The Triton Vol.6, No.11

A new cap

Brokers fight to curb Florida sales tax on boats. A6

Flag matters

Legend sinks Whaler, Earthrace collide in Antarctic.

B1

Vol.6, No. 11

Nations must reciprocate to get cruising permit.

B1

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February 2010

Telling owner ‘no’ hard, even when safety is an issue Over the Thanksgiving holiday in late November, an owner reportedly hit an outcropping of rocks in the Bahamas, ejecting three people from the tender and sending them all to the hospital. Without factual knowledge of the situation, the incident still brings From the Bridge up valid safety and Lucy Chabot Reed liability questions, so we used it to spark discussion about how to handle owner requests when

safety is at hand and how to tactfully tell the boss”no.” Is there anything the captain or crew should have done to prevent or abort the series of events that led up to the accident? How can other captains avoid getting into a similar situation? “Owners are people in power, but captains are the people in power when it comes to the boat,” one captain said. “The owner will not accept the captain saying ‘no’ to him.” “So we have to say instead, ‘let’s see what we can do’,” another captain said. “It doesn’t always have to be a

hostage situation,” said a third. “The captain is hired by the owner for his knowledge and ability to operate the boat safely. The owner has the responsibility to the captain to let him operate the vessel safely.” As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A13. Discussion began on the details surrounding the accident at Staniel Cay and a captain’s liability when

an owner gets in an accident in the tender. The captains in attendance all agreed that they are responsible for all vessels affiliated with the yacht, including tenders and water toys. But they also acknowledged that others often operate a yacht’s various vessels without the captain or a crew member aboard. Still, the captain shoulders the ultimate responsibility and, most likely, liability, these captains agreed. “Even if you are confident that the

See BRIDGE, page A12

NOT THE LEGACY THE OWNER HAD HOPED FOR

S/Y Legacy remains in the waters off Key West, Fla., embroiled now in legal and insurance issues. Read more on page A4. PHOTO FROM PETER HALMOS/GREG BROWN

lesson learned

triton survey

Seaman’s Book a must-have

In the past two years, have you In the past two years, have you quit a job? been let go or fired?

By Capt. Laura Tritch As captain of a 141-foot (44m) yacht, mine is one of seven different passports onboard. With my U.S. passport, it is easy to travel but the six other nationals onboard present challenges. The following are a few situations and dramas that a Seaman’s Book would have eliminated. Last summer while in Italy, the deckhand’s Shengen visa expired. The next country for the yacht was Greece. We were in a Shengen country

going to another Shengen country. Unless the deckhand went back to South Africa, obtaining a Shengen visa was not possible. The agent in Italy said that with a Seaman’s Book, the deckhand could have moved about the EU as a mariner without a Shengen visa. The South African consulate in Italy won’t issue a Seaman’s Book to South Africans working in Shengen countries. If you are travelling to

See LESSON, page A14

No – 54.3%

Yes – 26.4%

Yes – 45.7% No – 73.6%

Get a complete picture on the state of losing a yachting job – whether people are quitting or being fired – and how long it takes crew to find new jobs. – Story C1

A February 2010 WHAT’S INSIDE

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In days of honor

These days may be gone, but the history remains. See PHOTO FROM SUSAN JOHNSON page A18.

Advertiser directory C16 Boats / Brokers B12 Business briefs A16 Calendar of events B17-18 Career News C1 Columns: In the Galley C1 Fitness B16 Latitude Adjustment A3 Nutrition C7 Personal Finance C15 Onboard Emergencies B2 Photography B15 Rules of the Road B1

Advertiser directory

C16

Boats / Brokers

Security Stew Cues Dockmaster Fuel prices Marinas / Shipyards Networking Q/A Networking photos News Photo Gallery Puzzles Technology briefs Triton spotter Triton survey Write to Be Heard

B12

B4 C9 B3 B5 B13 C4-5 C2-3 A4-10 A8 C16 B5 B19 C1 A18-19

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LATITUTE ADJUSTMENT

February 2010 A

Passionate nature of yachties just plain fascinating Yacht crew amaze me. Employed or not, busy or not, committed or not, they are passionate about the stuff in their lives. Sometimes, even when they don’t know it. Take Heath Hackett, owner of Captain’s Choice Yacht Management in Charleston, and Capt. Ben Latitude Fisher of the Adjustment 92-foot M/Y Lucy Chabot Reed Kathleen M. I’m getting this story second hand because as I write this, they are in Haiti, trying to get a flight home. They were at a marina in Miami when they met some guys putting together a pretty large group of supplies to fly to Haiti after the devastating earthquake there in mid-January. Trouble was, there was no one on the ground to receive the supplies. So Hackett and Fisher arranged for friends to watch their vessels and jumped on a plane to meet the supplies. They just made it work. Capt. David Gunn of the 88-foot Broward M/Y Pastime, was hip-deep in a mechanical refit when the boss told him to wrap it up and get the boat to Haiti. With the generators and engine in pieces and the steering in three shops around Ft. Lauderdale, he spent the better part of a week putting them Gunn all back together and having sea trials before planning a departure. Amid all that, he found enough supplies to fill the salon and any storage areas on the vessel, about six tons of supplies, he figured. “It’s nice that we can help,” Gunn said. “I was talking with the crew and we said we’d love to help. It’d be great if the boss would pay our wages, then we’d just go down there and do something. Getting his call and taking supplies there is even better.” The Earth doesn’t have to heave to spark yachties’ passions. Capt. Veronica Hast has discovered that she’s passionate about Dalmatian dogs. Not specifically the dogs, but about the work her friend, Pati Dane, does to save them. She’s adopted two “sweet-tempered” dogs from South Florida-based Dalmatian Rescue. She didn’t mean to do it. Being a yacht captain and married to an engineer, she and her husband are away from home a lot. But Dane’s passion is infectious. Hast has been known to participate

in relay drives across the country to bring dogs to the rescue in North Miami Beach. And now she’s planning a fundraising event for Dalmatian Rescue, one that reaches into the yachting industry. “Pati puts every ounce of effort and finances into saving these dogs,” she wrote in an e-mail. “I wish I knew how to approach all the boat owners and ask their foundations for donations.” I think we just did. Anyone with thoughts for raising money, e-mail veronicahast@aol.com.

(For donations and adoptions, visit www.dalmatianrescue.com.) Some crew are passionate about the two-legged creatures in their lives. Awaiting baby No. 2, Capt. Taylor Lawson has taken a land-based job to spend more time with his family. A captain for a dozen years, Lawson was invited Lawson to join Megayacht

Technical Services International as a yacht manager. The company, headed by Peter Baker, focuses on safety compliance documentation, safety plans, International Safety Management (ISM), Mini-ISM and ISPS management. Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at lucy@the-triton.com.

A February 2010

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NEWS

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Legacy still stuck in Key West, held now by lawsuits, claims By Capt. Tom Serio S/Y Legacy has a new battle now. When Hurricane Wilma blew the 158-foot Perini Navi sailing yacht into a federally protected nature preserve in the fall of 2005, she was held for 28 months by the clutches of the environment. Now, at anchor in Key West Harbor, she is held in the clutches of an insurance dispute. And while the dispute plays out in court, Legacy will remain where she has been for more than four years; off the coast of Key West, Fla. Owner Peter Halmos has $16 million worth of insurance on his yacht. Costs to date have exceeded that amount, Halmos said. Once an insurance company pays out its claim, it typically declares the vessel a total loss, giving it the right to lay claim on her. Halmos disagrees. He, too, has paid millions of dollars for Legacy’s recovery and restoration, he said. In addition, Legacy underwent a refit prior to Wilma, and Halmos said he has proof that he instructed his insurance company to raise the coverage to $30 million. The coverage was not raised before the storm. So Halmos is suing his insurance company, first to remove the clause specifying that it can take the yacht.

It has been reported that the insurer stated it does not want the vessel, but Halmos said he wants to be sure, legally. Second, he wants the insurance policy to reflect the increased replacement value he had asked for. The insurance company, Ace Recreational Marine, could not be reached on deadline. Initially, the case was to have Legacy owner been heard in January, but it has Peter Halmos been postponed to tooling around May. Key West Until then, S/Y last summer. Legacy will likely PHOTO/TOM SERIO remain at anchor off Key West, still waiting for her day to sail again. Capt. Tom Serio is a freelance captain, writer and photographer in South Florida. He is a frequent contributor to The Triton and has written extensively about Legacy and her recovery. Comments on this story are welcome at editorial@the-triton.com.

Big swells, waves made for a rolly holiday in Lesser Antilles By Lucy Chabot Reed An unusually strong weather system pushed down the North Atlantic over the New Year’s holiday, sending high swells into one of the charter season’s busiest Caribbean weeks. Waves were so bad on New Years Eve that St. Barths marinas asked vessels to leave Gustavia Harbour. “The swells were coming up over the docks,” reported one captain who asked not to be identified. “Our guests requested to be at anchor so it was no big deal for us.” “We were in the BVIs [for New Year’s] and the weather was terrible,” said Capt. Brad Tate of M/Y El Jefe. “The swell was menacing for two weeks. “We had a lot of high surf warnings on the north-facing coasts,” he said. “Made for some rolly times at anchor. The surge is pretty bad right now [Jan. 5] just in the harbor here at Yacht Haven Grande [in St. Thomas].” The National Weather Service in San Juan, Puerto Rico, described the event

as the “remnants of a frontal boundary/ shear line” causing a group of “large, long period, north-northwest swells”. In addition, local tradewinds increased when strong surface high pressure moved across the western Atlantic. “The combination of these winds and swells will produce rough and confused seas,” the service reported on Dec. 30. Breaking waves of 10-16 feet were expected through the holiday weekend. One buoy a bit east of Puerto Rico reported a 7-foot swell. Despite the “confused seas,” some mariners enjoyed the event. “The anchorage [outside Gustavia Harbour] was beautiful, filled with yachts of all shapes and sizes: Pelorus, Octopus, C2 and ... the new Oasis,” reported a captain. “The fleet stretched from Grande Pointe east of Shell Beach into Colombier Bay. It would be cool to have an aerial shot of it.” Lucy Chabot Reed is editor of The Triton. Comments on this article are welcome at lucy@the-triton.com.

A February 2010

NEWS

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Florida brokers work to cap sales tax, keep yachts in state By Lucy Chabot Reed Yacht brokers across Florida are compiling data to convince elected officials to cap the state’s sales tax on boat purchases at $18,000, a move they say will help keep large yachts – and their money – in Florida. “Every time we sell a boat, the first question the broker asks is ‘so what do you want to do about tax?’” said Jason Dunbar, a sales broker with Luke Brown in Ft. Lauderdale. Then, what usually happens, he said, is a lawyer will create a foreign corporation to “own” the yacht in some tax-friendly district such as the Cayman Islands or the Marshall Islands, and the closing of the sales deal will take place off shore somewhere to avoid Florida’s 6 percent sales tax. All that paperwork, lawyer’s effort, sales surveys, etc. end up costing the owner about $20,000, Dunbar said, a fraction of the tax the owner would pay in Florida on a new yacht worth $5 million or $10 million. “There’s no easier movement of tonnage than a boat,” Dunbar said. “This is so easy to float out of a taxable district. So he says, ‘Call my lawyer. I want to pay $20,000; I don’t want to pay $200,000.’ It’s as simple as that.” Until the past few years, that method of buying/selling yachts was the accepted way of doing business. But then several states close to Florida began changing their sales tax rules to draw some business north. “There are two kinds of ports: ports of convenience and ports of necessity,” Dunbar said. “South Florida was the rare combination of both, but that’s gone now. Yachts no longer have to come here. They can go to North Carolina to get work done, or to the Bahamas, or even St. Maarten. The competition has crept up on us and the product is disappearing.” Georgia charges boats 3.5 percent sales tax. South Carolina’s 5 percent sales tax is capped at $300 for boats.

And North Carolina charges 3 percent sales tax for boats, capped at $1,500. “We encourage them to leave,” Dunbar said of Florida. “We don’t have to do that. We can make ourselves competitive with other taxable states and nationally. So we’ve hired a lobbyist and we’re collecting data. We want to know: when do boat owners exercise their right to move their yacht to avoid taxes?” As chairman of the Florida Yacht Brokers Association’s legislative affairs committee, Dunbar has been working with statisticians to collect data from 15 brokerages across Florida in late December and early January. “They asked, in the past 12 months, what did your boats sell for, did they pay the tax or do a foreign flag?” he said. Results, including an executive summary, were expected in late January. “We’re trying to determine at what price a yacht sells for the owner to stop paying the tax.” FYBA members also have been working with lobbyists and meeting with elected officials to gain support of a tax cap bill. “My goal, I want to do this job for the next 20 years,” Dunbar said. “When a boat domiciles out of Florida and flags foreign, it has to leave our waters, and the chance of getting it back diminishes.” And that impacts everyone, not just brokers. “Unfortunately, I don’t think other segments of the industry realize how much business is lost because of the way the taxes are,” said Graeme Lord, fleet manager at International Yacht Collection in Ft. Lauderdale. “ I would say 50 percent of potential business is lost because of it. It’s a big deal. “Where we really lose is on refits,” he said. “An owner buys a boat and before he even uses it, he tears it apart. Those first six months are critical. That’s the sweet spot for refits.”

See SALES TAX, page A9

A February 2010 PHOTO GALLERY

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Couples abound on M/Y Intrepid, a 110-foot Delta. There’s the “just married” couple of Joe (mate/ deckhand) and Rachel MacVeagh (stew/deckhand) and the “been married” pair of Capt. Chris Berg and Chef Sylvie Staboli. Coming out of hibernation, as Capt. Berg Capt. Stewart Fontaine (center, with beard) of the new 196-foot Trinity M/Y Bacarella is surrounded by crew and characterized it, they will be heading workers at a recent Rybovich Marina Friday Crew Party. toward the Bahamas soon. Looks like a mutiny onboard the 130foot Westport M/Y Arms Reach as First Mate Arturo Zunaga and Chef Darren Seabourne oversee Capt. Brit Robinson performing other tasks, such as washing dishes. They’re headed to Panama and Costa Rica for the season and maybe points farther. The crew of M/Y Lady Kathryn IV were busy with soap, sponge and squeegee, keeping the megayacht shipshape (she is for sale). Deckhands Justin Brink and Rob O’Callaghan have 164 feet to cover on this Westport. Careful not to put the golf cart into the drink as they backed down the dock at Rybovich, Second Stew Jodi Griffin, left, and Chief Stew Laura Cubie were taking a break from their duties aboard S/Y Meteor to retrieve some party favors left at Rybovich’s crew party the night before. Having just completed some yard work after a return from the Med, this Royal Huisman yacht will be plotting a course to the Caribbean soon.

PHOTOS BY CAPT. TOM SERIO

Don’t let the innocent smile fool you. Jen Alloway is the engineer on the 110-foot Feadship M/Y Casual Water. Alloway has been onboard for about two months, with her Canadian background including time as a boat builder (carbon and epoxy layup of sailboats), stint with the Canadian Coast Guard, training as a naval architect, and time on boats in the North Atlantic. Welcome to the warmer latitudes, Jen.

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NEWS

Yachties help victims of Haiti’s earthquake in any way they can  LeAnn Morris Pliske, a charter broker with The Sacks Group, rallied crew at The Triton’s January networking event for a Haitian charity that helps orphanages. Capt. Herb Magney of IMA Yachts and The Sacks Group, below right, passed FYBA President Bruce Schattenburg’s cowboy hat and quickly gathered $300 for the cause.

Attendees brought more than 250 pounds of food, boxed milk and clothing. Crew from M/Y Destiny donated an “SUV-sized pile” of polo shirts, uniforms, shorts and other clothes with the owner’s permission. Read about what other crew have done in Latitude Adjustment, page A3.  Within hours of the earthquake on Jan. 12, Global Satellite delivered, tested and activated satellite phones for Trilogy International, the cellular provider for Haiti.

“With destroyed communications making it impossible to tell the extent of destruction, satellite communication is critical to support the emergency and aid efforts,” Global Satellite CEO Martin Fierstone said. “We will continue to be on stand-by day or night as and when the requests come in.”  Sailorman in Ft. Lauderdale turned an already-planned sales event into a fundraiser for victims of the earthquake. Portions of specifically marked Dollar Days items were donated to the Food for the Poor Haitian Disaster Relief Fund.  At its monthly meeting in January, members of the U.S. Superyacht Association raised about $400 and filled an SUV with donated medical supplies and clothing, thanks to the efforts of Karen Dudden-Blake of Palladium Technologies. GMT followed with a donation collection site the following day. OnCall International worked to find a safe drop-off spot for a sailing yacht coming through the Panama Canal with rice and food supplies.  National Marine Suppliers teamed up with GM International to send a chartered plane with supplies to Haiti a week after the earthquake. – Staff report

Senate didn’t vote on 2009 bill; brokers hope for more this year SALES TAX, from page A6 Florida did change its tax law last year to give yachts 180 days (an extension from 90 days) in state waters after a sale without paying taxes, as long as the vessel was in a repair yard. “Those 180 days are better, but it just delays the inevitable,” Dunbar said. “All our legislation is designed to make them leave. ... I don’t want to give these guys a break. I just want to get a piece of it. I want to keep that money in my state, and in my town.” The effort to cap sales tax for boats started last year in HB469, the Aviation and Maritime Full Employment Act. That bill would have capped taxes on boat and planes at $24,000. It faced resistance from Central Florida, mostly the black caucus representing the area south of Orlando in the sugar area. So FYBA invited the head of the black caucus, Rep. Perry Thurston Jr., to one of its monthly shows at Lauderdale Marine Center. “Mr. Thurston got it,” Dunbar said. “It wasn’t about big white boats and their owners. He came into the shipyard and saw all the workers. And he asked great questions.”

