perhaps overseeing multiple properties. “I want my boss’s job.” Capt. Tom Serio is a freelance writer and photographer in South Florida and a frequent contributor to The Triton. We’re looking for suggestions for future profiles of yachting industry dockmasters worldwide. Contact us at firstname.lastname@example.org.
Dockmaster Christina Lowe is a South Florida native and graduate of Florida PHOTO/CAPT. TOM SERIO State University in music and business.
B November 2008 TECHNOLOGY BRIEFS
FLIBS debut: electric-powered Calypso 23e The Calypso 23e, powered by the Whisper XT electric outboard, will make its debut at the Fort Lauderdale International Boat Show. The boat can cruise up to 8.5 mph, is powered by 600 pounds of military grade Odyssey advanced AGM dry-cell batteries and can be charged overnight from a standard 115-volt outlet. The Whisper XT uses technology developed for the U.S. Navy. It’s a high-performance commercial electric outboard motor system that is roughly equivalent to a 15hp gasoline outboard motor. It is distributed by EPower Marine, an independent boat dealer based in Boynton Beach, Fla. Show price: $39,287. For more information visit www.epowermarine.com.
OceanGrafix adds charts
OceanGrafix, A Minnesota-based company that offers print-on-demand nautical charts, has announced the availability of several new paper chart editions from the National Oceanic and Atmospheric Administration (NOAA). Mariners traveling in hurricane-
affected areas understand well how often coastal waters can change. As many as 300 obstructions to navigation were charted by NOAA in 2005, subsequent to Hurricane Katrina. For more information, visit www. oceangrafix.com.
Paradox adds wireless security
At the 2008 National Marine Electronics Association (NMEA) convention in San Diego, boat security supplier Paradox Marine introduced Marine Magellan Insight, a wireless security, monitoring and surveillance system with GPS satellite tracking. Connected to the internet by the Ericsson W25 or Tellular SX7T, Insight gives complete access to a boat from any computer with internet access or by web-enabled mobile phone. The system has full GPS tracking through the new Inmarsat IsatM2M network, and will report alarm notifications from anywhere in the world. If the boat is moved without authorization or stolen, Insight will send a message every 15 minutes with the vessel’s speed, heading, latitude and longitude and distance to closest city. For more information, visit www. paradoxmarine.com.
Taylor Made acquires mist company Taylor Made Products has acquired
the rights to the Boat Misters product line. The new Comfort Zone Boat Misting System attaches to the boat’s bimini or T-Top and emits a cooling mist that reduces on-deck temperatures by up to 30 degrees. The mid-pressure pump delivers 150 psi of misting power at the rate of about one gallon of fresh water per hour while drawing one amp. The system can be used on existing bimini and T-Tops or designed-in by the boat manufacturer as an integrated system.
Dometic introduces CoolBreeze
Dometic Corp. unveiled a new type of air conditioning system designed to provide cool relief for boat passengers in open spaces above decks. The high-efficiency system blows chilled air through high-velocity directional jets aimed at people in the helm station, outdoor salon, fishing area or other locations. CoolBreeze’s two-stage operation is automatic, based on two user-defined set points. When the temperature rises to the lower set point, the controller activates the blowers only to cool people by the jetted movement of ambient air. When the temperature rises to the higher set point, the second stage activates the compressor to chill the jetted air. See TECH BRIEFS, page B7
KVH expands broadband to Pacific region TECH BRIEFS, from page B6 CoolBreeze is available as factoryinstalled OEM equipment and it can be retrofitted onto existing boats as an aftermarket product. CoolBreeze uses environmentally safe R-417A refrigerant. For more information, visit www.dometicenviro.com.
KVH covers Pacific
KVH Industries has signed a 5year agreement with GE International Holdings (also known as SAT-GE) to lease satellite capacity that will allow it to provide mini-VSAT broadband coverage in the Pacific Ocean via the satellite’s North Pacific Ku-band Beam. Expected to go live in December, the new area will include Alaska, the west coasts of Canada and the United States, Hawaii and extend into Asia.
Plotter on iPhone
Navionics, an electronic cartography and navigation data supply company, has introduced Navionics Mobile, the cartography specifically designed to fully exploit the capabilities of today’s smartphones. Available beginning in December, Navionics Mobile turns an iPhone into a marine chartplotter, allowing users to view detailed charts with GPS position, pan and zoom, query chart objects,
and more. New Navionics Mobile also contains outdoor and ski trail data, enabling navigation with an iPhone while skiing, hiking and biking. Navionics Mobile will eventually be available for more smartphone models beyond the iPhone. For those boaters who already have a chartplotter, Navionics Mobile can serve as a backup in case of an electrical blackout. It can also be used for the tender, or simply to consult the charts while away from the boat. For more information, visit www. navionics.com/Mobile.asp.
announced plans to open another office in Antigua. The company has joined with Estay Electronics to form the Astilleros de Mallorca Electronics Centre, which now provides the yard’s in-house electronic support. During the Monaco Yacht Show, e3 signed an agreement with Antigua officials to open a new office there in early December, the company’s first on the other side of the Atlantic. For more information, visit www.e3s. com.
New tow eye
SPW GmbH in Germany, a manufacturer of sailing propellers, announced the production of the first feathering propeller that offers the efficiency found in a helically twisted fixed or folding propeller. VariProfile combines low drag with high efficiency and full adjustability of both forward and reverse pitch, ending the days of dragging a fixed propeller through the water. The key is the first-ever mating of the Gawn/Kaplan blade profile to a sailboat propeller. The achieved efficiency meets that of the best twisted blade folding propellers as tested at the Naval Testing Institute of Potsdam.
Toweye.com has introduced a heavy-duty toweye for the new Hydrasport, Vector series 4100 sportfish. A fully loaded 4100 can weigh upward of 25,000 pounds. The company’s towing systems are thru bolted with heavy backing plates to ensure a safe and trouble free experience. Toweye manufactures ready-toinstall marine towing systems used by major boat manufacturers throughout the country. For more information, visit www.toweye.com.
e3 adds office Spain, eyes Antigua e3 Systems has recently opened a new office and workshop inside shipyard Astilleros de Mallorca and
New low-drag sailing prop
See TECH BRIEFS, page B9
B November 2008
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 17, 2007
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 760/811 Savannah, Ga. 756/NA Newport, R.I. 821/NA Caribbean St. Thomas, USVI 1164/NA St. Maarten 1149/NA Antigua 1146/NA Valparaiso 1081/NA North Atlantic Bermuda (Ireland Island) 1045/NA Cape Verde 1090/NA Azores 875/NA Canary Islands 699/874 Mediterranean Gibraltar 754/NA Barcelona, Spain 786/1,534 Palma de Mallorca, Spain N/A/1,522 Antibes, France 824/1,731 San Remo, Italy 905/1,862 Naples, Italy 889/1,813 Venice, Italy 947/1,794 Corfu, Greece 851/1,547 Piraeus, Greece 833/1,529 Istanbul, Turkey 903/NA Malta 702/829 Bizerte, Tunisia 878/NA Tunis, Tunisia 873/NA Oceania Auckland, New Zealand 755/NA Sydney, Australia 763/NA Fiji 797/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 641/654 Savannah, Ga. 635/NA Newport, R.I. 715/NA Caribbean St. Thomas, USVI 783/NA St. Maarten 670/NA Antigua 745/NA North Atlantic Bermuda (St. George’s) 870/NA Cape Verde 671/NA Azores 677/NA Canary Islands 649/794 Mediterranean Gibraltar 653/NA Barcelona, Spain 734/1,324 Palma de Mallorca, Spain NA/1,353 Antibes, France 713/1,566 San Remo, Italy 805/1,749 Naples, Italy 776/1,511 Venice, Italy 782/1,523 Corfu, Greece 748/1,538 Piraeus, Greece 664/1,422 Istanbul, Turkey 678/NA Malta 629/740 Bizerte, Tunisia 642/NA Tunis, Tunisia 636/NA Oceania Auckland, New Zealand 693/NA Sydney, Australia 712/NA Fiji 707/NA
*When available according to customs.
*When available according to customs.
Crew needs security training SECURE, from page B2 the media will go to great lengths to link yachts to their owners and corporations to demonstrate perceived excesses. Eventually, with this increased exposure, the criminal element will surely follow, seeing it as new fertile ground. It stands to reason that marinas and individual yachts will become a focal point of attention by those wishing to steal or those attempting to gain information about the yachts and its ownership. A comprehensive updated security survey is fundamentally important to assure that employees and crew are aware of the need for confidentiality and stricter overall security measures and awareness. Vendors and suppliers should also be cautioned that confidentiality as to ownership interests serves everyone’s best interest. Vendors and suppliers should also be required to provide proof to the marina or captain of recent background checks on their employees prior to access to the yacht. Access to a marina should be tightly controlled with a single point of access and egress with those entering and leaving recorded by security personnel and video. A roving security officer should also be used at least during periods of peak activity. Lighting, video
and a security presence should be at a level to deter the professional thief, not just the curious public. Crews should receive security training that raises their awareness as to the consequences of lack of security to the yacht and their subsequent careers. Only essential items should be left on the exterior of the yacht and these items should be clearly identified as the property of the yacht, both by name and devised serial numbers. The crew should also be comfortable in knowing the policies of the owner with regard to divulging his or her identity and what to do when approached by the media. The ability to link a yacht to an individual or corporation is an extremely valuable tool and a key starting point for those wishing to commit identity theft upon the corporation or the individual. The cost of thwarting or preventing theft pales in comparison to the time and expense incurred if the thieves are successful just one time. Jim Kelleher is president of Securaccess, a global security consultancy based in South Florida. Previously, he managed security for the industry’s largest fleet of private Feadships. Contact him through www.securaccessinc.com or at +1-954294-8530. Comments on this column are welcome at email@example.com.
11 companies Clean Marine launches automated flush system honored at IBEX TECH BRIEFS, from page B7
Eleven marine manufacturers were honored at the International BoatBuilders’ Exhibition & Conference (IBEX) in Miami last month. IBEX Innovation Awards recognize products that are innovative compared with those already being manufactured; for their benefit to the marine industry and/or consumer; for practicality; for cost-effectiveness; and for availability within 60 days of award. The winners: In the Boatbuilding Methods & Materials category, SmartCat system from M.V.P. Magnum Venus Plastech. SmartCat is a system for progressive catalyst control during the closed mold injection process. An honorable mention was awarded to Awlgrip North America for its Awlfair Mix Machine. In the Boatyard Hardware & Software category, BookBuilder on BoatPubs.com from Ken Cook Co. BookBuilder is an online subscription service allowing boatbuilders to customize multi-language owner manuals for export. In the Electrical Systems category, Mastervolt for its MasterShunt, a battery monitoring system that provides fuse protection and a communication platform for the battery system in one component. In the Furnishings & Finishes category, Indel Webasto Marine USA for its Isotherm Frost Free Refrigeration system. These refrigerator and freezer drawers help eliminate the task of defrosting. In the Hardware Fittings category, co-winners are AcryliCo from AcryliCo for its acrylic windshield with the characteristics of glass, and the Adjustable Windshield System from AmeriTex Technologies, which adjusts the windshield’s horizon and adjusts the gaps on any flat or convex door. In the Inboard Engines category, Steyr Motors for its Hybrid Drive, an environmentally friendly solution that promises zero emission and low speed maneuvering and eliminates the need for separate generator units for additional inboard equipment. In the Mechanical Systems category, co-winners are WillDo USA for its Jet Thruster System, a bow thruster and bow/stern thruster combination that can be driven electrically, hydraulically or directly via a small diesel engine, and Schuman’s Nautic Air, an air cleaner that eliminates all allergens, mold, odors and other airborne contaminants and emits zero off-gassing. In the OEM Electronics and Electronic Systems category, the Wizard from AMT Revolution for its patented technology replacing line-ofsight and other antennas. The IBEX Environmental Award was presented to Foam Supplies for its Ecomate Polyurethane Flotation Foam for use in boats, life rings and buoys.
The result is a propeller that gives top motoring performance with extremely low drag under sail and easily adjusted forward and reverse pitches. For more information, visit www. variprofile.com or www.spw-gmbh.de.
Clean Marine launches products
Clean Marine Systems Corp., a manufacturer of automated electronic control devices for fluid handling, has introduced an automated flush system for on-board, closed loop heat exchangers. Using a series of marinegrade valves and the power of DSS Pi series technology, the Clean Marine System manages the flush maintenance of multiple heat exchangers on a vessel with a single touch. It can be installed on existing vessels or by the yacht
manufacturer. The company also recently introduced a fuel spill prevention device that alerts the fuel attendant that the desired fuel level has been reached. It can be purchased as a handheld device or installed near the fuel inlets. For more information, contact the Las Vegas-based company at 1-800-7085730 or visit www.cleanmarinesystems. com.
