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Crew innovate

Competition increases job search creativity. A8-9

Violence is real

Accounts of abuse in yachting industry come to light.

Industry deaths Several pioneers, crew die. A6,16-17 Vol.8, No. 9

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December 2011

Fraudulent use of captain’s license under investigation

CREW EMBRACE THE ROARING 20s

By Dorie Cox

Two members of the film “Super Crew,” winner of the comedy category, were all decked out for this year’s Great Gatsby-themed Fort YachtiePHOTO/DORIE COX da Film Festival. See more photos on page A13. 

A U.S. captain received a phone call this summer from a man who admitted to copying his license and putting his own name on it for employment in the yachting industry. The captain thinks it might have been used for possibly as long as three years. “Stealing a captain’s license is a little like taking a pilot’s license and flying a plane,” said the captain, who asked not to be identified while a U.S. Coast Guard investigation is pending. The captain’s U.S. Merchant Mariner credential was allegedly photocopied without permission and retouched to reflect the name of an unlicensed person working in the yachting industry. The counterfeit was discovered when a crew agent checked the serial number of the paper and discovered the name did not match the one on record with the USCG National Maritime Center’s Web site. The U.S. Federal Trade Commission (FTC) estimates that nearly 9 million Americans have pieces of their identities stolen each year. And the yachting community is not immune. “I believe we must get more vigilant, especially with yacht positions of higher responsibility,” Linda Leathart of Nautic Crew International, said. In yachting, the victim usually does not know their information has been compromised until an incident, such as an accident or insurance claim. Often, inconsistencies with credentials are

Want to find a job? Stay on people’s minds Two minutes after stepping off the ferry at the Monaco Yacht Show this fall, a broker offered a captain a job. “You have to do the shows, make the rounds,” a captain said. “If you are out of sight, you are out of mind. I do it because they remember me. I got that offer because From the Bridge he saw me.” Lucy Chabot Reed It’s that frontof-mind presence that captains at this month’s From the

Bridge captains luncheon say is the secret ingredient to finding a job in today’s market. “If they see your face and they just got a call for a captain, it works,” one captain said. “You have to stay top of mind, but it’s a fine line between that and annoying them. It’s a Catch-22: call too much and they stop taking your call; don’t call enough and they forget who you are.” As always, individual comments are not attributed to any one person in particular to encourage frank and open discussion. The attending captains are

identified in a photograph on page A14. “We all got started in this industry by pounding the concrete and doing daywork,” one captain said. “If I was unemployed tomorrow, what would I do? I’d pound the pavement, pound the keyboard and the phone.” “You definitely find out pretty quick how strong your connections are,” another captain said, referring to ”that broker who always says ‘call me’ when you are working, then you call when you are out of work and they won’t take

See BRIDGE, page A14

To verify U.S. mariner credentials, visit the National Maritime Center at www. uscg.mil/nmc and search for “Credential Verification”, e-mail iasknmc@uscg.mil or call 1-888-IASKNMC. found during the hiring process because captains usually require copies of original certificates for their files, Leathart said, and crew agents usually want to see them before they offer a candidate for hire. If false credentials aren’t discovered then, they often come to light when new crew do not perform to expected standards, she said. “We got a new database because the old one couldn’t upload a sufficient amount of certificates,” Leathart said. “Now people can upload and we can verify their information.” But agents don’t share such documents until the stage of hiring where the employer needs to see them. Leathart said she is well aware of the value of the actual documents and maintains security. Employers and mariners can check the status of credentials on the USCG National Maritime Center’s Web site. Validity, expiration dates, descriptions and limitations are listed. But even the USCG Web site states “Employers: It is recommended you visually verify original

See LICENSE, page A15

TRITON SURVEY

Who does a reputation for not paying bills follow, primarily? Captain – 18.3% Owner – 32.1% Yacht – 49.6%

– Story, C1


A December 2011 WHAT’S INSIDE

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Beautiful and tasty

Eat these fish before they eat the coral reefs. See PHOTO FROM BIG GAME CLUB story C9.

Advertiser directory C16 Business Briefs B8 Boats / Brokers B6 Calendar of events B14 Columns: Crew Coach A11 Fitness C14 In the Galley C1 Interior C6 Nutrition C8 Personal Finance C15 Photography B10 Onboard Emergencies B2

Rules of the Road B1 Crew news A4,8,13 Cruising Grounds B1 Fuel prices B5 Lesson Learned A3 Life After Yachting A7 Networking Q and A C5 Networking photos C3,4 News briefs A6,10,12 Obituary A6,17,18 Tech Briefs B4 Triton Survey C1 Write to Be Heard A19


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Lesson learned: When saving someone’s life is bad for you By Lucy Chabot Reed

Plus, onboard video cameras recorded the whole thing. At the time, Capt. Scott Gaffga learned a the man thanked the crew for saving surprising lesson when he helped a him, and said that he had just caught stranded kayaker miles from shore a dolphin and wasn’t paying attention recently: make sure you record what when a wave knocked him over. happens. “He must have talked to someone An act of kindness could be used when he got ashore,” Gaffga said. “It against you. was just a big shock that someone On a Wednesday afternoon in would do that. October, Capt. Gaffga was bringing the “There I was, sitting back thinking 116-foot Lazzara M/Y Serenity down to I’ve done my good deed for the day,” he Ft. Lauderdale when he noticed a man said. “The last thing you think is he’s laying sideways on his kayak about two going to sue you.” miles from shore. Luckily, Gaffga said he didn’t have Gaffga stopped – not the easiest of to learn these lessons the hard way, but tasks with a 31-foot tender under tow he’s sure his fellow yacht crew might – and he and his crew helped the man not consider this while focused on aboard. He was shaken but unharmed, saving someone. He never did. Gaffga said. The lessons he They emptied his learned: ‘He said that he lost flooded kayak, but he 1. If you attempt his fishing pole and refused a ride to shore. to save someone So Gaffga gave the man wallet because of us.’ at sea, have people his cell phone number — Capt. Scott Gaffga around as witnesses, and asked that he call M/Y Serenity especially crew when he made it safely members. home. “Make sure your Then the man end is covered as well paddled away. as saving the person,” Gaffga said. “It’s About two hours later, the man a shame that you have to think of that, called to say he was safe and to thank but you do.” Gaffga again for his help. 2. Be aware of any injuries to the Then, a few hours after that, the person before you bring them aboard. man called back to say he might And note them in the log or notes have to report the yacht to the U.S. about the event afterward. Coast Guard and wanted insurance 3. Ask a lot of questions – What information. happened? Are you OK? Does that “He said we were the ones who hurt? – and document them, or at least waked him, that he lost his fishing pole have them corroborated by witnesses. and wallet because of us,” Gaffga said. “Some people see these pretty white “He was nice about it. He just wanted boats and they see dollar signs,” Gaffga us to help him out. He said ‘I know you said. “I hate to think that, but I hadn’t guys are insured. I don’t want to have to thought about it before. call the coast guard.’ “When you save someone, they’re “This is the phone call I get after happy. Then they get ashore and they saving this guy’s life,” Gaffga said. think maybe they can make a pretty “He was basically asking me to do penny.” insurance fraud.” Gaffga refused, and reminded the Lucy Chabot Reed is editor of The man he had recorded everything in his Triton. Comments on this story are log after it happened, as did his crew. welcome at lucy@the-triton.com.

A yachting community directory

The Triton Directory is an online directory that lists marine-related businesses from around the world. Find what you are looking for wherever you are or are going to be. Use the print-your-own-directory feature to make a list of the companies that can provide the services you may need on the way to or at your final destination.

Visit www.the-triton.com/directory

December 2011 A


A December 2011

CREW NEWS

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Domestic abuse among yacht crew a reality; know the signs By Lucy Chabot Reed On Nov. 8, yacht Deckhand James Correu was convicted of battery and sentenced to 364 days in jail for beating his former girlfriend in September 2010. Since the verdict, a number of yacht crew and industry professionals have commented publicly and privately about the reality of violence among crew members. “No one wants to talk about it, but it happens,” said one stew, who asked not to be identified. The woman who was beaten

has recovered people with more physically, Because relationships normal lives and but remains normal routines, in yachting are often emotionally and from the accelerated, the scarred, said normal customs potential for hooking her friend Alex of dating,” Pangea up with someone with Pangea, a property said. “Often times, developer in the within a matter abusive tendencies Caribbean who flew of a few days or is more likely than it to Fort Lauderdale weeks, they find would be otherwise. to help her after the themselves semiattack on Sept. 5, committed to and 2010. often living with “Because many yachties give their someone they barely know.” whole lives (meaning 24/7) to the Because of these accelerated industry, they are estranged from relationships, Pangea said the potential

for hooking up with someone with abusive tendencies is more likely than it would be otherwise. That’s what happened to another woman who shared part of her story on The Triton’s Web site. In her case, she was seeing a mate for two months before the violence began, but he had been possessive, jealous and aggressive before he got physical, she said. “If I had to do it all over again, I would have walked out of the abusive relationship (verbally abusive at an early stage) right at the start,” said the woman, a stew who asked not to be identified. “I will never let anyone speak to me like he did again or stick around hoping it would improve.” Both women agree there were warning signs and other, less-dramatic incidences of violence that occurred before the final act of brutality. “This is a common phenomenon in domestic violence,” Pangea said. “It is called escalation. Crew members and yachties in general, especially females, should be aware of and willing to report these outbursts of anger or lack of self control, even if they might attribute them to alcohol or partying.” Correu’s former girlfriend lost time from work after the attack, unable to go on interviews or attend networking events until her bruises healed. The other woman is still recovering, going to physical therapy three times a week to rehabilitate a dislocated shoulder. She hasn’t worked since the attack. Lessons she learned: 1. Take warning signs seriously. “His verbal abuse led to physical abuse, not with me at first, but he would throw things around the apartment, slam doors, drive his fist into walls when angry, kick my friend’s dog, aggressive and angry driving with outrageous road rage. Any erratic behavior like this is not normal.” 2. “Leave the relationship the minute the abuse starts, even if is it only verbal, for it will only get worse. Don’t be afraid to leave, just do it. Ask for help, talk to friends, get advice. Surround yourself with friends if you are afraid to be alone with him. If someone cannot respect you or speak to you nicely, then they do not deserve your attention. Get out. I would have called the police on the scene to have him arrested, although I feared he might hurt me more, so I was afraid to take such action.” “I would feel so much safer going forward if I knew that crew had to get police clearance report before being recruited,” she said. Her ex now has a record and a restraining order against him. “Every captain should know if his crew have been abusive in the past. … I have absolutely no doubt that he will hurt someone again.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.


A December 2011 NEWS BRIEFS

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Merrill-Stevens’ Jimmy Merrill dies in his New York apartment By Lucy Chabot Reed Jimmy Merrill, third generation of the Merrill family that started and operated Merrill Stevens Dry Dock in Miami for more than 80 years, died Oct. 31. He was 61. The cause of his death was not immediately known, said Jeff Shaffer, director of charter marketing at Neptune Group Yachting. Shaffer learned the business at Merrill-Stevens in the early 1990s from Mr. Merrill. “It’s a sad loss to the industry,” said Shaffer, who started doing marketing and public relations for the yard in

1994. “He was a fun guy. He could be a bit demanding at times, but it was a lot of fun working there. I thank him for giving me my start in the industry.” Mr. Merrill died in his sleep Sunday night or Monday morning in his apartment in New York. He had been battling two bacterial infections he contracted in a hospital in March, according to close friend Byron Mathews, who as an attorney often helped Mr. Merrill with legal issues. “The exact cause of his death is not yet known,” Mathews said the week of his friend’s death. “He was just in poor health.”

Mr. Merrill had been splitting his time between New York and Miami, and had been working on radio and television, conducting interviews for visitors about the theater, Mathews said. It was his way of breaking away from the yachting industry, he said. In 2004, his family sold the yard they built and operated on the Miami River to Hugh and Carole Westbrook. The yard ceased operations just before Christmas 2009. “He loved the boatyard, dearly love it,” Mathews said. “He and the entire family were heartbroken when they lost it.”

In recent years, Mr. Merrill had revisited yachting and wrote a few magazine articles about vessels and their place in history, Mathews said. “When he focused on something, he had an encyclopedic knowledge about it and a razor-sharp intellect,” he said. Mr. Merrill is survived by his mother Roxie, sisters Roxanna and Eleanor, and his son Kenneth. His funeral was held Nov. 10, at Trinity Cathedral in Miami. Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

At captain’s urging, police revisit death of Natalie Woods Police have reopened the investigation into the 1981 drowning death of actress Natalie Wood. Los Angeles County authorities said they have received “substantial” new information to initiate the inquiry, according to news reports. Dennis Davern was captain on M/Y Splendour, the yacht owned by Wood and her husband, actor Robert Wagner, at the time of her death. Davern said Wagner waited hours to call the U.S. Coast Guard after Wood went missing. Wagner is not said to be a suspect in the reopened investigation. Authorities declined to comment directly on Davern’s statements. It is unclear if will face charges for possibly lying to authorities during the initial investigation, CNN reported. Wagner, Wood and actor Christopher Walken were onboard at the time of Wood’s death near Catalina Island. In an interview with CNN in 2010, Davern said he believes the investigation was incompetent and suggested there was a cover-up. Wood’s death was ruled an accidental drowning. Davern co-authored a book about the incident titled, “Goodbye Natalie, Goodbye Splendour” with Marti Rulli in 2009.

Indonesia yacht laws ease

Indonesia’s president signed a new maritime tourism law that will ease regulations regarding foreign yacht visits, encourage investment and facilities, and stimulate economic development of coastal communities in Indonesia and throughout the region, according to the Yacht Support Group. The law is a result of consultancy between the government and the private sector led by Indo Yacht Support / Yacht Support Group cofounder Capt. Cilian Budarlaigh. For more information, contact cilian@indoyachtsupport.com or visit

www.yachtsupport.org.

Hazard in Miami’s Hawk Channel

Mariners are advised to maintain caution navigating in Hawk Channel between Miami and the Florida Keys, according to a posting on Cruisersnet. net. The mariner’s Web site reported the position of a submerged vessel east of the center of Hawk Channel, between Hawk Channel markers 4 and 7, west of Ledbury Reef and east of the Ragged Keys. The official Local Notice to Mariners, week 44/11, described Fowey Rock to Alligator Reef, with notice of a 58-foot vessel sunk in position 25-32.5N 080-08.6W. This unmarked wreckage is about five feet below waterline at mean low tide. All mariners are advised to transit the area with caution. [Ref MIA BNM 318-10] Chart 11462

Mate in Duck boat crash sentenced Matthew R. Devlin was convicted of running over a boat operated by Ride the Ducks International in which two passengers were killed. The 35-year-old has been sentenced to a year in federal prison for his role in the July 7, 2010, collision between the duck boat and a barge he was guiding by towboat on the Delaware River. Devlin surrendered his mate’s license and will report to prison on Jan. 5. He pleaded guilty to the charges and admitted using a cell phone and a laptop computer to attend to personal matters before the collision. Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots. It has been reprinted with permission.

Dockwise to sell DYT

Holland-based Dockwise Ltd. announced in November that it has signed a letter of intent to sell its

See NEWS BRIEFS, page A12


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www.the-triton.com LIFE AFTER YACHTING: My Virtual Purser

Yacht purser transitions from sea to land with online services By Lucy Chabot Reed As purser on some of the world’s largest and most demanding megayachts, Jodie Clarke learned how to keep multiple balls in the air while making sure every detail is attended to. She also learned she didn’t have to be on the yacht to do it. Her last job in yachting was a year based at the owner’s home, all while continuing her role as purser. She arranged all the paperwork for crew leave, much of the paperwork for yacht movements, balanced accounts, kept telephone lists and guest documents updated, and more. “It wasn’t challenging Clarke whatsoever,” she said.. Now, she’s moved her yachting career ashore in a company she’s started with fellow Purser Sasha Dettori. My Virtual Purser makes Dettori available all the skills and details of an onboard purser but without the need for berths or benefits. Clarke and Dettori see their primary customer as the yacht that’s big enough to need a purser but too small – either in budget or space – to hire one. “There’s apprehension at the beginning – ‘What do I need that for?’ – until we explain what we’re driving at, where we feel we can fill some gaps,” Clarke said. “For one thing, in my experience, many heads of department are great on the floor but lack administration skills. We can empower the captain to hire those people and not worry about it.” Some of the skills and services they offer include arranging crew flights, handling refit preparations, assistance with visa and immigration letters, drafting employment contracts and job descriptions, creating or updating crew manuals and guest compendiums, updating inventory templates and accounting, and serving as relief for full-time pursers Doing all those things ashore, Clarke insists, won’t take the place of an onboard purser for yachts that can have one. “We’re not competition,” she said. “We’re here to help. We do what they [captains or managers] want. It’s up to them to give us freedom or direction. We hope to make life easier for people

overloaded with administrative work.” In fact, one of her goals is to help pursers get some time off. She recently covered for a purser on holiday and spent a month as the virtual purser on an 85m yacht with 28 crew. “I never got to have a proper vacation,” Clarke said. “There’s an enormous workload before and after because no one really covered in my absence.” MyVirtualPurser.com launched this summer, and its first customers have been previous bosses and captains who know the level of their skills and quality of their work. But they are confident for their future. “There’s a huge amount of potential for this,” Clarke said. “I’m a little afraid, actually, what may come.” Clarke worked on yachts 19 years before she and her husband, Capt. David Clarke of M/Y Laurel, left at the end of 2009 to find shore-based work and raise their daughters. But the economy changed that, so they traveled for the first half of 2010, hoping things would change. They didn’t. So Capt. Clarke went back to work on yachts, and she tried to find a land-based job. But she didn’t have much luck. “People just don’t understand yachting,” she said. “It’s been very hard to apply yachting skills, especially to a shore-based job. So we thought, why not just do this for the yachting industry?” When she pitched it to fellow purser Dettori, they knew they had something. “Creating a business has been new and a huge learning curve,” Clarke said. “Economically, we did the whole thing for less than $1,500. Being a purser for different owners makes me good at that.” Being a good organizer, Clarke was able to create the company using little more than her computer. Research, she said, was almost entirely conducted online. Both technology hubs and Virtual Assistant forums were invaluable. “Ideally we’d like to follow the footsteps of the VA world and become the nucleus of a purser network where ideas and experiences can be shared for the benefit of all,” she said. “In many ways, the purser role seems to be under-recognized in the industry and often the position is completely omitted from pay scales, graphs and surveys that outline every other position,” she said. “We’d love to help change that.” For more information, visit www. myvirtualpurser.com. Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

December 2011 A


A December 2011

CREW NEWS

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Hopeful yacht crew innovate to catch the eye of captains By Dorie Cox Yacht crew get creative when searching for jobs these days. With more candidates than boats, each potential crew member has to stand out from the crowd of Polo shirts and deck shoes to get that first chance. And each one has his or her own idea of how best to outshine the competition. In hopes of getting hired, Deckhand Ben Reid gives out business cards like they’re candy. “You hand them out to everybody,”

Reid said. “Sometimes they just end up “I’m trying to squeeze more in a day, in their pocket in the washer, but you that’s why I rented the scooter,” Reid never know which one said, “I’m going to ride will work.” it ‘til the wheels fall Reid has been off.” One crew built in Florida since His plan is relationships with the Ft. Lauderdale to be polite and International Boat unassuming, as he was 20 brokers while Show when he flew taught when he was looking for work. from his home young. near Leaper’s Fork, “I’m not sure what Tenn., and took a makes someone hire cab straight to an STCW class. He has someone like me,” he said. “But there’s rented a motorbike to more efficiently asking for a job and then there’s first hand out resumes. asking how someone’s day is going.”