Within 36 hours, Rep. Thurston had amended the bill to cap it at $18,000 and it passed the house unanimously. The bill went to the Senate but didn’t get voted on. “They were facing a budget with a $5 billion deficit,” Dunbar said. “Senators focused their attention on that, and rightly so. They had bigger issues to deal with.” So the brokers are trying again. Florida’s congress is in session from March 2-April 30. Dunbar and FYBA, working with marine industry associations across the state, expect to have statistics that prove the cap will stop the exodus, keep business in the state and therefore retain jobs, the key to successful bills. The marine industry employs more than 220,000 people in Florida, more than half of them in South Florida. If approved and passed by both houses of the state legislature, and signed into law by Florida Gov. Charlie Crist, the tax cap would take effect July 1. Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com.

February 2010 A

A10 February 2010 NEWS BRIEFS

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Manatees swarm to warm water; air travelers need e-OK for travel

Florida’s cold snap brought more than 5,000 manatees into view, the largest FILE PHOTO/LUCY REED count ever by almost 25 percent.

Manatee count hits all-time high

Biologists counted an all-time-high number of manatees after two weeks of record cold weather in Florida in January. The Florida Fish and Wildlife Conservation Commission reported a preliminary count of 5,067 manatees statewide. The count exceeded the previous high count by more than 1,200 animals. While the FWC was careful to point out that this year’s results do not mean the manatee population grew by more than 1,200 animals in a single year, they do tell researchers there are at least 5,000 manatees in Florida waters. For more information, visit http:// research.MyFWC.com. To report a dead or distressed manatee, call the FWC Wildlife Alert Hotline at 888-404FWCC (3922).

U.S. arrivals by air need ESTA

On Jan. 20, U.S. Customs and Border Protection began a 60-day transition to enforce its electronic travel authorization system, called ESTA, for air carriers. Travelers arriving by airplane from visa waiver countries without an approved ESTA may not be allowed to board a U.S.-bound airplane. The requirement does not affect citizens of VWP countries traveling on a valid U.S. visa. ESTA is an electronic travel authorization that all citizens of VWP countries must obtain prior to boarding a carrier to travel by air or sea to the U.S. and has been mandatory since Jan. 12, 2009, for all nationals of VWP countries. For more information visit www.cbp. gov/ESTA.

Solo circumnavigator sets off

Thiirty-year-old Alexia Barrier is under way on a solo circumnavigation

onboard the 60-foot 4myPlanet and will stop in Cape Town, Sydney, Auckland, Rio de Janeiro, and New York before returning to Monaco by late June. Barrier plans to collect scientific data to help research on oceans and is part of a program supported by the French oceanic institute Ifremer, in collaboration with the Monaco Musée Océanographique and the International Seakeepers Society. Follow her at www.4myplanet.eu.

Builders issue wage survey

The American Boat Builders and Repairers Association (ABBRA) has released its annual Wage Rate Survey for 2009, allowing members to compare salaries of their employees to others in the same region and nationwide, across many job types. It contains information about hourly wages, average vacation time, benefits and pension plans across a range of job categories. The survey was based upon input of ABBRA members and others in the industry who agreed to submit their wage, benefit and skill-level information through a questionnaire. Visit www.abbra.org for more information.

Tours on protected island OK’d

Virgin Islands Ecotours on St. Thomas, U.S. Virgin Islands, has begun to offer paddle and boat tours to the 136-acre Hassel Island, a historic park owned by the Virgin Islands National Park (VINP). “Hassel Island is a wonderful resource that was not being interpreted due to no public access,” said Sybille Sorrentino, owner of Virgin Islands Ecotours. A portion of the tour proceeds is donated to the Friends of the Virgin Islands National Park. For information, visit www. viecotours.com.

A12 February 2010 FROM THE BRIDGE: Owner requests

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‘You have to understand: This is my license on the line’ BRIDGE, from page A1 person you let take it [the tender] is competent, you are still responsible as the ultimate responsible party for the vessel and all its toys,” a captain said. Isn’t there something captains can do to prevent accidents like this? “An accident is an accident, by definition,” a captain said. “I can’t prevent someone from getting in an accident, but I sure can be prepared to deal with it when something happens,” another said. So how do you handle it when an

owner asks you to do something – or not do something – that is contrary to your judgment? “I had an owner who liked to drink a lot,” one captain said. “I made the mate go with him. Ninety-nine times out of a hundred, he went along with it.” “I’ve had heavy drinkers refuse to take the mate,” another captain said. “They say, I’ll be OK.” Most of the captains reported working with a similar owner or charter guest who insisted they would be OK. But they said that usually, if they insist, the owner will allow a crew member

to accompany them, if not drive them where they are headed. “I tell him, ‘You have to understand: This is my license on the line’,” a captain said. “If something happens, even if somebody hits you, I’m screwed. It’s not for you, it’s for me.” That usually works in getting stubborn owners to take a crew member with them, he said. For the times when it doesn’t work, the captains mentioned that they have told the owner or guest that they couldn’t get the tender started, or even dismantled it by removing a fuse.

“On charter, you can get away with that, but not with an owner,” one captain said. “The owner tells me to go to hell and fix it.” “They don’t understand that when they take the tender and something happens, they’ve taken the means for us to get to them,” another captain said. There was a lengthy discussion on who is responsible for making sure the owner and guests return safely. “If someone is going away from the vessel, are we expecting them back at midnight, 2 a.m., 3 a.m.?” one captain said. “If they’re (late), what do I do?” One option was to install a tracker on the tender, so at least crew on the mother ship would know if the tender is docked or moving and where it was. “It’s cheap and gives you some information,” this captain said. “If the owner leaves the boat, there has to at least be one person who stays up until that guest or owner comes back,” another captain said. “There’s no debate about that. There has to be.” Is that true on a smaller vessel with just one or two crew who are expected to be up and working at dawn? “The size is not important,” this captain said. “It has to do with the responsibility of the captain.” These captains were discreet about the seemingly unreasonable requests they’ve entertained in their careers. Sometimes they acquiesce and manage the risk, other times they get out of it by offering an alternative. “The owner is the owner,” one captain said. “Either you say ‘yes’ or he’ll find a captain who will.” “But I’d rather have my license and have to look for a job than not have my license,” another captain said. As often happens in our lunches, captains talked idealistically about how they would respond in a certain situation, what they will allow and what they won’t. But it isn’t always so black and white, and several captains admitted that was true in this scenario. “Drugs onboard are black and white,” one captain said. “Those are easy decisions.” Are they? What if drugs are discovered in a cabin? Do you instantly end the charter and put everyone ashore at the next port? The captains acknowledged that they wouldn’t go to that extreme initially. One captain would have the drugs removed and talk to the guest in question, remind them of their charter contract and point out the seriousness of the infraction, were they to be boarded and the drugs discovered. “I kept charter guests with drugs once,” one captain said. “I had to. The owner needed that charter.” So there is a point at which you weigh the risk. Yes, the owner drinks, but he’s a competent boat handler and he’ll be OK. But sometimes do you go See BRIDGE, page A13

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www.the-triton.com FROM THE BRIDGE: Owner requests

No safety issue? ‘I let them make mistakes’ BRIDGE, from page A12 against your better judgment? “It’s depends on my relationship with the owner,” one captain said. Several captains dealt with owners or guests having hookers aboard. “I just gave the stews the night off,” one captain said. “It’s not outrageous. It’s his boat and he can entertain guests however he sees fit. We were at the dock. I’m not going to judge decisions as long as it’s not a safety issue.” “When there’s no safety issue, I let them make mistakes,” another captain said. “One owner wanted me to floor it through a shallow area. I said, if I do that, we’ll get grounded [on the mud]. He said do it anyway and I did and we grounded in the mud. Hey, it’s his boat and his money. If he wants to pay to repaint the bottom, I can’t stop him. I can only tell him what is going to happen and if he doesn’t believe me, he doesn’t believe me.” “What we often have is the subjective situation where Captain A may have different skills or local knowledge from Captain B,” another captain said. “It seems that a captain is pandering to the owner, but maybe he’s used to the fog and low visibility, or maybe he’s familiar with the currents, and he can handle a somewhat tricky situation. I would never take a boat

Attendees of The Triton’s February Bridge luncheon were, from left, Russ White, Chris Evans, Chris Duclos, Scott Redlhammer, Bernard Charon, and Herbert Magney. PHOTO/DORIE COX over Devil’s Backbone but I know guys who do it three or four times a day.” These captains agreed that there are tougher decisions than drugs onboard, specifically what to do when the owner wants the boat moved and the conditions are risky. One captain told the story of his relief captain being moored in rough seas. All the guests were seasick and the owner wanted the boat moved immediately. “It was 3-5 [feet] in the mooring field, which meant it was 12-15 out at sea,” this captain said. “Just getting the anchor up was dangerous in that swell.” But the owner threatened the

captain, who was young in his career and got scared. He moved the boat. “Nothing happened and they got out of there, but it could have gone either way,” the captain said. “Not one of us likes making a decision that could come out either way,” another captain said. 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 lucy@the-triton.com or an invitation to our monthly Bridge luncheon.

February 2010 A13

A14 February 2010 FROM THE FRONT: Lesson Learned

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Perfectly written travel letter considered a joke LESSON, from page A1 work in the Caribbean, South Pacific or anyplace other than a Shengen country, you will be issued a Seaman’s Book. The yacht’s agent in Greece assured me this crew member would not be deported as he was on the crew list and could provide his maritime training (STCW) documents if requested. The new plan was to obtain a Shengen visa at any consulate in Cairo before we returned to a Shengen country. Crew visas for Egypt were obtained by the agent and with enough money, there were no problems with any passport. I received a six-month Egyptian visa (the first one in my U.S. passport) and the crew received 30 days. A month later, after an owner’s trip and the day before holiday travel, I sat in a dirty visa office to get another 30-day visa for the crew. In Egyptian style, all of the crew except the South Africans received new visas. These crew were told to return the next morning, which was not possible as they were on night flights out of Egypt. The yacht’s agent (who accompanied me to the visa office but was useless) assured me that upon return to Egypt, a new visa could easily be obtained in Cairo. The stewardess

went off to France and the chef went home to South Africa; both departed with a travel letter from the yacht, an expired Egyptian visa and no Seaman’s Book. The stewardess returned from France and, using the ship’s travel letter, she managed her way through the officials at Cairo airport and back to the yacht. She was a little rattled, but back safe. Two weeks later in Johannesburg, the chef was not allowed to board her flight to Cairo without an Egyptian visa. She produced her travel letter, but was asked for her Seaman’s Book as the airline considered my perfectly written travel letter a joke. She was delayed for five days – a very expensive delay – as she went to an Egyptian consulate to apply and wait for the visa.

Shifting focus

The need for Seaman’s Books for my multi-national crew became a priority. I had two expired Shengen visas and the nearest consulate for any Shengen country was in Cairo, a 6-7 hour bus ride from Hurghada where daily demonstrations were staged against the civil war in Gaza when we were dealing with this in January of 2009. I would have had to send young crew into a war zone.

I sent numerous e-mails to French and Maltese consulates in Cairo; none were ever answered. I dialed copious wrong numbers to embassies and consulates in Cairo. I called the French embassy in Paris to get an answering machine playing a message in French. I called the French consulate in Malta, where we planned to stop for fuel. The lady on the phone said that without a Seaman’s Book, she could not help me. I dialed more phone numbers that did not work. It is not safe to send crew to Cairo without an appointment so I decided to deal with officials rather than loss of crew. I called the yacht’s agent in Malta and he assured me it was no problem for the South African crew member to enter Malta without the Shengen visa, but having a Seaman’s Book would help. I started researching Seaman’s Books. The MCA has them but they are only issued to British citizens. A contact at the MCA gave me a phone number to the shipping registry in the British Virgin Islands. Via e-mails and phone calls, I receive the application for the BVI Seaman’s Discharge Book (which has been around since 2001). The application is one-and-a-half pages and requires

See LESSON, page A15

The Triton

www.the-triton.com FROM THE FRONT: Lesson Learned

Seaman’s Book is proof that you are a professional mariner LESSON, from page A14

little book where you record your sea time. It is a book that proves you are a a copy of the applicant’s passport, professional mariner. I have stood in three passport-size photos, record of long security lines at airports, wishing sea service, medical fitness certificate I could take the express line marked (ENG-1) and a recommendation from “crew.” A Seaman’s Book gives you that the captain. privilege as these lines are for flight Still in Egypt, I found a doctor who crew, cruise ship crew and yacht crew. could speak and read English at the (Well, at least it works in Europe. On a Red Sea Hospital and the physical exam recent flight through San Francisco, the forms were completed. Applications for TSA agent denied me access.) Seaman’s Discharge Books were picked How often have you paid for up by FedEx and I had the Seaman’s overweight luggage? A Seaman’s Book Books sent to the agent in Malta where eliminates that expense. Some travel we planned to enter the EU. agents offer special airfares to yacht I called the French consulate in crew, but I have yet to find one who can Malta to see if Shengen visas could beat the prices I find on the Internet. A be obtained, as France was the final Seaman’s Book combined with a travel destination. I was told that crew with letter from the captain will make a Seaman’s Books crew member’s life do not need a easier navigating ‘I have stood in long Shengen visa as the hurdles of they are considered security lines at airports, traveling on oneprofessional way tickets. wishing I could take the mariners. The A Seaman’s express line marked deckhand with a Book is easy to six-month expired “crew.” A Seaman’s Book obtain, if you Shengen visa know where gives you that privilege had no problem to go. Get the as these lines are for when we cleared applications and flight crew, cruise ship customs (three physical exam times) in French forms (ENG-1 crew and yacht crew.’ waters. works, if it’s not (Well, at least it works in Just to be expired) from the Europe.) clear, crew need a flag country of the Shengen visa to get yacht. Completed into EU countries. forms and If they are working on a yacht and required documentation are sent to the cannot get their Shengen visa renewed, shipping registry of the flag country. the Seaman’s Book proves they are a If you cannot find the address, go professional mariner and they will not to www.redensigngroup.org. There is be sent home. a shipping registry and e-mail address In September, when entering Turkey, for 13 red ensigns. Cayman Islands, a crew member with a Panamanian Marshall Islands and the Bahamas have passport was denied a Turkish visa forms online. Captains should have unless she had a Seaman’s Book. I these forms aboard and require crew to was in the process of obtaining her obtain Seaman’s Books immediately, no Seaman’s Book and submitted the mater how long their visa is valid. Some application to the agent. The crew crew can obtain a Seaman’s Book from member was allowed into Turkey and their home country. was issued a visa when her Seaman’s Captains have to fill in the Book arrived. I tried to obtain a visa information on the yacht and use the for Saudi Arabia; not possible, but a ship’s stamp to keep it official. Some Seaman’s Book at the Port of Entry is Seaman’s Books have back pages required for each crew member. where the captain can mark “Paid In December, I checked into Rhodes, Leave,” “Unpaid Leave,” “Study Leave” Greece. The agent took the Seaman’s or “Sickness.” The BVI Seaman’s Book Books rather than passports for all has pages to record training courses, of the crew. If any crew had had an vaccinations, inoculations and sight expired Shengen visa, it would not have tests. made a difference since the passports Require every crew member to were not even seen at customs or have a Seaman’s Book and keep it immigration. current. That is their job if they are a As captain, my passport was taken professional mariner. with my Seaman’s Book only because the agent thought it best. My passport Capt. Laura Tritch holds a USCG 1600was not stamped into the EU as we had ton Master/Oceans and is command of transited from Turkey. M/Y Marlena, which has been cruising

Professional mariners

A Seaman’s Book is more than a

the Med and Red Sea. Comments on this article are welcome at editorial@thetriton.com.

February 2010 A15

A16 February 2010 BUSINESS BRIEFS

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Companies add services, products, people Placement agency has new site

Bluewater recruitment and training providers has launched Bluewater One, an account that provides clients with crew recruitment services and vouchers for crew training. “It is giving me real value for money when it comes to recruiting my crew and it also means I can incentivise my team with training, making complacency a thing of the past,” Capt. Paul Bickley of M/Y Natori said in a news release. “A yacht is not successful just because it floats. Quality crew is the key to luxury yachting.” The Bluewater One account subscription fee is dependent on the size of the vessel, and includes all recruitment costs. For information, e-mail crew@ bluewateryachting.com

Dominica dive shop reopens

time composites technology program beginning in September. The nine-month program gives students a foundation in composites processes, techniques and technology, ranging from general composites that employ glass fiber and polyester resin, to advanced composites that employ high-strength/high-modulus fibers and advanced resin systems. “Composites are really coming of age now because there is a need for humanity to reduce the mass of material that we use to build things – because we are running out,” said Richard O’Meara of Rhode Islandbased Core Composites, a composites industry veteran and advisor to the IYRS program. “The Composites Technology Program rounds out our offerings as a technical training institute for the marine industry,” said IYRS President Terry Nathan. “Technical experts agree that the marine industry’s increased use of advanced composites can give birth to the type of innovative products that can reinvigorate the industry.” For more information, visit www. iyrscomposites.org.

Best ‘green’ product to be awarded Cabrits Café and Dive in Lagoon, Portsmouth, Dominica has reopened on the north end of Prince Rupert Bay. The shop offers dive and snorkel services as well as a European coffee shop. Cabrits has plans for a jetty for yachts. For more information, visit www. cabritsdive.com.

West Marine will announce the winner of its Green Product of the Year contest at the Miami International Boat Show. The $10,000 prize will be awarded to the winner of more than 40 entries, based on eco-effectiveness, cost-effectiveness and degree of innovation and originality. For more information on the contest, visit www.westmarine.com/ green.