New interior coating from Interlux
Interlux has introduced The Ultimate Interior System, a system ideal for aluminum, steel and composite surfaces. It consists of Interior Primer 860 – a VOC-compliant, high-performance anticorrosive epoxy coating in a low odor formulation; and Interior Finish 750 – a polyurethane
topcoat that comes in 4 shades matched to RAL colors (7035, 7038, 9003 and 9010). The system carries a Lloyds Certificate for Surface Spread of Flame. For more information, visit the Interlux booth at the Ft. Lauderdale International Boat Show (#M12).
Night Vision warranty extended
Taking into consideration the long build cycle of marine craft, Night Vision Technologies (NVTi) has extended the warranty on all its products to 18 months. Based in Texas, NVTi designs and manufactures night/day vision systems for marine craft, offshore and land-based applications that are suitable for all lighting conditions and environments. For more information, visit www. nvti-usa.com.
WE WANT YOUR USED YACHT TENDER! Thinking of upgrading your used yacht tender or rib? International Yacht Network pays cash for gently used tenders from 10-30 feet. Jet, Diesel, Outboard 2/4 Stroke Console style models only International Yacht Network also carries a large inventory of used tenders for you to choose from
(954)540-2341 • firstname.lastname@example.org • www.iynboats.com NAUTICA
B10 November 2008 FROM THE TECH FRONT: Rules of the Road
Regulatory matters handled with a realistic approach RULES, from page B1
functions for yachts from our bluewater fleet. The new YACHTTEC high horsepower. group is specifically dedicated to the l There are revised manning needs of the yachting industry. We requirements, including a new Master recognize that big ship rules cannot of Yachts 350 gross tons license. be evenly applied across the yachting l Private yachts greater than 18m in spectrum. Particular emphasis must be length meeting certain requirements placed on the needs of yachts.” of the CYC may charter for 84 days per Capt. Gene Sweeney, vice president calendar year without having to be fully for yacht operations, is optimistic on commercially certified. the continued growth of the yachting l There is a delegation of division of the Marshall Islands registry certification requirements to major and acceptance of the new CYC. classification societies and two “Of the 1,848 vessels registered in appointed representative organizations. the Marshall Islands, 460 are yachts,” In contrast to other yachting flags, all he said. “The number of commercial surveys can be harmonized by a single yachts in the registry has tripled in the entity using their past year. We are global coverage. the world’s fourth The code is largest shipping ‘There was a need fully supported registry and the to make the code by a dedicated only open registry technical group more user-friendly to maintain the (YACHTTEC) U.S. Coast Guard’s and updated for the and reinforced by Qualship 21 industry’s continually the yacht registry designation. You changing needs.’ team based in Ft. can’t get better Lauderdale. — Peter Brock, approval.” Through the A full version Marshall Islands’ Yacht Appointed of the Commercial marine technical adviser Representative Yacht Code will Consultative be available on Committee the Marshall (YARCC), senior members of Islands’ Web site (www.register-iri.com) the Marshall Islands, Appointed beginning with the opening of the Fort Representatives, and industry met Lauderdale International Boat Show. in working groups to modify code. Emphasis was placed on a realistic Capt. Jake DesVergers is chief surveyor approach to regulatory matters versus for the International Yacht Bureau the traditional “one size fits all” style. (IYB), an organization that provides “There was a need to make the code inspection services to private and more user-friendly and updated for the commercial yachts on behalf of several industry’s continually changing needs,” flag administrations, including the said Peter Brock, Marshall Islands’ Marshall Islands. A deck officer marine technical adviser and recently graduate of the U.S. Merchant Marine retired president of Lloyds Register Academy at Kings Point, he previously North America. “The code takes a sailed as master on merchant ships, common sense approach to technical acted as designated person for a issues.” shipping company, and served as Said Jack Enright, executive vice regional manager for an international president for International Registries: classification society. Contact him at “We have also separated the technical 954-596-2728 or www.yachtbureau.org.
www.the-triton.com FROM THE TECH FRONT: Fire prevention
Accident waiting to happen: wires chafed by vibrations FIRE, from page B1 rooms, likely carry the highest probability by location of an electrical fire. But wires chafe, age and crack or get overloaded, and in inaccessible places such as behind walls or within ceilings. How can you minimize the risk of electrical fires? And if you do have one, how do you find it and fight it? Let’s start with the basics. Fire needs three components: a heat source, fuel and oxygen. Take any one of those away, and you have significantly reduced the risk of fire or combustion. Wires themselves are not good fuel sources thanks to the use of fire-resistant materials. It’s what’s in proximity to wiring that usually becomes the fuel for the excess heat generated by shorting or overloaded wiring. Speaking of heated wiring, one way to stop combustion, assuming a fire hasn’t started yet, is to remove the heating process by cutting electricity to the wire. This is accomplished by throwing switches, breakers or even pressing the red emergency power off button, if so equipped. There are many reasons why wires build up excessive heat. Poor connections are one. One place where connections are constantly being interrupted is with the shore power cable. Cables should be well maintained, with properly aligned prongs that are corrosion- and dirtfree. Corrosion can increase resistance, building up heat. Electrical connections yachtwide are susceptible to vibration and environmental variances that loosen connections and create gaps between two or more connections. Current can cross gaps by arcing, having the current jump and create a discharge through the air. This can cause overheating in terminal ends and wires as the arc creates excessive heat (akin to having an open flame in the area). It’s critical that a yacht’s engineer check connections regularly, especially systems that carry high voltages. Connections need to be tight, clean and not susceptible to accidental shorting. Electrical motors generate heat, and proper air flow around motors is essential. Having too many items around a motor can inhibit ventilation and cause overheating. Remember, many metals are good conductors of heat, and heat can travel through wiring and either burn the wiring or something close by (like other wires). Vibration can cause chafing, and a chafed wire is an accident waiting to happen. If a chafed wire with the copper exposed touches another bare wire or grounded item, it can cause a
short and overheat the wiring, or worse, blow out other electrical systems, another cause of fire. Wires that pass through openings or are bundled together should be held tight or wrapped in a protective covering to prevent chafing.
Upgraded yachts can have issues
Another concern, especially on older yachts where components may have been added over the years, is the use of undersized wiring or oversized breakers, said Malcolm Parton of Maritime Marine. “These are two areas that cause concern as yachts are upgraded,” he said. “Additionally, lighting transformers should be fused on both ends, input and output.” He also advised that since many components are mounted in a helm station with myriad wiring underneath, a smoke detector should be mounted under the helm, also. Of course, safety devices are built into many electrical systems, mainly fuses or breakers. And when a short occurs, these devices are meant to trip and stop current. But breakers have been known not to pop (either because they are defective or oversized) and fuses have been known not to burn out, causing overheating in wires. And consider wiring that may take current from two sources. Cutting off one doesn’t stop the flow. I saw a sportfish engine room on fire, thanks to a short in a large wiring harness. After several hits of the fire extinguisher, it kept flaring back up, the owner not realizing that a second battery switch needed to be shut off to stop electrical flow. Another cause of electrical fires is overloading. Much like home outlets that have a half-dozen or so wires plugged in, yachts can be prone to the same conditions. Overloading is when a load draws too much current and components upstream have to carry the extra current. If the over-current protection device doesn’t open, the line will overheat along the portion upstream, which may cause an entire wire section to burn up.
Know signs of trouble
Finding an electrical fire or the makings of one ready to happen can be tricky, but there are ways. Use your senses during an inspection and know the tell-tale signs is a must. Discoloration of wiring; charred, brittle or cracked insulation; burnt odors; even warm spots along wire ways or wall/ceiling panels are signs. Dennis Braun, electrical engineer at Atlas Marine Power Systems in Ft. Lauderdale, suggests using an infra-red
See FIRE, page B14
B14 November 2008 FROM THE TECH FRONT: Fire prevention
No water on electrical fires FIRE, from page B13
After being alerted by an odd smell near the galley, the captain and cook on M/Y Argus searched for hours before FILE PHOTO finding the source of an electrical fire that would nearly destroy this 80-foot Burger in 2004.
or thermal camera periodically. “Anytime we do a refit, we fire up the components and put on a load, then shoot the system with the infrared camera, which can see hot spots behind walls and ceiling panels,” he said, noting that a number of surveyors use these devices. “Wiring on a yacht is different than a house, as the environment on the yacht is not stable, and wiring is under different stresses due to vibration and other conditions.” The more technologically advanced electrical components on newer yachts – including computers and servers, full range entertainment systems, engine controls and more – increase the potential for electrical issues. But older yachts are susceptible, also. Take the situation on the 90-foot Burger, M/Y Argus V. The yacht had just returned from a cruise, when the cook noticed a burning smell while preparing dinner. She and the captain searched the yacht, removing panels and headliners and crawling everywhere. About eight hours later, the captain found heavy smoke in the wheelhouse. He pulled out some equipment, looked down the wall and found the smoldering area behind a galley wall. By then there were flames and the yacht was on fire. Fighting an electrical fire can be tricky, but there are some simple rules. First, never use water. Electricity and water are never a good combination due to potential electrical shock. Use a dry chemical extinguisher such as a Class C extinguisher, since these have an extinguisher agent that’s nonconductive. The Class C extinguisher leaves a non-flammable substance on the fire material, reducing the chances of re-ignition. A CO2 extinguisher can also be used on an electrical fire, as it is a high-pressure carbon dioxide unit that is meant to displace the oxygen, and doesn’t leave a harmful residue. Other extinguishers good for electrical fires are BC classified (dry chemical with sodium or potassium bicarbonate agent, mildly corrosive and should be cleaned immediately) and ABC classified (dry chemical made up of mono-ammonium phosphate that may damage electrical components). Take the ounce of prevention to check wiring and be knowledgeable about electrical fires. That pound of cure may weigh a lot more than a pound; it could be the entire yacht. By day, Capt. Tom Serio is a director of disaster management for a major retailer in South Florida. By weekend, he is a licensed skipper, lover of boats, and a freelance writer and photographer. Comments on this story are welcome at email@example.com.
B16 November 2008 IN THE YARD: Shrink-wrapping
Shrink-wrapping expands windows for yardwork By Silvana Soleri
M/Y Bellflower spent nine months inside shrink-wrap at Lauderdale Marine Center while she was being turned into M/Y Banyan. PHOTO/LUCY REED
The challenges faced by megayacht captains during shipyard repairs run the gamut from environmental issues to health concerns to budgetary constraints. Some captains are reducing, even eliminating, many of these problems with the use of shrink wrap. Shrink-wrapping yachts is a technique said to have been introduced in the 1970s by Pinmar, a company in Mallorca. The concept, long since used for transporting yachts, has wound up
in Ft. Lauderdale this year. M/Y Banyan (formerly M/Y Bellflower) has been in shrink-wrap at Lauderdale Marine Center since February undergoing a major refit to extend it from 88 feet to 102 feet. So far, the shrink-wrap surpassed expectations when it sustained 50 mileper-hour wind gusts during two recent tropical storms. “Weather doesn’t slow me down anymore,” Capt. Andrew Grego said. “We only lost four hours of work.” The shrink-wrap allows painting, welding and fiberglass work to proceed uninterrupted, rain or shine, day or night. Without it, any work that creates over-spray such as painting must be performed after hours to safeguard vehicles and equipment in the shipyard. The wrap can be applied to an entire vessel, as with Banyan, or only to the parts under repair. This makes the cost competitive with traditional tenting, as plastic sheaths are still necessary with tents to protect neighboring yachts from over spray. Southern Cross Boatworks was the first company to specialize in shrinkwrapping yachts in Ft. Lauderdale. (This fall, KB Yachts added shrinkwrapping to its list of services, specializing in protective covering for yachts on transport ships.) Southern Cross’ technique involves applying the shrink-wrap to a network of scaffolding about four feet from the yacht’s exterior. The scaffolding conforms to safety codes and allows for wind variations, said Pablo Muñoz, the company’s founder and president. In some circumstances a boat can even be shrink-wrapped while afloat. The scaffolding, in such cases, would be built around the boat atop a system of floats, providing the body of water hosting the boat has little movement. Muñoz adapted the shrink-wrap technique for his boat painting business as a way to cut the downtime caused by bad weather. “I didn’t want to send guys home in the middle of the day because of rain,” he said. The shrink-wrapping worked so well, others in the shipyard took notice and requested it for their boats. The demand for the service increased to a point the sideline soon developed into a specialty. Over the years, scientific advancements have improved the effectiveness and versatility of the plastic medium used for the wrap. “You can work with it in many ways – mend it, tape it, add windows,” Muñoz said. Seven millimeters is the standard thickness used for industrial shrinkwrap today, replacing the old two- or
See SHRINK-WRAP, page B17
‘It’s like living in a greenhouse’ SHRINK-WRAP, from page B16 three-millimeter standard. “Nine millimeters lasts for two years,” he said. Muñoz ships the plastic back to his supplier after a job is completed so it can be recycled. Although shrink-wrapping solves many problems for yacht captains, it has its limitations, such as the accumulation of heat underneath the wrap. “It’s like living in a greenhouse,” Banyan Stewardess Karen Grego said. Shrink-wrapping does require some method of cooling the interior and moving air through the openings. At minimum, this involves the strategic placement of fans within the enclosed space and a temporary air conditioning unit. The containment of over-spray, dust and debris, though great for productivity and the shipyard environment, is less favorable for those working inside. Paint and dust clouds within the wrap can inhibit visibility, possibly increasing the likelihood of application errors. Further, the concentration of these materials in an enclosed space makes for an environment fraught with health and safety risks. In light of this, air extraction and filtration are a necessity that has spawned solutions from the most basic to the deluxe. Craig Tafoya of Penumbra Marine has created and patented a mobile extraction and filtration system that addresses these issues. Tafoya’s system consists of an enclosed trailer fitted with fans, filters and “variable speed drives for multi voltages and fan velocity,” he said. The system works by shrinkwrapping the trailer to one end of the yacht’s scaffolding. From there, it pulls air through the interior from open windows at the other end, forming a system of cross-ventilation. Once the air with its accompanying debris reaches the unit, it is filtered, with the debris contained and then discarded, said Matt Reeves, who builds the systems for Penumbra. By removing the over spray and fumes, the system “eliminates the combustible mixture,” Tafoya said. Limitations aside, shrink-wrapping is an old technique made new and likely to be improved further upon with time. As Jim Parks, operations manager at Lauderdale Marine Center aptly put it, “Shrink wrap is here to stay.” Silvana Soleri is a freelance writer in South Florida. Comments on this story are welcome at editorial@the-triton. com.