Deckhand/Medic Jeremy Smith began his search after college graduation in 2006. Smith attributes his success to several factors, including his work on two Smith boats for no pay. One of those jobs even left him in the Bahamas. “I was back at square one again,” Smith said after getting off that boat and searching for a new job several years ago. During that time, Smith took dock walking as seriously as a full-time job. His efforts paid off. He’s now working on a large sailing yacht that can’t be named due to privacy policies. Another skill that sets his resume ahead of the crowd is his volunteering experience during high school with his mother, an emergency room doctor, and as an emergency medical technician in ambulances. “It is definitely part of the reason I have my job now,” Smith said of his medical experience. “My strong sailing background helps me. I didn’t know it would.” Smith also intentionally increased his odds. “It was five minutes with a broker at the boat show and five months later I was on the boat,” Smith said of his current position. But at the time, Smith didn’t know which of the 20 brokers he fostered relationships with during his job search that would lead him to his goal. “I kept in touch, gently, every few weeks with calls and e-mails,” he said. “I was playing the numbers.” Deckhand Tim Chaning-Pearce

See CREW JOBS, page A9

Deckhand Tim Chaning-Pearce created a Web site to support his job search.


The Triton

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CREW NEWS

Deckhand Ben Reid gives his business card and résumé to everyone. He PHOTOS/DORIE COX even rented a scooter to ‘squeeze more in a day.’

Captains remember what it was like to pound the docks as you look for work, we’ll give you a chance’,” Breaden said. created an entire Web site for his CV, Capt. John Fleckenstein of M/Y experience and documentation. Apogee hired Chef Rachel Hargrove He also used a marker to write the through a Triton classified ad. site, www.deckhand.org, onto a crisp Hargrove said a lot has changed in white shirt to wear to networking the industry since the economic crisis events. hit in 2009 and she was featured in a “I may only speak to a few captains,” Triton article about crew looking for Chaning-Pearce said. “So maybe one work. will see it and check it later on. At that time Hargrove diligently “Why not try something totally networked, both in person and through different,” he said. “And it’s not too social media Web sites on the Internet. crazy.” “I learned how to The New Zealander stay with a job longer ‘They said, “if you said it must be by looking at it as a work half as hard as working because he’s career,” she said. “I was been dayworking a sushi chef before I you look for work, solidly since he arrived we’ll give you a started in the industry in Ft. Lauderdale in and realized my chance”.’ September. strengths. — Capt. Vareek Breaden Deckhand Ricardo “It was crucial for On dockwalking me to reinvent myself Pires employed a similar idea in the to start his career to succeed and fall spring. He advertised back on my forged his job request on a skills.” T-shirt with the words “Take me to the Some veterans in the yachting Med.” industry can still conjure memories He wore it to a networking event of their first days touting their own that resulted in daywork with Capt. potential in hopes of work. Zach Paap and his wife, Chief Stew Some of them, like Fleckenstein, see Alana Paap, of M/Y Northlander. That reflections of themselves in the crew temporary job led to a position on the looking for work. delivery crew and then to his current “Every boat I day worked on, I was full-time work on M/Y Esmeralda. hired as full-time crew,” Fleckenstein Capt. Vareek Breaden started his said. career dockwalking in Antibes. “Hustle, respect, good manners and Visible to the captains early in the pride in my appearance opened more morning, he thinks what set him apart doors than skill.” was keeping himself in front of those who could hire him. Dorie Cox is associate editor of The After weeks, his plan worked. Triton. Comments on this story are “They said, ‘if you work half as hard welcome at dorie@the-triton.com..

JOBS, from page A8

December 2011 A


A10 December 2011 NEWS BRIEFS

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New Italian team enters America’s Cup race By Capt. Paul Warren The 34th America’s Cup sailing regatta has a new, late entry: the team Luna Rossa Challenge 2013 representing the Circolo della Vela Sicilia of Palermo, one of Italy’s oldest and most prestigious yacht clubs. A previous Italian team, Mascalzone Latino, had entered an initial challenge in 2010 and was named as the official challenger of record (COR), the lead team representing all other challengers. Team Mascalzone Latino withdrew in May due to financial difficulties; the Swedish team, Artemis Racing, was then named as COR. This will be the fourth America’s Cup effort by Luna Rossa. Previous teams have sailed in all the America’s Cup competitions since 2000. In the 2000 regatta, Team Luna Rossa won the Louis Vuitton Cup regatta, the competition among challenging teams for the right to sail against the current holder/defender of the America’s Cup. In 2000, the AC defender was Team New Zealand; Oracle Racing, representing San Francisco’s Golden Gate Yacht Club, will race in 2013 to defend its hold on the America’s Cup. As in previous years, the Luna Rossa Challenge is sponsored by Prada S.p.A., the Italian luxury goods fashion brand.

Prada is reported to have committed Plymouth, England. about $55.2 million (40 million euros) A third and final 2011 ACWS regatta in sponsorship funding. began in San Diego on Nov. 12. Team Luna Rossa also announced The Italians agreed to construct a that it has signed a cooperative training base in Auckland. There they agreement with will train against Emirates Team the New Zealanders, New Zealand with each using The team Luna (ETNZ), which is the other’s yachts Rossa Challenge 2013 also challenging as “trial horses” to in the America’s test boat designs, represents the Circolo Cup competition. sail designs and della Vela Sicilia of The technologies, and agreement crew personnel and Palermo, one of Italy’s provides that, tactics. oldest and most until the end The Italian team prestigious yacht clubs. of 2012, ETNZ also agreed to build will share its its new boats in This will be the fourth yacht design and New Zealand. America’s Cup effort by performance The America’s data for both Cup is the oldest Luna Rossa. the 45-foot trophy in active, and 72-foot continuous versions of the competition in AC catamaran world sporting yachts with Luna Rossa. circles. It was created when an Luna Rossa is getting somewhat of a American yacht, the America, won the late start in the current America’s Cup 100 Guinea Cup from the Royal Yacht competition. Squadron in 1851. The trophy was then ETNZ and eight other sailing teams re-named as the America’s Cup. have been designing and building their boats since late 2010. Capt. Paul Warren is a boating and There have already been two regattas travel writer based in the Tampa Bay in the America’s Cup World Series area. Comments on this story are (ACWS) in Cascais, Portugal and in welcome at editorial@the-triton.com.


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YACHT CAREERS: Crew Coach

State of the union: discussion time for the yachting industry I’ve heard mention in discussions worker and human rights. Movies such recently about whether a union would as “On the Waterfront,” “Norma Rae” be a good idea or even possible for and “Hoffa” come to mind. Tough stuff; the yachting industry. It certainly is sometimes a life-and-death struggle. an interesting Certainly, the yachting industry does topic and one not fall into this category but neither that I hope do many industries of today. Look no would encourage further than the present situation with some thoughtful professional basketball to see how dialogue among twisted the original purpose of unions those in the has become. industry. Basketball players, as well as I am not American football and baseball players writing this from have a union, too. They are all billionCrew Coach any position but dollar industries. Basketball players are Rob Gannon rather to put a on strike now because they want more little more background and history to of the revenue their sport generates. the subject and to pose some questions That’s kind of a weird stretch from about how unions might (or might not) union history. fit in yachting. So So what about let’s start with a the yachting When I think of unions, little history. industry? I don’t Unions date I think of sweatshops and think too many back to the 14th people would basic human rights. The century in Europe consider working yachting industry does where they were and living on a not fall into this category. yacht to be an outlawed till the 19th century. unfit working They became condition (even popular in many countries during the though your cabin may be the size of a industrial revolution, and began in the closet) but working hours can sure get United States in the early 19th century. crazy, can’t they? A trade or labor union is a group In my work as a life coach to of workers who have banded together, captains and crew, a common issue or often for the purpose of getting better complaint is salary, especially dealing working conditions or pay. The trade with owners regarding usually verbal union, through its leadership, bargains agreements about promises you with an employer on behalf of union thought were going to be kept but are members and negotiates contracts with not being kept. employers. This, of course, can lead to further OK, this is getting a little tricky problems with owner/crew relations already but wait, here is some more. and morale. It’s right at the top of the This may include the negotiation list of concerns. of wages; work rules; complaint Would a union take care of this procedures; rules governing hiring, issue? The owner would be required firing and promotion of workers; to pay along a wage scale according to benefits; workplace safety; and policies. credentials and experience. This would Activities of trade unions may also have to be a universal, global include: requirement so owners could not just 1. provision of benefits to members, go around it by hiring cheaper crew such as health insurance, training, legal and captains. advice and representation. So what about non-union workers? 2. Collective bargaining, which is the Are there going to be those who will negotiations with employers over wages work for less and start replacing union and working conditions. crew, or will union membership be 3. Industrial actions, including mandatory? Is that even legal? strikes to further particular goals. As you can see, there is a lot to chew Could all this be a good thing on. It’s a big undertaking with many for yachting, or could it get too big layers and legal issues. That may be one and out of hand? Also, remember reason this has never come to pass. there is membership here, meaning In the meantime, I would advise membership dues. How much those getting your contract in writing so would be is hard to say but it’s certainly you can eliminate the verbal promises a factor to consider. with vague timelines and conditions. So a basic question could be, is That is what you can do now; the rest is the additional deduction from your certainly open to discussion. pay worth higher wages and rules for employers to follow? Rob Gannon is a 25-year licensed Now, I don’t know about you but captain and certified life and wellness when I think of unions and why they coach (yachtcrewcoach.com). were formed, I think of factories, Comments on this column are welcome sweatshops, assembly lines and basic at editorial@the-triton.com.

December 2011 A11


A12 December 2011 NEWS BRIEFS

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Paperwork can exempt crew from SXM visa NEWS BRIEFS, from page A6 wholly-owned subsidiary Dockwise Yacht Transport (DYT) to Coby Enterprises, supported by private equity and with participation of the existing management of DYT. The cash deal is expected to close in the first quarter of 2012, at which time terms will be disclosed, the company said in a news release. According to the statement, New York-based Coby Enterprises is a marine solutions, transportation and logistics company. CEO Steven Byle was quoted as saying, “DYT clients can look forward to uninterrupted service in the short term, and improved and expanded services as we go forward. The DYT team and vessels crews will stay in place, and there will be no change in routes or schedules. “Moving toward the future, however, our plans include an immediate program for renewal and upgrade of the yacht carrier fleet,” the news release quotes him as saying. “And we further intend to add new routes and services for our clients in the years to come.” DYT operates independently from Dockwise. Coby Enterprises intends to maintain an independent company with a single focus on the business of transporting leisure craft around the world, the statement said. “DYT played a significant role in the origins of Dockwise, being the product of the merger between Dock Express and Wijsmuller, but with the evolution of our business it is no longer a strategic asset,” said Andre Goedee, chief executive officer of Dockwise Ltd. “Dockwise is now focused on the oil and gas industry as a dedicated provider of transportation and installation services.”

Pirates on trial in France

Six alleged Somali pirates have been brought to Paris for trial in connection with hijacking a sailboat and holding crew hostage in 2008. Jean-Yves and Bernadette Delanne were sailing from France to Australia when their 52.5-foot sailboat, Carre d’As, was boarded on Sept. 2, according to news reports. Three of the six men are charged with hijacking the vessel and all six are charged with taking the couple hostage in an attempt to receive a ransom. They risk life in prison if convicted.

Underwriters warn of distractions

The London P&I Club warned that improvements in telecommunications technology on board ships can create unwelcome distractions, leading to casualties, according to a story in Maritime Reporter magazine in November. The club cited several incidents in which the alleged causative factor was telecom technology. A duty officer attempted to make a Skype call on his laptop during his watch, which resulted in a pollution incident. An investigation revealed that the officer of the watch (OOW) was listening to a news bulletin from his home country, which was being streamed through a laptop computer. The officer appears to have missed a radar target and a VHF warning call. The club also warned the exposure to excessive information and the inability to process it may also cause incidents. The club cited another case in which the OOW decided to use the Automatic Radar Plotting Aid to track 99 ships and to overlay the radar image with Automatic Identification System data.

In the congestion of data, the officer failed to notice that one of the targets had both a minimal closest point of approach (CPA) and time to CPA and a collision resulted.

Crew get another SXM visa option

Yacht crew from several common yachting nations can be exempt from St. Maarten’s visa requirement if they provide other paperwork that proves they are residents of visa-exempt countries. Citizens of 127 nations – including South Africa and Russia – must have a visa to enter St. Maarten and the Dutch Caribbean. But, according to a recent decision by the Ministry of Justice, visitors can be exempted if they have one of the following: l a residence permit for the U.S., Canada, the Schengen area, the UK, Ireland or Switzerland; l a residence permit for French St. Martin; l a residence permit for one of the countries of the Netherlands in the Caribbean (Bonaire, St. Eustatius and Saba); or l a multiple entry visa for the U.S., Canada or the Schengen area. “We are pretty excited about this new visa exemption as it will make it easier for both crew and guests,” said Kass Johnson of Dockside Management, an agent in St. Maarten. “Local St. Maarten agents will still be able to write the visa waiver letters for those who do not qualify under these exemptions.” Three countries have recently been added to the list that require visas: Jamaica, Colombia and Guyana. For a complete list of visa-required countries and for more entry information, visit www.smmta.com.


The Triton

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www.the-triton.com CREW NEWS: Fort Yachtie-Da Film Festival

cores of yachties decked out in 1920s garb and enjoyed the 4th annual Fort Yachtie-da Film Festival on Nov. 12. Winners included a fun day-in-the-life film with the crew of M/Y Lazy Z by Aimee Preston (Best Overall); a creative look at the superhero tactics yacht crew employ, complete with original score, in “Super Crew� by Jennifer Day (1st place in the comedy category); and crew diving in Belize by Chance Strickland (1st place in the yachtie lifestyle category). For a complete run-down of winners, and to see the films, visit www.fortyachtieda.com. PHOTOS/DORIE COX

December 2011 A13


FROM THE BRIDGE: Finding jobs A14 December 2011

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‘You’d be surprised how many jobs are found on the golf course’ BRIDGE, from page A1 your call. You find out the people who really want to know you and respect where you’ve been.” The Triton asked this question at one of its first captains lunches more than seven years ago, and the methods of finding jobs haven’t changed much. “I got most of my jobs through captain references, yacht management companies, and charter brokers,” one captain said. “You’d be surprised how many jobs are found on the golf course,” said one of the three captains who plays. “I’ve been playing a little with a network of other captains,” said another. Another good way to find jobs is through charter clients and guests. “Charter captains have a leg up,” one captain said. “Their Rolodex is bigger, and they’re not going to have any problem hitting up charter brokers for a job because [the broker will] look at him and say, ‘he’s going to make me money.’” “Private captains are kind of invisible,” said a third. This sparked a conversation about the pitfalls of having longevity with an owner, of being out of the loop with brokers and managers and even with other captains. “A lot of captains make a big mistake,” one captain said. “They get

Attendees of The Triton’s December Bridge luncheon were, from left, Gianni Brill (freelance), Mary Taylor of M/Y Jubilee, Randy Steegstra of M/Y Tsalta, Ronald Gonsalves, Wendy Umla of M/Y Castaway, Mark O’Connell, Roy Hodges of M/Y Atlantica and Paul Preston of M/Y Trading Places IV.  PHOTO/LUCY REED comfortable in their job and they stop talking to people. I have a friend on the same yacht 11 years and nobody knows him.” One captain has been put up for a two-year job in Tahiti, quite possibly most captains’ dream job, but is hesitating. “The only problem with being in Tahiti for a couple of years is that I’d be in Tahiti for two years,” this captain said. “I love Tahiti, but no one remembers you when you’re gone. With a yacht, you’ve got to think of the resale value. With captains, you always have to be thinking

about your next job.” So has the economy change the way captains look for work? “Not on big boats, but on small boats, yes,” one captain said. “It might make you stick out a job you might not otherwise,” another said. “Owners are more open to the rotation idea,” said a third. These captains shared their secrets for finding jobs, the people they regularly network with, the off-thebeaten-track ways they use to get their resumes in front of owners. (They made me promise not to divulge too much.)