Composites training at IYRS

TRAC hires new sales director

International Yacht Restoration School in Newport, R.I., offers a full-

TRAC Ecological Products, manufacturer of environment-friendly

products for onboard equipment cleaning and maintenance, has hired Andrew Armao to its sales team in Ft. Lauderdale to direct sales and customer support for Florida. Previously a sales representative in the marine sales division of Florida Detroit Diesel Allison, Armao is a USCG-licensed captain with more than seven years in the industry. The company’s product line includes Barnacle Buster, TRAC’s Descaler, Porto-Flush Jr., GreenClean Boat Soap, Sew Clean and PSR. For more information, visit www.trac-online.com.

Cardone tapped executive director

C-PORT, Conference of Professional Operators for Response Towing, has hired Tina Cardone as executive director. Formerly director of government affairs at C-PORT, the national trade association for the marine assistance industry, Cardone will consolidate that position into her newly assigned role. Cardone started her career in the marine industry in 1987 and worked with TowBoatU.S. in similar government and marketing roles. C-PORT was founded in 1985 as a liaison between the marine assistance industry and public agencies in boating safety, marine assistance, marine salvage and other marine-related operations. For more information, visit www.cport.us.

Engine company promotes CEO

VETUS, a Dutch manufacturer of marine diesel engines and technical boat equipment, has promoted Jay Stockmann to chief executive officer. Stockmann was executive vice president and before that was EVPt of U.S. sales and marketing for Lewmar. For more, visit www.vetus.nl/us.

A18 February 2010 WRITE TO BE HEARD

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The Triton

Insurer’s grandfather has a place in history, too It started with this e-mail from Laura J. Sherrod, senior vice president at Atlass Special Risks, a marine insurance company in Ft. Lauderdale: “My mother would kill me if I did not take a moment to clear up some information regarding the Syncrolift in your note of lore Editor’s Notebook [accompanying A1 story Lucy Chabot Reed the about MerrillStevens laying off its employees in the January issue]. “The ‘young man full of confidence and short on experience,’ Raymond Pearlson, was working at Merrill Stevens at the time for a fellow named Alex Merrill Balfe, my grandfather. Alex designed the Syncrolift with Raymond. “Alex was president of Merrill Stevens at the time and was taught engineering at the U.S. Naval Academy, although he never graduated due to an injury. “Alex came up with the design and Raymond was able to finalize the engineering requirements. The Syncrolift was patented under both Alex Balfe’s and Raymond Pearlson’s names. Alex later sold his portion of

the patent to Raymond. Merrill’s son – Alex Merrill Balfe, “That’s the rest of the story.” Sherrod’s grandfather – ran Merrill Being a lover of history, I invited Stevens for 50 years, from 1930 to his Sherrod and her mom, Susan Johnson, retirement in 1980. While there, he to lunch. Her father, Lester, joined us designed the wire marine elevator in as well, as did a large cardboard box which a series of motors positioned filled with photographs, photocopies around a ship were synchronized to of old Miami News and Miami Herald each raise a portion of the ship, making articles, and a synopsis of the family it possible to lift even the heaviest of history by great aunt Joanna Merrill, vessels out of the water. daugther of Joanna “He had a Gillman Merrill, brilliant mechanical Balfe was awarded sister of Merrill mind,” Lester the E Award by the Stevens founders Johnson, Sherrod’s U.S. government for (brothers Alex “The father, said. “He Colonel” and James was just a little “stellar performance “Gene” Merrill) who undercapitalized.” in a war effort.” was the shipyard’s Alex Merrill Balfe first secretary. was awarded the As anyone knows, secretaries really E Award by the U.S. government during keep businesses operating so if she World War II for “stellar performance in told her story to her daugher, who a war effort.” He sold his shares in the wrote it down, it’s got to be good. That family business before he retired, and daugther, Sherrod’s great aunt, is still Susan Johnson sold hers about 10 years alive at 101 in Atlanta. ago so the Johnsons and Sherrods don’t There were stories during lunch of have a personal stake in the shipyard’s the beginnings of Merrill Stevens in seeming end. Jacksonville, where the Merrill brothers Still, they agreed, it’s sad to watch. operated a foundry. Perhaps their But they’ll always have their history. biggest customer was Henry Flagler, who referred the Merrills to another Lucy Chabot Reed is editor of wealthy man, Henry Plant, and their The Triton. Comments on this story are efforts to repair his iron-hulled ship welcome at editorial@the-triton.com. with salt pork. Historical Merrill-Stevens photos can be Once in Miami, Joanna Gillman seen at www.the-triton.com.

The Triton

www.the-triton.com

WRITE TO BE HEARD

February 2010 A19

Government looks foolish after its involvement with Peterson

Regarding your article on Peterson Fuel [“Peterson Fuel gets ‘reprieve’ to continue fueling one more year,” January 2010, page B5], why is it that the government is never happy unless it is regulating something? If the only complaint is the view, what’s next? A ban on ugly boats? Ft. Lauderdale city commissioners need not worry about Peterson’s having a competitive advantage; this is what the American system of free enterprise is all about. A better question to ask is why the fuel is so high at marinas and why sales tax is included in some of the advertised prices and not in others. Marine diesel is dyed red to indicate that certain taxes have not been paid. People with road vehicles who purchase dyed fuel can be fined for avoiding the payment of taxes. I would like to know who in their right mind will fill up their truck at Pier 66? The fuel price at most marinas is as much or more than at a gas station. The story about Merrill Stevens [“Merrill-Stevens lays off its employees,” January 2010, page A1] should send a message to our state and county governments. We need to be promoting the boating industry. Broward County in the past several years has limited the addition of new

TowBoatU.S. earns a big thumbs-up I just had to write to say thanks for putting me in touch with Capt. Mike [Knecht] from TowBoatU.S. Ft. Lauderdale when I needed a tow on the New River. After that, we bought a top-of-the-line TowBoatU.S. membership and I have used it several times. While planning a trip recently, I called TowBoatU.S. in Naples (Fla.) and got an amazing amount of free information from one of the skippers, Smithy. They are dredging the channel there so the markers are off station and the channel is shoaling. Apparently, it’s very easy to go in there “blind” and get into real docks and penalized the existing docks with a manatee fee, and now they want to limit the availability of cheaper fuel. Bob E Sherman Waterfront News columnist Ft. Lauderdale

Merrill Stevens closure no surprise

I had to write in regarding your story about Merrill Stevens. [“Merrill Stevens Editor Lucy Chabot Reed, lucy@the-triton.com

Publisher David Reed, david@the-triton.com Advertising Sales Peg Soffen, peg@the-triton.com Mike Price, mike@the-triton.com

News staff Dorie Cox Lawrence Hollyfield Production Manager Patty Weinert, patty@the-triton.com The Triton Directory Mike Price, mike@the-triton.com

trouble. He wants me to call two days before we head over for an update and then again before we make the entrance for any lastminute help I need. The stuff Smithy told me was/ is priceless. He will be getting a generous handshake, as well as an after-work brew. Super nice guy. If you are a TowBoatU.S. member, just call any of them and ask for help. They’re more than happy; just take care of them at the end. So thank for putting me in touch with Capt. Mike. Capt. Craig Jones M/Y Current Issue lays off its employees,” January 2010, page A1.] I took my sport fisherman there two years ago for what should have been simple work – a bottom job and a handful of simple repairs. The work was shoddy, the repairs were not done right and the boat came back in worse shape. They were inattentive to the problems. I would never go back. I am not surprised. I am sorry for Contributors Carol M. Bareuther, Mark A. Cline, Jake DesVergers, Eng. Scott Fratcher, Beth Greenwald, Bob Howie, Chef Mary Beth Lawton Johnson, Alene Keenan, Jim Kelleher Keith Murray, Steve Pica, Capt. Lee Rosbach, Rossmare Intl., James Schot, Capt. Tom Serio, Capt. Laura Tritch, Lance Wordsworth

their people but if my experience is representative of the work they were doing, then it was time to restart and rethink what kind of service they were delivering. John Scarbrough Yacht owner

Helicopter article ‘wonderful’

Thank you for the well prepared and highly informative article regarding helicopters and yachts. [“Helicopter training for crew up in air,” January 2010, page A1.] Outstanding information. This topic deserves special attention to this young industry and I hope it brings light to crew members seeking higher education and training. Having spent several years flying and guiding passengers on and off these machines, I can tell you firsthand the many hazards that accompany being around all those moving parts. Low visibility is another concern that always requires eye-to-eye contact with the pilot. A truly epic day at sea or in the air can only come after everyone has arrived to their destination. Safety never takes a holiday, and I thank you kindly for this wonderful article. Mark E. Campion Warm Water Windows St. John, U.S. Virgin Isles Vol. 6, No. 11.

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Contact us at: Mailing address: 757 S.E. 17th St., #1119 Visit us at: 111B S. W. 23rd St. Ft. Lauderdale, FL 33315 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com

It’s not always obvious

Dockmaster spotlight

Take it to the core

Know symptoms of heart attack

At Puerto Rico’s Palmas del Mar

Strength begins within

B2

B3

Section B

B15

www.the-triton.com

Diversify investments in 2010.

B16

February 2010

A yacht primer on U.S. Customs cruising permit

M/V EARTHRACE SINKS

Before being hit by a Japanese whaling ship, M/V Earthrace held the UIM round-the-world speedboat record and PHOTOS/LANCE WORDSWORTH had been toured by more than 200,000 visitors worldwide.

Trimaran lost in Antarctic collision By Eng. Scott Fratcher M/V Earthrace, the biodieselpowered trimaran that was most recently part of the Sea Shepherd fleet, was lost in the Southern Ocean on Jan. 5 after a collision with a Japanese whaling ship. Earthrace was designed by Craig Loomes, skippered by Pete Bethune and held the UIM round-theworld speedboat record. I sailed on her during her record attempt in 2007. Writing a eulogy about Earthrace feels like writing about the loss of a famous relative. I knew her well, but she touched many more lives than I’ll ever know. If the Japanese were seeking to reduce media exposure of whaling, they picked the wrong boat to eliminate. Earthrace, the world’s most highprofile powerboat, has been toured by more than 200,000 visitors in dozens of countries. Her loss has been viewed around the world on every major news channel by tens of millions. The sinking of Earthrace symbolizes the end of an era. The end of a piece of history that many were hoping would land on the walls of the National

Ready, set, go

Earthrace owner Pete Bethune checks the shaft in San Diego. Maritime Museum rather than the floor of the Antarctic Ocean. Undoubtedly, Earthrace suffered much drama during her short life. The news reports only told part of the tale. Take a look at some of the more memorable Earthrace moments with an insider’s eye.

Funding

From its inception Team Earthrace was desperately low on funds. Undaunted by the lack of a major cash sponsor owner Pete Bethune capitalized on the idea of a thousand small-time funders. Opening up

Earthrace for tours at $5 a head, money trickled in and Earthrace formed a “hands on” public support group. This simple concept of thousands of small day-to-day donations became the main funding source for Earthrace expenses and showed how a grassroots organization can effect change on a global scale.

Record attempt No. 1

In a crushing blow to the 2007 race effort, the main biodiesel sponsor pulled out (due to financial constraints)

See EARTHRACE, page B6

As faithful readers of this column know, our organization, International Yacht Bureau (IYB), acts as an inspection agency on behalf of several flag administrations. We are similar to a classification society, but focused solely on yachts. This type of work certainly Rules of the Road provides its fair Jake DesVergers share of questions and inquiries from yacht crew. These can range from broad policy issues affecting charter yachts to the required frequency of emergency drills, the rules on sewage discharge, licensing of seafarers, or even what color the life buoys must be. We hit all ends of the question spectrum. During the survey of a large yacht at the end of 2009, we had the misfortune to witness a captain’s realization to U.S. customs rules. This raised our curiosity and thus the topic of this month’s column. The yacht had recently been sold in Europe and registered under a new flag. After finishing the summer season in the Med, she arrived into the United States for her new owner. The U.S. would be her primary area of operation. The captain presented the yacht for clearance. Simultaneously, a request was made for a cruising permit. During that interaction with an empathetic inspector, the captain was delivered the gut-wrenching news that it could not happen. She was not authorized a cruising permit due to her chosen flag of registry. How could this be? Everyone knew the owner’s plans. The itinerary was already scheduled: a week-long holiday cruise with the whole family, a charity event, a quick refit, and the Super Bowl;

See RULES, page B11

B February 2010 ONBOARD EMERGENCIES: Heart attacks

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Not all heart attacks look like heart attacks; know the symptoms February is American Heart Month but it is not because of Valentine’s Day. It was designated heart month by the U.S. Congress in 1963 to raise public awareness of heart disease. Heart disease is the leading cause of death in the United States. According to the Centers for Disease Control and Prevention, Sea Sick in 2006, heart Keith Murray disease caused

26 percent of deaths, more than one in every four deaths in the United States. The CDC indicates that every year about 785,000 Americans have their first heart attack, 470,000 more will have another attack. The costs of heart disease are staggering. The CDC estimates that heart disease costs the United States $304.6 billion each year. This total includes the cost of health care services, medications, and lost productivity. A myocardial infarction, also known as a heart attack, is usually caused by a blood clot that stops the flow of blood

in the artery of the heart. Blockage of a coronary artery deprives the heart of oxygen-carrying blood. Waiting for treatment can be fatal. If blood is not restored quickly, the heart muscle typically dies, resulting in acute heart failure and death. Not all heart attacks are like what you see on TV, causing a person to grab their chest and fall to the ground. Sometimes the symptoms are more subtle. Symptoms of heart attack may include chest pain or discomfort in the center of your chest. Sometimes people say it feels like an elephant is sitting on their chest. This pain may come and go

for minutes at a time. Other symptoms include discomfort in the upper body, including the arms, left shoulder, back, neck, jaw or stomach, difficulty breathing or shortness of breath, sweating, a feeling of fullness, indigestion or choking, nausea or vomiting, light headedness or dizziness, extreme weakness or anxiety and rapid or irregular heartbeats. So if it looks like a heart attack, then what? The first thing is call 911 or radio for help. When a heart attack strikes, time is critical. The longer it takes the victim to get to the hospital the greater the amount of damage will occur to the heart muscle. The doctors only have a few short hours to restore the blood supply to the heart muscle by unblocking the affected heart artery. Treatments such as administering clot-busting drugs to dissolve the clot, heart catheterization and angioplasty must be done in a hospital. Until we get our victim to the hospital we can help him to a comfortable resting position. If the victim is alert, able to swallow and not allergic to aspirin, give him/her aspirin. You should ask if the patient has prescribed medication such as nitroglycerin that you can assist with. What can we do to reduce our chances of heart disease? Limit your intake of fat, sugars, sodium and salt. Eat more whole grains, legumes, fresh produce and low fat dairy products. Eat lean meat, lean poultry and fish, and watch how much you eat. This means saying “no” to that second helping. Another way to help is exercising for 30-60 minutes each day. The American Heart Association recomends the following for healthy people: “For health benefits to the heart, lungs and circulation, perform any moderate-to-vigorous-intensity aerobic activity for at least 30 minutes on most days of the week at 50–85 percent of your maximum heart rate.” Limiting your intake of alcohol is another way to help. According to the Mayo Clinic, “Moderate alcohol use seems to offer some health benefits, particularly for the heart. But too much alcohol raises the stakes, putting you at risk of adverse health consequences.” Moderate drinking is defined as two drinks a day for men or one drink a day for women or men older than 65. Please check back next month when we talk about Sudden Cardiac Arrest, Cardio Pulmonary Resusication (CPR) and how to use an Automated External Defibrillator (AED). Keith Murray, a former Florida firefighter EMT, is the owner of The CPR School, a CPR, AED and first-aid training company that provides onboard training for yacht captains and crew. Contact him at +1-561-762-0500 or keith@theCPRschool.com. Comments on this column are welcome at editorial@ the-triton.com.

The Triton

www.the-triton.com DOCKMASTER SPOTLIGHT: Yacht Club Palmas del Mar Marina

Navas: Being at sea, ‘it’s like being in heaven’ By Dorie Cox Gerry Navas is the dockmaster at Yacht Club Palmas del Mar Marina in eastern Puerto Rico about 40 minutes from San Juan. It opened in August with Navas and Tim Keough of Marina Management Services at the helm. Navas began at Palmas del Mar Marina after years of working at sea. Boating as a boy with his father he knew the lifestyle was his destiny. After the University of Puerto Rico he worked with a friend on sailboats. They navigated hundreds of miles, even racking up two Atlantic crossings on a 55-foot Whitby sailboat. The Whitby, S/Y Orso Dormido (Sleeping Bear), even came in second overall out of 175 boats in the 1992 Atlantic Rally for Cruisers (ARC). Accomplishing one of his life goals (crossing an ocean) reaffirmed Navas’ course. So he got a captain’s license and currently holds a 200-ton USCG and a 500-ton international ticket. He has owned a fishing charter business working waters between Guatemala, Panama and Venezuela. But he is happy to be on land at the marina. “I did my time at sea, but it is weird being on land,” he said. “I have to say, when I do get out on a boat, it’s like being in heaven.”