IN THE YARD: Shrink-wrapping
B18 November 2008 CRUISING GROUNDS: Southwest Turkey
Bodrum is full to bursting with carpet shops, souvenir shops, little restaurants to cater to all tastes, and shops brazenly selling counterfeit goods. PHOTO/CAPT. JOHN CAMPBELL
Avoid crowds, Gulets to enjoy Turkey fully By Capt. John Campbell The southwestern coast of Turkey offers some delightful cruising. Unfortunately, because it is so nice, it can get crowded. There are literally hundreds of the locally built wooden Gulets that charter in the area, especially from Bodrum and Gocek. Many of them are rent-a-bed operations and tend to have some rowdy, cheap and cheerful punters on board. A few of those can spoil any anchorage. However, the good news is that the lionâ€™s share of these charters are between mid-July and mid-September. If you can avoid this eight-week period, then you still have a chance to enjoy Turkey as it was, with plenty of anchorages to be found. Most boats arriving in Turkey will be coming from Greece. The handiest places to clear out from Greece are Simi or Rhodes. Simi is a delightful, pretty little town enclosing a well-protected harbor. Boats up to about 40 meters can usually get stern-to inside, but anything bigger than this should anchor outside. We once had a bad experience trying to clear in Simi. We tried to do the clearance without an agent, and there seemed to be a bit of a conspiracy to make this impossible, so that the local agent could charge a big fee and perhaps pass a share to the authorities. Based on our experience, I would clear in Simi only by using an agent, and select an agent ahead of time. Avoid local guys who come to the boat purporting to be an agent and offering to do the clearance; there is a good
chance they are part of this little racket. We have always used A1 as our agents in Greece, and have had no problems, and have had no reason to try others. (www.a1yachting.com; e-mail a1@ a1yachting.com.) Rhodes is a big commercial port, and yachts of any size can find a berth here. While it is possible to do your own clearance here, an agent will take away the hassle for you. The old city of Rhodos is well worth a visit to see the old lodges of the Knights Templar and a maze of little streets and old buildings. Coming from Greece, the best places to clear into Turkey are at Marmaris, Bodrum or Fethiye. It is possible to clear in at Kusadasi to the north, but I have never done so. Kusadasi is about as far north as most cruising boats go, unless they are going into the Black Sea. For a commercially registered vessel, the paperwork can be a nightmare, and I would suggest that an agent is essential. For a vessel on private registration you might be able to manage, but again, an agent will take the pain out of the process. Although A1 has operations in Turkey, for more than 20 years I have used Gino Yachting as an agent in Turkey, and it has always taken good care of us. (www.ginogroup.com; e-mail firstname.lastname@example.org.) There are many other agents offering services, but we have had no call to use other services.
This is about as far north as most
See TURKEY, page B19
www.the-triton.com CRUISING GROUNDS: Southwest Turkey
The good cruising starts south and east of Bodrum TURKEY, from page B18 boats venture, as the coast here is not very interesting and good anchorages are few and far between. Kusadasi itself is not exactly a memorable town, but the reason to visit here is to go to Ephesus. Because it is such a famous site, the port of Kusadasi attracts droves of cruise ships. It is not unusual to see eight ships there at a time. The marina is often full and it may take the services of an agent to get space for you. The trip to Ephesus is well worth the effort, though. Anybody with even the mildest interest in antiquity will find it fascinating. There are other ruins and sites in the area, including the house where Mary may (or may not) have stayed when she fled the Holy Land with Paul. He certainly lived in the area when he wrote his bit of the bible, St. Paul’s Letters to the Ephesians.
Heading south, the next important town is Bodrum. There are quite a few nice anchorages in the Korfezi gulf to the north of Bodrum and a large, modern marina at Yalikavak. For me, though, the good cruising starts south and east of Bodrum. Bodrum itself is worth a visit. You can usually find space in the marina, where the staff is unusually helpful and friendly. If there is no room, then in most conditions you can anchor off without problems. The town is full to bursting with carpet shops, souvenir shops, little restaurants to cater to all tastes, and shops brazenly selling counterfeit goods of all sorts. My favorite is one that advertises that it sells “genuine fake Rolex watches.” On the east side of town is the castle of St. Peter. It is a well-preserved castle, but what makes it especially worth a visit is that it is home to a world-class museum of underwater archaeology. A few years ago we were privileged to get a tour behind the scenes, but we have visited several times as ordinary folk and have enjoyed it each time. It’s a must-visit place in my book. There are many small shipyards in the area, mostly building ever more Gulets for the charter trade. There is little that cannot be repaired or made in the area. Beware of trying to have parts shipped into Turkey. Sometimes it works and other times it does not. If you cannot get a part made locally and need to import it, then generally it is much better and quicker to have it sent to Rhodes, and either go with the yacht or on a tourist boat for the day to collect it.
As you begin to work your way east toward Marmaris, you will be spoiled
A view of Bodrum Marina from the castle of St. Peter, which is home to a world-class museum of underwater PHOTO/CAPT. JOHN CAMPBELL archaeology. for choice among the plethora of anchorages. Get a pilot book for the area and begin to browse. One of my favorites is the tiny ancient port of Knidos at the western tip of the Datca peninsula. You have to squeeze in between the ruined breakwaters that guard the entrance. Inside are a couple of rough-and-ready restaurants, but on the north side overlooking the harbour, are the 4th century ruins of the old town. They have not been excavated and have a wonderful remote and wild feel to them. Marmaris itself is the antithesis of Knidos. It is a busy and bustling port visited by a stream of cruise ships. It is more of a place to lay up a boat than to visit, in my opinion. There is a marina in town with a shipyard close by. The marina, called Marmaris Yacht Marine, is a couple of miles out of town. Marmaris probably has more carpet shops per head than any other place on Earth. It is a good place, though, for provisions or repairs, and there are plenty of peaceful anchorages in the bay of Marmaris if the hustle and bustle of town is too much.
Gocek and Fethiye
The bay of Gocek is the undisputed jewel in the cruising crown of southwest Turkey. [Watch for next month’s story for more details on cruising in Gocek.] However, if you are heading eastward to this area, do make a stop off at Dalyan to visit the ancient city of Caunos. The ruins lie up a reed-filled river and are another site worth the visit. Do not take your tender up the river; the locals see it as their preserve and it is how they make a living. They
will get grumpy if you try to go up the river on your own. Anchor off the small island of Delikada, and before the anchor has hit the bottom, you will have several boats offering you trips up the river. It is fun to wend your way through the high, dense reeds, and then suddenly you see the Lycean rock tombs carved in the face of the cliffs. The ruins of Caunos are not spectacular like Ephesus, but the setting is extraordinarily beautiful. Fethiye has developed into a busy industrial town. There is a big marina to the southwest of the town, but there is plenty of room to anchor out as well. It is a good place for provisions or clearing, but not, in my opinion a great place to visit any longer. It has changed a lot from when we first went there 25 years ago. My abiding memory of our first visit was of the market having little more than sheep’s heads on offer; now there are glossy supermarkets that could be anywhere. There is a large Haman, or Turkish bath, in Fethiye and I am sure it too has developed since the “good old days.” In the early days it was famous – or should that be infamous – because for a few years the attendant had a deal with his pal, a barber, who had his shop over the road. When the first tourists came, blonde women were a particular novelty. When a young blond yachtiegirl might come into the Haman, said attendant would whistle across to his pal, who would come in, dressed in his white barber’s coat, and have a bit of a fumble with the poor oblivious girl, who was thinking she was getting a professional massage. I am sure that this has long been stopped and the baths are probably completely safe and reliable now.
For my money it is not worth going east of Kekova, unless you are going somewhere else, or really want to go to Antalya. There is a growing industry of boat building in Antalya, so it could be a good place to get work done. Clearing in or out of Antalya, even if coming from or going to another Turkish port, is a nightmare. Even using an agent, it is time consuming. There is a little old port in the town and parts of the old town around the port are quite interesting, but, in my opinion, not worth the time and trouble to get there. There is a big marina inside the commercial port to the southwest of the town. It is comfortable enough but it all looks a bit run-down and tired, and it is situated in an enormous industrial estate, miles from anywhere. You need a good reason to want to go there. The coast further east is an apparently endless series of beaches and hotels. The beaches look nice enough and I am sure there are many nice hotels, but there are no protected anchorages for many miles. After the delights of Kekova, it is at best a bit of an anticlimax. The coast of Turkey offers some great cruising, some very interesting ancient sites, crystal clear water and more anchorages than you or I will ever have time to visit. Avoid the height of the summer, when it is too hot anyway, and you will have a great cruise. Capt. John Campbell has been yacht captain for more than 20 years and a sailor all life. He is currently in command of the 35m Codecasa M/Y Laymar II. Comments on this story are welcome at email@example.com.
B20 November 2008 CRUISING GROUNDS: Kingston, Jamaica
Orchids are popular aboard yachts in part because they stay beautiful for a PHOTO/Rosemarie Hassen long time.
Yachtless, stew understands how orchids get so pricey By Rosemarie Hassen No, I am not lost, and I have not lost my mind. I am standing in an orchid farm in Jamaica, far from my comfort zone. I’m supposed to be a yachtie, but I’m not working, again. I need to be on a yacht or in a shipyard, otherwise I feel completely lost. Well, there is a hose here, so that helps. The orchids here are international and the blooms, for the most part, are awesome. This orchid I am holding is in a sorry state. It’s nothing like the one on a recent yacht, which took two grown men to get it in the door. The blooms on that one were huge. The owner of this farm, a Mr. Claude Hamilton, is a worldwide judge of orchids, and I’m hoping he can give me the scoop on returning my pitiful plant to a much better state. Hamilton is generous in his morning presentation, as women brought some of their orchids to the doctor for advice. Orchids are aboard most yachts not only for their beauty and class, but because they are sturdy and stay beautiful for a long time onboard. But until this visit to Hamlyn Orchids in Kingston, I had no idea what methods bring them to a cocktail table. Now I know how they get so costly. Things get complicated, as plants go. Dust blows them across countries and the world during pollination. A tour of the farm reveals thousands of milk bottles laying on their sides, filled with the youngest of orchids, tiny green moss-like things. The bottles are sealed with a rubber
stopper and cotton. They contain a gellike substance made from hormones and vitamins that maintain tiny orchid seeds for up to a month. The seeds breathe through the cotton. When the seeds begin to germinate and the moss-like clusters grow to about three inches high, they are transplanted into individual plants. The process to remove them from the milk bottle is by floating the plants and using a wire to pull them out. Orchids can stay in that state for three to four years, except they do not like a lot of water. If they are watered too much, they drown. When on display inside, orchids only need water when they dry out, usually about once a week. Orchids actually grow in charcoal or tree bark, and many species just grow with their roots hanging bare. They love sun, too, despite beliefs that they are too fragile to handle it. Here is a trick to know how much sun they like. Take a piece of paper and hold it to the light where the plant may be going. Place your hand over the paper, if there is a good shadow on the paper, then you know where to put the plant. The colors all around me are beautiful. Because of the variety of colors, sometimes two or three colors in the same bloom, they seem to retain their appeal for a long time. I know I’ll remember my visit to this orchid farm for a long time, too. What did you do this summer? Rosemarie Hassen is a megayacht stewardess. Comments on this story are welcome at firstname.lastname@example.org.