“You’ve got to get in the owner’s mind,” one captain said. “If you were an owner, where would you look for a captain?” One captain requested the risk assessment done by an insurance company for the vessel. A portion of it addressed the captain and it was positive. It is now part of this captain’s resume. And another networks directly with insurance brokers. “They get asked by owners all the time if they know of any captains,” this captain said. Networking with sales brokers can be tricky. “It’s a double-edged sword,” one captain noted. “They may get you a job, but there’s lots of pressure to give them listings, forever.” But they agreed that they don’t keep all brokers in close confidence. “They’ve got an agenda in contrast to reality and truly can be detrimental to the life cycle of the boat,” one captain said, referring to unreasonable crew and budget levels brokers sometimes tell owners. “I avoid those brokers. Even if they got you a job, why would you want it?” “But you’ve still got to smile and be nice to them, say hello to them at shows,” another captain said.

See BRIDGE, page A15


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FROM THE FRONT: License fraud

December 2011 A15

Management companies not as vitals as captains once believed BRIDGE, from page A14 “No, you don’t,” insisted the first. “Yes, you do,” said a third. “You never know who they know.” “We certainly don’t burn bridges,” another captain said. “It’s a small industry and you can’t forget that.” Captains do find jobs through crew agencies, usually the more corporate ones housed in the larger brokerage houses such as Fraser and Camper & Nicholsons. Seven years ago, one captain predicted that management companies would be the future, that the smallest ones would fall away, leaving a network of professional placement agencies in their wake. That hasn’t really happened. “There are more management companies now than ever,” one captain noted. A few captains don’t support the management company mission. “It’s all politics,” one captain said. “Management companies want younger captains they can control, who will do what they are told. They discriminate with older captains.” This sparked a conversation about age, experience and yachting. “In some industries, if you are over 50, you are looked up to, given the premier jobs,” one captain said. “Look in the cockpit of a 757. How old are those pilots?” “They aren’t in their 30s,” another captain said. “But reality goes out the window when the owner is looking for a cheap guy,” said a third.

“It’s the yacht management company looking for captains they can control,” another said. When the time comes and an owner or the owner’s family stops using the boat and decides to sell, captains are left with a decision to make: stick it out or begin the job search. One captain with an owner for years has decided to stay with the boat to the end. “I’ve missed some good jobs along the way doing that,” another captain said. “At the end, you have to say it’s just business.” “You know, we all get a contract and we’re asked to make a one-year commitment,” said a third. “I have no problem with that. But my thinking has changed. They could sell the boat next month and I’m gone. They have no commitment to me. “We should ask for the same commitment from the owner,” this captain continued. To which, several captains scoffed at the idea that an employment contract would be followed. “The percentage of owners who will honor a contract is pretty small,” another captain said. These captains didn’t think the job market was too tight for captains, and most agreed they would not take a second-in-command job if they could help it. “I wouldn’t now, not at this stage of my career,” one captain said. “A broker once told me, never step back.” “If I was out of work, I might,” another said. “People do read a lot into your resume. It wouldn’t be on a slightly

New credentials harder to copy LICENSE, from page A1 credentials before offering employment based on this report.” Although information on the Coast Guard site may show a valid license, it may not show a breech of personal information as in this case, said the captain whose license has been copied. After learning of the fraudulent use of his ticket, he checked with the USCG site but saw no discrepancies because the counterfeit was only on paper. “The real issue is your personal information,” the captain said. “It’s like someone filling out a credit card application and putting their address. They use the card and pay the bill and you never know.” Captains working under a valid license are required to carry the original when under way. The previous type was a paper document that could be more easily copied and forged. Since 2009, however, the USCG began replacing the paper certificate license with a passportstyle booklet, which may prove more difficult to counterfeit. And it’s not just merchant mariner

certificates that are at issue. Media also reports many instances of fraudulent Transportation Worker Identification Credential cards, which are legally required to serve under the authority of a U.S. Merchant Mariner credential. A falsified merchant marine credential or similar document like a TWIC card should be reported to the local governing body (in the United States, the USCG marine sector officer of the license holder). A USCG spokesperson said in known cases in which a license has been compromised, mariners should call the USCG with the reference number of the licence or send a detailed, written statement. The USCG will render the compromised license number invalid and re-issue credentials to the valid mariner. “I’m a law-abiding citizen and have worked hard for my ticket,” said the captain whose license was copied. “And someone else was reaping the rewards.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

larger boat, but on a much bigger boat.” “I would take it in a rotational, so people know you can work into the captain’s position,” said a third. “A cocaptain/first officer position, and make sure the contract says it.” Being out of work, these captains agreed, makes it even harder to find a job. “An unemployed captain is an anathema in the industry.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If

you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.

CORRECTION

Mike Ryan was listed as being “of M/Y Carcharais” in the photograph accompanying the From the Bridge story in the November issue. The vessel’s current captain said Ryan finished with the vessel in March.


A16 December 2011

OBITUARY

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Chef Kai Rasinen found dead in Lauderdale By Dorie Cox Chef Kai Rasinen was found dead Oct. 24 in Ft. Lauderdale, the cause of death still unknown as of midNovember. He was 34. There were no suspicious circumstances in the extendedstay hotel room where Rasinen was staying on Southeast 17th Street, according to Ft. Lauderdale Police Detective D.J. DeJesus. Rasinen Documents were found that described Mr. Rasinen’s medical history. His father, contacted in Finland, told police that his son had had a kidney transplant and had received kidney treatment since he was 12 years old. “Kai was a wonderful chef and a gentle soul,” Chef Victoria Allman said. “After I left Blue Moon in Kai’s hands, all the crew and owners told me how great he was and how well he took care of them. He was loved.” Mr. Rasinen also worked on M/Y Roxana, M/Y Paraffin and M/Y Plan B among others, said Capt. Ian Westman. “He was a gentle, peaceful person who always wanted to please those around him,” Westman said. “Strangely, when we first met him, he worked onboard with us as a deckhand and we actually had no idea he was a chef. But, I must say, he was one of the keenest, most hard-working deckies I ever had.” “He was an excellent chef and thoroughly enjoyed what he did,” Capt.

A memorial for Chef Kai Rasinen was held Oct. 30 on the pier in Dania Beach, PHOTO FROM AARON GROSSKOPF just south of Fort Lauderdale. Denise Fox said. “He always aimed to please and took very good care of the crew as well as the owners in this respect.” “I was in shock at the news,” said Chief Stew Carrie Kurka of M/Y Areti. “Kai has always been such a fun, happy, courteous friend. It is sad to lose him.” DeJesus said hotel managers were called when Rasinen did not pay for the last days of his stay. Phone records indicate he ordered Chinese food the evening before he was found, but the food was uneaten.

Rasinen’s personal effects were turned over to the Finland Consulate in Florida to be sent to his family and arrangements were made with a local funeral home, DeJesus said. Friends attended a memorial on Oct. 30 at the pier near John U. Lloyd State Park in Dania Beach, Fla. “It’s a great loss to all to lose friends so young,” Westman said. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

Fellow chef will miss his ‘little sous chef buddy’ Kai was the most organized, It showed by the care he gave to talented, caring, smartest (how many cleaning up the galley after a long day, languages did he speak?), yacht chefs I and the care for the guests and crew. ever worked with, and there have been (Well, most of the time. Anyone who quite a few. has worked on a boat We came to work knows just how small it ‘It was a joke together after about the be.) we shared, calling canWe first year of my yachting shared many each other a sous laughs in the galley, and experience, and let me tell you he raised the bar chef, little pokes I am sad that we won’t immensely. be able to anymore, but at the old ego.’ I was always impressed these memories will to work with Kai, and always make me laugh, as together we came up with some intense they will for Kai, wherever he is. menus. It was always great having my My favorite memory would be the little sous chef buddy by my side, (he corn juice. would freak if he heard me say that). It We had this crappy juicer that didn’t was a joke we shared, calling each other give much yield. I turned to Kai and a sous chef, little pokes at the old ego. said this juicer you bought is a piece. Kai was born to cook on boats, and He said, ”Just put the whole thing it is what he loved to do. It showed in there,” meaning the cob that was quickly, with the standards of the daystripped of the kernels. to-day cuisine he put out for his guests. “That’s what I do.” It showed by the conditions of the Well, Mr. Gullible here turns on the walk-ins, everything so fresh and clean, machine, sticks in the cob, and the and his organization was tac tac. most horrendous noise comes out, like

shoving a branch in a wood chipper. The machine starts jumping on the counter, the top flies off, corn bits spray everywhere. The chief stew walks in and her jaw drops. When I finally get my senses back and unplug the out-of-control machine, I see Kai, beet red, pissing himself. I get mad, then can’t help but start pissing myself for the next 10 minutes. A classic moment on M/Y Plan B for both of us. That’s how I remember Kai, a fun loving, life loving, talkative, caring, big hearted colleague and great friend who spent his life doing what he loved. And did he ever do all of these well. Miss you buddy, and love you my friend. Rest in peace. Chef Aaron Grosskopf Avalon Capital Group P.S. One day, there will be a restaurant in this world named KaiRon, and it will be open every day in your memory.


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OBITUARIES

Jeanne Raaphorst, yacht chef and Crewfinder pioneer, dies By Dorie Cox Beatrice Florence Jeanne Raaphorst, always known as “Jeannie,” passed away in Poitiers, France, on Oct. 31 after a brief but intense battle with cancer. She was 63. A resident of Ft. Lauderdale for more than 30 years, she was a known in the yachting community as a chef and for her work with crew agencies. Raaphorst was a pioneer at a time when there were only three crew agencies in Ft. Lauderdale, said Linda Turner, owner of Crewfinders. “She was instrumental in setting standards for how crew are placed,” Turner said. Raaphorst started as a crew agent and served as office manager for about seven years with Turner and her husband, Jim. “She made a big difference,” Turner said. “Jeanne put a lot of people to work. She got postcards from all over the world.” Raaphorst next worked for Hasslefree in Ft. Lauderdale. Her nephew, Chief Officer Hadrian Roesch of M/Y Sea Bowld, 174-foot Oceanfast, said his aunt got him his first job on a boat. Roesch relayed a story from the captain of that yacht, who said Jeannie was direct, pointed, and if crew didn’t cut their hair, shave their face, and put on a clean polo and shorts before coming in to see her, that she wouldn’t see them until they did. After Raaphorst retired from crew agencies in the mid-1990s she become a freelance chef on smaller charter yachts with a specialty in French cuisine. Her work onboard included M/Y Litchtfield Lady, M/Y New Moon II, M/Y Mimi and M/Y Victoria Rose. She also worked on M/Y Miss Michelle, a 102foot Crescent Beach, with Roesch. “Her and I got to hang out together in the Caribbean in 2000 and 2001,” Roesch said. “It was great.” Her family said she enjoyed being

A recent photo of Jeanne Raaphorst before her death in October in France. A celebration of her life is planned for January in Ft. Lauderdale. PHOTO FROM HADRIAN ROESCH

outside, gardening, and travel in rural America and France. In recent years she visited Egypt and the Great Wall of China. She was an active member of the Croissant Park Civic Association in Ft. Lauderdale and loved to entertain friends in her family’s home in Mairé, France. She is survived by her 93-year-old mother, Madeleine Raaphorst; her sister, Christine “Kiki” Roesch; her nephew, Karl “Hadrian” Roesch, niece Caroline Lee and their children. She was cremated in France. A celebration of her life is being planned in January for her friends and family in Ft. Lauderdale. For more information, call Cleo Thompson at +1 954-6489412. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

Langan remembered through memories, laughter in his life Friend Laurie Decker Pitcher recalls the memorial service and life of yacht designer Michael William (Bill) Langan, who died on Dec. 31, 2010, after a battle with leukemia. He was 55. By Laurie Decker Pitcher It is sunset and the watch is over. The flags are lowered in a ceremony called Colours. The puff of smoke from the cannon disappears over

Narragansett Bay as the sun goes down on the day. The people on the deck of the yacht club shiver in freezing January air as they say good-bye to their friend. Those who are closest to him huddle together for warmth and comfort. Bill’s watch is over. Eight bells ring. “Hip hip HOORAY!” they yell. “Rest in peace, Billy,” someone says.

See LANGAN, page A18

December 2011 A17


A18 December 2011

OBITUARIES

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Eight bells toll in memory of yacht designer LANGAN, from page A17 The church was a sea of black that day with an occasional burst of color from a Pashmina shawl. The large church in the tiny town could not hold everyone who came to pay their respects. The wife and children entered the sanctuary with fresh and old tears on their faces. The lines of grief on Candace’s face could not take away from her natural beauty although the struggle of the past few years was visible in her once sparkling, once laughing deep blue eyes. For such a long time, everyday words like breakfast, lunch and dance class were replaced with words like blast crisis, leukemic cells and transplant. Everyday requests to pick up the dry cleaning or a quart of milk were replaced with requests for strength and healing. Prayers for remission. A call for stem cell donors. A hope for a miracle. It’s the story of a death and a story of an amazing life, but more than all of that, it’s a love story. A tribute to the meaning of wedding vows taken 30 years earlier. They never gave up on life or on each other. They fought together and put normal life on hold so they could fight the battle against leukemia with all of their strength. They lost the battle but they won the war. The war that kept them together, still in love, still side by side, until that final day in December when Bill went to rest in another’s comforting embrace in Heaven. The courage and hope and strength extended from Bill’s hospital room to friends all across the globe. Upbeat e-mails from him filled with medical terms and descriptions made me laugh and cry. “New start tomorrow,” he would say. I saved every one as a reminder of his amazing ability to see past the leukemia into the outside world, even if he was stuck in a Boston hospital room. “Don’t make me come up there and wave paper at those Red Sox fans nurses,” I wrote to him one day. “I’ll be wearing my pink Yankees hat if I have to come up there.” “It won’t be pretty,” he wrote back, thanking me for putting a smile on his face that day. In honor of Bill, I signed up to become a bone marrow donor. They haven’t called me yet but I hope they do. The group is called Be the Match and I told Bill it was not at all like match.com but if he came across any eligible doctors to remember me. Bill died on the last day of 2010. A sailor who will remain on the horizon of our lives forever. Eight bells. The watch is over. Sail on, Bill.


The Triton

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WRITE TO BE HEARD

December 2011 A19

Marshal seizure story is still in need of some clarifying Regarding the events that took place in the Yacht Builders & Designers tent on Friday, Oct. 26, thank you for trying to correct the highly inaccurate account you published in both your print and online editions. [It originally appeared as “Marshals seize booth assets” on page 2 of the Oct. 29 edition of Triton Today, produced during the Fort Lauderdale International Boat Show.] However, your information is still misleading and in need of correction and clarification. As you have now stated correctly, All Ocean Yachts was not involved with the owner or the dispute. The owner was a direct client of the shipyard, he’s not American, and the contract wasn’t governed by U.S. law. As Moore and Company stated, they asserted the right to bring suit in the U.S. because warranty work was being done in the U.S. Additional facts you failed to note are: 1. Inace wanted to handle the points in dispute through arbitration in Brazil under Brazilian law, as the parties agreed in their contract; 2. the judgment, which was entered by default, is for an amount less than half of what is stated in your account and represents the maximum amount that the owner thought he could justify, not an amount determined by a judge or jury after full presentation of each side’s position; and 3. other warranty work not in dispute was being carried out. I can state that every Inace Explorer Yacht that I have been involved in the build of – which, over the past 18 years, has been quite a few – when sold by the owner has sold for between 35 percent and 55 percent more than its original build price, despite being between four and 10 years old at the time of sale. This has made them not only good investments in terms of quality of life and enjoyment, but given these times, solid investments overall. M/Y Catalonian Spirit is for sale at this time and you can check the value the owner has placed on the vessel. Taking the asking price into account, she appears to also be a solid investment, as well. This event could have far reaching consequences with regard to non-U.S. builders using shipyards in the U.S. for warranty work in the future. The U.S. is already considered a highly litigious country to do work in, and this judgment could increase that

A decade since passing of Sir Peter Blake, man of the seas December 6 will mark 10 years since the passing of one of the smoothest guys ever to sail the seas, Sir Peter Blake. He was classically cool, tanned and blond. He started out life in a wooden bungalow in Bayswater New Zealand on the northern side of Auckland’s Waitemata Harbour. His father, Brian, was a gunboat captain in the Royal Navy in the Big War. The sea was his playground and with seeming ease, he proceeded to set the yacht world on fire. Among others, he won the Whitbread Round the World (now the Volvo), and two successive America’s Cups.

Later he headed expeditions for the Cousteau Society. At the time of his death he was doing God’s work collecting data and studying global climate change in the Amazon. In racing, as in life, he was ahead of the pack. He died a Knight Commander of the British Empire. In 2002 he received the International Seakeepers Society’s top award. We should all be Kiwis for the day and wear red socks to commemorate the short but glorious and romantic life of Sir Peter Blake, yachtsman. Michael T. Moore, chairman International SeaKeepers Society

perception in the world yacht building community. John S. DeCaro, President All Ocean Yachts

Wishing Amy Beavers the best

For the past 11 years, until last year, I ran the National Sea Training Centre in the UK, an organization that specialises in maritime education and training. My center first formed a business relationship with Maritime Professional Training more than seven years ago. When I first met Amy [“Battling kidney disease, Amy Beavers finds life at MPT,” page A1, October issue] and her family, I saw not only a hard-working group of people but also an organization with a culture that put the student first. They all went the extra mile to ensure the student had the most cost effective deal in town. When you are in an international business, that does not only mean Ft. Lauderdale. I am here for a brief visit and find news of Amy’s illness a bit of a shock. However, what is not surprising is that under Amy’s leadership the center is even more student focused than before. I now run my own maritime

Editor Lucy Chabot Reed, lucy@the-triton.com Associate Editor Dorie Cox, dorie@the-triton.com Publisher David Reed, david@the-triton.com

Production Manager Patty Weinert, patty@the-triton.com

Advertising Sales Mike Price, mike@the-triton.com Becky Gunter, becky@the-triton.com

The Triton Directory Mike Price, mike@the-triton.com

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education and training business and I feel proud to be able to support Amy in her quest for continual improvement. She has some magnificent ideas for helping young people into the maritime field as well as improving the current provision for marine professionals. I wish Amy, her family and all who work at MPT all the best wishes for a successful future. Paul Russell, director Thamesview Maritime Ltd.