His years at sea were hard on his wife of 20 years, and his kids, a 16-year-old boy and a 13year-old girl. “It is the hardest part of being a captain,” he said. “It’s the sad part of being a captain. I’d come home and the kids would seem 3 inches taller. We wouldn’t know what to say to each other. It was so hard.” Now he gets to spend Though he loves being at sea, dockmaster Gerry time with family, he said by phone, talking over the Navas enjoys being with his family now that he is PHOTO FROM GERRY NAVAS sound of coquí, the small, shore-based. loud Puerto Rican frog. for weddings. A Pusser’s Restaurant “They are loud, the frogs, but is planned for the coming months, he that is nature, like people,” he said. said. “Sometimes the smallest ones are the The marina is easy to navigate, with loudest. About me? I’m 6-foot-2.” a big break wall, a clear path through to Navas credits customer service for the channel, and 14-16 feet deep with bringing people to his marina. That room for turning, he said. and the amenities. The 162-slip marina “We are so proud customers end accomodates 150 feet, but it can dock up here by word of mouth,” Navas 200 feet. The 3,000-acre property allows said. “They come because people yacht customers privileges at the recommend us. The crew and the Yacht Club, including two 18-hole golf customers are all important parts of courses, tennis and equestrian trails. the marina.” Palmas del Mar is the only one in Puerto Rico with a complete pool Dorie Cox is a staff reporter and and other privileges for the yacht associate editor with The Triton. customers, he said. The pool view looks Comments on this story are welcome at east toward Vieques, making it popular

February 2010

B

B February 2010 SECURITY: All Secure

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Attacks surprise, seem worse in familiar, comfortable ports I would be willing to wager that the next call I get to respond to a security incident, the first thing the owner or captain will say is, “We have never had a problem here before,” to which I always respond, “You won’t be able to say that again.” After hearing that so many times I began to wonder what All Secure was the common Jim Kelleher denominator among first time crime events at previously perceived safe moorings or slips? My unscientific answer is the captain and crew had become complacent in their practiced security protocols because they thought they were in “safe” locations. The other unfortunate piece to these calls is that I get the response requests not from the captain but from a corporate person, representative of the owner or, worst-case, the owner. Another common thread is that in most instances the captain and crew had a good security plan; it just was not followed prior to the incident because of this never-had-a-problem-herebefore mentality. The losses run the gamut from relatively minor theft or vandalism to physical harm to a crew member or guest. When meeting with the captain and crew, they have had a chance to CSI the incident to death and have lists of causes, suspects and reasons why it was beyond their control. The significant piece that is missing is that they had likely been under surveillance for a period of time, providing the perpetrators significant intelligence as to the security weaknesses and valuables on board. All too often, they take on the mentality of “We are too big, too intimidating and too smart to be a victim of these dumb, unprofessional thieves.” Most of those choosing to be thieves as a career are resourceful, packed with street smarts and lack a conscience. These traits along with spare time allow thieves to study us for long periods of time to learn our vulnerabilities. In cases where we return to the same locations, the temptation to the perpetrator becomes too much to resist. And returning to these “safe” locations increases our temptation to lower our guard, while the thieves’ temptation to take advantage increases, resulting in crime. Criminals with patience and planning are more successful than those reacting on impulse. This trait is valued among thieves, especially those with intent on attacking our operations. In the culture of

those committing crimes on yacht operations, success stories and methods used are shared quickly. We all have been affected by the economic downturn and its impact on operating budgets, which become a significant factor in a captain’s decision-making process. It is difficult for a captain not to see the impact of his decisions. Of course, it should be secondary and not primary in the decision process. Security hardware too often is looked upon as a luxury or a wish-list item. When asked to cut back, security and safety expenses are often the first to go, especially when decisions are made by those back at the office. It is understandable to cut back as opposed to cutting a position, but it should never be done at the cost of security to crew and guests. The long-term cost, impact and viability resulting from a breach in security can be catastrophic to a yacht’s operation. Security procedures and proper protocols are virtually free and should be practiced, even at those locations where “nothing ever happens.” A key component to a cost-effective security program is ongoing training whether safety, handling, security or navigation. The purpose is proficiency in operation and education. Periodic reviews and inspections are required to guarantee that recommendations made in the initial inspections are carried out. Often, I find the captain and crew who were enthusiastic about new security procedures have become complacent. An effective way to insure procedures are not only practiced but become part of the yacht’s operation is to make them part of performance objectives. If pay and promotion opportunities are tied to the crew’s security awareness with documented drills, then a good program will be maintained. If not, it is up to the captain’s superior to hold him or her accountable at evaluation time. Complacency is as easy to spot as those safe places we like to visit. If we drop a procedure or fail to comply with protocols because we are at a place where “nothing ever happens,” then consider yourself vulnerable. As we know, we are watched all the time and often by those looking for that next opportunity. Jim Kelleher is president of Securaccess, a global security consultancy based in South Florida. A licensed captain, he previously managed security for the industry’s largest fleet of private Feadships. Contact him through www. securaccessinc.com. Comments on this column are welcome at editorial@thetriton.com.

The Triton

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TECHNOLOGY BRIEFS

Satellite navigation system to be compatible with U.S. GPS EU issues Galileo contracts

The European Commission awarded more than 1 billion euro of contracts on Jan. 7 to set up its Galileo satellite navigation system, Europe’s effort to compete with the U.S. Global Positioning System, or GPS. German company OHB-System AG received half the amount to build the first 14 of 32 satellites, the commission said in a statement. Arianespace was awarded a 397 million euro contract to launch the satellites on Russian-built Soyuz rockets. Thales Alenia Space, a consortium of a French company and Italian company, won an award worth 85 million euro to provide support services. “We want Galileo to be an international system,” said EU transport commissioner Antonio Tajani at the announcement, stressing its compatibility with GPS and the ongoing discussions with other countries including Russia and China. The Galileo system is expected to be ready in 2014.

KVH launches iPhone app

Unveiled in late 2009, the TracVision HD7 from KVH Industries offers boaters a DIRECTV high-definition TV experience with simultaneous reception of two DIRECTV Ka-band satellites and one Ku-band satellite. One of its innovations is available for free from the Apple iTunes Store – the KVH TracVision iPhone app. The app offers boat owners access to their TracVision HD7 directly from their iPhone, iPod touch, or any Web browser on the boat. At the heart of this new approach is KVH’s new IPenabled antenna control unit (ACU). The ACU is equipped with an ethernet connection for onboard networks, a built-in wi-fi interface, and a USB port. Once installed and connected to the TracVision HD7’s secure wi-fi interface, boaters can then use the app to check satellite TV signal strength, switch to secondary satellites, download and install updates, and send information to technical support. For more information, visit www. kvh.com.

AIS vessel tracking app launched

gCaptain.com has teamed with Maritime Information Systems, U.S. provider of vessel tracking solutions, to offer gTrax, vessel tracking for the iPhone. gTrax harnesses MIS’s network of AIS antennas to gather information directly from commercial ships and boats. Once processed through MIS’s server, the information is pushed to your iPhone and ships locations are

plotted on the built-in Google map. Each ship is color coded according to its speed and oriented by course, giving users an accurate view of the marine traffic. Clicking on the vessel brings additional information including destination, job function and navigational status. Advanced sorting capabilities allow you to sort by vessel name and function. For the location of a ferry, select to view only passenger vessels. To see the name of a specific ferry, type it in and the map will center on the vessel’s location. Also track vessels such as megayachts and pleasure boats equipped with AIS-B transmitters. Locations currently supported include: The Great Lakes, Boston, New York City, Baltimore, Miami, Tampa, Beaumont (Texas), San Francisco, Seattle and Shanghai, China.

New fuel spill cleaner

Clean Marine Systems (CMS) has created Fuel Spill Saver to eliminate the spillage of gasoline and diesel fuels while filling marine vehicles. According to studies, the amount of reported fuel spills from pleasure boats equates to 17,041 gallons of gasoline spilled in a year in the United States. Typically, the average pleasure boat spills 275ml (.079 gal) of fuel at each refueling, which goes unreported. CMS’s patent pending Fuel Spill Saver consists of a replacement filler neck and an electronic control box. Phase one is a visual and optional audible alert to the person filling the tank. The operator is alerted to the level of fuel in the tank by a progressive flashing LED lights built into the fuel inlet once the tank has achieved a predetermined level. This product works on any boat without any significant modifications. For more information, visit www. cleanmarinesystems.com.

Loran-C turns off Feb. 8

The U.S. Coast Guard announced in January that it will decommission the Long Range Aids to Navigation (LoranC) program and terminate the Loran-C signal broadcasts on Feb. 8. Technological advances have determined that Loran-C is no longer required as a maritime navigational tool, the agency said in a news release. Loran stations are expected to cease transmitting by Oct. 1. Implementation is consistent with the U.S. Department of Homeland Security’s determination that continued public investment in the Loran-C program is not in the nation’s best interest. For more information, visit www. regulations.gov and search for Docket No. USCG-2007-28460.

February 2010

Today’s fuel prices

One year ago

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

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Jan 15, 2009

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 626/669 Savannah, Ga. 565/NA Newport, R.I. 625/NA Caribbean St. Thomas, USVI 683/NA St. Maarten 868/NA Antigua 765/NA Valparaiso 810/NA North Atlantic Bermuda (Ireland Island) 749/NA Cape Verde 670/NA Azores 603/NA Canary Islands 626/774 Mediterranean Gibraltar 623/NA Barcelona, Spain 730/NA Palma de Mallorca, Spain NA/1,449 Antibes, France 689/1,579 San Remo, Italy 789/1,716 Naples, Italy 761/1,794 Venice, Italy 747/1,685 Corfu, Greece 661/1,550 Piraeus, Greece 632/1,525 Istanbul, Turkey 672/NA Malta 661/1364 Tunis, Tunisia 620/NA Bizerte, Tunisia 626/NA Oceania Auckland, New Zealand 763/NA Sydney, Australia 678/NA Fiji 695/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 498/534 Savannah, Ga. 486/NA Newport, R.I. 571/NA Caribbean St. Thomas, USVI 607/NA St. Maarten 621/NA Antigua 545/NA Valparaiso 720/NA North Atlantic Bermuda (Ireland Island) 559/NA Cape Verde 865/NA Azores 486/NA Canary Islands 467/616 Mediterranean Gibraltar 492/NA Barcelona, Spain 501/1,163 Palma de Mallorca, Spain NA/1,148 Antibes, France 549/1,362 San Remo, Italy 618/1,431 Naples, Italy 602/1,459 Venice, Italy 670/1,430 Corfu, Greece 513/1,233 Piraeus, Greece 494/1,207 Istanbul, Turkey 546/NA Malta 462/545 Bizerte, Tunisia 625/NA Tunis, Tunisia 621/NA Oceania Auckland, New Zealand 517/NA Sydney, Australia 508/NA Fiji 593/NA

*When available according to local customs.

*When available according to local customs.

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B February 2010 FROM THE TECH FRONT: Earthrace

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The Triton

Carbon fiber props disintegrated within 18 hours of first attempt

Earthrace was in lockdown after a fatal collision with a fishing boat in PHOTO/LANCE WORDSWORTH Guatemalan waters in 2007.

EARTHRACE, from page B1

biodiesel and no cash.

just a month before race start, leaving Earthrace with empty fuel tanks and 25,000 miles to go. Bethune kept the boat on schedule while the ground team ran its own race seeking biodiesel donations tank by tank, often succeeding with just hours to spare. This saga climaxed in the remote island of Palau where Earthrace arrived with a broken engine, no

Carbon prop failures

On the 2007 record attempt, Earthrace tried to gain a tactical advantage with the use of carbon fiber props. Eighteen hours into the first leg, the high-tech propellers simply came to bits, leaving Earthrace limping toward Panama and causing the team to seek an instant donation of new propellers. Hytorq stepped forward and supplied Earthrace with props for the remainder of her race career. FedEx diverted a plane and delivered the new props at cost while Panamanian customs stayed open past midnight to ensure their safe arrival. The props were changed at the dock while team members stood guard, keeping crocodiles at bay. Amazingly Earthrace was only delayed two days.

Guatemalan collision

The most famous incident in Earthrace’s history was the nighttime collision with a Guatemalan fishing boat. In the dark of night, Earthrace struck an open 22-foot, unlit, drifting fishing boat, causing the death of one Guatemalan crew member and injuries to another. The five-day old props were destroyed and Earthrace was detained in the Puerto Quetzal military base for 10 days until a Guatemalan court found Bethune not guilty in the tragic accident. Insurance helped to compensate the families for their loss and Hytorq kept technicians working round the clock building another set of propellers. The boxes were air shipped to southern Mexico where team member Allison Thompson, escorted by a Guatemalan tourist office representative, crossed the border to a remote Mexican air strip past midnight only to be told the airport was closed. Pleading their case they succeeded in collecting the props and drove through the night to return to the waiting Earthrace.

San Diego

Team Earthrace was faced with more delays with after-collision repairs at the dock in San Diego. Crew members pulled both props and one bent 3-inch shaft in the water. The shaft was delivered to a machine shop minutes before it closed for a three-day weekend. Taken with the Earthrace project, local technicians stayed open through the night to straighten the shaft.

See EARTHRACE, page 7

The Triton

www.the-triton.com FROM THE TECH FRONT: Earthrace

February 2010

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Earthrace ramming: an analysis from three angles By Eng. Scott Fratcher As tragic as the Earthrace/Ady Gil loss was, it succeeded is putting Japanese whaling onto the front page of every newscast. The dramatic video shown repeatedly around the world is causing new debate about Japan’s whaling activities. Studying the footage from three angles can provide clues to the events that unfolded. The three views of the collision were taken from the Japanese whaling ship the Shonan Maru No. 2; the Bob Barker, a Sea Shepherd boat and mother ship to this expedition; and the Ady Gil. Let’s take a look at what the videos seem to show. 1. Whaler footage: The footage taken from deck of the whaling boat clearly shows Earthrace was the vessel to starboard. It also shows Earthrace seemed to accelerate for a brief moment, then disengaged throttle and was struck moments later slightly ahead of amidships and driven downward. The vessel shudders from the impact, the cockpit fills with water and the crew are seen floating loose, then the port sponson rises out of the water and Ady Gil appears to be in danger of rolling under the ship’s bow.

At that moment the Ady Gil bow breaks off, she falls flat, and spins away to starboard, still being pummeled by the whaler’s frigid arctic water canon. Someone can be heard to say in accented English “All very awful.” 2. Bob Barker footage: The footage from the Bob Barker is taken from near water level and mainly shows Ady Gil is on the starboard and sitting still. The whaler is shown to accelerate forward. With its bow dramatically rising through the waves, it turns to starboard in what appears to be an attempt to close on Ady Gil. The collision occurs and in the background can be heard the crew asking if impact took place. 3. Onboard Ady Gil: What may be the most damning footage for both sides is the scene taken from the deck of the Ady Gil. The Ady Gil is clearly drifting and Pete Bethune is seen relaxing on deck. The crew, dressed in black float suits wearing PFDs appear to be making light of the dangers they face. One crew member is laughingly heard to say “Oh, this is so scary, get me out of here.” Then, as if on queue, the whaler turns on a Long Range Acoustical Device (LARD) that overpowers much of the remaining audio. The whaler turns on the chilly

Rough weather south of Italy ended her 2007 record attempt EARTHRACE, from page B6

Palau

A piston failed half-way between the Marshall Islands and Palau, one of the world’s most remote islands, causing a 10-day delay while the team waited for parts to find their way through the complicated air routes. During this time Earthrace ran completely out of cash. To buy enough fuel for departure the team started a radio campaign and sold seats aboard the infamous boat.

India

Yachts rarely visit India, due partly to the complex bureaucracy involved. Initially asked to wait on an offshore buoy for 48 hours while paperwork was processed, Earthrace was eventually allowed to dock directly at the main shipping pier in Cochin, South West India. Inside the Earthrace engine room, repairs were desperately needed. In the rough crossing from Singapore, the flexible engine mount studs had sheared, leaving the port engine hanging by the shaft and nearly laying in the bilge.

Meanwhile the Earthrace crew had arrived without visas and were restricted to the hot, stuffy boat and soon became ill with “Dehli-belly”. The biodiesel delivery was detained at the state border for four days till it finally arrived only to be found unusable after failing onboard quality tests.

Mediterranean

Earthrace found some of her roughest weather just south of Italy. The steady pounding caused a forward transducer to implode, which opened a tear in the Earthrace bottom 2 meters long. Earthrace arrived in Malaga, Spain, in sinking condition. Believing an “in the water” repair might be possible, the bottom had some “quick fix” epoxy laid over the cracks and Earthrace departed only to return hours later leaking worse than ever. Thus ended the 2007 recorded attempt.

Repairs

Out of funds and with Earthrace broken at the dock, Pete Bethune

See EARTHRACE, page B8

water cannons and begins a charge toward the drifting Ady Gil. The Ady Gil crew turn to watch the ship as if spectators. Just one second before impact the onboard cameraman turns and runs aft. From the above video the cameraman can be seen jumping from the deck and landing in the flooded cockpit where he breaks two ribs. Combined, the three videos indicate to me that Earthrace/Ady Gil was sitting still, and drifting. The whaler then charged forward, presumably as it had done dozens of times over the previous days. Confusion aboard Ady Gil caused by the LARD, water cannon and Pete Bethune not at the helm caused someone to briefly engage then disengage the engines, followed by impact.

When viewed repeatedly, the most striking aspect of the complete event is that nobody was seriously injured in what could have easily been the loss of many lives. Who will be found at fault? What court will hear the case? Ady Gil was a Sea Shepherd vessel. Sea Shepherd has a long history of ramming and disabling whaling vessels. It has been rare for charges to be filed in the past after such incidents. To long time viewers of “Whale Wars,” this may be just another episode of stunning footage to be followed by a message from “our sponsors.” For Earthrace fans, not accustomed to the bravado associated with direct actions used as a political tool, the collision is a strike at our collective heart.

B February 2010 FROM THE TECH FRONT: Earthrace

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Earthrace had enough public sentiment to force her way through a work stoppage in Panama. PHOTO/LANCE WORDSWORTH

German businessman became key sponsor EARTHRACE, from page B7

departed for Ireland.

returned to New Zealand to recover. Luckily, the America’s Cup was taking place just 400 miles away. Earthrace limped into Valencia, Spain, just in time for Team NZ to win the Louis Vitton cup. Photos of Earthrace next to the Team NZ boats circulated around the world and gave Earthrace needed publicity. The press clippings were shown to the newly opened Vulkan Shipyard with its extra-wide travel lift, one of the only haulouts suitable in all Europe. A sponsorship package was made with Vulkan Shipyard to supply a free haul and a safe haven to make repairs. With help from members of South Africa’s Team Shosholoza, Earthrace was re-launched a month later and

Stuck in Cork

Earthrace started her European “comeback tour” in Cork, Ireland. Trying to pass under the the historic Eamon de Valera Bridge at low tide, she became wedged. With the tide turning and the threat of being crushed under the bridge, the relief skipper gunned the engines and burst free in a cloud of cement dust and carbon fiber particles to a hero’s welcome.