INTERIOR: Stew Cues
Louis Vuitton, Dick Van Lent should create a luxurious fit News of the acquisition of shares of Royal Van Lent, designer and builder of Feadship, by luxury giant LVMH (Louis Vuitton) rocked the boating industry last month. What is up with that? Does this mean that all stewardesses on Feadships will get free Louis Vuitton bags? Not necessarily, but the union of Stew Cues these two giants is Alene Keenan interesting. We all have a lot of exposure to luxury brands in this industry and it is fun to learn a little bit more about them. In the process, we may appreciate them more and understand their value. It seems fitting that the designers and builders of Feadship yachts, each and every one of them an authentic masterpiece, be included here. They, too, are works of art. Luxury as we know it was born during the reign of the Bourbons and Bonapartes in France during the 18th and 19th centuries. Many luxury brands, such as Louis Vuitton, Hermes and Cartier were founded during this time by humble, hardworking artisans who created the most beautiful wares imaginable for the royal court. Louis Vuitton was an artisan who became enormously famous in the world of 19th century aristocracy for his ability to design, manufacture, and pack trunks. In those days people traveled for months at a time with as many as 50 trunks in tow, packed to the hilt with their personal belongings including but not limited to china, furniture and huge expanses of crinolines. (Notice any similarities to yachting?) Louis Vuitton’s packing skills earned him the title of official packer and trunk maker for Napoleon III’s wife, the extravagant Spanish-born empress Eugenie. This was the ultimate seal of approval. The design of Louis Vuitton’s trunks was so popular that it won honors at two World Fairs and was eventually copied and counterfeited. There are several signature designs, but it was Louis’s son Georges who came up with the familiar interlocking LV logo in 1896 in response to counterfeiting. It was registered as a trademark in 1906, thus launching luxury branding. With the fall of monarchy and the rise of industrial fortunes in the mid19th century, the domain of luxury fell to old-moneyed European aristocrats and elite American families such as the Vanderbilts, the Astors, and the Whitneys. More than just a product, true luxury represented a history of
tradition and superior craftsmanship. It was produced in small quantities for an elite and extremely limited clientele. Luxury remained a domain of the wealthy and famous until it fell out of favor during the social and economic changes of the 1960s. In the 1980s, the financial demographic changed again, and as more and more people moved up the social and economic ladder, this newfound success came to be represented once again by the trappings of luxury. The luxury industry changed, in turn making these once rare items available to the newly rich en masse. The average consumer today is more educated and well traveled than generations ago and has developed a taste for the finer things in life. Corporate tycoons and financiers saw the potential of this situation and responded by turning the once-exclusive design houses into “brands” and making them available to a huge social/economic demographic. The old fashion houses were bought or taken over and new, hip designers were hired to resuscitate the dying companies. In addition to the familiar and everpopular LV handbags we all know and love, LVMH today owns more than 50 luxury divisions including a wine and spirits division (Moet-Hennessy), along with fashion and leather goods (Marc Jacobs, Donna Karan and Burberry, to name a few), perfumes and cosmetics (many of your favorites as well as Sephora and Sephora.com), and watches and jewelry (including Tag Heuer and DeBeers Diamonds). It seems fitting that the renowned designers and craftsmen of the Feadship family be added to this roster. Founded 160 years ago, Royal Van Lent designs and builds custom megayachts under the Feadship brand. According to a press release, LVMH intends to work closely with Royal Van Lent’s management team while continuing to develop the company and the Feadship brand. The objective of the acquisition is to consolidate the company’s leadership while maintaining its unique heritage, exclusive positioning and exceptional craftsmanship. Feadship is one of the most prestigious and exclusive brands in the world for motor-yachts measuring over 50 meters. It is interesting to note how many aspects of our work as stews intersect with the many divisions of LVMH, Feadship, and other luxury brands. We are responsible for maintaining the integrity of the masterpieces that are entrusted to our care, and for making sure they receive the TLC they deserve. It is their value and authenticity that sets them apart.
See STEW CUES, page B24
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B22 November 2008 PHOTOGRAPHY: Photo Exposé
What to consider when buying a digital camera Welcome aboard photo enthusiasts. It’s getting on to three years since I began writing this column. The first articles provided essential information on buying a new camera and with the time that has passed you could be in the market for an upgrade. Let’s go and see what your options are. When buying a digital camera, Photo Exposé you have a range James Schot of choices that can seem daunting. Which type of camera do you buy? You have to determine which category of user you fit into, what advantages you want and what disadvantages you are willing to live with. Simple and easy-to-use cameras have the advantage of being just that –simple and easy to use without much thought; you just point, click and hope for the best. This can be compared to a Hail Mary pass in football, at times you may get lucky. One advantage is they will be among the most inexpensive cameras to purchase. The disadvantage – if giving up creative control is not among them – is that these cameras are usually not manufactured to the highest quality standards. They have all-plastic bodies, small chips, poor sensitivity to low light, and the spoiler of missing that special moment due to shutter lag. Shutter lag is the time between pressing the exposure button and the actual moment of exposure. These cameras have a lag time long enough to spoil capturing the expression of a surprised mate, or that split-second ending of a race. But if you are interested in a simple point-and-shoot camera, look into these and similar cameras: Panasonic
DMC LS80 and LS75, Samsung Digimax S760, Canon Powershot A470. The next upgrade is the standardplus digital cameras. You will still have the cheaper plastic bodies and a potential for shutter lag as disadvantages. Positive features include better images quality, not only due to more pixels but better lens construction. You will have controls for setting shutter speeds and apertures. Accessories such as lens converters and underwater housings become available with this upgrade. Of course, the price goes up. If you are interested in this level of camera, check out the Canon Powershot A720 IS, A650 IS, A570 IS, and 590 IS. IS means “image stabilization.” Another style is the pocket camera. Making any camera a true pocket camera adds to its price. These cameras are one inch or slightly less thick to slide into your jeans pocket. They are likely to have a better body made of lightweight metal. Due to the size, control features will be lost, making them similar to the basic point and shoot. Their small size also results in smaller lenses in physical terms, smaller flashes, and having both closer together. This means less resolution quality, less flash light output, and more chances for red eye. If you must have a pocket camera, look into the Fuji Finepix F50fd and the Canon IXUS 90 IS and 85 IS and 80 IS, and the Canon 70. So far, all the options have given us rectangular-shaped cameras. Again, for a bit more in the purchase price you can jump up and own a more stylized digital camera. The size will be slightly larger. Control features continue to be limited, but the picture quality will be
See PHOTO, page B23
PHOTOGRAPHY: Photo ExposĂŠ
SLR models powerful, expensive PHOTO, from page B22
camera, look into the Panasonic DMC FZ8 and FZ18, the Olympus SP-570, the good, the flash will have a better reach, Canon Powershot S5 IS and SX100 IS. the LCD screens slightly larger, the There are advanced versions of the zoom capability remains the standard super zoom digital cameras that offer X3, and all of these cameras come in a higher level of construction and silver metal bodies. lenses designed to overcome the purple For this style, look into the Canon fringing, but there are fewer of these IXUS 970 IS, 960 IS and 860 IS. models to choose from in recent years. For all the boaters out there the The reason is SLR digital cameras have super zoom digital camera will likely become more affordable. seem the most attractive, as out If you are interested in this advanced at sea distances are great. Some of version, consider the Canon Powershot the previous types discussed can G9, the Nikon Coolpix P5100, the Fuji use converter lenses (as these can) Finepix S9600, and the Panasonic DMC to increase LX2. the telephoto The final level capabilities, is the SLR, which Optical zooms are but this means is comparable to a true to the physicalsomething else to traditional 35mm resolving power of the carry, and then level camera, and attach it to your includes (but is lens, whereas digital built-in lens. not limited to) zooms are electronic The results with the Nikon D3 and fabrications, and in converter lenses D300, and the can be satisfactory, Canon 5D and my experience they but my preference EOS-1D Mark 111. look that way, that is to have a more SLR (single is unappealing and versatile built-in lens reflex) means lens. These add-on pixilated. the mirror in the lenses also add on camera that allows costs. you to compose The zoom capabilities are given as your image through the viewfinder 10X, or even today as high as 18X. The pops up when you press the shutter important thing to determine is if this release to expose the image. Therefore, numerical multiplier represents an these cameras (as well as many super optical or digital zoom. Optical zooms zooms) will have viewfinders in are true to the physical-resolving power addition to LCD screens. of the lens, whereas digital zooms These cameras will allow you to are electronic fabrications, and in my change lenses and do just about experience they look that way, that is everything you ask of them. That may unappealing and pixilated. be a disadvantage if you are not an With these zoom capabilities and advanced photographer, and these the standard manual control features cameras are the most expensive. designed along the lines of the If you have any money, this recap of traditional SLR, these digital cameras camera styles should help you get ready are larger in size and heavier. Most all for the gift-giving season. have a flip up flash, which moves them For now, Iâ€™ll take permission to come farther from the parallax of the lens, ashore. meaning no red eye. At near the longest James Schot has been a professional zoom settings I have read that all of photographer for 30 years and owns them suffer from purple fringing of the James Schot Gallery and Photo Studio. image taken, and this would have to be Comments on this column are welcome removed with digital software. at email@example.com. If you are interested in this range of
B24 November 2008 IN THE STARS
Double Cluster in Perseus is about 7,500 light years away By Jack Horkheimer Although I usually talk about bright, easy-to-find objects in the night sky, every once in a while I like to entice you to look for less bright and less obvious objects that have hidden beauty. Such is the case this month with two tiny clouds that have been admired and written about more than 4,000 years ago. On any night in November between 8 and 10 p.m., face north where you will see five bright stars which, if connected by lines, trace out a
slightly squashed out M. This is the constellation Cassiopeia. Just off to her right is a rather free-form shape of stars named for the ancient hero of Greek mythology, Perseus. Now off to the right of Perseus is perhaps the most famous cluster of stars, The Pleiades, although most people refer to it as the Seven Sisters. But there are two dimmer clusters of stars that most people pay little attention to. Look for them when there is no Moon out. Simply look between Cassiopeia and Perseus and they’ll look like two tiny faint clouds. The farther
you are from city lights the brighter they will appear. If you look at them through a pair of binoculars or a small telescope you will see that there are dozens of stars in each cluster looking very much like the Seven Sisters. In fact they are the same kind of cluster. The only reason they look different to the naked eye is because they are almost 20 times farther away, about 7,500 light years away compared to the 400 light years distance of The Pleiades. This group is simply called the Double Cluster in Perseus. And there are at least 300 to
400 stars in each cluster many of which are great blazing supergiants of almost unimaginable brilliance, thousands of times larger than our own Sun.
Venus, Jupier dance
On Monday, Nov. 10, at one hour after sunset, face southwest. Those two super bright things in the sky will be 8,000-mile-wide Venus and, up to its left but not quite as bright, 88,000mile-wide Jupiter. Watch them get closer every single night for the rest of the month when they will be super close to each other. They will be joined by an exquisite three-day-old crescent Moon complete with earthshine, which will look like a grayish-black full Moon nestled within the crescent. But it gets even better. On the first day of December, a slightly fatter crescent Moon complete with earthshine will have moved just up past Venus and Jupiter and will be even closer to them forming a trio of the three brightest objects we can ever see in the night time sky. 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.