IYT is ahead of the curve

I attended an ECDIS course recently and had to share this. International Yacht Training (IYT) jumped ahead of the curve and introduced the first ECDIS training for yachties. Jan. 1 begins the process for certifying operators using ECDIS equipment and will be mandatory for vessels with the EDCIS system under IMO regulations. The first ever MCA- and USCGcertified ECDIS course was given Oct. 24-28 at IYT in Ft. Lauderdale. The personal instructor attention and hands-on time with simulators enabled a 100 percent pass rate. The comprehensive training offered relevant, Contributors Carol Bareuther, Capt. Mark A. Cline, Capt. Jake DesVergers, Rob Gannon, Beth Greenwald, Sue Hacking, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Keith Murray, Rossmare Intl., James Schot, Capt. Paul Warren, Allan Youl

real-world applications and case studies that showed how to best use the system. This course is designed to give the users of ECDIS a well-rounded overview of the benefits and pitfalls of the system. The practical portion of the course gives time on simulators with real-world problems and challenges to the bridge team, giving an enlightening look onto the capabilities of the system. Since the systems have been introduced, the practical application has been revolutionizing the wheelhouse, bringing together navigational aids into one user-friendly system. As radar and GPS revolutionized navigation, so will ECDIS improve safety, decrease navigation cost, and provide records for any unforeseen incident. This course enabled me to bring together my knowledge of electronic charts and showed me the benefits of having ECDIS of my bridge, including getting automated updates to save me countless hours doing chart corrections. It has many benefits for the owner, first and foremost the long-term cost savings of efficient navigation and going to a paperless charting system. Capt. Adrian Gordyn

Vol. 8, No.9

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2011 Triton Publishing Group Inc. All rights reserved.

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A20 December 2011

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Remedy for a smashed nail

Distinguished crew awarded

Check out tech support

Boat shows in U.S. and Europe

Your grandfather’s trick was right.

Chief Eng. Doherty of M/Y Dilbar wins.

Confirm help prior to buying.

N.Y. , Paris, London, Dusseldorf and more

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Section B

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December 2011

Langkawi: Jungle Island of Malaysia

The brightly colored fishing Malaysian boats combine with the verdant shoreline to provide a mesmerizing PHOTO/SUE HACKING visual treat.

Langurs and macaques, vistas and waterfalls make this Malaysian island more than just a stop on the way out. By Sue Hacking

Tina and Peter Dreffin from Yacht Scud enjoy the Seven Wells waterfall/slide.

For yachts making a transit from Singapore to Thailand, Langkawi, the northern-most island on the west coast of Peninsular Malaysia, offers so much more than an overnight stop and a place to clear out of the country. Known to the Malay populace as the Jungle Island, this forested, mountain-blessed island (about 10 by 16 miles rising to more than 2,900 feet) is home to langurs, macaques, hornbills, and hundreds of other bird species. Just a few minutes’ walk from the main town of Kuah takes you deep into greenery of hanging vines and philodendrons adorning huge rainforest trees. Arriving from the south, your first stop in Langkawi might be Kuah town, where you have a choice of side-tying to the megayacht pier of the Royal Langkawi Yacht Club or anchoring off the town in 20 feet, in spacious Kuah harbor. A short walk from the yacht club is the main terminal for boats to Thailand, Penang, and other points

B14

in Malaysia. Inside the ferry complex you’ll find customs and immigration offices, coffee shops (even Starbucks) and stalls selling Western-style cotton clothing in beautiful prints and batiks. A short walk north from the terminal takes you to the base of the Langkawi Eagle sculpture and a lovely park, or you can follow the road to a supermarket in an air-conditioned mall. Kuah’s waterfront is an interesting mixture of buildings with graceful arches, the eagle sculpture, a few high-rise hotels, and the golden domes of the city’s mosques. If you anchor, there is a dinghy dock near downtown, where, for $1 per day you can leave your tender. Langkawi, a duty-free island, attracts Malaysians from all over the country who come for housewares, chocolates, candies and other imported goodies. Most yachties come for dutyfree beer, wine and spirits. In Kuah you’ll find hardware stores, duty-free shops, and a huge array of local restaurants serving Malay dishes

See Langkawi, page B13

Firefighting equipment needs proper servicing Congratulations to everyone. We survived another fall season of boat shows on both sides of the Atlantic. Our attention can now focus on the winter term. Holiday charters? More broker showings for a potential sale? Back to the dock behind house? Rules of the Road the The plans are Jake DesVergers as limitless as one’s mind. But in all of the chaos of neverending shows and the parties that accompany them, did anyone notice the increased number of catastrophic fires on board yachts? What is going on? Since May of this year, there have been several large yacht losses. These have included the following: l 34m Sunseeker at the dock in Poole, Dorset, UK l 40m Westport off the coast of Sicily, Italy l 27m Vitech at a marina in New York, USA l 24m custom off the coast of South Carolina, USA l 38m Christensen in a shipyard at Malaysia We can all agree that no yacht is immune from accidents. While built for the pleasure of the owner and his/her guests, yachts remain a source of potential dangers. In an effort to prevent these from happening, yachts are designed and built with certain systems. Structural fire protection, such as insulation and bulkheads, play a

See RULES, page B12


B December 2011 ONBOARD EMERGENCIES: Sea Sick

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Not to point fingers, but some nail injuries require attention When I was in high school, I crushed 2. Wash any cuts or scrapes in soap my fingernail, known medially as a and water. subungual hematoma or nail bruise. It 3. Keep the hand or foot elevated turned completely black, and it hurt, above the level of the heart. This will too. help with the throbbing. Concerned 4. Apply ice to decrease the swelling. that the nail 5. Over the-counter pain might fall off, medications may help relieve the my mother pain. Try acetaminophen (Tylenol) or suggested I have ibuprofen (Advil) for pain, if you are my grandfather not allergic to these medications. Pappy take a look 6. Heat the end of a bent metal at the finger. My paper clip over an open flame until it grandfather was is red hot. Make certain you are using Sea Sick not a doctor; he protective gloves or pliers to hold the Keith Murray was a tool and paper clip as it will heat up fast. The die maker for heat sterilizes the paperclip. General Motors, but he was a wise man 7. While the paperclip is still very who could fix anything. hot, touch the tip of it to the injured To save the nail, fingernail. my grandfather Generally, there is took out a small no pain since you Infection can be a drill bit, sterilized are on the nail, not it, and then the skin. No need problem with a bruised hand twisted to push very hard fingernail, and there can as the heat from it into the nail until it released the paperclip will be additional damage the pressure burn a small hole to the finger other than underneath. At in the nail. Let the the time, I was heat burn the hole. the bruised nail. amazed at how 8. Once you Seek immediate much blood remove the paper came out of my clip, you should medical attention if the fingernail. But see blood releasing finger is deformed, or if the pain and the through the small pressure were hole. If you do not the injury is not limited gone; it was see blood, repeat to the tip of the finger. instant relief. the procedure until A few weeks blood comes out ago, my friend and the pressure is Keith had just relieved. returned from a week of fishing and 9. Keep this finger clean and dry for diving in the Bahamas. Keith showed two days. me his black fingernail, explained If the pressure rebuilds, you can how it happened and indicated his burn another hole. Be sure to wash the concern that he may lose it. Plus, it finger carefully both before and after was uncomfortable. He is a computer this procedure. programmer that bangs on the When possible, have a doctor keyboard 50 hours a week. examine the nail to make certain I told Keith about how my everything is OK and there is no grandfather helped me and suggested infection. he try something similar. He did and To learn more about first aid was very pleased the pain was gone and emergencies at sea, yacht crew should his fingernail did not fall off. take a CPR AED First Aid class. First First, I want to state that you Aid is more than just a class you take should always consult a doctor with when you get your captain’s license. It’s any medical injury. Infection can be a continuous process that requires you a problem as well as there can be to always learn more and update your additional damage to the finger other skills. than the bruised nail. Seek immediate If you have not taken a CPR AED medical attention if the finger is and First Aid class in the past two deformed, or if the injury is not limited years, your certification has expired to the tip of the finger. and you should renew. If a doctor is unavailable, here are the steps for First Aid on a smashed Keith Murray is a former Florida finger. firefighter EMT and owner of The CPR 1. Remove all jewelry from the School, which provides onboard CPR, affected hand or foot as quickly as AED first aid safety training for yacht possible as the injury will likely cause captains and crew (www.TheCPRSchool. swelling that could make removal later com). Comments on this column are difficult or impossible. welcome at editorial@the-triton.com.


B December 2011 TECHNOLOGY BRIEFS

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New cameras, anchors, lights for underwater

View nderwater on phone/ iPad

Massachusetts-based Aquabotix introduced two new underwater video submersibles at the Fort Lauderdale International Boat Show. The Aquabotix HydroView, above, is an easy-to-use, remote-operated underwater vehicle that beams a live high-definition view back to the surface. Controlled using an iPad, smartphone or laptop, the HydroView shoots full 1080p HD video or stills. As users guide the HydroView through the water by turning their wireless device, the submersible simultaneously collects data on water conditions as it delivers video from the depths. In addition to offering a view of reefs and fish, the HydroView can be used as a tool for hull, anchor or prop inspection, or even to find the sunglasses lost overboard. HydroView will retail for $2,995 and is expected to be available beginning early in 2012. The other product is AquaLens, below, also a submersible video, but instead of being remote-controlled, it

is designed to be mounted on the end of a standard boat hook, sending a live video feed back to a wrist-mounted LCD screen. AquaLens allows boaters to stay dry while evaluating the underwater wellbeing of their vessel. AquaLens will retail for $795 and be available this month. For more information, visit www. aquabotix.com.

TimeZero Trident by MaxSea / MapMedia / Nobeltec of the USA. This year’s special certificates were: Most Innovative Product to Constrictor by Cousin Trestec of France; and Most Eco-Friendly Product to GO2. GO2, a diesel fuel additive, is distributed in Europe by Spain-based ECOSuperyacht and everywhere else by New York-based Cerion Energy. GO2 is a nano-particle-based additive that reduces fuel consumption by 8-14 percent, particulate matter (soot) by 30-40 percent, unburned hydrocarbons (fuel odor) by 50-70 percent, and other harmful emissions (CO2) by 20-40 percent, Cerion said in a statement. For more information, visit cerionenergy.com.

Manson introduces new anchor

New Zealand-based Manson Anchors introduced the Boss Anchor, the company’s most technically advanced and safest anchor. “Our new Boss anchor is the culmination of Manson’s 39 years of manufacturing anchors with integrity, to the highest possible standards,” said Manson CEO Steve Mair.

METS honors new products

The overall winner of the DAME Award 2011 is the Revolving Portlight from S.C.M. (Stampaggio Costruzioni Meccaniche) of Italy. The window frame of the portlight opens and closes along the same plane as its fixed frame, eliminating the problem inherent in traditional portlight design, intrusion into the cabin space. A single rotation pin allows the window frame to be swung and secured at any position up to 110 degrees to the left or right of its closing station. The design-led innovation will offer options for designers looking to maximize internal volume, most notably in the area of curtain positioning and flexible ventilation. Other winners of the 21st annual Design Awards at the METS (Marine Equipment Trade Show) held in The Netherlands in mid-November include: In marine electronics, iAIS by Digital Yacht of the UK; In interior equipment, Revolving Portlight by S.C.M. of Italy; In marina equipment, Sentinel One Star by Forniture Nautiche Italiane of Italy; In deck equipment, Constrictor by Cousin Trestec of France; In clothing and crew equipment, Ballistic Eco Pants by Harken Sport of the USA; In safety equipment, Deckvest Lite by Spinlock of the UK; In machinery, Stabilis Electra 18BR2X by CMC Marine of Italy; and In marine-related software,

The new anchor boasts an average of 20-25 percent more holding power than the Manson Supreme in most seabeds. As with all Manson anchors, the Boss is manufactured at Manson’s purpose built facility in Henderson, New Zealand by Lloyd’s Register approved welders and using approved mill steel. For more information, visit www. mansonanchors.com.

Wireless crew comm launched

Oregon-based Sonetics, a team communication solutions company, introduced its Triton Series wireless communication systems at the Pacific Marine Expo in Seattle in November. The Triton systems are designed to meet crew communication requirements for rugged use on deck or in high-noise marine settings, according to a company statement. They support hands-free full-duplex crew communications up to a 1600foot range while monitoring up to two radio channels and providing PTT radio transmission from the users’

See TECH BRIEFS, page B5


The Triton

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TECHNOLOGY BRIEFS

Communication providers hit milestones TECH BRIEFS, from page B4 wireless headsets. Triton communication headsets provide 24dB of hearing protection and are wire-free with no external antennas or belt pack. Triton solutions can be installed in fixed locations, water craft, or other equipment. Systems can also be configured to support extended communication via standard marine or portable radios. Completely batterypowered portable systems are also available. For more information, visit www. soneticscorp.com.

Aqualuma launches new lights

Florida-based Aqualuma Marine Lighting has launched a new range of underwater lights, called the Gen III, that produces 60 percent more light than its Gen II range, uses the latest in high-output LED technology and has new, higher-rated drivers. Gen III also features a corrosion-protected, ecoated end cap to dissipate heat. The Gen III fits into Aqualuma’s Gen I and Gen II thru-hull housings. Suitable for 12V or 24V DC power, the new lights are available in brilliant

white, ultra blue and ultra green. The Aqualuma’s Gen III underwater lights are offered in a 1, 3 and 6 series and come with a three-year worldwide unconditional manufacturer’s warranty. For more information, visit www. aqualuma.com.

Sea-Fire CEO launches GlobalTec

Sea-Fire founder Ernie Ellis has started GlobalTec, a global distributor of innovative technical products. Currently there are five main product lines: passerelles, pumps, generators, lights and adhesives and sealants. More product lines are expected. “Traditionally, high-value marine equipment is procured separately from different manufacturers all over the world,” said Richard Duckworth, technical director of GlobalTec, in a press release. “This removes choice, while adding cost and time to any build schedule. But, if you could source all the best equipment from one place, we believe that would be a huge bonus for the builders.”

TracVision M1 wins honor

Rhode Island-based KVH Industries and its TracVision family of satellite TV products won a National Marine Electronics Association’s (NMEA) award for the 14th consecutive year. The company’s TracVision M1, the world’s smallest maritime satellite TV antenna, was recently honored with its third consecutive Industry Award for best marine entertainment product. “The TracVision M1 allows us to put live TV on boats for which it was previously out of the question financially, or on which larger domes would look ridiculous,” said Duncan Nevard of Intrepid Marine Electronics in Stamford, Conn. “It weighs less than eight pounds, so we can literally replace

someone’s little flying saucer over-theair TV antenna – on the same bracket – with a first-class, in-motion satellite TV solution. That allows us to bring high-end marine electronics to a whole new group of boats.” The in-motion TracVision M1 weighs 7.5 pounds and includes the antenna and 12V DIRECTV receiver.

800 GlobeMobile units installed

December 2011 B

Today’s fuel prices Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Nov. 15. Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 890/950 Savannah, Ga. 865/NA Newport, R.I. 860/NA Caribbean St. Thomas, USVI 995/NA St. Maarten 1,090/NA Antigua 1,170/NA Valparaiso 860/NA North Atlantic Bermuda (Ireland Island) 990/NA Cape Verde 940/NA Azores 930/NA Canary Islands 1020/1,210 Mediterranean Gibraltar 885/NA Barcelona, Spain 930/1,620 Palma de Mallorca, Spain NA/1,835 Antibes, France 935/1,895 San Remo, Italy 1100/2,115 Naples, Italy 1,195/2,155 Venice, Italy 1,025/1,840 Corfu, Greece 1,070/1,850 Piraeus, Greece 965/1,835 Istanbul, Turkey 960/NA Malta 770/1,480 Tunis, Tunisia 880/NA Bizerte, Tunisia 885/NA Oceania Auckland, New Zealand 980/NA Sydney, Australia 985/NA Fiji 985/NA

Florida-based Globe Wireless, a provider of communications, operational and IT solutions to the maritime industry, has completed the 800th installation of its GlobeMobile GSM solution. GlobeMobile offers crew members voice and SMS capabilities by inserting the GlobeMobile SIM card into their GSM phone to send and receive voice calls and SMS messages while at sea. GlobeMobile is integrated within the Globe iFusion system giving prepaid access to voice and SMS messages from mobile phones as well as e-mail from shipboard computers. The Globe iFusion integrates the GlobeMobile GSM Solution and a Fleet Broadband 250, a firewall, a satellite gateway, a network router, an IP data compression device, and provides remote access to the vessel’s PC network. For more, visit www. globewireless.com.

One year ago

New colors for fire extinguishers

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

California-based H3R Performance has added four new 5-pound models to its line of dry chemical and “clean agent” fire extinguishers. The company’s MaxOut dry chemical offering now includes extinguishers in red, black and chrome. The HalGuard “clean agent” line expands with the addition of a black model. For more, visit www.h3rperformance.com.

*When available according to local customs.

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 680/725 Savannah, Ga. 625/NA Newport, R.I. 670/NA Caribbean St. Thomas, USVI 795/NA St. Maarten 870/NA Antigua 780/NA Valparaiso 910/NA North Atlantic Bermuda (Ireland Island) 800/NA Cape Verde 825/NA Azores 750/NA Canary Islands 690/860 Mediterranean Gibraltar 700/NA Barcelona, Spain 880/1,750 Palma de Mallorca, Spain NA/1,525 Antibes, France 860/1,730 San Remo, Italy 865/1,740 Naples, Italy 850/1,715 Venice, Italy 825/1,575 Corfu, Greece 785/1,880 Piraeus, Greece 730/1,650 Istanbul, Turkey 735/NA Malta 730/1,500 Tunis, Tunisia 685/NA Bizerte, Tunisia 690/NA Oceania Auckland, New Zealand 740/NA Sydney, Australia 755/NA Fiji 785/NA *When available according to local customs.