Cash sponsorship

Earthrace finally found a cash sponsor at the Rostock sail festival in the form of a German businessman. As a test of the advertising potential Earthrace was re-branded with a large banner placed over her bow and she

lead the opening ceremony of Europe’s largest tall ship festival. In the two-hour parade, the Deutsche Med sticker produced an incredible 50,000 Web site hits. For the remainder of the European tour, Earthrace showed off the new logo, providing needed resources for the 2008 record attempt.

Record attempt No. 2

Earthrace started her 2008 recorded attempt from Vulkan Shipyard, making good time till she arrived at the entrance to the Panama Canal. A “work to rules” work stoppage was in effect by canal employees causing a predicted two-week delay. After two days, canal authorities bowed to public pressure and allowed

See EARTHRACE, page B9

The Triton

www.the-triton.com FROM THE TECH FRONT: Earthrace

February 2010

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Circumnavigation by power boat: 60 days, 23 hours, 49 minutes EARTHRACE, from page B8 Earthrace quick passage across the isthmus.

Palau disaster

Earthrace arrived in the dark of night to the reef-strewn waters of Palau. After fueling, Earthrace departed into the darkness following a pilot boat where she struck a propeller on an unknown object, destroying a prop and shaft and cracking the P bracket. The team was devastated, and the record again in peril. Earthrace departed on one engine for Singapore.

Emergency repairs

The Earthrace ground crew arrived in Singapore four days ahead of Earthrace with no funding and no haulout plans. Throwing themselves on the good graces of the Singapore business community, they arranged a haul out, new shaft, and P bracket repair mostly sponsored locally. Amazingly, Earthrace only suffered a two-day delay while round-the-clock repairs were completed.

Valencia and a new record

Earthrace crossed the finish line setting a new UIM record for circumnavigation of a power boat of 60 days, 23 hours, 49 minutes, beating the old recorded of 74 days, 23 hours, 53 minutes (held by Cable and Wireless) by nearly two weeks and bringing another noteworthy record home to New Zealand.

Victory tour

Earthrace began a round-the-world victory tour drawing large crowds to visit the famous boat and hear lectures

Earthrace gets some work done on one of her ‘horns.’

Dogged by heavy debt, Earthrace was put up for sale and eventually purchased by the Sea Shepherd Conservation Society, a radical anti-whaling group that practices direct action. In other words, she was to be put “in harms way” in an effort to slow the Japanese whaling of the Antarctic. of education, individual responsibility, alternative energy and biodiesel. Dogged by heavy debt, Earthrace was put up for sale and eventually purchased by the Sea Shepherd Conservation Society, a radical antiwhaling group that practices direct action. In other words Earthrace, renamed Ady Gil after the entertainment industry executive who donated the money to purchase her, was to be put “in harms way” in an effort to slow the

Japanese whaling of the Antarctic.

Her sinking

Earthrace was refit for the Southern Ocean with extra layers of Kevlar, a powerful new radar, and painted black. Renamed Ady Gil she departed Australia for the Antarctic in an attempt to dissuade the Japanese whaling fleet. After days of harassment from both sides, Earthrace was rammed by the whaling ship Shonan Maru No. 2, and

PHOTO/LANCE WORDSWORTH

sunk. Filmed from three angles in the remote Antarctic Ocean, the ship-toyacht collision footage on YouTube was viewed more than 2 million times in the first three days of posting. Thus ended the glorious life of one of the world’s most controversial boats. Some say Earthrace being dramatically rammed by a Japanese whaling boat on live TV is a fitting ending to the world’s most highprofile powerboat. During her race career, Earthrace was larger than life, constantly displayed to a worldwide audience. How could her final moments be to be any less grandiose? Scott Fratcher served as chief engineer for the 2007 record attempt aboard Earthrace. Comments on this article are welcome at editorial@the-triton.com.

The Triton

www.the-triton.com FROM THE TECH FRONT: Rules of the Road

Nationality of the yacht plays role in getting cruising permit RULES, from page B1 all is U.S. waters. What would the yacht do? For those working on U.S.-flagged yachts or unfamiliar with the term, basically, a U.S. Customs cruising permit allows any documented vessel with a pleasure registry, as well as any undocumented U.S.-flagged pleasure vessel, to proceed from port to port in the U.S. without having to “re-clear” upon arrival at the next U.S. port. To qualify for this privilege, the yacht shall be used exclusively for pleasure and shall not transport merchandise nor carry passengers for pay. Furthermore, and this is where our yacht in question got in trouble, a cruising license may be issued to a yacht of a foreign country only if it has been made to appear to the satisfaction of the U.S. Secretary of the Treasury that U.S.-flagged yachts are allowed to arrive at and depart from ports in that foreign country. U.S.-flagged yachts must be able to cruise in the waters of such ports without entering or clearing at the custom house thereof. This is commonly referred to as “reciprocity.” Essentially, if a foreign-flagged yacht wants to move about freely in U.S. ports and waters, the country where that yacht is registered must provide the same rights to U.S.-flagged yachts. Learning this information was an eye-opener to our staff. The process for a foreign-flagged yacht to obtain a cruising permit was always taken for granted. What action could possibly deny the yacht from receiving one? As described in the above situation, it was her nationality. As listed in the U.S. Code of Federal Regulations (CFR) Title 19, Part 4, Section 4.94, yachts registered with the following countries may obtain a cruising permit: Argentina Australia Austria Bahamas Belgium Bermuda Canada Denmark Finland France Germany Greece Honduras Ireland Italy Jamaica Liberia Marshall Islands Netherlands New Zealand Norway

Saint Kitts and Nevis Saint Vincent and the Grenadines Sweden Switzerland Turkey United Kingdom and the Dependencies the Anguilla Islands the Isle of Man the British Virgin Islands the Cayman Islands the Turks and Caicos Islands As one reviews the list, you will see the absence of some flags that are popular for yacht registration. You may even see a few surprises. (Liberia?) Without a cruising permit, a foreignflagged yacht is required to comply with the laws applicable to foreign vessels arriving at, departing from, and proceeding between ports of the United States. These are the same rules that apply to merchant ships. In short, those particular yachts may expect to see a customs officer before and after every movement. There are additional details on the validity of the cruising permit, the requirements for renewal versus an initial permit, length of time required between expiration of the old permit and obtaining the new one, plus issues involving duties paid. For those types of questions and advice, it is a must to consult with the appropriate legal counsel. So what happened to the yacht in our story? First and foremost, the owner was notified. The yacht then cleared U.S. Customs and proceeded on her planned trip, with a few extra headaches, frequent visitors, and a lot more paperwork. She is currently docked near the owner’s primary residence in the U.S., awaiting her new flag and new Certificate of Registry. Needless to say, we heard that a few heads rolled on this one from this expensive oversight. Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau (IYB), an organization that provides inspection services to private and commercial yachts on behalf of several flag administrations, including the Marshall Islands. 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.

February 2010

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B12 February 2010 BOATS/BROKERS

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At Last (nee Artful Dodger) part of Churchill charter fleet Churchill Yacht Partners added M/Y At Last, the 145-foot Heesen previously known as Artful Dodger, to its charter fleet. For information, visit www. churchillyachts.com. Camper & Nicholsons International (CNI) broker Alex Lees Buckley in Monaco signed a 140m new build. Known as Hull 6218, it is a sevendeck yacht to be built by Fincantieri and is the first order for a yacht over 100 meters in the past year, according to a news release. It is due for delivery in five years. The newly launched 56m Perini Navi S/Y Panthalassa is available in the CNI charter fleet in the Caribbean. CNI announced the purchase of the 156-foot (47.5m) Feadship M/Y Princess K II, and the sale of the 140foot (42.75m) M/Y Royal Eagle, the 100-foot (30.5m) Feadship M/Y La Belle Aire and the 100-foot (30.5m) M/Y Cortina. New listings include the 137-foot (42m) M/Y Blue Eyes, the 138-foot (42m) M/Y AMZ, the 100-foot (30.5m) S/Y C’est La Vie, the 86-foot (25.7m) M/Y Mia & Alejandra, the 85-foot (26m) M/Y Solaria Too, and the 75-foot (23m) M/Y Techno Diamond. CNI’s charter division added the 124foot (38m) Northlander and the 129foot (39.3m) S/Y Clear Eyes for charter in the East Mediterranean this summer. For information visit www. camperandnicholsons.com. The Sacks Group Yachting Professionals added the 84-foot (25.6m) Monte Fino M/Y Lady Di and the 70-foot (21.3m) Horizon M/Y Easy Rider to its charter fleet. For information, visit www. sacksyachts.com. Forty new jobs are being created at American Custom Yachts, in Stuart, Fla. The company had downsized last year for the first time in its 20year history, but now has two large contracts and the promise of more, said Mark Woodard, company general manager. For details, visit www. americancustomyachts.com Northrop and Johnson has sold M/Y Seven C’s, the 124-foot Delta, by Gregg Child, the selling broker and Wes Sanford, joint listing broker of Fort Lauderdale and Brian Hovey of ChuckHovey Yachts in California. For more, call +1 954-522-3344. Merle Wood & Associates has sold the 188-foot Trinity M/Y Katharine, the 170-foot Amels M/Y Lady In Blue; the 161-foot Trinity M/Y Lady Michelle; the

145-foot Heesen M/Y One O One; and the 90-foot Pershing M/Y Frailech. The brokerage has also added the following yachts to its central agency listings: the 192-foot M/Y Islander, the 168-foot Oceanco M/Y Lazy Z, the 121foot Broward M/Y Java and the 86-foot Hatteras Sportfish Spherefish. For more information, visit www. merlewood.com. RJC Yachts of Ft. Lauderdale has sold M/Y Absolutely, a 100-foot Broward, and M/Y Summer Suite, a 75foot Hatteras to a repeat charter client. For more information, visit www. rjcyachts.com. International Yacht Collection has sold the 157-foot (47.9m) Trinity M/Y Lady Linda and the 120-foot (36.6m) Palmer Johnson M/Y Mostro. Central listing M/Y Katharine, a 177foot (54m) Trinity, also sold. The brokerage added these vessels to its central listings: the 131-foot (40m) M/Y Life’s Finest II and the 138-foot (43m) M/Y Penny Mea. For more, call +1 954-522-2323. Vicem Yachts USA has hired broker Todd W. Schenk in Connecticut. Schenk has 25 years of experience in the marine retail industry, degrees in marina management and marine technology from Florida Institute of Technology and his captain’s license. For information visit www.vicemusa. com. Sunseeker Superyacht Management introduced two new services, a Sunseeker Crew Web site and an online Virtual Yacht Management (VYM) system. For crew seeking jobs, the new Web site offers CV tips, vacancies and job descriptions, and an option for potential candidates to register on the database. For owners, the site assists with the recruitment process. The VYM system ensures control of all operational administration for a Sunseeker superyacht and improves management and efficiency. For more details, visit www.sunseekersym.com. Sparkman and Stephens reported that Robert Lee Garland, its former president, died on Dec. 22, one month before his 102nd birthday. He served 64-years at the design company beginning in 1930 and leaving only for service in World War II. He retired in 1994. “We thank you Robert for your insight, knowledge and leadership. I am sure Olin, Rod and Drake have saved you a berth,” wrote broker Rex G. Herbert Jr.on the company’s Web site according to news sources.

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MARINAS / SHIPYARDS

February 2010

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Dania Cut, Bradford partnership welcomes yachts 200-plus feet Dania Cut Super Yacht Repair Facility, Dania Beach, Fla. and Bradford Marine, Ft. Lauderdale, have joined forces to offer repair and refit services for yachts 200 feet and longer. Services are offered by Bradford at Dania Cut’s deep-water facility in Dania. “This combination expands Dania Cut’s ability to provide full repair services for large yachts utilizing Bradford Marine’s state-ofthe-art equipment and its team of highly-skilled craftsmen,” said Chip Macpherson, Dania Cut’s president. “We’re also pleased to have the benefit of priority booking for hauling yachts of all sizes at Bradford Marine Bahamas’ facility.” For information, contact Chip Macpherson at +1 954-923-9545 or Jimmy Floyd at Bradford at +1 954-9310747. Derecktor Connecticut opened a 4,000-ton dry dock for vessels up to 400 feet (122m) long, 82 feet (25m) wide and 20 feet (6m) deep. The fullservice yard also has a 650-ton travel lift and a 100-ton crane with 120foot boom. Sister yards are located in Mamaroneck, N.Y., and Dania, Fla. For information contact +1-203336-0108, derecktor@derecktor.com or www.derecktor.com Colonna Shipyard in Norfolk, Va., has added a 1,000-metric-ton lift

to its facility. The yard is currently constructing the slipway piers, which will have crane service for side-to loading and will serve as a layberth for the large motor yacht and deep-draft sailing yacht community. The lift will be operational in April. For more information, visit www. colonnashipyard.com. La Amada Marina and Resort has opened a 176-slip, Europeanstyle marina seven miles north of Cancún City, México. The marina can accommodate vessels up to 175 feet and is adjacent to a five-star luxury hotel, spa, restaurants, and a Greg Norman-designed golf course. For more information, visit www. laamadamarina.com. Real estate company Group Metro has secured $55 million in financing for two projects in the Dominican Republic, according to GlobeSt.com. Group Metro is in the process of using $35 million to expand Las Olas, an oceanfront condominium complex near the Las Americas International Airport. The remaining $20 million is slated for the completion of the Founder Residences at the 580-acre, $1 billion Costa Blanca. The project combines an 18-hole golf course, retail, a fullscale megayacht marina, and luxurious residential homes. For more information, visit www. groupmetro.com. French Leave Marina and Marina Village in Governor’s Harbour, Eleuthera, announced what a news release described as the first marina in the area for megayachts, with two slips able to handle large yachts. For more information contact www. frenchleaveresort.com.

Dock Street Marina in Tacoma, Wash., was named Marina of the Year by Marina Dock Age magazine for marinas with fewer than 250 slips. The magazine honors two marinas each year for their facilities, customer service, environmental responsibility, advertising and marketing, industry and community involvement, and facility improvements. Las Vegas Boat Harbor in Henderson, Nev., won this year’s award in the large category (more than 250 slips). Completed in 2005, Dock Street Marina has 80 slips in Puget Sound, with the pier ends able to handle boats up to 120 feet. For more information, visit www.dockstreetmarina.com. Errol Flynn Marina, Port Antonio in Jamaica has opened its marina pool bar, Marybelle’s Pub on the Pier, and its restaurant, Rusalka, which is Russian for mermaid or sea nymph. It is expected to feature both an international and Jamaican menu and will be open seven days a week. The bar will feature free wi-fi for clients. The marina will also be a host

site of Errol Flynn Week in June with concerts, competitions and the Errol Flynn Flim Fest (yes, that is spelled correctly). All proceeds from the events will go to benefit local charities. For more information visit www. errolflynnmarina.com. Westrec Marinas has been chosed to manage and operate Fernandina Harbor Marina in northeast Florida. Westrec will handle accounting, information technology, employee hiring and retail management. Fernandina Beach was designated as a historic “Preserve America” community in 2009. The marina, at mile 716, was the first built on the Intracoastal Waterway in Florida. The $6.2 million renovation includes 65,000 cubic yards of dredging (in 2006 and 2009) for large vessels, new docks, bathhouse with laundry and showers, electrical and potable water amenities, and fire suppression services. The marina can handle yachts up to 200 feet. For more information. visit www. fbfl.us.

The Triton

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PHOTOGRAPHY: Photo Exposé

Technical support is a vital part of your new camera, too Welcome aboard photo enthusiasts. This is the 11th edition clarifying the list of camera specifications, using the randomly chosen Lumix DMCFX150 camera, manufactured by Panasonic, as an example. Before moving on, I would like to cover a topic seldom if ever mentioned in other media and related Photo Exposé creative/technical James Schot magazines. I’m talking about technical support. This is important when you have a problem and need help. I can only speak from my experiences. Most manufacturers make a good, well-made product. We all know part of the quality equation is directly related to the price we paid. It’s not a 100 percent factor, but it does play a part. If you’ve purchased a camera on the cheap, the construction or lens clarity or performance stats or all the above will be reflected in the price. But even great products finely manufactured have problems, and so we call their technical support. The first troubling difficulty is usually a lengthy wait in queue listening to their music selection. Eventually someone gets to your call. As nice, polite and intelligent as most technical support people are, they often do not have the experience necessary to get to the nitty-gritty of problems. In my experiences, I find myself having difficulty understanding the person; answering the same questions about my name, phone number, product ID over and over; and being instructed to perform rudimentary tasks that seem to be read from a checklist. Know that there are levels of technical support: level 1 and level 2. The first is basic, limited and of uncertain experience (or help); the second is experienced and advanced, and great if you can get there. Unfortunately getting to level 2 is the problem; it can be the real challenge, time consuming, and nearly impossible. Most companies with great products (such as Nikon and Panasonic) that I’ve dealt with have horrendous, aggravating support for their products. On the other hand, I’ve found Canon to be amazing, most often quick to answer a call, experienced at resolving the issue, and following up with a customer satisfaction survey. What can you do about technical support? I have no personal experience with such fine camera manufacturing companies as Olympus or Minolta and all I can suggest is before buying

a product, give a call to their technical support and see how it works. Otherwise learn how to scream your way to level 2. Actually there is one more very helpful tip. Different people have different skills at level 1. I often quickly evaluate a technician. If I determine the person I connected with has too little knowledge to really help with my problem I will graciously look for a way to end the call ASAP. Then I call back, which gets me to another technician, and often I find another technician who may have better skills. Sometimes an accumulation of information from several technicians leads me to resolve the problem myself. When it comes to my equipment I often tell others that the case protecting it is as important. The same holds true for technical support. Having it, knowing how well it works and how to work it is as important as discussing specifications or creativity. Sometimes we are simply limited by options, but if otherwise flexible go with the company having the best support, and demand the best support. Having cleared up these support/ help issues, let’s get back to the list of specifications and move on to: Continuous Drive: Yes, 2 fps, 8 images “Yes” means this camera (like most) is capable of taking continuous, one after another, shots. In this case, 2 fps (frames per second) until 8 shots have been taken. This is presently fairly standard for pocket cameras, until technical advances improve specifications. Three factors play into this capability: 1.the shutter release, 2. the camera’s image processing system, and 3. the buffer size. A buffer can be equated to a camera’s internal holding tank for images on their way to the removable storage card. Professional level camera systems can approach a burst rate of 10 frames per second continuously for 120 jpg images, or several dozen RAW images due to less shutter lag, more sophisticated processing systems, and larger buffers. Again, technological advances will upgrade the capabilities of all camera systems. Creatively this is most useful in sports photography or taking your energetic young child following fast movements and stopping action. Today, no longer inhibited by the expense of film and processing you can go crazy experimenting. While you are doing that, I’ll ask permission to go ashore. James Schot has been a professional photographer for 30 years and owns James Schot Gallery and Photo Studio. Comments on this column are welcome at james@bestschot.com.