Terrorists profit from counterfeiting STEW CUES, from page B21 On that note, the International Trade Commission estimates global losses from counterfeiting and piracy well in excess of $200 billion annually. Loss of tax revenue is substantial as well. Perhaps the most disturbing fact is this: One of the three main sources of income supporting international terrorism is profits gained from counterfeiting. It’s hard to believe that an innocent little purchase could be connected to anything so sinister, but maybe we should think twice before we knowingly buy – or encourage others to buy – counterfeits. Alene Keenan has been a megayacht stewardess for 16 years. She is the founder of Stewardess Solutions, which offers training and consulting for stewardesses to improve their jobs and careers. Contact her through www. stewardesssolutions.com. Comments on this column are welcome at editorial@ the-triton.com.
CALENDAR OF EVENTS
Fort Lauderdale International Film Festival kicks off November Through Nov. 12 23rd annual Ft.
Lauderdale International Film Festival, the longest film festival in the world and one of the most important regional shows in the United States. More than 200 films (including 60 feature films) are shown at various locations and times. www.fliff.com
Through Nov. 3 49th Fort Lauderdale International Boat Show, Ft. Lauderdale. The industry’s largest boat show, both in terms of space (with more than 3 million square feet of in-water and exhibition space at six marinas and in the convention center) and attendees. www.showmanagement.com
Nov. 2 Sunday Jazz Brunch, Ft.
Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov
Nov. 5 The Triton’s monthly
networking event (the first Wednesday of every month from 6-8 p.m.) with BWA Yachting in Ft. Lauderdale. Join us at Briny’s Irish Pub on the New River at Andrews Avenue (just across the river and a little west from our big boat show party). No RSVP necessary. For more about BWA and its South Florida director Donna Bradbury, see page C3.
Miami-Dade Community College. 305237-3258 www.miamibookfair.com
EVENT OF MONTH Nov. 14, 7:30 p.m. Fort Yachtie-Da International Film Festival Organized by Crew Unlimited and C U Yacht Charters, this is the industry’s first film festival of short films shot by yacht captains and crew. Submission deadline has passed but judging continues through Nov. 5 in these categories: Best Talent/Drama Video, Best Comedy, Most Extreme, and Best Picture. All crew registered with Crew Unlimited can vote. Winning films will be shown at this “yachtie black tie” event at Cinema Paradiso in Ft. Lauderdale. Winners receive cash prizes and an “Oscar.” For more information and an invitation, visit www. crewunlimited.com/yachtie_da_film.asp or call 954-462-4624.
Society Boat Show, Village Cay Marina, Tortola. www.bvicrewedyachts.com
Exhibition Center. More than 1,600 indirect exhibitors. Includes BCN Dive, a dive show. +34 93 233 2363, www. salonnautico.com.
Nov. 6 The Triton Bridge luncheon,
Nov. 9-16 25th annual Miami Book
Nov. 5-8 27th annual BVI Charteryacht
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active captains only. RSVP to Editor Lucy Reed at firstname.lastname@example.org or 954-525-0029. Space is limited to eight.
Nov. 8-16 47th annual Barcelona
International Boat Show, Gran Via
Fair International, the largest in the country with more than 300 authors and a half million visitors. (Street fair is Nov. 14-16.) This year’s guest authors include Joyce Carol Oates, Peter Matthiessen, Frank McCourt, Campbell McGrath, Art Spiegelman, and Scott Turow. On the streets surrounding
Nov. 10-12 34th annual VICL
Charteryacht Show, Yacht Haven Grande, St. Thomas. www.vicl.org
Nov. 13-15 ShowBoats International magazine’s Yacht Rendezvous at Rybovich in northern West Palm Beach to benefit Boys & Girls Club of Broward County. 954-563-2822, www. yachtrendezvous.com
Nov. 15-16 Florida Dive Show, South
Florida Fair Grounds, West Palm Beach. www.floridadiveshow.com
Nov. 17-20 Global Superyacht Forum,
formerly known as Project, Amsterdam, The Netherlands. Hosted by The Yacht Report. 1,050 euros. www.synfo.com
Nov. 18-20 21st annual Marine
Equipment Trade Show (METS), Amsterdam, The Netherlands. For trade only. More than 1,000 exhibitors expected. www.metstrade.com
Dec. 3-5 International WorkBoat Show, New Orleans. 1,000 exhibitors targeting people and businesses who work on coastal, inland and offshore waters.
See CALENDAR, page C26
B26 November 2008 CALENDAR OF EVENTS
Fort Lauderdale International Boat Show The 49th Fort Lauderdale International Boat Show (Oct. 30-Nov. 2) draws hundreds of thousands of people from all over the world. Here’s a list of some events before, during and after the show. Check out www.the-triton.com for more.
Oct. 28 (Tuesday) Crew4Crew hosts a
grand opening party at its new offices behind Waxy’s. The party will spill over into Waxy’s so be prepared. www.Crew4Yachts.net
Oct. 29 (Wednesday) National
Marine Suppliers’ Lauderdale Poker Run to benefit the Boys and Girls Clubs of Broward County. Online registration required. www.yachtbikeriders.com
Oct. 31 (Friday) International
Superyacht Society Crew Training Seminars & Luncheon, 10 a.m.-3 p.m., Bahia Mar Ballroom. Free and open to all. 954-525-6625 Morning seminars are from 10 a.m.noon (choose one): “World Cruising” presented by famed international sailor Jimmy Cornell; or “Introduction to Yachting & the Marine Industry” presented by Kristen CavallininSoothill of American Yacht Institute. Pre-registered attendees receive a complimentary lunch. Afternoon sessions are from 1-3 p.m. (choose one): “World Cruising” presented by famed international sailor Jimmy Cornell; or “Business Etiquette & Presenting Yourself for Interview” presented by Martha Galvez, a trainer with the Protocol School of Washington.
Oct. 31 (Friday) Perfect Setting
Tabletop Challenge, a competition to recognize the artistry and imagination of interior staff of megayachts. Presented by Yacht Next and sponsored
by The Sacks Group, Lalique Crystal, The Grateful Palate, Fine Wines, and Dessage Salon & Spa. Judging will occur from 10 a.m. to 3 p.m., with an awards ceremony at 6 p.m. at The Sacks Group tent on Las Olas Docks. www.perfectsettingchallenge.com for information and to register.
Oct. 31 (Friday) U.S. Superyacht
Association Captains Briefing with federal-level officials from the U.S. Coast Guard, Customs & Border Protection and Department of State. 5 p.m. Invitation only, in the Seabreeze Room at Bahia Mar, site of the Captains’ Hideout. www.ussuperyacht. com, 954-927-1085
Nov. 1 (Saturday) Annual National
Marine Suppliers client and crew party. Invited guests only; register online. 6:30-midnight. www.nationalmarine.com
Nov. 10 (Monday) The Triton’s job
fair and crew show, noon-7 p.m. at Bahia Mar. Open to anyone looking for work in the yachting industry, any yacht captain or business owner looking to hire, and any company looking to promote their product or service to yacht crew. We expect to have representatives from the major yachting industry schools, placement agencies, brokerages and business community there, as well as veteran yacht captains giving 20-minute presentations on everything from powerful resumes to winning attitudes. www.the-triton.com
Dec. 13: Ft. Lauderdale boat parade CALENDAR, from page C25 www.workboatshow.com
Dec. 4-9 47th annual Antigua Charter
Yacht Show, Antigua, in Falmouth and English harbors. More than 60 yachts already registered by mid-September. www.antiguayachtshow.com. 2009 dates: Dec. 7-12
Dec. 6-9 5th annual St. Maarten
charter show in Simpson Bay. This is the second show since being taken over by the Mediterranean Yacht Brokers Association. Still produced by the St. Maarten Marine Trades Association. More than 40 yachts registered by midOctober. www.mybacaribbeanshow. com. 2009 dates: Dec. 6-9
Dec. 13 37th annual Winterfest Boat
Parade on the Intracoastal Waterway from the New River in Ft. Lauderdale to Lake Santa Barbara in Pompano Beach. The theme this year is “Rocking the
MAKING PLANS Dec. 7, just after sunrise Ft. Lauderdale beach
The Triton’s second Beach Clean Up & Play Day. Meet us on the beach for a half-hour trash clean up and then stay to play in the water, paddle kayaks and canoes, enjoy coffee and, yes, network. It’s what we do. No RSVP. Watch your e-mail or call us for more information as the date draws near. 954-525-0029.
Night Aweigh.” Entry fees start at $35. 954-767-0686, www.winterfestparade. com
Feb. 12-16 21st annual Yacht and
Brokerage Show, Miami. The inwater show held in tandem with the Miami International Boat Show in the Intracoastal Waterway. Free. www. showmanagement.com
John Vergo of SuperYacht Support lugged his Triton from Ft. Lauderdale to Mount Rushmore in South Dakota this summer as part of a 5,500-mile motorcycle adventure in Americaâ€™s Midwest. Read more about his trip with Stewardess Kim Loughlin on page A28. Bosun Scott McClain snapped a few Triton spotters this year, working with the crews of the twin Burgers called Areti. Below is the delivery crew on Areti II with their December 2007 Triton during the one and only time the two yachts were together near St. Augustine, Fla. Later that spring in the wheelhouse are, from left, Areti I First Officer Benjamin Gass, Chief Stewardess Jessica Mamboro and Capt. David Gaskins, who borrowed this copy from a neighboring boat. PHOTOS/SCOTT McCAIN
Where have you and your Triton been lately? Send photos to email@example.com. If we print yours, you get a T-shirt.
Investing in oil, gas
Photos from Kemplon.
BWA Yachting on Nov. 5.
Help your body help you.
Opportunities are there.
Making use of the food you have
COPYRIGHT BenJAmin Haas; IMAGE FROM BIGSTOCKPHOTO.COM
Will U.S. election impact careers? Despite the nationality-limiting nature of the American election process, nearly all international yacht crew surveyed last month not only know who is running for U.S. president, but had a preference on who should win. Yacht crew were split, however, on whether they thought the outcome of America’s presidential contest would have any impact on their career. “Whoever wins, real change will happen in this country,” said a Kiwi captain with an American boss. “Wall Street has ensured that for all of us. The rest is unimportant by comparison.” Ninety-eight percent of the 159 megayacht captains and crew who took
Story by Lucy Chabot Reed Statistics by Lawrence Hollyfield
Who would you vote for? We didn’t ask megayacht crew who they would vote for in this survey, focusing instead on whether the industry cares at all. But that doesn’t mean we’re not interested. We’re holding a mock yachtie election. Visit www.the-triton.com and click on the Vote Here button to cast your ballot for U.S. president. Results will be posted online Nov. 5.
our survey know who is running for president of the United States, and 85 percent of them had a preference on who should win. “If McCain wins, I believe the yachting industry will be in good shape,” said an American owner with an American boss. “If Obama wins we
are in trouble as we depend on small business and the stock market, which will be in trouble.” “Obama will lead the USA into a more relaxed state with our relations with the rest of the world,” said an American captain with an American owner. “Thus, cruising will be smoother.” Yet captains and crew were relatively split on whether the outcome would impact either their immediate job or their long-term career. Crew were polled online through an e-mail invitation and on the docks at the Monaco Yacht Show in September. “How the country’s current economic issues are dealt with will definitely affect yachting and, as a result, my career,” said an American
See SURVEY, page C12
A woman from a large co-op farm/ organization read one of my columns online recently and wrote in asking for advice on how to handle food waste and cost. The farm was wasting food and not using what it had grown to its fullest. And she wanted tips on how to provision more precisely. I got that letter at about the same Culinary Waves time that I made Mary Beth my annual trip to Lawton Johnson Italy and visited a sustainable, eco-friendly farm. That farm can be a working model for not only that reader but for us yachties onboard by showing us how to use what we have. Todi Castle is an 11th century castle in Umbria, Italy (www.todicastle.com). The owner, Mario Santoro, states that the castle is completely self-sufficient. It has a restaurant and a farm where they raise heritage pigs, poultry, venison and goat (to name a few) as well as olive groves for olive oil and olives, a winery for bottling their own wines, and fruit and vegetable gardens. The restaurant has set menus thereby not requiring too much food on hand. They cook only what is needed for the guests. If their gathered product is not used entirely for a specific meal, it is either served again in a different dish, fed to the animals or turned into fertilizer. So how does this relate to us as yacht chefs? Simple. Even though we are not farms, we still have the capacity to function in a sustainable way by using our products onboard that can be used in different ways, until it is used up. By sustainable, I mean using what See WAVES, page C16
C November 2008 NETWORKING LAST MONTH: Kemplon Marine
ore than 200 captains, crew and industry folks gathered at Kemplon Marine Engineering on the first Wednesday in October to network with us. There was tasty barbecue, some adult beverages and even a chief stewardess (Jodi Petty, top right) registering people to vote in this monthâ€™s U.S. presidential election. See what you miss when you skip Triton events? Make plans to join us next month (see more details on the next page).