B December 2011 BOATS / BROKERS

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Chief engineer on 110m M/Y Dilbar wins crew award Chief Eng. Paul Doherty of the 110m Lurssen M/Y Dilbar was awarded the International Superyacht Society’s Distinguished Crew Award during the Fort Lauderdale boat show. The award is given each year to honor a crew member or crew that exemplifies the highest level of expertise and professionalism in the superyacht industry. It is sponsored every year by Westrec Marinas. Doherty has been in the maritime industry for 22 years and has earned a bachelor’s degree in marine engineering, a master’s degree in engineering and management, and is

working on his doctorate degree. In 2010, he was awarded the prestigious British Merchant Navy Medal for “meritorious services to Merchant Shipping and Ship Safety” and has been described as “a man of vision, who through his hard work, experience and dedication has made a real difference to the maritime industry.” He is the first superyacht crew member to receive this award. Doherty was unable to attend the gala awards dinner as he and his wife were expecting their first child. Also during the gala, the ISS named

the winners of its annual Design and Leadership Awards. M/Y Palladium won for best power yacht larger than 65m. M/Y Big Fish won for best power yacht 40-65m. The new vessel from NISI won for best power yacht 24-40m. S/Y Twizzle won for best sailing yacht larger than 40m. S/Y Aegir won for best sailing yacht 24-40m. M/Y Angel’s Share won for best refit. The Best Interior award went to S/Y Twizzle. The society also honored several

industry leaders, including Bob Saxon, president of International Yacht Collection, with its Lifetime Achievement Award; Gary Markel of Operation Cruise with its Excellence in Innovation award; Dick Boon of Vripack as Business Person of the Year; Espen Øino of Espen Øino International with its Leadership Award; and Yacht Carbon Offset with the Fabien Cousteau Blue Award, which was created to celebrate stewardship of marine ecosystems.

CNI sells 55m Feadship Drizzle; Fraser sells 45m Hakvoort Camper & Nicholsons broker Jonathan Syrett confirmed the sale of the 182-foot (55.5m) Feadship M/Y Drizzle. Her asking price was 46.9 million euros. Broker Arne Ploch sold M/Y Boo Too, a 90-foot (27.5m) yacht built by Pendennis. Asking price was 3.3 million euros. The brokerage has added the following to its sales fleet: M/Y Incentive, a 142-foot (43m) Palmer Johnson, for $25 million;

M/Y Far Niente, a 112-foot (34m) Hatteras, for $6.5 million; M/Y Trotter, a 105-foot (32m) motor yacht for $1.2 million; M/Y Geni, a 93-foot (28m) yacht; M/Y Noni, a 98-foot (30m) Azimut, for 2 million euros; S/V Blue Coast, an 88-foot (27m) catamaran (due for delivery in 2013) for 6.7 million euros; and M/Y Ikarus, an 83-foot (25.6m) yacht, for 3.5 million euros. New to the firm’s charter fleet is:

M/Y Koo, a 140-foot (43m) vessel based in the Caribbean this winter, and M/Y Il Cigno, a 137-foot (42m) yacht based in the Mediterranean this winter and next summer. Fraser Yachts reports the sale of the following yachts: M/Y My Trust, a 147-foot (45m) Hakvoort with an asking price of 23.9 million euros; M/Y Freedom, a 125-foot (37.7m) yacht built by Picchiotti with an asking

price of $5.9 million; M/Y Blood Baron, an 85-foot (26m) Northern Marine; S/Y Heroina, a 73-foot (22.5m) yacht built by Astilleros Sarmiento with an asking price of $1.85 million. New central agency listings for sale include: M/Y Kaiserwerft, a 246-foot (75m) yacht for 59 million euros; M/Y Tuscan Sun, a 147-foot (44m)

See BOATs/BROKERS, page B7


The Triton

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BOATS / BROKERS

December 2011 B

Fraser hires Busacca; Sunreef ’s newest is a tad smaller BOATS/BROKERS, from page B6 yacht for $22.5 million; A 144-foot (44m) Crescent Custom Yacht for $18.9 million; M/Y Kai, a 120-foot (36m) Benetti for $13.4 million; M/Y Moon Goddess, a 114-foot (35m) yacht by Danish Yachts for $7 million; and M/Y Swift, a 107-foot (33m) yacht built by Multiplast for 2.95 million euros. The brokerage also has the lease for a 50m berth in Cap d’Ail, France, available until December 2027 for 4.5 million euros. In related news, Fraser has hired South Florida veteran broker Mike Busacca as commercial director for North America. Busacca began his career in 1983 at Broward Marine where he rose up the ranks to general manager. In 1996, he joined Allied Richard Bertram Marine Busacca Group and moved up those ranks, too, to become executive vice president and, in 2009, president of its Platinum Yacht Collection division. He officially joined Fraser Yachts on Oct. 24. The brokerage firm of Robert Cury has added the 108-foot Westport M/Y Tahiti to its central agency listings for sale for $3.5 million. Poland-based Sunreef Yachts has introduced a new design for an ultramodern, high-performance sailing catamaran, the Sunreef 75 Ultimate. It is the successor to the Sunreef 80 Ultimate. The carbon fiber yacht has thin hulls with a reversed bow and integrated stepped hull chins. The superstructure will be shorter and more minimalist than on conventional leisure catamarans. The flybridge is integrated in the superstructure and will be large enough to feature the main helm station and relaxation area. The mast will be moved back to the center of the boat. The sail plan is calculated to reach top speeds of more than 20 knots. Sunreef ’s engineering office is working on hybrid and electric propulsion. Tecnomar, a maxiyacht design and construction firm, has acquired the Admiral brand, a 45-year-old brand of aluminum and steel yachts from 32m to 54m. “Admiral maxiyacht range

completes the Tecnomar portfolio Since joining the company in and creates synergies and new growth January 2009, Costantino oversaw opportunities,” said a reorganization Giovanni Costantino, plan. Today, in its president and CEO of 15,000-square-meter The Sunreef Tecnomar Group. production plant 75 Ultimate is Tecnomar Group in Massa, Italy, the the successor to also plans to acquire a company produces private dock with statecustom made luxury the Sunreef 80 of-the-art facilities for yachts ranging from 30m Ultimate. maxiyacht maintenance to 60m. and refitting. Founded in 1987, WashingtonTecnomar has launched more than 270 based Delta Marine has created a yachts. partnership with SG Private Wealth

Advisors for construction financing for a 50m motor yacht under construction. “SG Private Wealth Advisors provided a financing solution that is hard to achieve in the current financial markets with ensuing credit tightening,” said Jack Jones, vice president of Delta. “Their alliances with more than 75 private banks, finance companies and private equity firms, including over a dozen megayacht lenders worldwide, gives those looking to finance their Delta vessel a valuable and discreet option.”


B December 2011 BUSINESS BRIEFS

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Hub at STP in Palma refurbished; new courses; new offices RS Global building spruced up

RS Global has modernized and refurbished its facility in the STP yard in Palma, and hosted an official opening party in early November. The building was taken over last year by the Palma-based chandlery, rigging and yacht-painting company Rolling Stock Group. It is the central building to the boatyard providing canteen facilities for workers and yacht crews, as well as some workshop and storage space in its old guise. The building now offers a restaurant called the Dock Bar, and modern offices

Ondeck adds courses

for up to 20 superyacht refit and repair companies. The interior of one office is shown above. The STP yard has had massive

investment over the past few years since being taken over by its present management on a long-term concession awarded by the Balearics Port Authority. The STP (Servicios Técnicos Portuarios) yard has several travel lifts of up to 800-ton capacity, several keel pits for sailing yachts up to 60m and deep-water moorings. The concession only allows STP to lift or moor yachts and provide basic service such as power, water and waste management. Marine services onsite include Rolling Stock Group, RSB Rigging Solutions, Astilleros de Mallorca, e3 Systems, Technocraft Scaffolding, Pinmar, Pendennis, Pure Superyacht Refit, Metalnox, Soft Interiors, Master Yachts, Palma Refit, Trappmann Consulting, Universal Nautic and BM Composites.

Antigua-based sailing charter and maritime training company Ondeck Maritime Training plans to add one STCW95 basic safety training week each month as well as at least one Yachtmaster offshore. “We are focusing on extending our portfolio of courses so that a yachtsman of any level can come to these shores and get the training s/he needs,” said Chairman Peter Anthony. “With the input of the superyacht community, we are willing and able to build Antigua into the training capital of the Caribbean.” Ondeck is headquartered in the UK and runs operations in Antigua, Portugal, and the United States.

IYB turns five

International Yacht Bureau (IYB) celebrated five years in business in October and welcomed the 450th yacht into its register. IYB certifies private and commercial yachts on behalf of the world’s leading yacht registries. It has expanded to 35 locations in the Americas, Europe, and Asia with surveyor availability in every major yachting location worldwide.

See BOATs/BROKERS, page B9


The Triton

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BUSINESS BRIEFS

December 2011 B

IYB turns five; Ardell broker wins satellite phone at Expo BOATS/BROKERS, from page B8 “From our very first yacht, we developed an organization that responds to each customer’s individual needs, while ensuring that they also meet any and all flagstate requirements,” said Capt. Jake DesVergers, chief surveyor at IYB. DesVergers also writes The Triton’s monthly Rules of the Road column. IYB received its original delegation by the Republic of the Marshall Islands. It now represents more than 10 yachting registries as flag-state inspectors and surveyors. “As I say to both the flags we represent and the yachts we inspect, their success is our success,” DesVergers said. “If they fail, then IYB has failed with them. “This anniversary is because of the partnership with have with our clients and the flags,” he said in a press announcement about the milestones. “It is the enormous level of trust that they have instilled in us that allows us to celebrate this milestone.” The 450th yacht to join IYB’s register is M/Y Penny Mae, a 44m yacht built by Richmond Yachts. The yacht completed the required surveys and plan review for certification as a commercial yacht under the Marshall Islands flag. A busy

winter season is planned, followed by charters this summer in Europe. She is under the command of Capt. Richard McGregor. For more information, visit www. yachtbureau.org

XSAT raffles sat phone

Georgia-based XSAT Global, a telecommunication services company, raffled off a an IsatPhone Pro during the Triton Expo in October. Peter Reed, a broker with Ardell Yacht and Ship Brokers pictured below, won. [Peter Reed has no relation to David and Lucy Reed who own The

Triton.] This global satellite phone is designed to work in just about any conditions. It came with a pelican case, which is a watertight crush-proof case. XSAT specializes in solutions when traditional communication systems such as cell phone or land lines are not available, including L band technology with the Inmarsat FleetBroadband Maritime Terminal.

C2C opens in Croatia

C2C International Yachting Partners has added an office in Croatia under

managing partners Maja Ban and Jeremiah McCurdy, formally Maya Yacht Services. Earlier this year, the company opened C2C Yachting SardiniaA with Barbara Feltovic as the managing partner.

Designer moves to Connecticut

Yacht design and brokerage firm Sparkman & Stephens has moved its headquarters from New York City, where it opened in 1929, to Greenwich, Conn., according to a story in the Conecticut Post.


PHOTOGRAPHY: Photo Exposé B10 December 2011

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Tech support is as vital as flash features, battery life and focus Welcome aboard photo enthusiasts. So, I purchased the Canon SX230HS with an incredible 14X 28-392mm zoom capability. There are other fine pocket camera manufacturers. I have just had a long relationship with this one, and they do provide very good support. The importance of good customer support is not to Photo Exposé be understated. James Schot If you have your mind set on a particular product give their support team a trial run and see how they perform. To begin, see how difficult, how many prompts it takes to get to a life-support representative, and what’s the hold time. Have a question ready (these columns are a great source for questions you now have the answer to) to find out how they perform in giving you an answer. The specific reason I purchased this particular camera was its 14X zoom. I would say 90-percent of my shooting is based on limited zooming, but it’s a nice feature especially for sailors, where points of interest can be far off, and your ability to maneuver closer can be limited. Be that as it may, using the SX230HS on my trip to Brazil quickly brought to light several things I prefer on my Lieca DLUX-3. Most important is the Canon’s short battery life. I had purchased an extra with the product, and purchased two more. They are not expensive, it’s just that I have to carry the three extras and change them more frequently then I’d like. I use flash fill regularly when there is a bright background behind a subject, or when I want to keep detail of the subject and the background, and shooting indoors when in manual using a slower shutter speed (say 1/15 or 1/20) to keep some ambient light for a nice flash to ambient balance (that’s a tip). If I set the flash for optional when I power on the Canon camera, it will automatically pop up. I have to suppress it then when I do not want to use it, and then power up again when I do want to use it. Explaining this is complicated, as is using it this way. With the Leica when I want it I simply press a switch to pop it up; when I’m done with it I push it down. I like it like that. Lastly, I’ve talked about shutter lag in a previous column. This Canon camera takes the shot when the shutter is pressed, therefore no significant shutter lag on the first shot, but then I can wait a second or two (too long)

to take the next. I purchased a class 10 memory card, thinking this would alleviate this problem and I could shoot consecutively, but it did not. I spoke to Canon technical support about this and was told to turn the post review off, that image you see for several seconds on the LCD, after the photo is taken. I haven’t tried this yet, but I will. It makes sense, since you need to preview your next shot in order to take it. I can tell you that any extra feature you use, such as blink detect, auto focus, etc. can add time to making an exposure. It requires the camera software to go through analyzing a scene and this can add time/delay. For fast exposures turn off any function except the auto-focus. The latter is very helpful, and only in poor lighting or unusual circumstances will this slow your camera down. The limited battery life and its flash operation are my biggest complaints. Other than this the camera operates well. Here is another problem with most point and shoot cameras that I found a way to overcome on my new camera, and the tip may work on your camera or there may be some similar resolution you need to investigate with…you guessed it, your manufacturer’s technical support. Let me start with the problem: When you press the shutter button on most pocket cameras it will lock in both the exposure (meter reading) and the focus. I was taking the water taxi one day and wanted to take the dark blue bow of a yacht and the top of a white building with a sign behind it. Since the camera saw mostly the dark blue bow in the frame, it’s meter opened up the aperture/slowed down the shutter, which blew out my background. To get it back I pointed my camera to the sky for the exposure, but now I was also focused for the distant sky. Therefore if I kept those settings and turned the camera back to the bow, I would have gotten a desired exposure and also an out of focus bow. What to do? Point to the sky, press the shutter half way, press the top of the control dial (circular dial found on the back most cameras). This will lock the exposure (in my case the sky). Turn back to the bow (the desired composition) and press the shutter half way again and it will only adjust the focus. All is good, while I take permission to come ashore. James Schot has been a professional photographer for more than 35 years and has a studio/gallery in Ft. Lauderdale. Send questions to james@ bestschot.com.


B12 December 2011 FROM THE TECH FRONT: Rules of the Road

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The Triton

Unapproved servicing of fire safety equipment quite common RULES, from page B1 large part of that. Those items can be considered static measures. In contrast, the equipment and systems that provide a dynamic response to fire situations involve a combination of detectors, alarms, fixed firefighting systems, portable units, and the crew itself. The requirements for the type and number of firefighting systems are dictated by numerous factors. Will the yacht be private or commercial? How many people will she carry? Inland or international? For internationally trading yachts, the regulations for firefighting systems are outlined in the Safety of Life at Sea (SOLAS) Convention. From SOLAS, the actual design and specifications for

each individual system are outlined in the International Code for Fire Safety Systems (FSS Code). National regulations, such as the U.S. Code of Federal Regulations or the European Union Marine Equipment Directive, will further dictate equipment to be manufactured or used within a certain jurisdiction. For yachts operating in the normal cruising grounds, it would be an exception to find unapproved or illegal fire safety equipment for purchase. However, the unapproved servicing of that equipment is quite common. All too often during the course of flag-state inspections and surveys, our staff find fire safety equipment that was serviced by companies that are not certified to conduct such work. Now one may say, what’s the difference? An extinguisher on a yacht

is the same as an extinguisher in a house. This argument can be justified for certain items, such as a small dry chemical portable unit. But what happens when that same company is tasked with inspecting and servicing a halon, sprinkler, or FM-200 marine system? How about the pressure switches that are integrated with the electrical and ventilation systems? Are the systems being tested according to SOLAS, NFPA, or some other standard? While a particular system may be similar to one found in an industrial setting, the particular use of that same system in the marine environment can be quite different. Thus the testing and serving of that equipment also changes. Fire safety system contractors that

are approved for the marine industry must meet a very high standard to receive that approval. This involves a combination of training, documented quality systems, experience, and regular audits of their service facility. Because these recognized specialists play a critical role in the marine safety life cycle, there is tremendous external oversight. This is done by flag administrations, classification societies, and insurance companies. As a flag-state investigator, if our organization were assigned to the type of incident as listed above, one of the first questions we ask would relate to the fire safety systems. When were they last serviced? And more important, who did the service? If an unapproved company was involved, our investigation path has begun. While not part of our responsibilities on behalf of a flagstate, such an action would be very interesting to a yacht’s underwriter. It remains the owner’s responsibility, through his captain, to ensure that the contractors used to service fire safety equipment on board are certified and qualified for the task By using unauthorized personnel, an “unseaworthy” condition could be interpreted by the underwriter. And from there, the dots are very easy to connect for a “no cover” incident. No coverage equals no claim which equals no money. This is not protecting the best interests of the owner and his assets. So how do you confirm that a fire service company is approved? Ask them for a copy of their approval certificate. This will normally be issued by either a flag administration or a classification society. Simply being licensed by a state is not sufficient qualification. If you require further verification of their approval, each classification society maintains a public access database on their respective websites. Two minutes of questions can save months of heartache or worse. Practice your due diligence when having your fire safety systems serviced. This tedious task could be a lifesaver. Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau (IYB), a recognized organization that provides flag-state inspection services to private and commercial yachts on behalf of several flag-state administrations. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.