February 2010

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B16 February 2010

FITNESS

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The Triton

You should be fit – not rotten – to the core Incorporating core training is important in every fitness program. Your core includes all of the muscles in the abdominal, pelvic and low back regions. Having a strong core will help you improve your posture, help you move more efficiently and reduce your chance for injury. A weak core can frequently lead to low back Keep It Up pain. Beth Greenwald Many individuals are under the misconception that core training consists of intense abdominal workouts. There is much more involved in a basic core training program. Incorporate the following workout three times a week on non-consecutive days into your exercise regimen. Most importantly, when performing these exercises, make sure that you draw in your navel toward your spine to help keep a neutral pelvis position.

Supine march with straight arm reach

movement with the opposing arm and leg, repeating for 10-20 repetitions. This movement should be performed slowly and your low back must maintain contact with the floor.

Bridge/Bridge with 1 leg extension

Lie on your back, bending both knees, keep legs close together with feet flat on the floor and your arms extended parallel to your body. Squeeze your buttocks, raise your pelvis off the floor until your body is in a straight alignment. Once achieving the bridge position, lift one leg off of the floor, fully extend the knee so your leg is at the same height as the other leg. Lower the leg and repeat with the other leg, alternating for about 10-20 repetitions.

Lying Back Extension

Lie on your back, bend both knees, keep legs together and rest heels on the floor. Extend your arms so they lay parallel to your body. Begin by lifting your right leg, keep knee bent and simultaneously extend your left arm, keeping it straight, overhead until it reaches the floor. Return to the starting position and perform the

Lie on your stomach, keep your entire body straight and place your hands behind your head. Keeping your legs in contact with the ground, raise your chest slightly off of the floor. Lower and repeat.

Lying Windmills

Lie on your back and extend both legs straight in the air and your arms on the ground, next to your body. Maintain contact with your lower and upper back and shoulders. Slowly lower both legs to one side as low as you can keeping shoulder and back contact with the ground. Slowly bring your legs up to the starting position and repeat on the other side for 10-20 repetitions.

Pushup Plank

Start in a pushup position, stacking the joints so that your wrist, elbow and shoulder are all aligned. Lower yourself to the ground as if performing a pushup and stop in the position that you are closest to the ground. Hold the position for 10-20 seconds and return to starting position. Repeat three times.

Single leg lowering

Lie on your back, extend your legs straight in the air and your arms out to each side of your body. Lower one leg to the floor (without actually letting it touch the floor) and return it to starting position. Alternate legs for 1020 repetitions making sure to keep your low back in contact with the floor. Beth Greenwald is a certified strength and conditioning specialist and conducts personal training sessions as well as group fitness boot camp classes. Contact her at +1 716-9089836 or bethgreenwald@hotmail.com. Comments on this column are welcome at editorial@the-triton.com.

The Triton

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CALENDAR

February 2010

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NFL’s Super Bowl in South Florida on Feb. 7 Feb. 2-5 Electrical Certification

Course, Seattle. Sponsored by Northwest Marine Trade Association. Designed for the experienced technician working with marine electricity. Familiarity with ABYC electrical standards required. Topics include electrical theory, lead-acid batteries, multi-meter, battery testing, generator sets, inverters, grounding and bonding systems, troubleshooting and more. www.abycinc.org

EVENT OF MONTH

Feb. 2-5 Diesel Engine and Support

Systems Certification, Oakland, Calif. Designed for the experienced marine diesel engine technician to supplement factory-sponsored engine specific courses and certifications with an industry recognized certification for troubleshooting and engine and drive installations. www.abycinc.org

Feb. 2-5 Marine Corrosion

Certification, Mystic, Conn. Covers all aspects of marine corrosion including general corrosion theory, types, properties of marine building materials, corrosion control, sacrificial cathode protection systems and impressed current systems, protective coatings and methodology and corrosion surveys. www.abycinc.org

Feb. 3 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with Brownie’s Southport Divers at 1530 Cordova Road, Ft. Lauderdale. Read more on page C4. Join us for casual networking. www.the-triton.com

Feb. 4 The Triton Bridge luncheon, Ft.

Lauderdale, noon. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. For people who earn their livings as

It’s a five-day festival of yachting.

PHOTO/CAPT. TOM SERIO

Feb. 11-15, The Yacht and Brokerage Show, Miami Beach

Not to be confused with the Miami International Boat Show, this is the megayacht part of Miami’s boat shows, showcasing hundreds of millions of dollars worth of yachts in-water along a one-mile stretch of the Indian Creek Waterway. Free. www.showmanagement.com For product displays and exhibitors, catch a free shuttle bus over to the Miami Beach Convention Center for the 69th annual Miami International Boat Show during the same days. Strictly Sail 2010 will be at the Sea Isle Marina & Yachting Center, featuring more than 300 boats in water. www. miamiboatshow.com yacht captains. RSVP to Editor Lucy Reed at lucy@the-triton.com or 954525-0029. Space is limited.

schedules and shuttles to the game from the Ft. Lauderdale area. www.trirail.com, www.superbowl.com

Feb. 6 21st annual Women’s Sailing

Feb. 7 Sunday Jazz Brunch (the first

Convention, Southern California Yachting Association, Corona del Mar, Calif. Open to all women from novice to expert with 26 workshops presented by top women sailors. www.scya.org

Feb. 7 Super Bowl XLIV South Florida at Dolphins Stadium, Miami Gardens, Fla. Tri-Rail will have special train

Sunday of every month), Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m. This month, Ruby Baker, The Stamps Jazz Quintet, Riverside Band, Moose and the Bulletproof Blues and Jazz Band. Free. www. fortlauderdale.gov

See CALENDAR, page B18

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ACCOMMODATIONS • Active Job Networking • Nicely Renovated • Tastefully Furnished • Ideally located near Maritime Schools, Downtown Fort Lauderdale, Crew Agencies, Marinas, Restaurants, and Nightlife

Cleaner • Nicer • Safer • Cheaper

TheNeptuneGroup.com 954.763.1050

B18 February 2010

CALENDAR

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The Triton

Party Mardi: New Orleans, Feb. 16 CALENDAR, from page B17

Feb. 10-12 Seatec 8th International

exhibition of technologies, subcontracting and design for boats, megayachts and ships, Marina di Carrara, Italy. More than 1,000 exhibitors expected from Europe and 24 other countries. Organized by CarraraFiere. www.sea-tec.it

Feb. 13-15 47th annual Coconut Grove Arts Festival, Miami. Presented by Blue Cross and Blue Shield of Florida. More than 330 artists and craftsmen. www. coconutgroveartsfest.com

Feb. 16 Mardi Gras, New Orleans. One

of the world’s most famous celebrations for this holiday of excess before the limits of Lent. 1-800-672-6124, www. mardigras.com

Feb. 17 The Triton’s monthly

networking event (the occasional second Wednesday of the month from 6-8 p.m.) with Panaretto Pizzeria at 1331 S.E. 17th St. in Ft. Lauderdale. Meet with others in the industry for casual networking and pizza. www.thetriton.com

Feb. 19 7th West Marine New

Product Review Day, Watsonville, Calif. Allows prospective vendors to pitch new products to managers to be sold in West Marine. To schedule an appointment to attend, or demo, e-mail vendorinfo@westmarine.com.

Feb. 21 Fort Lauderdale A1A

Marathon/Half Marathon. Walking team sponsored by Westrec and Hall of Fame Marina to benefit Helping Hands of Harbour Town, a nonprofit to help a South Florida child with a chronic medical condition. Scott Salomon at Hall of Fame Marina, +1-954 764-3975, hfmarinascott@bellsouth.net, www. A1Amarathon.com.

Feb. 25-27 2nd Abu Dhabi Yacht

Show (ADYS). Middle East show focusing exclusively on the luxury megayacht sector, comprising sailing and motorized yachts larger than 25m. www.abudhabiyachtshow.com

Feb. 21-25 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). Topics include marina law, contracts, risks and liabilities, fire- and emergency-response planning, and fuel-system management. www.MarinaAssociation.org, +1-401– 247–0314.

March 2-April 3 Major League

Baseball’s spring training in Florida.

Crew queue up to get five minutes with a captain and an honest résumé critique. PHOTO/CAPT. TOM SERIO

MAKING PLANS April 14, Triton Expo Bahia Mar, Ft. Lauderdale The Triton Expo is for captains and crew working or soon-to-be working in the yachting industry. Working crew can learn from their peers through speaker presentations and meet new vendors to make their work life better. Crew looking for work can meet with crew agents, work on their résumés, and learn from those in the business. And of course, the networking is great. Admission is for captains and crew only. There will be a résumé clinic, raffles and more to keep the day energized. Noon-5:30 p.m. Stay tuned for the line-up of speakers at www.the-triton.com. The Baltimore Orioles have moved to Sarasota, leaving no Spring training in Ft. Lauderdale. Other teams play in stadiums around the state www.floridagrapefruitleague.com

March 3 Networking Triton style (the first Wednesday of every month), 68 p.m. With HTH Worldwide in Ft. Lauderdale. Details as the date draws near on www.the-triton.com.

March 5-14 16th annual Miami

International Film Festival. 100 films, 40 countries, 10 days. www. miamifilmfestival.com

March 9-13 18th Dubai International Boat Show. www.boatshowdubai.com

March 17 Networking Triton style (the occasional second Wednesday of the month), 6-8 p.m. with Pioneer Linens in Ft. Lauderdale. Details as the date draws near on www.the-triton.com.

March 25-28 25th annual Palm Beach Boat Show, West Palm Beach, on the Intracoastal Waterway along Flagler Drive. Free shuttle buses connect the two. Tickets are $14. www.showmanagement.com

The Triton

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SPOTTED: Chicago, California

Triton Spotters

Bob Howie, above, professional pilot instructor, boating enthusiast and Triton fan, brought his latest issue on a business trip last month, bringing a Triton where no Triton has gone before -- into the snow of Chicago. Sure, he’s wearing Gill Helmsman gloves; where’s the protection for your Triton? Fellow pilot Jerry Brenner, below, is much more sensible, reading his Triton while waiting for sodas (honest, they say) at the Marina Fitness & Café in Marina del Rey, Calif. Right after this photo was taken, Mariel Hemmingway sauntered by. “Jerry goes, ‘Hey, wasn’t that...?’ And I go, ‘Oh, yeah ... Papa’s granddaughter!’ Just another day in the marina.” Traveling together on a four-day business trip, the men went through Chicago, Salt Lake City in Utah, and Los Angeles before returning home to Houston. So goodness knows where else The Triton landed.

Where have you taken your Triton recently? Send photos to lucy@the-triton.com. If we print yours, you get a cool Triton T-shirt.

February 2010

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January networking

February networking

Let food add to romance

Find your service heart

With DSOA and TowBoat

With Brownie’s, and Panaretto

Five that put you in the mood

It’ll make/break your stew career

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Section C

C4-5

This story was a presentation at the Triton Expo in Ft. Lauderdale in November. For the past several months, we have reprinted the presentations, all given by captains and veteran crew. By Capt. Lee Rosbach

TRITON SURVEY

Quitting more common in past two years than being fired By Lucy Chabot Reed

COPYRIGHT SCOTT MAXWELL; IMAGE FROM BIGSTOCKPHOTO.COM

Violating a standing order may result in severe discipline and/or termination. A simple standing order may be no sleeping while on watch. You can see

why this cannot be tolerated. Such action would probably get you put on the first plane out at the next port.

See EXPO, page C14

Prepared well, entrails are traditional delicacies It used to be that when an animal is slaughtered, especially on a farm, the entire animal was consumed for food. Not one ounce was wasted. So it’s no surprise that there are delicacies of some seemingly unusual animal parts. Enter sweetbreads. Not exactly on every restaurant sweetbreads Culinary Waves menu, have been referred Mary Beth to as anything Lawton Johnson from offal (which

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February 2010

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What do ‘standing orders’ really mean?

How many crew members have been left feeling uncomfortable when their captain gives an order but they aren’t sure exactly what was meant by it? You don’t want to appear naive or difficult, so you don’t ask. Not asking is a huge mistake. Every order at sea must be crystal clear and there can be no misunderstanding about the intent of the order. The sea will not forgive the excuse “I didn’t understand what he meant.” Do you know what standing orders are? Standing orders are usually precise and to the point. Usually, no Rosbach deviation is allowed for standing orders, and they apply to all crew equally. They are generally cut in stone, yet every captain or every boat may have different ones.

C7

denotes animal entrails and internal organs) to just plain animal parts. Sweetbreads are the thymus (throat) and the pancreas (heart or stomach) of the calf or lamb. Although not seen as often, a pig’s thymus and beef thymus are also eaten. In the less Westernized areas of Europe and in the Middle East, sweetbreads are a culinary staple used in a variety of venues from the risotto I have paired it with here to simply fried and served with Moroccan specialties. Some people just won’t eat sweetbreads while others, especially professional chefs, consider this traditional item a delicacy.

The first time I was introduced to sweetbreads, I had never worked with them, much less consumed them as a meal. I didn’t know what I was doing. Somehow the sweetbreads ended up in my toque and all over the chef jacket with still more on the food processor. Nevertheless, I managed to turn my first attempt into a soufflé and served it. It worked but it could have been much better. Now, I know what to do with it. There are so many ways to prepare it that some chefs are confused. What is the proper way to treat veal

See CULINARY WAVES, page C6

With the yachting industry beginning to stretch its tightened cruising muscle and more crew seemingly gone back to work, we decided it was time to ask about quitting. We were curious to see if, among the unemployed in the past two years, many yacht crew had quit jobs. We were surprised at the results. In the past two years, have you quit a job? The results were nearly evenly split, with 45.7 percent of the 129 respondents saying they had quit a job in the past two years and 54.3 percent saying they had not. “Who hasn’t gotten fed up with their job and wanted to quit?” a respondent asked. “Quitting a job will relieve some problems, like dealing with a crazy boss or difficult crew. However, if you quit your job, your life will change in many ways, some for the better and some for the worse.” “I have learned that each job is more unlike the next job in this industry than alike,” another respondent said. “You never really know what the job is until you have been there a while. You could wake up after one month either horrified or delighted.” Then we asked, “In the past two years, have you been let go or fired?” Slightly more than a quarter – 26.4 percent – of respondents had been let go or fired in the past two years, but nearly three-quarters – 73.6 percent – had not. That means almost twice as many crew quit jobs in the past two years than were laid off or fired. That

See SURVEY, page C10

C February 2010 NETWORKING LAST MONTH: With Diesel Services of America

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ore than 150 brave yachties joined us in some of South Florida’s coldest weather on Jan. 6 to network with Diesel Services of America in Ft. Lauderdale. The kind folks at DSOA had stand-up heaters and warm food from Scruby’s BBQ to keep us happy. Join us in February for two more networking events. PHOTOS/DORIE COX, LUCY REED (See C4-5.)

www.the-triton.com

The Triton

The Triton

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NETWORKING LAST MONTH: TowBoatU.S.

ore than 250 captains, crews and industry folks gathered for The Triton’s networking event on Jan. 20 with TowBoatU.S. in Ft. Lauderdale. They toured several vessels in TowBoatU.S.’s fleet, sipped rum and other adult beverages, and hung out with pirates. We also raised money, food and clothing for victims of the earthquake in Haiti. (See more details on page A9.) Join us for more events this month. Turn the page. PHOTOS/ CAPT. TOM SERIO

February 2010

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C February 2010 NETWORKING THIS MONTH: Brownie’s Yacht Diver

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The Triton

Brownie’s ties decades of experience, several locations together For more than 40 years, Brownie’s has been one of the go-to places for scuba diving equipment and innovation. For the last 30 of those years, the Carmichael brothers have been involved, first as employees and managers to owners and business developers. Brownie’s Yacht Divers Southport in Ft. Lauderdale is sponsoring The Triton’s monthly networking event on the first Wednesday in February (Feb. 2). It is teaming with Southport Raw Bar to welcome all loyal Triton readers to their businesses on 1530 Cordova Road, just north of 17th Street, from 6-8 p.m. for casual networking in a fun environment. Until then, learn more about the retail side of the family business with Brownie’s Yacht Divers owner Dave Carmichael.