Photos by Capt. Tom Serio
NETWORKING THIS MONTH: BWA Yachting
Same role for Bradbury, new name for company: BWA Yachting We take a break this month to welcome back Donna Bradbury, gracious sponsor of one of our networking events last fall when her company was known as Blue Water Alliance. This year, the name of the Switzerland-based, worldwide agency has changed, there’s a new logo, and Bradbury a new marketing efforts afoot. We’re happy to help re-introduce BWA Yachting to the yachting industry at our November networking event on Nov. 5 from 6-8 p.m. at Briny’s Irish Pub on the New River at Andrews Avenue in Ft. Lauderdale (site of our fabulous spring party). Q: Tell us about the switch to BWA Yachting. Our company has evolved tremendously in the past few years. Our name Blue Water Alliance was changed to BWA Yachting this year to simplify our image and distinguish our company to the yachting community. Our offices have recently made the move and changed their names from A1JLT to BWA Yachting. Q: And you? Any change in your role?
Nope. I continue to manage our U.S., Caribbean, and Bahamas operations from my Ft. Lauderdale office in Lauderdale Marine Center. This summer, I was on assignment in our office in Lugano, Switzerland, working with yachts in the Med. This was a great opportunity for me to gain more knowledge about the Med and get first-hand exposure to some of our locations, and I got to do support for the crossings as well. My summer experience is going to be valuable in itinerary planning for the 2009 season. I did miss The Triton’s networking events, but I read The Triton online every month to keep up to date. Q: What kind of services does BWA Yachting provide? BWA Yachting offers full agency services to yachts. We take care of everything from start to finish, from planning to implementation of every aspect of the trip. The services include berthing reservations, itinerary planning, clearance and formalities, bunkering technical services and support, customs and immigration services, travel and transportation, excursions, hotel and restaurant reservations, helicopter and jet rental, fresh provisions, supplies, courier service, freight handling, banking transactions, VIP concierge service and on-board entertainment.
Q: Captains don’t usually use ships agents in the United States. Should they? I have provided a variety of services to yachts in the United States, including customs clearance, transportation, flights, yard arrangements and quotations, and visa arrangements (prior to arrival). One captain told me he wanted his crew to have time off, get their training and take additional training if they want. He also wanted them to have time off to refresh for the next season. Having a yacht agent handle this perhaps “small” stuff allows captains to better use crew’s time. We know details of registering tenders, for example, and can get right to the source that many captains might not be aware of. It is really being efficient with both a captain’s time and that of his/her crew. Q: Tell us a funny story about your past year helping Captains and crew accomplish all they have to do. One of our clients in Europe was desperate for a part. (Sound familiar?) The part could be sourced easily from the United States but not in two days, which is all the time we had as the owner and family were arriving. As I got down to the last two possibilities in Europe, we found the part. But even with the fastest courier, it would take four days. The only way to make it in two days was to collect and
deliver the part ourselves. We calculated the cost, arranged to take one of our staff out of the office for nearly a day and a half, and got the captain’s OK. For our office to be short staffed for even a day and a half during peak season is like a captain being without an engineer. But off our staff member went to meet the courier on the expressway where they proceeded to run across the expressway on foot to pass the part to the courier, which then was off toward the coast, onto the ferry and to the vessel’s engineer who worked his magic and got the repair done. Year after year I think I have heard it all, but with each season these “do what?” situations continue. I am never surprised at how resourceful and creative captains are with these “how in the world can we pull this off ” scenarios, but in the end there are many great team-work success stories. As yachting agents, we feel that same sigh of relief when it is all said and done. We all seem to laugh and shake our heads in the end. It is great to meet with a captain or crew member I haven’t seen in a while and have our conversations go right into, “Do you remember that part escapade?” Our job is “service” and believe me, there are a lot of personal rewards in this side of the business.
C November 2008 LIFE AFTER YACHTING
Family plans led Booysen to become a yacht broker By Julianne L. Hammond John Booysen is a yacht broker at Merrill Stevens in Ft. Lauderdale, with eight years in this challenging field. Prior to joining MS, he worked at Allied Richard Bertram. When asked how he found his way to this career, he gives his characteristic broad grin and responds, “the honeymoon was called off.” Now I am curious. Booysen had been a megayacht captain and mate for several years when he met and married flight attendant Kelly Macrum. In the face of his captain’s duties – sea trial and survey for the yacht’s impending sale – he had to cancel their honeymoon Although John Booysen was trip: two weeks in South Africa. born into a sailing family and had The ensuing plans to have a family Optimist Class experience early, he contributed to his decision to change also spent plenty of time working careers. Seeking one that would on his family’s 400-head dairy farm keep him involved in yachting, he in the Port Alfred area of South accepted an invitation to work with PHOTO/JULIANNE L. HAMMOND Africa. broker Charles Irwin. This allowed him to capitalize on his previous sales experience (in the insurance field), his an engineering job on M/Y Bubba Too, knowledge of yachts and their owners, a 156-foot Broward. Like many of us, he his competitiveness, and his genial left this yacht when it sold and the new affability. program held little excitement for him. He eventually became captain on the Booysen grew up working on his family’s 400-head dairy farm in the Port 80-foot Hatteras M/Y Evangeline. Being a yacht broker “is a great and Alfred area of South Africa, milking rewarding career, but it is not an easy cows as a child and taking his turn at management in his late teens. He was a ride,” Booysen said. A person must have an abiding passion for yachting, he rescue diver in the volunteer National said, a high degree of self-motivation, Sea Rescue Institute in Cape Town in and enjoy the his university days. social aspects of He worked two Being a yacht sales. years as a financial broker “is a great and His current sales consultant work is “not a for Liberty rewarding career, but real job,” he said. Life Insurance it is not an easy ride,” As a broker, he company in South Booysen said. A person creates his own Africa. opportunities must have an abiding Born to a sailing and goals, sets family, Booysen passion for yachting, his own course raced Optimist he said, a high degree to achievement, Class – “bathtubs,” of self-motivation, and wears a casual he called them uniform, spends – when he was 8. enjoy the social aspects time on the ocean, He lengthened his of sales. has extensive abilities in Lazer time with his and Hobie Cat children (Blake, competitions as 5, and Taylor, 3), and rides the waves he matured. He also sailed in several of the economic seas with humor and trans-Atlantic courses in the racing determination. cruiser class, notably the Cape Town In addition to his sales record to Rio run, and several regattas around Booysen is proud of the Captains Golf Cape Town. As a result he held an RYA Invitational tournament, co-developed Yachtmaster Offshore certification by with Wes Sanford. The fifth annual age 22. tournament took place in October in On a youthful whim Booysen sold South Florida. his personal belongings and delivered a 60-foot catamaran from Cape Town Julianne L. Hammond is a chef/mate on to Nassau, Bahamas, and eventually to megayachts. Do you know someone who Aruba. Traveling to Ft. Lauderdale, he has made a successful transition from found a daywork. yachting to another career? Let us know In 1997 he got a chance to prove at firstname.lastname@example.org. himself in full-time work when he took
C November 2008 NUTRITION: Take It In
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Beneficial bacteria. Sounds like More recently, probiotics have been an oxymoron, right? But, some foods linked to reducing the development of contain key microorganisms that serve certain allergies. up a health benefit. More specifically, there’s encouraging research that probiotics Probiotics has may help to: been a buzzword l Treat diarrhea, especially following for a couple of treatment with certain antibiotics; years. You see the l Prevent and treat vaginal yeast word more and infections and urinary tract infections; more splashed l Treat irritable bowel syndrome; across the labels l Reduce bladder cancer recurrence; of foods such as l Shorten the duration of intestinal yogurts, granola infections; bars, cereals Take It In l Prevent and treat inflammation and juices at the Carol Bareuther supermarket. following colon surgery; l Prevent eczema in children. However, defining just what probiotics is Should you take probiotics? hasn’t been easy. While we know that Probiotics are generally considered antibiotics are substances used against safe as they represent bacteria that bacteria, probiotics aren’t substances are already present in the normal gut. used for the benefit of bacteria. Rather, the word describes microorganisms we There is, however, a theoretical risk for people with impaired immune function ingest by mouth. as you are indeed ingesting bacteria. The World Health Organization The biggest confusion comes when has made one of the best stabs at trying to choose which probiotics a definition: live microorganisms to add to your diet. In order to reap which, when administered in adequate amounts, confer a health benefit on the health benefits, you need to consume an adequate level of viable beneficial host. bacteria. Unfortunately, many foods Probiotics are the “good” or and supplements that say they contain “friendly bacteria” found in certain probiotics don’t indicate the level and foods and dietary supplements. Most kind. of these bacteria – including the two In the United States, most probiotics main groups, are sold as dietary Lactobacillus and supplements. Bifidobacterium Gut bacteria also These – are similar to allow vitamins to be supplements those naturally don’t undergo found in our broken down and testing and intestinal tracts or digested and for dietary the approval process guts. fiber and carbohydrates that drugs do, The gut is the so there’s no to be partially digested. place to start in guarantee that the understanding In simple terms, if our types of bacteria just what role guts and the microflora listed on the label probiotics play in are what you want. in our guts are healthy, overall health. It is The best bet, microorganisms so are we. and the bottom that are key to line then, is maintaining a this: Although healthy gut. These benefits can vary depending on the microflora help the intestinal tract act type and amount of probiotic foods you as an effective barrier to toxins and consume each day, health experts agree pathogens – in other words, foreign that consuming some of these foods on bacteria and viruses. a regular basis is beneficial. Gut bacteria also allow vitamins to It’s especially helpful if you’re trying be broken down and digested and for to treat one of the maladies mentioned dietary fiber and carbohydrates to be above. partially digested. In simple terms, if That means the next time your our guts and the microflora in our guts tummy gets rumbly after a course of are healthy, so are we. antibiotic treatment, spoon into a Eating probiotics, particularly probiotic-containing yogurt and look certain species of Lactobacilli and Bifidobacteria, can help to increase the forward to relief. number of helpful bacteria and reduce Carol Bareuther is a registered dietitian the growth of harmful bacteria in the and a regular contributor to The Triton. gut. Consuming probiotics can also Comments on this column are welcome modify the gut’s immune response and at email@example.com. improve its barrier function.
C November 2008 ONBOARD COMMUNICATIONS: SitComm
New column: Onboard Communications
Spending 24/7 with your shipmates inevitably turns up personalities and conflicts that can make working on yachts less fun than it should be. In this new column, Stewardess Rachel Shapiro helps fellow yacht crew take charge of situations and communicate in positive and empowering ways. It’s all about situational communication. Let us know what you think.
Stress? It’s often our reaction – not other people’s actions It was Day 6 of a seven-day charter and I was dusting the salon, debating whether to take some Advil for the pounding headache I’d had for a couple of days. I decided not to because I didn’t want to run into the chef; I was still angry that he snapped at me the night before for not getting the plates out to the table fast enough. SitComm I also didn’t Rachel Shapiro want to run into the deckhand because I might just tell him what I think of his inability to get his laundry to me on time. In fact, I didn’t want to bump into anyone. No matter who I saw, all I heard in my head were my complaints about what that person had done or not done. I was grumpy. I didn’t want to work with people who were so inconsiderate. And by golly, I was right, and they were wrong. Suddenly, I caught a glimpse of my face in the mirror and what I saw surprised me. I looked sullen and unhappy. I looked tired and frustrated. In that moment, I realized I’d been reliving all the “injustices” of the past week over and over in my head, and it had become harder and harder to be gracious and accommodating. I love being of service to others and sharing my talents and abilities. But when I feel disgruntled, that doesn’t come through. When I’m grumpy, all people experience with me – regardless of the words that come out of my mouth – is my overriding sense of displeasure. It’s visible in the way I hold my head, the look in my eyes, and in the tone of my voice. I decided I wanted my joy back. So I started looking at what was “causing” me to be unhappy. As I looked, I saw that the cause of my unhappiness wasn’t what people did or said; it was my reaction to what they did or said, and my inability to not take it personally. So what if the chef snapped at me? He had just spent a full day crafting a meal that he was proud of and he wanted the guests to have the best experience of it they could. I remembered that the day the
deckhand forgot to give me his laundry was the day we got into port at 7 a.m. after running all night so we could get the guests to their rendezvous on time. He’d stood watch while I slept and he must have been tired. Then I thought about the times that week that I snapped at someone (I should apologize to the second stew for snapping about the toilet paper), or changed my mind at the last minute (I owe the mate an apology, too, for moving the soda around because I couldn’t make up my mind), or forgotten to honor a request (I owe the chef an apology, too, after I forgot to get the platters he asked for at lunch). Seeing myself in other people allowed me to let go of my judgments of them and get back to what’s important: enjoying my job and sharing my enjoyment with everyone I come in contact with. I choose to be happy rather than self-righteous. I choose to be generous and see things from the other person’s perspective rather than be stuck in mine. My body relaxed, the headache I’d had for three days began to fade, and the smile came back on my face. I am responsible for how I feel and act. I give up making other people wrong and realize that they are human and were probably not even aware of how their words or actions affected me. All that was left for me to do now was have a chat with the people that I had snapped at or let down and let them know that I hadn’t meant to be inconsiderate or rude, and they could count on me to be more aware of my behavior and choices in the future. As I turned to make my way down to the guest area for turn down, I looked out the window and saw the sun setting over a white sand beach and my face lit up as I remembered how lucky I am to work on a yacht and how much there is to enjoy about my job. Rachel Shapiro has worked on yachts more than 10 years. She now works to bring a more holistic approach to yachting with the Integrous line of allnatural cleaning products, and crew placement and seminars through Hands Om Crew. Contact her at +1-954465-6320. Comments on this column are welcome at firstname.lastname@example.org.