The Triton

www.the-triton.com CRUISING GROUNDS: Langkawi, Malaysia

December 2011 B13

It’s well worth the effort to make a trip into the countryside Langkawi, from page B1 like nasi campur, nasi lemak, and roti, as well as Thai and Indian restaurants. Most offer main selections for less than $3. If you want a beer with your meal, chose carefully, as many restaurants (including some Indian ones) in this predominantly Muslim community are halal. Cars and motor bikes are available for hire by the day or week, and it’s worth the time and money to get out into the countryside. The entire island can be toured in a day unless you want time for a round of golf, a hike, or a tour boat ride through the mangroves on the eastern coast where sea eagles and Brahminy kites rule the air. Rubber plantations and rice paddies with water buffalos dot the landscape. Nestled around Langkawi like pieces of a jigsaw puzzle lie another 103 islands that make up the Langkawi Group. The second-largest, Pulau (meaning “island”) Dayang Bunting is known for clear, cool Pregnant Maiden Lake formed inside an ancient caldera (volcanic crater). The Malays (who generally don’t swim) tend to sit on the edge of the pontoons or paddle gingerly about in life jackets. If you dive in, you may surface to applause and the amazing question, “Where did you learn to do that?” You can get to Pulau Dayang Bunting by tender, or anchor your ship in “The Fjord,” a stunning channel hemmed in by towering limestone cliffs. Scenery here is similar to that of Thailand’s Phang Nga Bay because the same backbone of karst–limestone hills runs

The Langkawi Sky Bridge, accessible after a cable car ride, is 700 meters above sea level and runs 125 meters over a gorge. It is about 6 meters wide.  PHOTO/ Sue HACKING

from the Thai peninsula right down into the heart of Peninsular Malaysia. Stalactite overhangs, small caves and beaches characterize much of the Langakwi coast. Although Langkawi boasts about its white sand beaches don’t be looking for clear water yet, as you’re still in the Strait of Malacca. Langkawi’s northwestern corner claims one of the region’s most spectacular anchorages, Telaga harbor. You can anchor inside the breakwater formed by two artificial islets or tie up at Telaga Harbor Marina’s dedicated megayacht pier. The “skyline” consists of a series of jagged green peaks over 2,300 feet high that project into the blue Malaysia sky. There are a few small restaurants around the marina and car and motorbike rental facilities. The Langkawi Cable Car (about half a mile walk away) ascends the peaks and puts you on a suspended walkway 2,000 feet above the coast. The southern-most Thai island of Taratao is clearly visible across a 4-mile channel. Perhaps the best activity on Langkawi is a hike up to Seven Wells (Telaga Tujuh), just a few minutes past the cable car base. Go prepared to sweat – a concrete stairway climbs over 1,000 feet from the parking lot to the top of a 350-foot waterfall where you’ll find a series of natural pools and water slides. There are changing rooms but you may feel like jumping in fully clothed. The forest is alive with the calls of birds and you may be lucky to see the bright flash of the blue back of a kingfisher as it flies from its perch over the river. Study overhead branches for shy dusky langurs, with beautiful white

faces and black ruffs. The trail is often patrolled by a troop of cheeky macaque monkeys who seem to think your water bottle is their water bottle. So pick up a long stick and keep it handy. Langkawi is, after all, a jungle island. Sue Hacking is a writer based on her 45-foot catamaran Ocelot. She has been sailing the world with her husband and children since December 2001. They have spent the past five years in Indonesia. To read more about their travels, visit http://hackingfamily.com. Comments on this story are welcome at editorial@the-triton.com.

Marina information Both marinas have facilities for megayachts including water, fuel, electricity and wi-fi. Malaysia clearance offices are in both Kuah and Telaga. Visas are issued on arrival, and clearance is free. l Royal Langkawi Yacht Club

at 6°18.2’ N 99°51.1’ E, www. langkawiyachtclub.com. l Telaga Harbor Marina outer

channel at 6º 21’ 31.7N 99º 40’ 57.4E, www.telagaharbour.com.


B14 December 2011 CALENDAR OF EVENTS

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The Triton

Set sail through the holidays with boat shows and parades December Online holiday boat parade finder. The website lists local lighted boat parades by state or date, and includes website links and contact information. Includes ability to add a listing for a boat parade. BoatUS.com/ Events Dec. 1-2 Superyacht Marketing Forum, London. To focus on all aspects of strategic marketing in preparation for a new business phase. Includes intensive workshop with a mix of case studies, incisive papers plus networking. www.superyachtevents. com Dec. 1-4 St. Petersburg Power and Sailboat Show, St. Petersburg, Fla. The U.S. Gulf Coast’s largest boat show, in water and on land. Fishing clinics, seminars, live music, food, drinks with new and pre-owned powerboats and sailboats. www.showmanagement.com Dec. 1-4 Captain and Crew Golf Tournament, CostaBaja’s Signature Gary Player Golf Course, La Paz, Mexico. For details and to register visit www.captcrewcostabaja.com and www. costabaja.com. Dec. 3-11 Salon Nautique International de Paris, Porte de Versailles. 1,200 exhibitors and 1,400 boats on display, including 600 motor, 500 sail and 300 assorted small craft (canoes, kayaks, windsurfing boards). www.salonnautiqueparis.com Dec. 6-8 Basic Marine Electrical course, Portland, Maine. Designed for the marine professional who is an electrical novice with minimal or no electrical experience. Call +1 410-990-

EVENT OF MONTH Dec. 4-10 50th annual Antigua Charter Yacht Show

Registered yachts will be at the dock for the first five days with final day designated for day sail. Held at Nelson’s Dockyard Marina in English Harbour, the Falmouth Harbour Marina and the Antigua Yacht Club Marina. For details and schedule of events including Concours de Chef competition visit www.antiguayachtshow.com 4460 \or visit www.abycinc.org.

Dec. 6-9 Marine Electrical Certification, Miramar, Fla. For the experienced technician with 3-5 years experience working with marine electricity. Call +1 410-990-4460 or visit www.abycinc.org. Dec. 7 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) in Ft. Lauderdale. Join us for casual networking. Details to follow at www. the-triton.com. Dec. 8 The Triton Bridge luncheon, Ft. Lauderdale, noon. This is our monthly captains’ roundtable for people who earn their livings as yacht captains. RSVP to Associate Editor Dorie Cox at dorie@the-triton.com or +1 954-525-0029. Space is limited. Dec. 10 Seminole Hard Rock Winterfest Boat Parade, Ft. Lauderdale. The 40th annual boat parade will stage on the New River. For updates, viewing locations and events visit www. winterfestparade.com. Dec. 11-16 Advanced Marina Management School by the International Marina Institute, Tampa, FL. Profit-management training course for senior marina professionals. www. marinaassociation.org Dec. 13-16 Electrical Certification Course, Mystic, Conn. For the experienced technician with 3-5 years experience working with marine electricity. Call +1 410-990-4460 or visit www.abycinc.org. Dec. 13-16 ABYC Marine Systems Certification, Portland, Maine. Call +1 410-990-4460 or visit www.abycinc.org. Jan. 4 The Triton’s monthly networking event (the first Wednesday See CALENDAR, page B15


The Triton

www.the-triton.com

CALENDAR OF EVENTS

From London to Dusseldorf and across U.S., plenty to do CALENDAR from page B14 of every month from 6-8 p.m.), Ft. Lauderdale. Join us for casual networking. www.the-triton.com

Jan. 4-8 106th New York Boat Show, New York City, NYBoatShow.com. Jan. 5 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active captains only. RSVP to Editor Lucy Reed at lucy@the-triton.com or 954-525-0029. Space is limited. Jan. 6-15 The London International Boat Show, London, England. 500 exhibitors showcasing power and sail boats, dinghies, deck equipment, charter holidays, sailing courses and more. www.londonboatshow.com Jan. 7-8 24th annual Las Olas Art Festival-Part I, Ft. Lauderdale. More than 300 regional and national artists exhibit on Las Olas Boulevard. Free. www.ArtFestival.com

MAKING PLANS Feb. 16–20 The Yacht and Brokerage Show Miami Beach

The megayacht part of Miami’s boat shows, not to be confused with the Miami International Boat Show, showcases hundreds of millions of dollars worth of yachts in-water along a one-mile stretch of the Indian Creek Waterway. Free, www.showmanagement.com. Running concurrently is the Miami International Boat Show at the Miami Beach Convention Center and Sea Isle Marina and Yachting Center. Strictly Sail will be at the Miamarina at Bayside, featuring more than 200 exhibitors. Free shuttle bus, www. miamiboatshow.com. of every month from 6-8 p.m.), Ft. Lauderdale. Join us for casual networking. www.the-triton.com

Jan. 10-12 ABYC Basic Marine

Feb. 4 23rd annual Women’s Sailing Convention, Southern California Yachting Association, Corona del Mar, Calif. Open to all women, from novice to expert, with workshops presented by top women sailors. www.scya.org

Jan. 13-15 38th Stuart Boat

Feb. 8-10 Seatec 10th International exhibition of technologies, subcontracting and design for boats, megayachts and ships, Marina di Carrara, Italy. Also the 4th edition of Compotec, the international exhibition for composites and related technologies. www.sea-tec.it

Electrical, Miramar, Fla. Designed for the marine professional who is an electrical novice with minimal or no electrical experience. Call +1 410-9904460 or visit www.abycinc.org. Show at four locations in Stuart, Fla. allsportsproductions.net. Also the 4th annual Cruiser Expo www.cruiserexpo. com.

Jan. 17-20 ABYC Marine Systems Certification, Tampa, Fla. Call +1 410990-4460 or visit www.abycinc.org. Jan. 21-22 3rd annual Indian River Nautical Flea Market and Seafood Festival, Vero Beach, Fla. www. flnauticalfleamarket.com Jan. 21-29 43rd annual Boot, Düsseldorf, Germany. www.mdna.com Jan. 23-28 annual Rolex Miami OCR, the world’s top Olympic and Paralympic class sailors compete on the waters of Biscayne Bay. The event is part of the ISAF Sailing World Cup, a world-class annual series for Olympic sailing. www.RolexMiamiOCR.org Jan. 31- Feb. 3 Gasoline Engine and Support Systems Certification, Miramar, Fla. Call +1 410-990-4460 or visit www.abycinc.org. Feb. 1 The Triton’s monthly networking event (the first Wednesday

Feb. 10-12 Delray Beach Garlic Fest, Delray Beach, Fla. A premier food and entertainment event in South Florida. www.dbgarlicfest.com Feb. 18-20 49th Coconut Grove Arts Festival, Miami. The works of over 360 artists and craftsmen. www. coconutgroveartsfest.com Feb. 21 Mardi Gras, New Orleans. One of the world’s most famous celebrations for this holiday of excess before the limits of Lent. www. mardigras.com Feb. 26-March1 Intermediate Marina Management course by the International Marina Institute, Charleston, S.C. The first step toward becoming a certified marina manager (CMM) or certified marina operator (CMO). www. marinaassociation.org, +1 401–247– 0314.

December 2011 B15


November networking

December networking

It’s more than a steaming cup

Workouts from bow to stern

With Winterfest and Marina Bay

Newsworthy Cafe debuts

Preparing coffee takes skill, equipment

Fitness guru shares easy exercises

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Section C

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www.the-triton.com

December 2011

Being called ‘overqualified’ really can ruin your day

TRITON SURVEY: UNPAID BILLS

Paying pain: Tight times don’t stop yacht’s bills By Lucy Chabot Reed This month’s survey has some good news and some bad when it comes to the matter of a yacht’s unpaid bills. The bad news is that, over the course of their careers, three-fourths of the 131 captains and crew who took our survey this month have worked for a yacht owner who did not pay his bills or his crew on time. The good news: just a fifth work for an owner like that now. “I don’t work for those type of owners anymore,” said a captain in the industry more than 30 years. “The boat was managed by a different captain before,” said the captain of a yacht 140-160 feet. “It took a year or so before he could be trained to get the payments out when needed. Many times it is the captain who needs to manage the owner when it comes time to pay. If you just sit back and let the owner ignore his bills, then of course they will not be paid until vendors and crew are screaming.” “Personally I’ve never had serious issues with a non-paying vessel,” said a captain in yachting more than 30 years. “Possibly because I’ve been choosy about the yachts I work on. Consequently, I’ve had good owners who understood how important paying the bills is. As a captain I’ve always been forceful about paying. I believe if I had a non-paying boss I’d resign.” Interestingly, however, when we asked Do you think this has happened more often in the past three years or less often?, most – 78.6 percent of respondents – felt that it happens more often, even though few work for these types of owners now.

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The most common type of bills not paid are those from contractors and PHOTO/Capt. Mark O’Connell (markoconnell.photodeck.com) those from shipyards. “I have spoken to a few other captains who have had this problem more lately than in the past,” said the captain of a yacht of 100-120 feet. “As for me, the previous owner I just worked a temp job for is still withholding some reimbursement of expenses to me. Why? I do not truly know. I have not had this problem in the past so the indication to me is that this is a trend that is increasing.” “I have not worked for an owner that has been late paying crew bills in probably eight or 10 years, but nonpayment due to shipyard overbilling or poor quality work seems to be on the increase,” said the captain

on a yacht less than 80 feet in the industry more than 30 years. “There seems to be an attitude that times are a little more tough so we should be getting better value for money.” When we asked Why do you think that is?, two responses stood out, and they were tied. One is the economy. “With the lingering economic recession, owners are postponing payments for as long as they can for cash flow reasons,” said the captain of a yacht less than 80 feet in the industry less than 10 years. “Programs that had money issues going into the economic downturn See SURVEY, page C10

Have you ever been told your qualifications are too much for a job? Did the people doing the hiring take one look at your resume and think you are too expensive? It just happened to me, several times, and not just in yachting. Being called “overqualified” is code for “you will cost too much.” I just love creating Culinary Waves beautiful food, as Mary Beth should any chef. Lawton Johnson Money is not the object, but rather it’s the passion of what I do, the culinary journey I take every day. For 21 years I have been employed on yachts as a private chef. Some employers were excellent, some not so much. Some should never own a yacht. You take the good with the bad to gain experience. There is no standard for chefs as there is for captains and engineers. Instead, we are hired based on what our food looks and tastes like to one particular person, our references, and our menus. In this environment of creating a curriculum to have the interior team certified, professional chefs should not be left out. “Professional” means core requirements to insure safe serving of food that is nutritionally balanced, coupled with time management. I know there are a few captains out there laughing at me right now for suggesting time management is a skill in a chef, and true, I am not the greatest at it. But maybe this is where recertification every five years for my two

See WAVES, page C7


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NETWORKING THIS MONTH: Winterfest Boat Parade

ore than 200 yacht captains and crew met under the palm trees by the pool at the historic Riverside Hotel in Ft. Lauderdale on the first Wednesday in November. There were many new faces in town for the Ft. Lauderdale boat show and plenty of familiar ones PHOTOS/DORIE COX all networking and enjoying great food and music.

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C December 2011 NETWORKING THIS MONTH: Marina Bay Resort

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ore than 300 yacht captains, crew and industry professionals joined The Triton on the third Wednesday in November to network at Marina Bay in Ft. Lauderdale. The poolside and waterfront were the gathering spot for great food and drinks with tropical music under a moonlit sky. (More photos online in the gallery at www.thePHOTOS/DORIE COX triton.com.) 

www.the-triton.com

The Triton


The Triton

www.the-triton.com

NETWORKING THIS MONTH: Newsworthy Cafe

Join Newsworthy Café and The Triton on 17th St. in Lauderdale The Triton’s networking event on the first Wednesday in December will be held at Newsworthy Café, a new coffee and Internet house owned by David and Lucy Reed, who also own The Triton. They’ve bought a two-story building in the 17th Street annex in Ft. Lauderdale. The upstairs will house The Triton, a community conference room and space for another yachting business. The downstairs and adjacent courtyard will be home to the Newsworthy Café, which they plan to open before the end of the year. Come networking with us on Dec. 7 from 6-8 p.m. at the café, 1075 S.E. 17th St., just west of Cordova Rd. in the same plaza as Smallwood’s, Crew Unlimited and Crew 4 Crew. In the meantime, learn a little more as Triton Editor Lucy Chabot Reed asks David Reed details about the café. Q. Every time we mention this new business venture to friends, their first reaction is “what are you thinking?” So tell us, why a café? Don’t you have enough to do with The Triton? A. Well, our lease was up at our current location off State Road 84 and Andrews Avenue. We were actively looking for a new home for The Triton, and owning a building is always better than renting. Heading west from the Intracoastal, this is the first place that a small business can own property. When we found the two-story building, which was a restaurant before, and the vacant lot next door, it looked like the perfect place for a café and had space for The Triton. Q. Isn’t now a tough time to borrow money and start new businesses? A. Yes. Banks aren’t giving small businesses a ton of support right now. We secured a loan with a local investor and we are very thankful, hopefully we can secure a bank loan next year. Inflation is 4 percent, so it’s pretty clear that more inflation is coming. When you’ve printed as much money as we have in the past four years, you have to have inflation. During inflationary times, these are the asset classes that make money. Now is the time to buy and have a fixed-rate mortgage. And The Triton has a track record as a successful business so we’re a good risk. Q. So tell us about the café. A. We’ll be open for breakfast and lunch, Monday through Friday. We’ll have fresh bread and good coffee, soups and sandwiches. There will be no fixed menu so our chefs can prepare whatever inspires them on any given day. We’re going to do a few things well. There are a lot of great places to

Triton Publisher David Reed at the PHOTO FROM DAVID REED new café. eat on 17th Street. We don’t want to compete with that. We want to create a place for the industry to come, have a cup of coffee, catch up on their email, maybe have a job interview. We’ll have free wi-fi and an assortment of national and international newspapers, including The Triton. Q. You know a lot of people. Are any of them involved in the café? A. Yes. We’re using several yachting businesses to provide services for the café. We’re talking to MTN to wire the Internet so it’s a robust system. And we’re working with Spot Zero to install a reverse osmosis system that will collect and reuse rainwater and air conditioning condensation. Speaking of reusing, we’re outfitting the café with as much recycled equipment and supplies as we can. Table settings will all be different, tables and chairs have been bought from previous restaurants. Nearly everything inside is recycled, except the paint. Q. How is it related to The Triton? A. It isn’t really, except that we own both. But it’s a great way to continue what The Triton always tries to do – what you and I believe strongly in -which is to bring people together. Q. If it turns out exactly as you hope, what will it be like? A. It’s a colorful, comfortable place where crew will come to relax, read the paper and have a cup of really good coffee. If we can do that, what better place is there to have The Triton’s office? After seven years, I guess we’re coming of age. My competition moved away from 17th Street; I will embrace it. So come see us. Look for the Bahama green building with the sunny yellow awning.