Q. Tell us about Brownie’s and the different pieces of the business. We bought the idea from W.C. Brown, who started Brownie’s in 1969. My brother Robert and I started working for him when we were younger, in 1979-1980. Brown was the designer of the Third Lung in Pompano Beach. Eventually, Robert bought the rights to the name and kept it going. In 1996, I bought Diver’s Haven, which is now Brownie’s Southport. It was the company’s first real dive shop. So I own the retail side and Robert owns the manufacturing side. We work together as a fully integrated company. Q. There’s another Brownie’s on U.S. 1, about a mile or so away. Why do that? That’s Brownie’s Yacht Toys. About two-and-a-half years ago, I bought Nautical Niche. I got real lucky with the lease. Nautical Niche was one

Dave Carmichael, owner of Brownie’s Yacht Diver, stands in front of his expanded dive shop on Cordova Road in Ft. Lauderdale. PHOTO/DORIE COX

of our dealers and he [the owner] wanted to retire. It’s like a billboard for the company. It’s too small to move everything there, and I’m on the water here so it’s nice to have a full-service dive shop where the dive boat can leave from, and have the exposure on U.S. 1.

It doesn’t really compete because Brownie’s Yacht Toys has all the toys. You walk in and the big bounce rafts are hanging from the ceiling. I have a dedicated crew for that store, even though everyone is trained here. There’s also a shop in West Palm Beach, less than a 10-minute drive from Rybovich. It’s really done well in the past few years, mostly because of Rybovich and Old Port Cove. Q. What sort of products and services do you offer? Everything dive related. We carry all lines of scuba gear, tank fill compressors from Bauer and Third Lung, all the underwater scooters, all kinds of water toys like trampolines and anything water-toy related, and dive gear and wet suits. We’ve held classes since 1980, everything from basic open water to full rebreather technical certification. Q. What systems are common on yachts these days? Fifty to 60 percent of megayachts have their own tankfill compressors. We sell, install and maintain those systems on boats. It’s been a huge part of our business the past 10-12 years. We’re also the MedAire rep for this area so we supply yachts with oxygen, pharmaceuticals and medical training. And we service medical kits every year and give training when they need it. Q. Brownie’s Southport expanded several months back. Isn’t this a tough time to expand a business? It was a prime opportunity that I couldn’t pass up. I had been wanting to expand and when John and Kathy [Phillips of Antibes Yachtwear] moved, the landlord let me take over. We needed the room and it’s great. As for it being a tough time, you do it now or you don’t do it at all. If I didn’t take advantage at that time, I never would have gotten it. Someone else would have come in and taken it. A lot of good things happen in bad times. Q. So, do you dive much? Yes, in the summer, when it’s warm. And with the kids. My favorite spots are up in Palm Beach. For more information about Brownies, contact Dave Carmichael at info@ yachtdiver.com or +1 954-524-2114.

The Triton

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NETWORKING THIS MONTH: Trattoria Pizzeria Panaretto

February 2010

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Panaretto pizzeria strives for molto bene with food, service The Triton is taking one of its networking events to Trattoria Pizzeria Panaretto in Ft. Lauderdale. Paneretto is sponsoring this month’s occasional second event, on the third Wednesday of the month (Feb. 17) from 6-8 p.m. All captains, crew, advertisers and readers of The Triton are welcome to join us at 1331 S.E. 17th St. in the Southport Plaza on the north side of the street. In the meantime, learn more about Fabio Cracco and his pizzeria. Q. Your first restaurant was in Italy. How did you choose Ft. Lauderdale for this trattoria? It goes back to my first steps in America. I got off the yacht I worked on, into a taxi and straight to this corner. We went to the Quarterdeck (a restaurant popular with yacht crew). Q. What should people know about Panaretto? Panaretto is the wooden serving plate we use. I thought the word panaretto was Italian, but it’s specifically from Venice where they use them for serving polenta. Our style of pizza is very traditional. We use fresh ingredients and make each one to order. You can also order every pizza as bruschetta. In Italy, people usually don’t eat pasta out; it’s a dish served at home.

But in the U.S., we find that people go out for Italian pasta, so we offer 17 dishes. This is new for me, but we are serving what people want. Q. I’ve heard about creating your own pizza. Tell us more about that. Customers love our recipes but they also like to make their own creations. When you build one, you become your own chef. We help people try new things and we help with recommendations. You get results that you will really like. Tutti quanti dentro se stessi sono dei “Buon Gustai” e sanno riconoscere cosa piu piace. (All of us, inside ourselves, are gourmets, and we know what we like best.) Q. Why is your menu so detailed? Many people are not familiar with this style of pizza. Our menu and our Web site are filled with photos because when people see something they subconsciously react. They will know that they will like it. But yacht crew don’t need to be educated about this. They are world travelers and already have international exposure. They know food, wine and culinary experiences. Yachties appreciate a broader variety of ingredients and recognize the ingredients in our food. Our menu uses the Italian names and most yacht crew recognize the words.

Fabio Cracco brings his roots to Ft. Lauderdale with Trattoria Pizzeria Panaretto. PHOTO/DORIE COX

Q. What are your favorite dishes? My favorite pizzas are the stracchino e rosmarino, which is tomato sauce, mozzarella, stracchino cheese and rosemary. My other favorite is the altopiano, which has tomato sauce, mozzarella, wild mushroom, asiago cheese and bacon. And I eat a lot of our lasagna. Q. How did you get started here? We started in July and our business is spreading by word of mouth. Everyone keeps coming back. In my town in Italy, everybody knows everybody and reputation is important so we know to do a good job. I just want people to come in here to relax, to sit with a big smile. To

come in not just to fill up their bellies, but to take a break from real life. We want them to be in a little world by themselves for a while. And they can visit Italy without buying a ticket. Q. Do you miss yachting? I loved it, but this is more than a job, it is a passion. I like to see people say “oh, wow, I have never tried this but it is good.” I like to see the thumbs up, the “molto bene.” I see the response, and it is so good. We are doing something right. For more information about Panaretto, call +1 954-530-2784 or visit www. panaretto.com.

C February 2010 IN THE GALLEY: Culinary Waves

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Veal Sweetbread Risotto By Mary Beth Lawton Johnson 2 packages of veal sweetbreads Olive oil 2 cups risotto 1 cup dry white wine 8-12 cups veal stock 1 clove garlic, minced 1 stalk celery, small dice 1 large carrot, small dice 8 button mushrooms, minced 1 onion, minced 2 tomatoes, peeled, seeded, diced 1 tablespoon rosemary 1 tablespoon thyme 1 teaspoon garlic powder 1 teaspoon onion powder 1 teaspoon salt 1 teaspoon pepper 2 bay leaves Soak veal sweetbreads in cold acidulated water for 30 minutes. Remove the outer membrane and then poach or simmer in milk, water or a court bouillon. Refrigerate to firm up the lobe. Heat the oil in a frying pan. Dice the sweetbread. Cook in hot oil until browned. Remove from heat. Add more oil to pan. Saute the carrots and celery until tender. Add the garlic, onions and mushrooms. Add seasonings and cook an additional couple of minutes. Remove from the heat and keep warm. Add the veal sweetbreads to the vegetable mix. Add more oil to the pan and add risotto and cook for 1-2 minutes.

Add a little grated dark chocolate at the end. PHOTO/Mary Beth Lawton Johnson Deglaze pan with white wine. Once that cooks out, add stock a little at a time until absorbed. Once you see the stock cooking out, add more. Cook and keep adding stock until the rice becomes full, soft to the touch and the stock is thick. Stir constantly. Add the vegetable mix with the sweetbreads and cook for an additional 5-10 minutes. I grate a little dark chocolate over the risotto for a special flavor kick. Try it, it’s delicious.

Sweetbreads from milk-fed calves are considered the best CULINARY WAVES, from page C1 sweetbreads? Some chefs soak it in acidulated water while others soak it under running water for 30 minutes then soak it in milk for six hours. If you soak it in acidulated water, I recommend changing the water often for 1-3 hours. After it has been soaked, remove the membrane covering the gland before simmering it in a court bouillon. After simmering, refrigerate it to firm the lobe, which will make it easier to dice or slice. You can certainly use other cooking methods, such as poaching, braising or pan frying. Veal is the meat of a young calf. Lighter in texture and leaner than beef, it comes from a calf that is between the ages of 8 and 16 weeks. If you are handed veal and it is redder in color with marbling and external fat, it is technically called a calf and has been introduced to iron, which is found in solid food. The meat is not as tender or delicate. This holds true for sweetbreads, too. As the young animal ages, its thymus gland shrinks and eventually will disappear.

When selecting sweetbreads, choose firm, plump sweetbreads with the membrane still intact for cooking. They have two distinct shapes. The gland from the throat is an elongated lobe; the gland near the heart is rounder. Sweetbreads from milk-fed calves are considered the best. Sweetbreads from young lamb are often just as good. Sweetbreads from pigs, unless it is a piglet, is rarely used and is strong in flavor. Beef sweetbreads are tougher. Just about any cooking method can be used in preparation but remember to remove the membrane. After it is cooked, it’s tough like a casing on a sausage. Also, I found out that sweetbreads are typically used in soufflés, so I wasn’t too far off base in my original concept. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. (www. themegayachtchef.com) Comments on this column are welcome at editorial@ the-triton.com.

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NUTRITION: Take It In

Do certain foods really put us in the mood for romance? A candlelit dinner for two. A box of It’s true that oysters contain a fine chocolates. These are two potent high level of zinc, a mineral that aids ingredients for love on Valentine’s Day. in the production of the male sex But wait, there’s more. hormone, testosterone. In 2005, a team Several foods of American and Italian researchers over the past found that oysters also were a potent several centuries source of rare amino acids – D-aspartic have been credited acid and N-methyl-D-aspartate – that with the power increased testosterone levels in male to put one “in the rats. Oysters also are an excellent mood.” Here’s a source of selenium and vitamin D. handy ingredient 4. Tomatoes: Europeans long list for those who’d thought that this fruit native to South like to whip up a America was poisonous. The idea Take It In really romantic wasn’t totally far-fetched as the tomato Carol Bareuther holiday. is a member of the nightshade family 1. Arugula: This and its plant’s leaves and steams peppery-tasting leafy green’s powers contain deadly substances called as an aphrodisiac date back to Roman glycoalkaloids. times. It was planted around statues In France, after the poison myth was of Priapus, one of Rome’s fertility dispelled, people started to believe the gods and the son of Aphrodite. The tomato was an aphrodisiac and called ancient Romans tossed the leaves with it pomme d’amour or “love apple.” other greens such as Today, this fruit that romaine, chicory and eats like a vegetable Chocolate: Giving lavender, and topped is loved most for its it with a cheese-like lycopene content. gift-wrapped sauce to make an Lycopene is one of chocolate candies “aphrodisiac salad.” the most powerful on Valentine’s Today, arugula, natural antioxidants also called rocket, is and can help to Day dates back enjoyed in salads as prevent prostate to the 1890s. The well as tossed into cancer. association of cocoa pasta dishes. While 5. Chocolate: it’s love-inspiring Giving gift-wrapped and love dates back powers have not chocolate candies on much further. been backed up Valentine’s Day dates scientifically, arugula back to the 1890s. is quite healthy. The association of It’s rich in vitamin C, potassium and cocoa, the bean from which chocolate dietary fiber, and low in calories. is made, and love dates back much 2. Asparagus: The Romans, as well further. as the Greeks, enjoyed asparagus both In fact, it was Aztec Indian chief as a food and a medicine. According to Montezuma who food historians claim the California Asparagus Commission, to have drank more than fifty cups of a “Early records suggest its value in chocolate drink daily in the belief that preventing bee stings, [and] aiding beautiful young ladies would fall in heart ailments, dropsy and toothaches. love with him. Montezuma’s amorous Teas and syrups were made from all concoction was made out of crushed parts of the plant. If you were sick, you cocoa beans, red chili peppers and might drink it, bathe in it, inhale it, use snow. it as a mouthwash, or apply it as a skin More recently, researchers have plaster. Asparagus was also prized ... as discovered an amphetaminean aphrodisiac.” like chemical substance called Fast forward to King Louis XIV phenylethylamine (PEA) that increases of France, who was supposedly so in the brain when someone finds the enamored of asparagus that he had “right” person. Chocolate is full of PEA, special greenhouses built so he could so researchers believed people ate eat this vegetable year round. By the this sweet to enhance their romantic 19th century in France, bridegrooms feelings. were served three courses of asparagus When put to the scientific test, at their prenuptial dinner. though (i.e. researchers enjoying several No studies attribute any special chocolate-eating orgies), this theory amorous properties to asparagus, but it didn’t prove true. However, it’s thought is low in calories and rich in folic acid, that chocolate’s sugar or caffeine potassium and dietary fiber. content, or its satisfying flavor, makes it 3. Oysters: This soft, moist textured a food of love. seafood has long been considered an aphrodisiac. The 18th century Carol Bareuther is a registered dietitian Italian womanizer Casanova would and a regular contributor to The Triton. supposedly eat 50 raw oysters for Comments on this column are welcome breakfast. at editorial@the-triton.com.

February 2010

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INTERIOR: Stew Cues

February 2010

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The passionate service heart: Stews either have one or they don’t It’s nearly Valentine’s Day, one of the biggest Hallmark holidays of the year. It’s the time we set aside to recognize and acknowledge our loving feelings for one another. We can express romantic love or we can create a more loving bond with friends and co-workers. Often, and especially if we have guests on board, we can Stew Cues plan an event that Alene Keenan showcases the holiday, complete with all of the usual frills: flowers, chocolates and gifts with a rosy, plump, heart-shaped design. Where does this heart-shaped symbol come from? There is a tendency to associate the heart with feelings and passion. Aristotle claimed that the heart is the center of all emotion, and many of us would agree. But for us stews, the heart has a special significance because we either have it or we don’t: the service heart, the love of service. It’s hard to define what this means because it’s more about how it feels. It’s that warm, fuzzy feeling we get when we know that something we’ve done has touched the heart of others. It’s the “wow factor” when the guests are blown away by our table decorations and the fabulous meal the chef has created. It’s the acknowledgement you get for sending care through your heart, and it’s palpable. The mood changes, and very often the whole vibration in the room changes, too. In service, there is always a giver and a receiver. The power lies in the core belief that this exchange of energy is important. It requires sincerity and integrity, and believe me, it really matters in the grand scheme of things. It’s been said that the best way to find yourself is to lose yourself in service to others (Mahatma Gandhi). To truly find our best selves, we must be open to the process of giving and receiving; it’s an important life lesson. When we leave the yachting world, the discipline and knowledge we have gained are tools we take with us to build the foundation of our new life. Along with identifying our dreams, the lessons of service may teach us everything we need to know about life. The lessons of service teach us about each other and ourselves as we figure out what we care about and what we can’t stand in each other. It is a reflection of chaos, both within ourselves and within our planet. Somewhere along the line we develop tolerance and a level of understanding. In a perfect world we may come to love the attributes we once hated in another – although frequently not until after they have moved away from our life. By opening

our eyes and our minds, these lessons teach us that our service hearts can expand to fill the universe. One year on a yacht is like nine years on land. We usually don’t go home to decompress and so we have to learn to get along. Sometimes, we are subjected to power plays and manipulation at the hands of our co-workers. The close proximity of the physical environment we live in can seem suffocating. One of the greatest lessons we must learn is that, inevitably, there comes a time when we must make the effort to simply get over it. It can help us to remember that often the very things

that drive us crazy about others are common attributes we share; it’s just that we don’t really appreciate the mirror that others present to us. At the essence of who we are, humans are a tribal community. We share a group identity and group experiences. The level of service we give to each other dictates our activities. The lesson here is that if we do not learn how to give and receive as a group, we will not survive. True progress encourages the heart and soul of service. It is the hallmark of greatness. This Valentine’s Day, in the spirit of

authentic service, let’s learn to fill our hearts with grace, our souls with love, and allow our service hearts to evolve. In the words of Albert Einstein, “Try not to become a man of success, but rather try to become a man of value.” Alene Keenan has been a megayacht stewardess for 19 years. She teaches a 10-day silver service course at Maritime Professional Training in Ft. Lauderdale. She also offers onboard training through her company, Stewardess Solutions (www.stewardesssolutions.com). Comments on this column are welcome at editorial@the-triton.com.

C10 February 2010 TRITON SURVEY: Quitting a job

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In your career, have you ever quit a job?

If you have quit a job in the past two years, why?

The Triton

In your career, if you 61

30 No – 13.2%

48

19 14

12

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Yes – 86.8%

10 6

Bad mgr./ boss

Better offer

Needed a Difficult Safety change crew mates concerns

Schedule For school/ license

5 Left the industry

Bad mgr./ boss

Bad manager/boss No. 1 reason among those who quit SURVEY, from page C1 surprised us after hearing so many stories about boats being mothballed. We thought more people would have been let go or fired, but our results show differently. “In the past two years, I have both been fired and resigned from very challenging and unrewarding programs,” a respondent said. “I was part of a 13-person crew of talented, long-term and professional employees who were summarily released over the course of nine months. This program is still churning through crew at an alarming rate. “I recently resigned as the sole crew member on board a private yacht that was heavily used but not allowed to hire any additional crew,” this crew member continued. “Going against all aspects of safety, this and the lack of consideration as the sole crew were primary reasons for leaving.” For the crew who quit a job recently, why? Far and away, the No. 1 reason was a bad manager or boss, selected by

half of those who quit. Other common reasons were “better offer” (selected by 32 percent of respondents), “needed a change” (23.7 percent), “difficult crew mates” (20 percent) and “schedule no longer right for me” (17 percent). “Often, owners are unaware of bad shore-based managers with their sometimes unethical and dubious practices, which is to the detriment of the boat/crew which, in the end, just forces you to look elsewhere,” a respondent wrote. “Bringing the subject up with the owner only makes you look bad, so you don’t and you find it easier for everyone to just quietly leave for a new program.” For the crew who were let go or fired, why? The No. 1 reason was because the owner cut costs (41 percent). The next common reason was “other” (25.6 percent), followed by “boat sold” (23 percent) and “didn’t fit with the crew or program” (10.3 percent). “Feelings are often mutual,” one respondent wrote. “Because they fear that they are going to be fired, many people quit first to save face

and reputation. Lots of surveys show that people will accept far less pay for jobs where they are treated well and respected. I have a serious policy of not quitting, mostly because I don’t care what other people think of me, which, of course, means that I’ve been fired a couple of times. “My friend, a captain, called me complaining about how bad he was being treated by the owner of the yacht he runs and that he is going to quit to come home,” this respondent continued. “I told him how I don’t quit and usually if people are rude to me I just ask them for a raise. Asking for a raise is actually fighting words. It’s saying that you are worth a lot more than your employer can pay and you know it. The [owner] realized that he might have been taking [my friend] for granted and paid him a lot more. My friend still works for him.” We were particularly interested to know if the decisions captains and crew have made in the past two years were much different than ones they might have made previously in their careers, so we asked.