C10 November 2008 PERSONAL FINANCE: Yachting Capital
Don’t whine about oil, gas; consider investing in them Many who read my monthly column know I preach a lot about diversification and long-term investing. Another mantra is to have your money in multiple buckets of investments. By using this investment strategy, you reduce your exposure to risk. When you Yachting Capital sit down with a financial adviser Mark A. Cline you want to make sure they have as many financial options as possible. This month I would like to pass on information about an investment most people are not aware is readily available: oil and gas. One option is to invest in oil and gas through mutual funds. Many funds specialize in oil and gas projects, typically large ones. One advantage is that your money can be more liquid in a mutual fund than investing directly into an oil project. Another advantage is that you don’t typically need a major investment to get involved. Mutual funds, however, do not have any specific tax advantages. Another option is to invest directly in projects with some of the major oil and gas companies. The drawback is that sometimes you invest in only one project. If that one project comes up a dry hole, it can mean a major loss. Be careful when doing this type of investment as some of the major companies may take your money for a project but then choose not to drill. You do not receive royalty checks until oil is pumping and going to market. If the company chooses not to drill, you have no say in it. It could be a matter of years before you see a return so understand your investment options. Another thing to be aware of with these investments is how the deal is structured. As with any other purchase, understand if there is a middle man. Many oil and gas investments are put together as a limited liability corporation (LLC) and have a Private Placement Memorandum (PPM) that lays out project terms. Read what you sign. You need to understand how the deal is put together to determine if it fits your needs. There are advantages to investing in medium-sized oil and gas companies that are running the projects. They have the means to negotiate better with all the contractors involved. They typically purchase used equipment from the larger oil companies instead of buying new. If you can, deal directly through a broker dealer that underwrote the
project. Typically, a broker dealer will underwrite the LLC and offer it to clients. If they cannot sell all the shares then they offer it to other broker dealers. If you deal with that broker dealer, they are the middle man and you get less profit. You may have an option to get involved in a partnership of multiple wells. This reduces the chances of you losing your investment in a dry hole as you are diversified. As a side note, some wells are purchased and then re-modified and managed to pump more efficiently to give an immediate income stream in the multi-well portfolio scenario. The wells that are drilled have been researched and analyzed by geologists, etc. With technology today, while it is not guaranteed, it’s fairly certain they will hit something. Potential returns are calculated differently than stocks or other investments. For example, if you invest $100,000 and the expected return is “3x5”, you should expect to get $300,000 back in royalty checks over the next five years. However these checks will actually continue as long as the wells keep pumping. These checks will typically come on a monthly basis. This may be a good source of future income or an additional opportunity to reinvest into another project. The oil and gas experts say that wells that project less than two times pay out are not worth getting involved in. An oil and gas investment might work well for you if you expect to owe a lot of taxes in a specific year. Often a CPA might recommend you go buy a Mercedes or some other piece of equipment that you can write off. The challenge with that is that cars and equipment are depreciating assets. An alternative would be to invest in an oil and gas program and then deduct up to 75 percent of that investment off your ordinary income into a potential appreciating asset in the first year. This deduction is called IDC or Intangible Drilling Cost. In other words, with your $100,000 investment, $75,000 would be deducted off income the year of investment thus reducing your tax bill. As always do your due diligence and talk to your financial & CPA adviser to make sure this or any kind of investment is the right fit for your needs. 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. clinefinancial.net.
C12 November 2008 TRITON SURVEY: Will the U.S. election impact yachting?
‘Barely rich will have to unload’ yachts
Do you know who is running for president of the United States? No – 2%
Do you have a preference who wins?
No – 15%
SURVEY, from page C1 chief stewardess with a Malaysian boss. “If we keep hammering on and villainizing the movers and shakers, the pillars of large and small business, they will continue to crumble and drift away,” said an American captain with an American boss. “Among the flotsam and jetsam will be large chunks of the yachting industry with our jobs clinging to the sides.” “The barely rich will have to unload their yachts or cut back on crew while the super rich will not be as affected,” said an American stewardess with a British owner. We crunched the numbers a little to find out who these crew were. Of those captains and crew with a non-U.S. boss, 43 percent thought the outcome would impact their job and career; of those with a U.S. boss, exactly half did. While the boss’ nationality does play a part on a perceived impact, crew nationality plays a larger part. Of U.S. crew with a U.S. boss, 54 percent thought the election would impact their jobs and careers. The next strongest group was U.S crew with non-U.S. bosses, 50 percent of whom thought the outcome would impact their jobs and careers. That surprised us a little. We would have thought U.S. owners would be more impacted by the outcome of the election, in turn impacting their yachts, regardless of where the crew come from. Perhaps U.S. crew are simply more aware of the process.
See SURVEY, page C13
Yes – 98%
If you are an American, will you vote?
Yes – 85%
Do you think your guy WILL win?
No – 6% No – 23%
Yes – 77% Yes – 94%
TRITON SURVEY: Will the U.S. election impact yachting?
Do you think the outcome of the election – whoever wins – will impact your career or yachting in general?
By nationalities: Do you think the outcome of the election – whoever wins – will impact your career or yachting in general?
50% No – 51% Avg. tenure 13.4 years
Yes – 49% Avg. tenure 15.9 years
U.S. boss, U.S.crew
By years in yachting: Do you think the outcome of the election – whoever wins – will impact your career or yachting in general?
Other 6.6% 68% War – 10.5% 56% 44% 39%
Economy – 80.9%
Captain fears ‘redistribution of wealth’ SURVEY, from page C12
Non-U.S. boss, Non-U.S. boss, U.S. boss, non-U.S. crew non-U.S.crew U.S.crew
What is the most important issue in the U.S. election? Education – 1.3% Health – .7%
The partnership that believed it was the least impacted were non-U.S. crew with non-U.S. bosses. Only 39 percent of that group thought the outcome of the U.S. election would impact them. “The outcome won’t necessarily impact my position on this boat, but it will impact what direction I will go in the industry,” said an American deckhand with an American owner. We also asked about longevity in this survey, curious to see if more careerminded yacht crew might see the impacts as more immediate. We were right. Nearly 70 percent of captains and crew in the yachting industry more than 30 years thought their jobs or careers would be impacted by the outcome of the election. Fifty-six percent of crew in yachting 20-30 years believed it would impact them, and just 38 percent of captains and crew in yachting 10-19 years thought so. “There will be a redistribution of wealth,” said an American captain in the industry 21 years. “The outcome will impact the fleet in general. The owner is more bulletproof in general. But overall, I think yachting will suffer.” Forty-four percent of captains and crew in yachting less than 10 years thought the election would impact them, a slight deviation from the trend for longer-term crew. Perhaps that has more to do with the reality that yacht owners of the past 10 years may have found their wealth in the stock market.
See SURVEY, page C14
C14 November 2008 TRITON SURVEY: Will the U.S. election impact yachting?
One captain’s harsh forecast includes ‘minimum crew status’ SURVEY, from page C13
While we did not ask who they might vote for (we saved that gem for our mock yachtie election) we did ask captains and crew if they had an opinion on who should win. Far and away, American crew voiced the strongest opinions. Of U.S. crew surveyed, 93 percent expressed a preference, followed by Canadian crew (89 percent had preference), South Africans and New Zealanders (80 percent of each nationality had a preference), crew from the UK (63 percent had a preference) and Australians (60 percent had a preference). Not only was crew nationality an issue, but the boss’s nationality, too. Of crew with a U.S. boss, 89 percent said they had a preference who won. Of crew with a non-U.S. boss, 76 percent expressed a preference. “If the Democrats win, the economy will be in better shape, which directly affects the discretionary income of yacht owners,” said an American captain with an American owner. “As our deficit grows and the market value of many businesses drops, this will affect how some of these owners use their yachts,” said an American captain with an American owner. “We will probably see about 5-10 percent of the megayachts go to a minimum crew status until the business/financial status of many of these yacht owners improves. I also believe we will see about 10 percent of owners with new builds walk away from their builds, mostly in the less than the 130-foot range.” We crunched those preference
numbers another way, too: by position. The results showed that the more responsibility a crew member had, the more likely he/she was to have a preference. Of captains, 90 percent had a preference on who won, followed by first officers (88 percent had a preference), chief stews and stews (85 percent), chefs (80 percent), chief engineers and engineers (67 percent), second officers (67 percent) and deck crew (50 percent). Again, captains and crew in yachting longer tended to care more. Those who expressed a preference were in yachting an average of 17 years, versus 11 years for those who didn’t think the presidential outcome would impact their career, giving those yes respondents 54 percent longer careers than no respondents. Despite an overall average of 85 percent of crew having a preference on who wins, confidence in their choice was a little less strong, with only 77 percent really believing their guy would win. In the last two weeks of September, more than a handful said that the outcome was too close to call. (Since then, however, media polls have shown a double-digit lead for one candidate.) Like the American electorate, yacht captains and crew responded overwhelmingly that the economy was the top issue in the election at about 81 percent. Other issues such as the war in Iraq and Afghanistan (11 percent) and health care (less than 1 percent) fell far behind. “If investors see the outcome as positive, that will stimulate the economy,” said an American captain with a Russian owner. “It was a lack
See SURVEY, page C15
TRITON SURVEY: Will the U.S. election impact yachting?
Wealthy will fight tax hike by hiring fewer people SURVEY, from page C14
foolish. Golden egg and all that.
of confidence that brought down this house of cards. The economy has surpassed the Middle East as the major issue.”
Either way, the economy has to get better. That will help all of us. Not too much impacts yachting at my level.
I was around when President Reagan decided to tax the rich. It just about killed the large yacht industry and a lot of [U.S.] jobs have never recovered from it.
Obviously it’s all about the economy, even for the super rich. It’s also about regulations and taxes that effect our industry.
A happier America might equate to less tension in foreign countries and more relaxed borders in the United States.
The answer is simple, of course. If taxes are raised on the wealthy, they will employ fewer people. That means yacht crew as well.
If it does, I can always go commercial. They always seem to need qualified, drug-free bodies.
Quotes from survey respondents Do you think the outcome of the U.S. presidential election will impact your career? It will affect everyone. There are many crew employed by people who are not recession proof. The industry that was complaining about a lack of crew will have more than it can handle. That will make finding a job even tougher than it is now.” Having lived in the USA for 11 years we see that the average well-heeled American will sit around the dinner table and support the Democrats and their issues. When they get to the polling booth they vote with their wallets ...Republican. For us as employees it’s usually best for the Republicans to win as most of our owners are Republicans. I’m not confident in either candidate. We may change the number of trips we make to and from the Bahamas from Florida. We may make one longer stay and fly crew home for a respite now and again. That would be cheaper than bringing the boat back for a month. If Obama wins the election, we will face higher corporate taxes (which take away jobs and reinvestment opportunities), higher fuel costs, further devaluation of American currency, and a weaker economy as he will broaden government spending, weaken national security, assault our 1st and 2nd amendment rights, input ridiculous income tax increases due to an unrealistic health care plan, … and a whole list of other steps he will undoubtedly take in an attempt to socialize the United States of America. He is the wrong choice for president of the United States. It will have a lot to do with the economy and the way people spend their money buying new boats. The trend will go the other way. People will buy smaller boats down the line. The world will settle down and get back to normal. Obama will go after the upper 3 percent that supports the lion’s share of yachting. Over-taxing the rich is
We haven’t felt the downturn in the yachting industry. It’ll be the last to suffer.