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C December 2011 INTERIOR: Stew Cues

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It’s more than just coffee: recipes, info for a perfect cup One of the duties of being a successful yacht stew is that of barista or coffeehouse bartender. A barista must be skilled at operating an espresso machine. Espresso is a notoriously finicky beverage, and a good deal of knowledge and skill must be combined to be a successful barista. There are many Stew Cues types and qualities Alene Keenan of espresso machines available, and they are not created equal; this can present quite a challenge. Another challenge is that the person ordering the espresso beverage may not know how specific beverages are made. If someone orders a double white mocha with light whip, what exactly does that mean? Many times people order the drink they prefer from their favorite coffeehouse and may expect you to recreate a beverage that is proprietary recipe containing ingredients you don’t have. It may seem like coffee is just coffee, but there are differences in the roast, brewing method used, and technique. First, a little history. Coffee has been enjoyed as a beverage for hundreds of years. Its history can be traced back to the 13th century. It is generally believed that it was discovered in the Kingdom of Kaffa in Ethiopia and spread to Egypt and Yemen. The earliest credible written evidence of coffee drinking comes for the Sufi monasteries in Yemen (So, that’s where those Whirling Dervishes get their energy.) Some of the first coffeehouses opened in Istanbul in the 1500s. The beverage was alternately banned and revered. When it reached

Venice via trade Lungo, which There are many with North Africa, means “long”, is a its consumption single shot topped types and qualities was banned. with 1 ounce of of espresso machines However, in 1600, hot water; it can be Pope Clement VIII available, and they are doubled. gave it the green Americano is not created equal. light for Catholics a single shot plus 5 and its popularity ounces of water. grew from there. An espresso con The first European coffeehouse opened panna is a normal espresso topped with in Venice in 1645. a dollop or two of whipped cream. Coffee was introduced to America What makes the drinks produced by as early as1668, as a result of Dutch espresso machines special is the exotic traders bringing it with them to the texture and the temperature of the West Indies. steamed milk. When a barista steams Over time coffee from Latin America milk, tiny air bubbles are created that rose in popularity. More recently, an give the milk a creamy, velvety texture. interest in coffee from around the The temperature of the milk should be world has fostered the specialty coffee between 130 and 160 degrees to prevent industry. With this came the popularity scalding. of traditional coffee beverages from Frothing the milk properly can be other countries, especially Spain, the most difficult part of the process. France and Italy, where the cappuccino It takes practice. Each machine was born. is different, and the pressure that Espresso is the strong, black the machine produces is extremely beverage extracted from finely ground important. Some machines just will not espresso beans as water is forced make a good cappuccino. through under high pressure. A single A basic cappuccino consists of a serving is usually one ounce. It should third espresso, a third steamed milk, be crowned with golden foam known and a third foamed milk. It is essential as la crema, which holds and preserves to get the proper ratio of foam to the aroma. steamed milk. It looks great served in a Because it is brewed under high warm thermal glass mug that holds 6-8 pressure, acids are left behind in the ounces. grinds and only aroma is extracted. I like to prepare the espresso first, There are several ways to prepare brewing into the mug if it will fit under espresso, and it is properly served in the machine, and if not, into a small small cups and saucers designed to stainless steel pitcher, like those used hold an ounce or two. as individual creamers in restaurants. The different kinds include: Next I steam the milk into a larger Doppio has double the amount of stainless steamer cup. Using a spoon to espresso and uses double the volume of hold the foam in, I pour the milk to fill water. the glass to a third from the top; then Ristretto, which means “short”, has I spoon in the foamed milk. Garnish a shorter the extraction time to reduce with powdered or shaved chocolate or the water dispensed. cinnamon. Ideally, it will have a nice

layered look. Another popular drink is the latte, also known as a café latte and café con leche, but not to be confused with cafe au lait, which uses drip brewed coffee rather than espresso. A latte is more milk and little or no foam. To make, prepare espresso directly into a 6-8 ounce serving cup and then fill with steamed milk. I like to spoon a small amount of foam on top. A latte macchiato is made in a tall glass with a shot of espresso, topped with one-third cold milk, one-third steamed milk finished with fresh hot foam. A macchiato dopio is made in a double espresso in an espresso cup topped with a spoonful or two of hot foam. Café au lait is the name for the French beverage that is a milder version of the Italian café latte. It is made in a 6-8 ounce mug or cup, consisting of one-half strong brewed coffee and onehalf steamed milk. You can top it with foamed milk, if you’d like. Café mocha is a basic latte to which chocolate syrup is added. It is topped with whipped cream and shaved or powdered chocolate or coffee beans. A mochaccino is a basic cappuccino with chocolate syrup, topped with whipped cream and garnished with shaved or powdered chocolate. Iced cappuccino is made is made by pouring one shot of espresso over a tall glass of ice; add one-third cold milk, then one-third foamed milk, and top with whipped cream and chocolate powder or shavings. Pouring a shot of espresso over ice and adding chocolate syrup to taste makes an iced mochaccino. Fill with cold milk, top with foamed milk and then with whipped cream. Garnish with chocolate syrup. Some other terms include: Breve: an espresso with half and half Caffe Freddo: chilled espresso in a glass, sometime over ice Skinny: made with non-fat milk Dry: made with only foam and no steamed milk Wet: made with only steamed milk and no foam As you can see, there is a lot to know to be a barista, but that should not prevent you from making and enjoying a variety of coffee beverages. Every machine is a little different, so practice, practice, practice, and pretty soon you will be making latte art along with the best of them. Alene Keenan has been a megayacht stewardess for 20 years. She offers interior crew training classes, workshops, seminars, and onboard training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Comments on this column are welcome at editorial@ the-triton.com.


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IN THE GALLEY: Culinary Waves

Many chefs see yachting as a money-maker, not a career WAVES, from page C1 culinary designations comes in. Being a professional is an ongoing process. A six-week cooking course does not make a person a chef. Chefs have gone through a culinary school, completed an apprenticeship, or gone the way of the American Culinary Federation: courses and on-the-job training that gives you the ability to become certified. This approach takes years to complete but, in the end, gives chefs more knowledge and practical experience than those in a classroom. There need to be standards for chefs that include sanitation, management, and advanced nutrition. When I speak of advanced nutrition, I am speaking of knowing the vitamins, minerals and nutrients in the diet. And we should be supported to continue our education on a yearly basis, to learn the latest trends, the latest in nutrition and management. However, most chefs don’t make time for continuing education. If they only knew the doors it could open. I recently asked several chefs how long they expect to stay in yachting. Most said just long enough to make some money and get out. How sad that some won’t even consider it a career and help create a change in yachting that might be needed based on their experience. Did you know that most of the greatest chefs in the world have never been to a culinary school? When I was told I was overqualifed, I knew I had a problem. If a restaurant guru thinks this, so might captains and owners. This wasn’t my intent when I decided to further my education, spending years in an industry I love. How can there be such a thing as too much education?

I guess there can be such as thing as the perception of too much education, which makes me wonder, should we keep some of our qualifications off a resume? I’m beginning to think we should, at least when applying for a normal yacht job. We can always tell them later. So take that negative and make it a positive. If you have that education, use it to simply create wonderful food, and to teach others. Share your experience. There are plenty of venues for this. I teach once a year at a culinary school, I offer help to young chefs who need guidance, and I speak when I can. I have started a boutique agency for chefs who have a passion for what they do. Some are naturally talented and they should be known, not just in yachting. The point is, I guess, to take that negative and make it a positive. How can us experienced, “overqualified” chefs contribute to the industry? There are some standards but not as many as there should be, and if you have thoughts on how to make it better, share them. Make yachting a better industry. Teach younger chefs when you can so they don’t have to go the same hard route to succeed. Maybe some need provisioning help or recipe help or ideas on how to make their food prettier. Make it easier for the next person if you can. And finally, find out what makes you tick as a chef. I was told once, I have to give it away to get it back. This is what I am doing with being considered “overqualifed.” Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for 20 years. Comments on this column are welcome at editorial@the-triton.com.

Fried Rice

Fried rice does not have to be complicated to be delicious. PHOTO/MARY BETH LAWTON JOHNSON

Though it’s easy to fix, fried rice can become complicated as everyone makes their own version of it. Here is the basic, unadulterated version that I learned from a master chef, Ip Sum Lan of the Hotel InterContinental. Pure, simple and so delicious. 1 cup short grain rice 2 cups water 1 tablespoon sesame oil A few dashes of soy sauce A few dashes of fish sauce 1/4 cup corn kernels 1/4 cup meat of choice: fried, julienned pork; chicken; or beef. I use chicken. 1 green scallion, diced fine 1 carrot, diced small Bring water to boiling, add rice, reduce heat and simmer for 20 minutes. Once cooked, briefly heat sesame oil in a wok. Add the rice and remaining ingredients, stirring constantly. Remove from heat, and serve hot.

December 2011 C


C December 2011 NUTRITION: Take It In

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Tricks to lose or maintain your weight during holiday season

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Food is everywhere. You can’t go platter. You can likely eat these foods to a store, event or friend’s house or any day of the year. yacht without being bombarded by Size matters food – lots of it and lots of choices. The greatest pleasure is derived in This situation only the first five bites of a dish. This means grows bigger during that you don’t need to eat a double the December and serving of a slice of a triple chocolate January holidays cake to enjoy having dessert. To when there are maximize your enjoyment, eat those many parties, five bites slowly. Don’t eat take those potlucks and plenty bites while watching TV, working on of good food. It’s a project or trying to solve a problem. definitely the Focus on the food. Savor the flavor. season to be eating. Eating dessert or another high calorie Take It In Unfortunately, food in this way is a good to prevent Carol Bareuther this sheer quantity feelings of deprivation that can lead to of food in addition overeating. to many calorie-rich choices tends to Bring your own pile on the pounds and exacerbates If you’re invited to a party, bring the global obesity something that crisis. According to gives you an The greatest the World Health alternative to Organization, the fat, sugar pleasure is derived in the worldwide and calorie laden the first five bites of a prevalence of goodies that might dish. obesity nearly already be on the This means that doubled during the table. two-decade span You won’t you don’t need to between 1980 and be the only one eat a double serving 2008. In fact, over to appreciate a of a slice of a triple 50 percent of men nice tossed salad and women in the chocolate cake to enjoy with a variety of WHO European fresh greens and having dessert. Region were vegetables, or a To maximize your overweight and fruit salad with a roughly 23 percent mixture of colorful enjoyment, eat those of women and 20 fruits. five bites slowly. percent of men Go for the were obese in 2008. green It’s no better across Fresh produce is the pond in America. According to the one of the best ways to fill up and not Centers for Disease Control, 34 percent out. Look for something different when of adults were overweight in 2008 and it comes to both fruits and vegetables. another 34 percent were obese. For examples, clementines (tangerineWhat can you do? Eat healthfully. like citrus), pluots (cross between plum This might sound like a no-brainer, and apricot) and honeycrisp apples but many people don’t know how to are just a few of those items that are translate this non-specific goal into familiar, but bred to be just a little fewer pounds. tastier. Several of the bagged salad Here’s how to do it during the companies are mixing more flavor in holidays: their blends with signature lettuces and Save up for parties fresh herbs. If you’re going to eat dinner at a Don’t forget to move big buffet party, then eat a smaller The word ‘exercise’ may be a real breakfast and lunch that day. Smaller turn off, so think of having fun instead: doesn’t mean forgoing these meals go for a walk, a bike ride, or a swim. completely. If you starve yourself, you’ll Team up with a buddy who wants to be so ravenous when you arrive that lose a few pounds or stay in shape you’ll definitely end up eating more and the company can make an active than you want. Go for rib-sticking outing more fun. This doesn’t mean foods like oatmeal for breakfast and not to do traditional exercise. If you’re dried beans (think black bean or lentil strapped for time and space, keep a soup) that serve up many fulfilling couple of hand weights in your room nutrients. or cabin and give 10 or 20 repetitions Go for that ‘something special’ a few times a day. Or, take a jump-rope At a holiday buffet or potluck where out on deck. Or, do a series of sit-ups or there are many selections, choose push-ups. Just move. something you really like or that you can’t get at any other time of the year. Carol Bareuther is a registered dietitian Maybe that’s fruit cake or goose. Leave and a regular contributor to The Triton. the baked beans, macaroni and cheese Comments on this column are welcome and fried potatoes right on the serving at editorial@the-triton.com.


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RECIPE: Lionfish Nuggets

Chef Alvarez Bastian deep fries the meat and serves it with a key limePHOTO FROM BIG GAME CLUB cilantro tartar sauce.

Venomous lionfish that destroy reefs are tasty as fried nuggets Bimini Big Game Club began serving fried nuggets of the invasive lionfish, and have found a winner. Four hundred orders later, Chef Alvarez Bastian is sharing his recipe. “Our lionfish nuggets have become a huge seller, and though we don’t serve endangered species such as grouper and we were the first Bahamas resort to feature a shark free marina, we have absolutely no problem in turning lionfish into a menu item,”said General Manager Michael Weber. The lionfish is a member of the venomous scorpionfish family and is native to the Indian Ocean and South Pacific. First observed in Fort Lauderdale in 1985, they appeared in noticeable numbers in the Caribbean and Florida waters around 2000 and have continued to breed. “There are enormous concerns that lionfish will completely change and possibly destroy Atlantic coral reefs by overrunning them and shrinking their native biodiversity, and that the ongoing damage is severe and possibly irreparable,” said Dr. Mahmood Shivji, a professor at Nova Southeastern University and director of the Guy Harvey Research Institute. “So far, there is no known quickfix, and the problem is escalating exponentially.” The National Oceanic and Atmospheric Administration (NOAA) has developed an “Eat Lionfish” campaign (www.ccfhr.noaa.gov/docs/ EatLionfishPullCard.pdf). While turning lionfish into finger food is far from a solution, Weber said that with proper cleaning, the lionfish meat is excellent in taste and texture, and any that make it to the table means “they are no longer a threat on the reefs.”

Panko Breaded Lionfish Nuggets ala Bimini Big Game Club 4 oz lionfish Flour 1 cup liquid egg Panko breadcrumbs Salt and pepper Cajun seasoning In three separate bowls, place flour, liquid egg and breadcrumbs. Cut lionfish into bite-size pieces and season with salt, pepper and Cajun seasoning. Dip pieces into flour, shake off excess. Dip into liquid egg. Dip into breadcrumbs. Submerge in oil heated to 325 degrees until crispy golden brown.

Cilantro and Key Lime Tartar Sauce 1 cup mayonnaise 1 small pickle, diced small 2 tablespoons Key Lime juice 6 leaves cilantro, chopped 2 tablespoons capers, chopped Mix the above ingredients in a mixing bowl. Add salt and pepper to taste. Refrigerate until ready to serve.

December 2011 C


C10 December 2011 TRITON SURVEY: Unpaid bills

Have you ever worked for an owner who doesn’t pay bills/crew on time?

Do you work for an owner who is late Do you think this has happened on bills now? more or less often the past 3 years? Yes – 19.1%

No – 26.0% Yes – 74.0%

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Why is that?

Owners overextended Quality o – 11.1%

Not as often – 21.4% More often – 78.6%

No – 80.9%

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Yacht not priority – 13.3%

Because they

Some owners realize buying the boat is easy, ‘but you can’t finance the expe SURVEY, from page C1 were the first ones to be put on ice or packed in mothballs,” said the chief stew on a yacht 100-120 feet in the industry more than five years. “The lack of money flowing into the industry weeded out frivolous owners and crew.” “More owners use the world financial situation as an excuse,” said the captain of a yacht 80-100 feet. “Let’s face it, some owners are in over their heads, period,” said the captain of a yacht 80-100 feet in the industry more than 30 years. The other is that wealthy people simply make working people wait for their money. “Some owners are realizing that buying the boat is the easy part, but you can’t finance the expenses,” said a captain of more than 30 years. “A few are willing to play the game of ‘who can I wait the longest to pay’, including their crew. “I have watched many yacht owners suffer in the past three years,” this captain said. “Most cut

back in an honest way, but a few take advantage of others to maintain their lifestyle.” “I don’t think it is a sign of the times,” said the captain of a yacht 120-140 feet in the industry more than 15 years. “I just think that is the mentality of certain people. I have seen an owner argue over a dock bill and get $300 [off] and that made his day. He bragged about it.” But there were other reasons. “It’s a combination of brokers’ promises of how much it costs to run a yacht, people over-extending themselves, new owners that feel small business and the crew are less important to pay than other expenses, the office staff trying to look out for their boss’ money, older owners who got ripped off and need to have small businesses and crew overly justify their expenses, and cheap owners that have no reason owning a yacht,” said the captain of a yacht 80-100 feet in the industry more than 30 years. “We can’t forget poor workmanship and not completing

the job,” said the captain of a yacht 80-100 feet in the industry less than 10 years. “The yacht is on the bottom of the money totem pole,” said the captain of a yacht 100-120 feet in the industry more than 25 years. “When money gets tight, the boat is a forgotten luxury.” A few respondents were honest that they can’t understand it. “I can’t tell if its worse now than before,” said the captain of a yacht larger than 220 feet in the industry more than 15 years. “I had an owner like that back in 1996 on a 78-foot yacht. My second experience was in 2005 on a 105-foot vessel. Both owners were on small yachts and sometimes, they just don’t care.” Toward the end of the survey, we asked a similar question: In your experience, why do owners do this? And we received similar responses. Nearly a third said “because they can.” “I think that they are alright with not paying for 60 to 90 days, or not

at all,” said the captain of a yacht 80100 feet in the industry more than 20 years. “It’s just his way,” said the captain of a yacht 120-140 feet. “Its not the money; they have plenty of that,” said the captain of a yacht 80-100 feet more than 25 years. “It’s the game. It’s fun for them to see all the reactions.” Thirty percent acknowledged that wealthy people make money when they hold onto their money, so they pay their bills as late as possible. “At least with the bills due to contractors, the owners sometimes feel that they have an advantage to hold on to their money as long as they can before paying a bill,” said the captain of a yacht 120-140 feet in the industry more than 30 years. “Some will blame the economic situation, but most of them have the money, and are just using that as an excuse.” Just 9.6 percent gave non-paying owners the benefit of the doubt to say they are just plain busy and don’t get to everything in a timely fashion.

“Sometimes our p out a bit late, mostly boss being really bus etc.,” said the captain 80-100 feet. “I insist or contractors conta a week or so after th submitted if paymen received. They know things. “I have come acro kinds of owners who bills on time,” said th yacht 120-140 feet in more than 15 years. who keeps his mone possible (for whatev keeps all contractors waiting and hoping be paid. This is usua guy who is late payin charter tips and som wages. Surprise, surp same yacht that has of crew. “The other is the a secretary or busine

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of work in question – 4.4%

Economy – 35.6%

y can – 35.6%

TRITON SURVEY: Unpaid bills

When do poor payments translate into a bad reputation for the yacht?

December 2011 C11

Do you think those unpaid hold the captain responsible?

In your experience, why do owners do this?

At least a few times to same vendor – 16.7%

At least a few times in same port – 17.5%

Even once is too much – 47.6%

No, they know boss controls the money – 25.4%

Has to be a regular thing – 18.3%

Other – 22.2% Yes, the captain ordered the work – 61.7%

Because they can – 37.3%

They’re busy – 10.3% They make money when they delay paying others – 30.2%

enses’

‘There’s an important distinction between slow and no pay’

payments go y due to the sy, on the road, n of a yacht our suppliers act me within he invoice is nt has not been w I am on top of

Please share any thoughts you have about owners who do not pay the yacht’s bills on time:

oss two basic o do not pay their he captain of a n the industry “One is the jerk ey as long as ver reason) and s and suppliers that they will ally the same ng the crew the metimes their prise, this is the a high turnover

owner who has ess employee

RVEY, page C12

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If you own a yacht, you have to pay the bills. I pay my bills and I expect the owner to pay his. I am not afraid to tell him so. It reflects on my reputation and I will not tolerate this behavior. l

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It’s irresponsible and just plain rude. A boss leaving me to explain why he dodges his obligations will have me looking for a job about as fast as anything I can think of. l

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Always make sure that you have sufficient funds in petty cash, at least $10,000, depending on the size of the yacht. When signing on, make sure the owner is aware of payments that have to be made and when, such as crew wages, dockage and fuel. Always have a reputable and acceptable credit card for expenditures. Ensure that the owner is always aware of financial commitments made on the vessel’s behalf. This is the captain’s responsibility. l

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Every crew member needs to remember: boats and owners change, but good vendors will always be the same. We as crew need to keep great

relations with them to do our jobs and not burn our bridges. l

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There’s an important distinction between slow and no pay. An owner can have a catastrophic business reversal and park the boat and lay off crew. But the slow-pay owners are the most difficult to work for. For some, it’s a game, a way of doing business. I won’t work under those conditions. If it happens once or twice, people will blame the owner/boat. But if you stay, the reputation will become yours. l

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We pay our bills and the owner lives under his means. l

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The vast majority of invoices in the business world have an automatic payment schedule of one month. Yachting seems to want things faster, but the yacht’s bills are a tiny part of a huge business’ accounting department. l

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Sometimes owners are not aware of how much money they have to send to the boat. When the reality of sending checks all the time hits them, they can balk. They can have tight money situations, too. I don’t like to think that they really

are so mean that they withhold payment for a power play but I am sure it happens. However that can backfire on them. l

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Sometimes, he [the owner] is absolutely right [to withhold payment] as the work was done wrong. However, there are times he just does not understand the crux of the problem and what it’s going to take to solve it. l

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I remove myself from the invoice/payment process by having the vendor submit directly to the owner with the hull number/registration information included on the invoice. Many captains, more than not, skim contractors for a percentage of their invoice rather than accept or negotiate a different wage from the owner. It is the captain’s responsibility to engage contractors, but it is unethical to accept any gratuity from the job or professional relationship. l

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I know from personal experience that vendors are ready and willing to do whatever work a captain wants for his personal use, such as a shower mat or a little varnish job, providing the vendor has not been strong armed into paying a commission on the side.


C12 December 2011 TRITON SURVEY: Unpaid bills

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Smallest boat owners are those most likely to pay late ‘because the can’ SURVEY, from page C11 that takes care of the bill payments,” this captain said. “This person is usually so busy that they forget or prioritize the bill payments so that the yacht is at the bottom of the list. This is a great boss and people love working for him. “The unfortunate thing is that the outside perception of the yacht and owner by contractors and shipyards is the same as if he was the jerk who was not paying the bills on purpose.” “I think it is a combination of ‘all of the above’,” said the captain of a yacht larger than 220 feet. “In addition,

some owners lack trust in suppliers, contractors and captains and feel they are being targeted due to the old rumor that ‘everything cost more when it contains the word marine.’ True or not, those who prefer to think they are targeted will undoubtedly take longer to approve payment.” We crunched these numbers a little further to see if this thesis that wealthy people withhold payment as a matter of course held true for the richest owners (those with the largest vessels of more than 220 feet). None of the captains or crew on those vessels put their boss in delinquent payment category.

Actually, the opposite held true. The largest group of respondents (57.5 percent) in the “because they can” group came from captains and crew on yachts of 100 feet and less. This survey was the suggestion of a captain who was experiencing his crew not getting paid, and hearing from several charter captains that tips and bonuses were not paid. So we were curious to learn It was an interesting blend of both exterior bills to contractors, shipyards and marinas, and interior sorts of bills, including crew salaries, promised bonuses and charter tips. The most common type were contractor/vendor bills. “When I took over a command, there were unpaid bills I was not aware of until I needed to call the contractor back for service,” said the captain of a yacht less than 80 feet. “I got an earful and was told the contractor would never return on account of three outstanding bills more than 6-8 months not paid. I made sure they got paid right away and rebuilt a relationship with the supplier by making sure they were always paid in a timely fashion every time.” The next few types followed closely together: crew salaries, shipyard bills and season-end crew bonuses. “I had one owner that held onto crew charter tips for a long time,” said the captain of a yacht more than 220 feet in the industry more than 30 years. “I eventually found out he was funding his cash-flow with our money. Another used the APA charter funds as his personal kitty.” Other unpaid bills were for dockage, fuel, charter tips and provisions. “It was the primary credit card that was not paid or cleared before a trip or right after a yard period (heavy usage),” said the captain of a yacht 80-100 feet in the industry more than 15 years. “The result was a hold up on fuel, dockage, companies, etc.” When an owner doesn’t pay bills on time, we asked How did you handle it? In most cases, captains called the boss’ contact person and got it paid. “The boss is generous and everyone will get paid, even overpaid, but you will

wait until he is good and ready,” said the captain of a yacht 120-140 feet in the industry more than 20 years. Nearly as often, however, the captain or crew member either paid the bill themselves, or resolved it by eventually finding another job. (One respondent reported quitting on the spot.) “I have covered some negative petty cash amounts in the past but have always been reimbursed in a short while,” said the captain of a yacht 80100 feet in the industry more than 10 years. “I may just be lucky but I feel that most owners are responsible and, unless there are misunderstandings, most owners know what the costs of operating and maintaining their yacht will be and are prepared to pay the bill. Honest communication is always the most important factor here, in either direction.” “I have quit two boats because of this,” said the captain of a yacht 80-100 feet in the industry more than 20 years. “Now, I have financial control. I get approval for large items over $10,000, but everything else I pay the day the job is done, or the day the crew departs.” It was also common to leave it up to the boss to handle, but in some cases, the captain or crew member arranged for an extension on the payment. “Forward any messages from who is owed directly to the boss and that always gets money fast,” said a captain in the industry more than 25 years. In this age of more professionalism, we were curious to know at what point does late or lack of payment translate into a bad reputation for the yacht? The most popular response – by nearly half of respondents – was that even once was too much. The remaining responses were fairly even. Less than a fifth said it would have to be regular and consistent before the practice reflected on the yacht Less than a fifth said it would have to be at least a few times in the same port. Less than a fifth said it would have to be at least a few times to the same company or contractor. We’ve heard captains complain about

See SURVEY, page C13

What sorts of bills were not paid? 83

53

46

43

35 22

20

20

Vendor/ Crew Shipyards Crew Dockage Crew fuel Crew Provisions contractor salaries bonuses charter tips


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TRITON SURVEY: Unpaid bills

Most of the survey’s respondents say bad reputation follows the yacht SURVEY, from page C12

to operate without a lot of cash, not to mention the bad reputation.” Less than 40 percent thought that those waiting payment know it’s the boss who controls the money. “There is nothing more embarrassing than having to tell people you owe money to that you will pay them as soon as possible, even though you know your boss is not going to pay,” said the captain of a yacht 80-100 feet in the industry more than 15 years. “It is just a bad situation, and is the reason I left.” Given the response to the previous question about whose reputation gets tarnished when bills aren’t paid, we were surprised that most felt captains are held responsible. “Captains are not blameless,” said the captain of a yacht more than 220 feet in the industry more than 30 years. “Some captains receive cash to pay crew, day workers, suppliers, etc., and many stories abound where captains don’t pay their crew on time and/or the agreed amount, especially with green and/or foreign crew members. “And don’t get me started on the captains who accept backhanders and/ or kick-backs from vendors, suppliers, shipyards, painters, etc.,” this captain said. “This is very hard to prove, but is still too common.” We also crunched these numbers a little further to better understand the 37 captains and crew who said they paid bills themselves. Of those, slightly more than 60 percent believed captains are held responsible for unpaid bills. Even more interestingly, however, is that nearly 40 percent said captains were not considered responsible, yet they paid the yacht’s bills anyway.

this practice in Bridge lunches over the years, so we wanted to ask in our survey Who does a reputation for not paying follow, primarily? Most – again about half of respondents – said that reputation follows the yacht. “The reputation goes with the yacht as long as that owner owns the yacht,” said the captain of a yacht 120-140 feet in the industry more than 15 years. “It is still a small industry and word does travel.” “I think the bad reputation applies to both the boat and the skipper,” said the captain of a yacht 80-100 feet in the industry more than 20 years. “We have never, do not and will not ever owe our suppliers or contractors. Without them, we don’t move.” Nearly a third believes that reputation follows the owner. “When owners are slow to pay, they end up costing themselves more,” said the captain of a yacht 80-100 feet in the industry more than 30 years. “Quality vendors shun them. The yacht world is small and once an owner gets a bad reputation, it is forever.” Just 18 percent of respondents believe the bad reputation for not paying on time follows the captain. Yet in our next question, Do you think unpaid companies, vendors and crew hold the captain responsible?, a majority said yes. “They [owners] order work they know they can’t afford but want the boat pristine,” said the captain of a 100-120 feet in the indusrty more than 20 years. “Then they blame it on the captain for the bill not being paid when they know they didn’t send me the money.” “Captains should not order repairs or supplies if you know the yacht will not pay,” said the captain of a yacht 100-120 feet in the industry more than 25 years. “Tell the owner the vendors want cash or check. Yachts that are known to stiff vendors make it difficult for captains

Lucy Chabot Reed is editor of The Triton. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys, register for our e-mails online at www.the-triton.com.

How did you handle it? 47 37

37 27 21

18 1

Called boss, Paid it, got Eventually got it paid reimbursed quit

Left it to boss 

Arranged extension

Other

Quit on spot

STATISTICS AND CHARTS/LAWRENCE HOLLYFIELD

December 2011 C13


FITNESS: Keep It Up C14 December 2011

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Busy yacht crew can decompress with a few stretches on deck Do these exercises and stretches right onboard, no equipment needed. Perform them one after the other, rest two minutes, and complete the set again. If time allows, aim for three sets. The only items you will need will be a chamois to remove your fingerprints and a towel for underneath your toes‌ the deck can Keep It Up get quite hot. Beth Greenwald

Upper Back Stretch

Stand with feet hip width apart and face the railing of the boat. Hold onto the railing with both hands and bend forward at the waist. Let your hips

shift back, keeping your spine and neck aligned as you begin to feel the stretch throughout your upper back. Hold the stretch for a minimum of 10 seconds. Repeat the stretch two times.

are parallel to each other. Push off of the bench, balancing the weight of your body between your forearms and feet. With your spine and neck aligned; contract your abdominal muscles to hold your body off of the bench. If you are feeling this exercise in your lower back, raise your hips slightly (buttocks will be higher) . Hold this position for as long as you can. Rest for 30-60 seconds and repeat for three repetitions.

floor. Perform 15-20 repetitions before switching legs.

Single Leg Calf Raise

Plank on bench

Lie face down on the bench, resting on your forearms. Align your shoulders with your elbows. Ensure your arms

Stand tall on your right leg and place your left leg behind the right. Using the railing for balance, slowly lift the heel and rise up onto the toes of the right foot. At the same speed, lower the heel towards the floor but maintain the contraction of the calf muscle and do not let the heel touch the

Push-ups with feet on bench

Kneel on the floor in front of the bench (looking away from the bench). Place your hands under your shoulders and walk your feet back, placing them one at a time on the bench that is behind you. Straighten your body, engaging your core, keeping your neck and spine aligned. Joints should be stacked, wrist, elbow and shoulder all in line with each other. Bend at the elbows, lowering your chest towards the floor. When you almost reach the floor, extend the elbows to raise yourself up to starting position. Complete as many repetitions as you can.

Offset Plank

Stand tall, a bit more than an arms length away from the railing. Lean forward, keep arms extended, elbows slightly bent and hold onto the railing. Keep your spine and neck aligned, core engaged as you hold this plank position. Slowly lift your right foot off of the ground and continue to hold your position for as long as you can. Place your right foot back on the ground and lift the left and hold. Try to hold for the same amount of time to complete one repetition. Perform three repetitions, taking a brief rest in between. Beth Greenwald is a certified personal trainer. She conducts both private and small group training sessions in Ft. Lauderdale. Contact her at +1 716-9089836 or bethgreenwald@hotmail.com. Comments on this column are welcome at editorial@the-triton.com.


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PERSONAL FINANCE: Yachting Capital

Good strategy could decrease liability and maximize savings The uncertainty of what the American tax liability will be in the future (much less when we retire) makes it difficult for many of us to plan. One way to mitigate some tax liability is with a conversion of your traditional IRA. Although the opportunity Yachting Capital to spread your tax bill over a Mark A. Cline two-year period has passed, the Roth conversion itself can still be an option. All the taxes just have to be paid in the year you make the conversion. With the right strategy, you could have zero tax liability when converting a traditional IRA to a Roth IRA. In 2005, the U.S. government created the Tax Increase Prevention and Reconciliation Act (TIPRA). This act allows taxpayers to convert some or all of their traditional IRAs to Roth IRAs, regardless of income. Defer taxes whenever possible. For years, tax deferral has been a pillar of financial planning and this is for good reason. In fact, other than tax-deferred retirement accounts and municipal bonds, there have been few alternatives for high-income taxpayers. Don’t forget, tax strategy and investment strategy go hand in hand. Converting assets and paying taxes at today’s rates is a way to diversify retirement account types. This also helps you to hedge against an uncertain tax environment in the future. The conversion of today’s reduced account balances can result in a lower tax liability while giving those assets the opportunity to recover value in an income tax-free account as long as you follow the rule of waiting til age 59 ½. Given the depth of the current fiscal crisis and political divide, for many it seems prudent to plan for an increase in income taxes. Rising state and local tax rates also could be inevitable. In addition, depleted retirement accounts will cause many to postpone retirement, work part-time or tap IRAs and 401(k) plans later than planned. The combined result will be more taxable income (subject to higher rates) than was originally anticipated. Remember, Roth owners are not subject to required minimum distributions, and distributions from the Roth are generally income tax-free. Hence, having the foresight to suggest conversion of assets to a Roth IRA today could make a major difference as you navigate a retirement made more challenging by expected higher tax rates and the need to work longer. One strategy for offsetting the tax

burden when you convert a Traditional IRA to a Roth IRA is to invest in a natural gas limited partnership (LP). There are sometimes qualifications that may need to be met to invest in a natural gas LP. To make this work you will need to have non-qualified funds or other money outside your retirement account. These investments also offer dividends or maybe less-taxable dividends. A natural gas investment often pays dividends of a modest 8 percent. The benefit of these investments is that investors participate as part owners and can take advantage of a portion of the tax benefits. For example, an LP may consist of raising $20 million to drill 25 wells in a proven area, mitigating the risk by diversifying into 25 wells. If all the wells are all drilled and expensed in the first year, then your total investment would have been an expense with little tangible capital left on the books. In other words, there is no asset except the natural gas, which has not yet been pulled out of the ground. All the drilling equipment is leased, called an Intangible Drilling Cost (IDC). With this approach, the general partner investor could actually see a 100 percent tax write off on their investment the first year. The plan would then be to receive royalties from the wells in future years. This is where the tax offset takes place. Let’s say you convert $25,000 to a Roth IRA account. You will need to invest $25,000 into the natural gas LP as a non-retirement investment and take your $25,000 IDC against your $25,000 taxable Roth conversion. This now becomes a wash. There are two benefits to investing in natural gas. First, investors get a huge tax break in the year they invest. Second, they participate as a partner and benefit from the depletion and depreciation expenses all while receiving monthly royalty checks. Choose investments wisely, not only for now but for the future. Consider, also, how taxes are paid on that investment, now and in the future. Information in this column is not intended to be specific advice. You may need to meet certain qualifications to invest in these investments. You should use the information to help you work with a professional regarding your financial goals. Capt. Mark A. Cline is a chartered senior financial planner. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Reach him through www. capitalmarinealliance.net. Comments on this column are welcome at editorial@the-triton.com.

December 2011 C15


C16 December 2011 BUSINESS CARD ADVERTISERS

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Calm

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December 2011 C17


BUSINESS CARD ADVERTISERS C18 December 2011

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WORLD OF YACHTING

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December 2011 C19


the Triton Vol. 8, No. 9  

Nautical monthly publication for captains and crew on megayachts.

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