With most of our clientele, it could be World War III and we wouldn’t even know about it.
If fuel prices haven’t impacted us, it’s unlikely anything they do will make a difference.
Yes, it will impact yachting but indirectly because of the repercussions. It’s the economy that drives this industry.
If the same party gets back in, the war and the deterioration of the economy will continue. Sooner or later this will affect our owners.
If I try to get a captain’s job on a smaller boat that might affect me since that part of the industry is slowing down.
The presidential elections really don’t have that much impact on the top few percent who can afford yachts.
It’s time for a change in direction as well as priorities. Our children’s future as well as our retirement has been sold to the Chinese and other lenders across the globe.
The Bush administration and Republicans have destroyed the economy of the world and left us the laughing stock and hated country of the world. They could have done great things, but after Sept. 11 pissed our freedom and credibility away. This election will impact … things like credit for housing, cars, school, etc., as well as loans for small businesses (which many yachts are considered) and even the ability of owners and builders to survive this economy. Whoever wins will have a tough job ahead of him. The wealthy will not be brought to their knees, no matter what the tax reform rhetoric is. The usual Republican success means the affluent stay affluent. Democratic success means less discretionary spending for economic elite does not come into play with much vigor this time around. I am more interested in general reform than in a slight reduction in number of luxury yachts employing crew. “McCain is too hard line,” said a British chief officer. “The entry procedure into the United States will most probably be intensified, creating even more problems for travel and logistics. Obama seems more brains over brawn in dealing with problems within the United States and in foreign
I am typing this as Fox announces the rejection of the $700 billion deal, the market is down near OZ, and my boss is trying to sell his other boat and decide if he wants to pay $10,000 a month for a dock this winter. I just wanna go home. No one should cast such an important vote based on hype, hope and spin. We should be smart enough to see through this fluff, but it’s happening in large part with Sen. Obama, who is a good man but seemingly more of a Trojan horse being pushed through the gates by a seemingly delusional, bitter horde. … Often times in life, if you want to smell the sweetest flower, you have to first tromp through a little mud. We should all stand behind a leader with a little mud on his boots. Between these two well-intentioned men, my vote is for McCain. l
Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. We conduct our monthly surveys mostly online. All captains and crew members are welcome to participate. If you haven’t been asked to take our surveys and would like to be, drop us an e-mail at editorial email@example.com to be added to our database.
C16 November 2008 IN THE GALLEY: Culinary Waves
Sometimes imagination needs thawing WAVES, from page C1 you have on hand or turning it into something else that gets used entirely. Nothing is wasted in the process; absolutely nothing. It is a complete cycle from the beginning of the creation to expression on a plate, and it starts over each day. This is particularly good for yacht chefs because we tend to have a lot of product in our freezer for long hauls. Do you empty your freezer or do you order more product to add to the pile already getting freezer burn? Look in your freezer. You have probably opened it a thousand times only to think you have nothing suitable for dinner when in reality you have hundreds of items in there. I know I have. It’s not your freezer that doesn’t have what you need; it’s our sometimes stagnant thinking and lack of menu creativity. Here’s how to solve this problem: 1. Take stock of what you have in your stores and plan menus that will use what you have. Don’t let it get freezer burn. Pull it out and get creative with it. I know it is the same old veal chop. Stuff it or try a new recipe with it. Do what you can to make it work for you, the guests and the crew. 2. Don’t ever have a lot of par stock on hand. Keep it small, that way cans aren’t shoved to the back of the pantry and get lost as the new product comes in. Rotate the stock whenever you get new stock in and plan menus to use it. 3. Reduce waste through the creative use of leftovers. 4. Provision only for a couple of months, if you can. That way you don’t run the risk of mold on wheat items, cans going rusty and items going stale or getting freezer burn. I am aware
See WAVES, page C17 Here is one of my secret sources for menu and recipe planning: www. icookmanager.com. It’s one of the most comprehensive management systems that offers recipe scaling and resizing to hundreds of recipe collections from the best publishers and culinary institutions, along with a shopping list and nutrition calculator. Another great resource on culinary math is “Applied Math for Food Service” by Sarah Labensky. I’d also like to thank former yacht chef Jimmy Tancrell, now of Jimmy T’s provisioners in Los Suenos Marina, Costa Rica, for talking with me about sustainable provisioning.
IN THE GALLEY: Culinary Waves
Stuffed French Croissants By Chef Mary Beth Johnson
Fewer than a dozen ingredients (including garnish) combine for an PHOTO/CHEF MARY BETH LAWTON JOHNSON unforgettable French toast. Make the best stuffed French toast your guests will ever have. Six all-butter croissants 3 eggs 2 cups cream 1 tablespoon vanilla extract Non-stick spray or butter for cooking Split the croissants down the middle but do not cut all the way through. Mix the eggs, cream and vanilla together. Set aside. For the stuffing: 2 packages cream cheese, softened 1/2 of an 8-ounce can Coco Lopez Pina
Colada Mix 1 lb confectioner’s sugar 2 teaspoons vanilla extract Mix all together. Add more Coco Lopez if you want it thinner. Heat a pan over medium heat. Dip the croissants in the batter and brown on both sides. Place in a warm oven to keep warm until time to serve. Stuff each croissant with filling. Garnish with chopped strawberries (or other fresh fruit), shredded coconut, whipped cream and syrup. Serve.
Ideas for waste-cutting recipes include fish dip and fish stock WAVES, from page C16 that many yachts are gone for months at a time and provisioning isn’t easy in some ports, but you certainly don’t want to have a lot of product on hand that you don’t or didn’t use. So how do we plan and calculate more precisely for provisioning? Normally, we take into account the exact number of people onboard to include guests, and crew. We plan our menus in advance based on what the guests, crew and owners desire. We figure out that we will be gone a certain number of days, weeks or months and with these three factors we can begin our provision process, taking into consideration special diets, special requests and the must-haves onboard. With the world going green and sustainable, it is about time that we
yacht chefs made the move as well. You certainly wouldn’t catch a fish and only use parts of it for meal and throw the rest out. You could make fish stock with the bones or a nice fume or if there is leftover fish, maybe a fish dip for an appetizer. If you use menus, correct mathematical equations to help in recipe calculations and produce something that can be used again, that is a good start to going sustainable. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. (www. themegayachtchef.com) Comments on this column are welcome at editorial@ the-triton.com.
C18 November 2008 SUPERYACHT OPERATIONS: Up and Running
Yacht maintenance, budget are driven by owner’s desires This part of the course targets non-technical yacht crew, including captains, and is not intended to supplant engineer-level training. Individual owners and their attitudes toward their yachts are as varied as the designs of the yachts themselves. Some owners barely use their boat but have no qualms about spending money on it and expect it to be maintained in “as new” condition. Other owners (who are becoming Up and Running increasingly more Alan Dale common) like to run their boat as they would run any one of their businesses. This means that finance is strictly controlled and that budgets and expenditures have to be treated carefully. Both kinds of owner still expect the yacht to be ready for their immediate use. When compiling a budget it is advisable to make sure that the figures you present are as accurate as possible. It is difficult to explain to the boss that you now want to spend nearly twice as much as you originally indicated. Go through the records as accurately as you can to determine expenditure to date on all maintenance items. Break down your budget into sections: Technical, Deck, Interior. In each section, identify categories: New items. These are items purchased for upgrades or changes to the way the boat is laid out. Consumables. These should consist of the items that are used on a regular basis such as rags, oils and greases in the engine room, deck cleaner, mops and buckets, ropes, etc. on the deck and cleaning products for the interior. Repair costs. These are, as they say, the cost for repairing existing pieces of equipment. Usually the cost of any replacement part is listed under this category. Repairs will also reflect repairs carried out by sub contractors as well as the yacht’s crew. It is vital that sufficient time is allowed for maintenance and it is the captain’s responsibility, with the help of his team, to communicate with the owner to ensure this time is available. In some instances the time may be available as a block once a year or, depending on the pattern of use, maintenance may have to be scheduled into several short periods throughout the year. It is unlikely that the yacht’s crew will be capable of carrying out all the work scheduled for these periods
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, with contributions from other industry professionals, including Alan Dale. For more information, call +44(0)1252-732-220 or e-mail et@ mpigroup.co.uk. To read previous columns, visit www.the-triton.com and click on “news search.”
without enlisting outside help. Outside help can take various forms: Day workers can be employed directly by the yacht to carry out work that could be considered crew work but cannot be carried out by the number of people on board in the time allowed. Subcontractors can be employed directly by the yacht to carry out specific tasks according to an agreed specification. Manufacturers’ technicians can be employed or provided under warranty or otherwise to diagnose problems. Repair/refit facilities can be used where the vessel can be berthed for intensive maintenance and repairs. Some important things to remember when enlisting outside help: 1. With day workers, you will need to ensure that your insurance company will cover you for liability insurance whilst they are employed on board. Most insurance companies will cover day workers providing there is some written agreement between the worker and the yacht. However, this does not always sit well with workers who are working for cash. It is advisable to get day workers to sign some form of disclaimer that declares that the money they receive is full settlement for their employ and that any taxes due are their responsibility. This will normally suffice as an agreement in the eyes of the insurance broker. Whilst they are on board it should be remembered that they are, in effect, temporary crew and all safety briefings given to regular crew members should be given to the day workers. The quality of their work is entirely the responsibility of the person on board allocated to supervising them. This means you have to be prepared to allocate regular crew to supervisory duties. 2. With subcontractors, you should first check that they are properly insured and that they have sufficient
See RUNNING, page C19
SUPERYACHT OPERATIONS: Up and Running
Some suppliers may duck liability behind national law RUNNING, from page C18 liability insurance to cover the boat for any damage they may do whilst they are on board. Beware of some European suppliers who are covered by national laws that limit their liability to the cost of the product they are supplying. For example, one Swedish company supplied a yacht with propeller blades that were incorrectly stamped. The result: the blades were installed on the wrong hubs and faced back to front. The vessel put to sea but soon realized there was a serious problem. On return to the dry dock and after several long phone calls with the factory in Sweden, the mistake was identified. The yacht’s schedule was tight with an imminent charter. The repair facility had to work round the clock and through a weekend to remedy the mistake, incurring horrendous overtime charges. As the manufacturer was protected by Swedish law, they were only liable up to the cost of the blades, which was only a fraction of the total cost of rectifying the mistake. The owner was left to cover the rest. Always ask to see the subcontractor’s terms and conditions prior to signing any agreement. Study them carefully and, if you are not sure, ask for an explanation or take advice. Just as with day workers, you have a responsibility to ensure that subcontractor’s personnel are properly briefed on vessel safety. The quality of the individual’s work is as much your responsibility as the subcontractor’s. If the employee Most is not subcontractors providing work of the will ask for required somebody to quality you may have sign off on recourse the job prior against his to leaving the employer but you boat. Make must give sure you proper establish from notice. It the outset who is no good waiting is authorized until weeks to sign off. after the event before complaining. You may be able to claim you did not find out until after the event but that could mean you did not provide sufficient supervision. Just because he is supposed to be an expert does not mean that the individual can relate his field to a yacht’s operation. Most subcontractors will ask for somebody to sign off on the job prior to leaving the boat. Make sure you establish from the outset
who is authorized to sign off on the paperwork. If possible make sure it is somebody who can check the operation of the piece of equipment that has been worked on. 3. With manufacturer’s representatives, the same liability checks should be carried out as for subcontractors and the terms and conditions of any agreement should be checked. The same safety rules apply. The same supervision rules apply, too. In most cases there will be some diagnostic work to be carried out so it is always useful to have the person
most conversant with the operation of the equipment available to work alongside the technician. This works two ways. The crew member can speed up diagnosis with local knowledge and he can also learn from the technician and, it is hoped, operate the equipment more effectively in the future. Again, make sure it is agreed prior to commencement of the work who will sign off the repairs. Quite often a manufacturer’s representative may be a licensed agent. Before you take them on, check that their licence is valid and ask around to
other yachts to find out what they are like. This check is especially valuable if there is more than one licensed operator in the same town. Alan Dale is technical manager at Nigel Burgess in London. He spent 20 years as an engineer with the Cunard Line before working on refit and new build yacht projects. He has also worked with the MCA Steering Committee on the development of qualifications for yacht engineers. Comments on this column are welcome at firstname.lastname@example.org.
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C22 November 2008 BUSINESS CARD ADVERTISERS
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Published on Oct 12, 2009
A8-9 Delightful Industrious Ft. Lauderdale’s dredging project would begin at the 17th St. bridge and stretch north to Sunrise Harbor, making...