In your career, have you ever quit a job? The vast majority had (86.8 percent). “The one thing I have always said to myself is, ‘If I am not happy with my work situation, I need to move on’,” a respondent said. “When you have decided that it is time to quit/leave, do it professionally. Keep your standards and do it as though you would expect it from someone else. Always do it on good terms; you never know when you will meet or interview with someone who knows your previous boss/captain. After all, it is a very small industry.” Of those who had quit, why? The top three reasons were the same in the larger picture as in the short term. Again, the strongest reason was a bad manager or boss (54.5 percent). The next most common reasons were “better offer” (42.9 percent) and “needed a change” (32 percent). “Difficult crew mates” fell to the bottom of the list (13.4 percent). We also wanted to know if the act of quitting had changed much in the

See SURVEY, page C12

Better offer

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TRITON SURVEY: Quitting a job

u have ever quit a job, why?

In your career, have you ever been let go or fired?

No – 39.5% 36

26

22

C11

In your career, if you have been let go or fired, why? I didn’t do job

as expected – 2.6%

I didn’t fit with crew or program – 20.5% Another reason – 29.5% Yes – 60.5%

Boat sold – 23.1% Owner cut costs and crew – 24.4%

21 17

Needed a Difficult Safety change crew mates concerns

February 2010

15

Schedule For school/ Left the industry license

‘The “real” world is very expensive when you are not working’ More opinions about quitting Quitting a job and leaving the boat on good terms can be a delicate task. Jobs I have quit, I always wait for a quiet part of the year and hand in my notice so it will coincide with the end of a delivery or yard period. If you want to leave on good terms, you will probably want the boat as a reference. Another reason to be thoughtful of when to quit. l

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As yacht crew, we are all aware that at times we have to adapt to the situations. One thing I will not compromise is safety. l

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Unless you feel you have no choice but to leave, I would stay in a job until you have either secured another position or are deciding to take a break from yachting. The “real” world is very expensive when you are not working and you will find your hard-earned savings disappear very quickly. l

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Sometimes you can quit too soon, or for the wrong reasons. If you’re considering leaving, consult the captain (unless s/he’s the problem) or the owner

(ditto). Sometimes venting and getting a different perspective can solve much of what’s bothering you. I once had a series of long chats with the chef when I was considering leaving. He made some great suggestions and I ended up staying another year. l

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If you’re convinced you’re better off leaving, be prepared to leave immediately. Be professional and give the captain/owner sufficient notice. Work as hard during those last few weeks as you did when you were happy. The captain/owner will probably remember those last few weeks more than many other periods. Keep your leaving to yourself. Telling the crew is a good way to get the boot sooner than later, leave a bad taste in the captain’s mouth, or cause discord among the crew. l

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Think hard about quitting. It always looks greener, but quite often it isn’t. A good owner is hard to find. Some people say don’t leave a job without having another job lined up, but that is difficult to do without upsetting your current job. If you are looking and keep that info

from the owner, be prepared to be let go if he finds out. Happened to a good captain friend. l

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It is important for me to be with good people. Life is too short to spend time with disrespectful, rude people. l

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Emotions run high and you may be tempted to get even with an employer or crew who you feel has done you wrong. Try to leave your job peacefully. l

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Most yacht owners are not nice people and I will not put up with it. It’s a whole quality of life thing. My current yacht I have been on for almost 10 years and have had two great owners. l

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Sometimes it’s just time to go. l

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When in doubt, bail out. Don’t drag others down with you when you are not content with the job. If you’ve been hired as a professional, then act like one when leaving. If you have earned your marching orders and have no recourse,

then accept them and move on with grace. l

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Simple: When asked to perform an unsafe task or operate in violation of the rules, I’m done. l

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Don’t do it. Wait until things get better. l

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It is extremely difficult in this economic environment to leave a job when there is no new job to go to. I did finally resign on account of the owner taking full advantage of me. His finances have improved greatly, and yet he refused to redress my compensation (as he told me he would). While I was working through my notice period, he told me he would still like me to stay on. Since I have not yet found another job, I agreed. l

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Crew should not accept positions that pay far lower than industry standards. By doing that, we cheapen the industry and

See QUITTING, page C13

C12 February 2010 TRITON SURVEY: Quitting a job

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Two-thirds have stayed in job they didn’t want SURVEY, from page C10 current economy. It hasn’t. If you have quit a job in the past two years, how did you do it? The vast majority “gave notice and served it out” (83.9 percent) or “gave notice and was excused immediately” (12.9 percent). Just 3.2 percent admitted they “just left”. “Always give proper notice,” one respondent wrote. “Your professional manner will follow you and stay a part of your reputation.” “Be professional,” another respondent advised. “Just remember that every job you take you will leave at some point; it’s just the why, when and how that is yet to be determined. Your first impression is very important but your last impression can sometimes be even more important.” In their careers, the method of quitting was similar. Again, the vast majority “gave notice and served it out” (86.8 percent) or “gave notice and was excused immediately” (10.5 percent). Just 2.6 percent admitted they “just left.” “It is not always possible or desired by a captain or owner for a quitting crew member to stay on board once they give notice,” a respondent said. “That person who is quitting should be prepared to leave immediately. If you are not forced to leave immediately, every effort should be made to stay the agreed length of time, or until a replacement crew person is hired, whichever is agreed upon.” Have you ever not quit a job that you really wanted to? Two thirds replied yes. “I stayed in a job I hated for two years because it takes a year to settle into a boat and as a female officer it takes a year to gain any kind of respect from your captain (not all),” one respondent said. “I just could not be bothered with having to prove myself all over again.” “A few good reasons to quit a job: You find yourself being marginalized, you’ve outgrown the job, you receive a better offer, work interferes with family responsibilities (a biggie in the marine trade),” another respondent said. “Reasons most people stay in a job they don’t like: money, insurance, poor job market, benefits.” For those who had stayed in a job they didn’t want, why? Nearly half (47.7 percent) made a commitment to stay. A third said they needed to stay employed “I’m not one to quit easily, especially if I have made a commitment,” another respondent said. “I believe reliability is an asset you should possess but if you are going to stay someplace you’re not happy with, then you need to make peace with the situation and not make it a bad place for everyone. Jobs are definitely hard to come by and unless

Have you ever not quit a job that you really wanted to?

If you have stayed in a job you didn’t want, why? Another reason – 18.6% Committed to stay Needed to a certain length stay employed of time – 47.7% – 33.7%

No – 33.3% Yes – 66.7%

If you have quit a job in the past two years, how did you? Just left – 3.2% Let go after giving notice – 12.9%

In the past two years, if you’ve been let go or fired, why? Didn’t fit with crew/program – 10.3% Owner cut costs Boat sold and crew – 41.0% – 23.1%

Gave notice and served it out – 83.9%

you’re being treated so poorly or are in danger, leaving a job – especially if you don’t have another lined up – is not a good idea.” When comparing the current economy to the longer term in regards to being let go or fired, another result surprised us. More than twice as many captains and crew have experienced being fired or let go at some point in their career (60.5 percent) than in the past two years (26.4 percent). Just under 40 percent of respondents had never been fired or let go from a job in their career. “I’ve had this job for 26 years,” one respondent wrote. “I don’t think I could replace it at my age.” The reasons varied, with the most common being “other” at almost 30 percent. The owner cutting costs and crew was the second most common reason (24.4 percent), followed by “boat sold” (23.1 percent) and “I did not fit with the crew or program” (20.5 percent). One of the most prevalent themes we have encountered in the past two years is that it has been difficult to find a job, so we asked our respondents to characterize how long is has taken them, historically, to find work when they wanted to, and how long it has taken them recently to find work. The answers fell in the same chronological order, with most respondents finding work within a month both historically (45.3 percent) and recently (44 percent). What changed is that once that month has passed, landing a job has taken longer. Fewer have found work recently in the 1-2 month range, and more have found it in the 2-4 month range and the 4-8 month range.

Other reason – 25.6%

How long would it take you to find a job when you want one? 45.3% 44.0%

Normally Past two years

25.0% 18.3% 14.7% 13.3%

13.8% 11.7% 4.6% 0.8%

4.6% 3.9%

Less 1-2 2-4 4-8 Less More than a months months months than a than a month year year

Statistics/graphics by Lawrence Hollyfield

“It’s brutal,” a respondent said. “People have stopped calling and I’m afraid I might have to go out and find a freelance job. Two years ago I was turning down jobs and now I’m being turned down.” Historically, few captains or crew needed up to a year to find a job (0.8 percent) but recently, 4.6 percent have needed that long. Those needing more than a year also rose. More than three-quarters of our respondents (77.2 percent) had jobs when they took our survey in January. Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. 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 and would like to be, register for our e-mails online at www.the-triton.com.

The Triton

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TRITON SURVEY: Quitting a job

February 2010

With a strong resume, ‘there is always a job somewhere’ QUITTING, from page C11 our market value. I feel very bad that I am staying in a captain/engineer job with a 60 percent reduction in my pay and yet expected to do the same job. I, too, am cheapening our industry but I feel under the extreme circumstances I really have no choice. I am grossly under-employed, but being totally unemployed would be worse. l

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Owners figure if they can hire financially desperate people, they can save a bundle by paying them well below their marketplace value. l

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I spent thousands of dollars to get my commercial MCA Masters ticket, but not so I can get paid the wage of a deckhand or janitor while doing the job and responsibilities of a captain/engineer.

About the current jobs environment It’s tough, no doubt about it. For experienced crew it is not too bad, if you are looking as an individual and willing to take a reduced salary. If you are looking as a couple, it is even tougher, even with plenty of experience and tickets. l

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Difficult, and more dependent on personal contacts rather than agencies. As an older crew person, I feel that the agencies do not promote my experience and skills. l

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There are no longer as many people just trying out yachting. The people who are in the industry now are looking for a long-term career. l

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If you are serious about yachting as a career and have a strong resume behind you, there is always a job somewhere. l

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As a person looking, there are plenty of jobs out there for experienced personnel and plenty of entry jobs for those who want to get into the trade, work hard, and serve their time. l

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As for looking, it is definitely getting better than a year ago. There are more openings, more crew movement, boats are chartering and needing permanent crew as well. For hiring, the market is flooded with many entry-level candidates trying to get their foot in the door. For them, it is definitely a lot harder to secure day work and full-time positions. l

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I do not see a turn-around until 2013. l

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Crew are unrealistic. Everyone wants to start at the top. Most crew candidates think that if they have an ENG 1 and STCW, they are an experienced seaman. I really hope that the slump in the economy and a few owners cutting back on their yachts has pushed

the backpackers out of the industry. Hopefully, we will have more careeroriented crew in the future. l

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As someone looking, I think the job search is one that requires a lot of persistance. I am trying to “break into” the private yachting business, having worked on cruise ships for three years. I am very flexible, have a good resume, am an expert at multitasking and still have been unsuccessful at landing a position. l

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There are very few good captain positions available, but this is normal. Chefs are becoming more of an “asneeded” position. The winter season here in the Med has meant boats crewing “down” in most cases, with plans to recrew in the late spring. l

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The selection process sucks. Placement agents only look at what licenses you have and on what boats you have worked. What you did before doesn’t matter, yet it is the more important part. How many good captains, mates, stews and chefs are discarded because they didn’t work on a “named” boat? And if you don’t have friends in the industry, or if you don’t know somebody in a crew agency, you are dead meat. l

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l

An over-inflated jobseeker pool brings down salaries as more and more people will work for less just to get onboard. Quality is not cheap, and some boats and managers will have to do the full circle again of poor crew quality, poor management and thus crew turnovers, making it a bad experience for all, including the owners. It takes time and experience together to build a team that works, and that, my friend, is never cheap. l

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Unfortunately, with the economy the way it is, over-qualified crew are taking under-qualified positions, leaving no room for aspiring crew to progress. Also though, the economy has weeded out a lot of the bad ones. l

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I am currently looking. People are applying for jobs that they are overqualified for since there is nothing available for them. It’s very difficult to find a job. l

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There seem to be a fair number of jobs out there compared to a year ago, especially for the lower-level positions. I work on deck. There always seem to be deckhand jobs and mates spots and lots of stew work. l

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It is really complicated to get a new job when you don’t have the correct contacts. l

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Very difficult, even with the migration of crew to other careers or returning home. Salaries have dropped as crew

take any job in order to reduce the savings outlay. Owners are offering less, knowing that they can. Conditions favor lower pay as many boats are sitting idle. l

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Licensed engineers with a good track record don’t have trouble finding work, but they do have to perform their due diligence to weed out flaky captains and/ or owner/management companies. l

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Harder than usual. This is not a bad thing as people are having to adapt and learn to be flexible in their requirements, which for an industry that can be a little precocious is probably a good thing. We all need flexibility to be able to deal with a multitude of situations in our private and working lives and it will do little harm to most of us. l

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As someone doing the hiring, junior crew still have their heads in the clouds on what they are actually worth. If you want upper-echelon pay, prove you are an upper-echelon employee. l

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Lots of people to pick from when hiring, and the salaries are negotiable. l

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I don’t find the agencies proactive. Mature and responsible, experienced individuals have a harder time than the young, “cute,” inexperienced ones. l

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Grim, things are slow. All the captains and crew I know are steadfast. l

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Nothing out there ... many competing for the same job. Crew are staying put, even though they may not have the ideal situation (or even abusive). Most owners are crying poverty and using the “economy is bad” excuse to their advantage. l

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Lots of good people to choose from, 30 to 40 applicants for a mate’s job, all with licenses and experience. A few years ago you would get 10-15, most with little experience asking for a lot of money. l

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It does seem as if there are more experienced crew to choose from these days. Some still want high prices while others are more serious about getting something. l

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It is tough right now. There are not many jobs and if they are open, it is usually something no one really wants. From the standpoint of an employer, there are not very many good crew out there. However there is still the huge attitude that the world owes them something. I have never had a tougher time finding good crew. l

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Noticing more Americans and fewer foreign backpackers. Better quality and properly qualified for the position. Less flamboyant demands per their contracts.

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C14 February 2010 FROM THE CAREER FRONT: What captain’s orders really mean

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Standing orders protect your job, captain’s career EXPO, from page C1

it and understand what is expected of you. If you don’t understand, ask. Some captains have standing orders Some new crew members don’t for crew when they are standing watch know what “on deck at 0700” means while under way, or how the log book exactly. On my boat, it doesn’t mean get is filled out and how often entries are up a 0700, make coffee, have a bagel, made in it. brush your teeth, watch the morning Usually there are two crew doing a news, check your e-mail and then get wheel watch. One will be responsible on deck around 0830 and see what’s for maintaining course, observing going on. instruments and maintaining a proper On deck at 0700 means standing lookout, while the other will assist on deck at 0700 ready to start work, in maintaining a proper lookout, do having gotten up early enough to get engine room checks and bilge checks, your breakfast, morning e-mails and do deck checks and fill out the log, as anything else deemed pertinent out of directed by the standing order left. the way. There may be a standing order that Every captain is different, so ask no one is forward outside at night while yours when you are hired what his under way. definition of “on deck The captain may such-and-such The captain doesn’t at also leave a standing time” means. order that at no time want to hear, ‘We Question him as to will an approaching what he means by “on had a close call vessel have a cpa board by 10 p.m.” Does but I didn’t want (closest point of that mean literally to wake you.’ No approach) of less than on board or is on the two miles, and should competent captain dock near the boat that vessel breach with your radio on is going to fault that two-mile zone sufficient? you for erring on he is to be awakened If you are the chef immediately. This can the side of caution. on board, are you be setup so your radar required to carry a alerts you when a radio? Remember to vessel breaches that zone. ask pertinent questions for the position The captain doesn’t want to hear for which you were hired. in the morning, “We had a close call Does having the day off mean the but I didn’t want to wake you.” No whole day or just after you finish this competent captain is going to fault you short list that may take four hours? for erring on the side of caution. Does it mean you can leave the boat? You, as crew, need to be aware And if so, are you required to take a that your captain is responsible for radio with you? If you have a radio, you everything you do, right or wrong. If can be reasonably sure the captain will you don’t wake the captain and you end expect you to answer it if he calls. Can up in a close-quarters situation, he is you stay ashore for the night or do you responsible if you have that collision. have to spend all nights on board? You will lose your job, but your If you have watch and you have captain could possibly lose his career. a social function that you want to And that’s at the very least, not attend, can you switch your watch with mentioning the possible loss of life another crew member? And if you do and/or loss of vessel. and the other crew member doesn’t There are other types of standing show up, who takes the heat? On some orders, such as “on-watch orders.” This boats, you own that watch. If your would be when you are in port and replacement doesn’t show, it’s your you are “on watch that day.” Does that responsibility. “day” consist of 24 hours or 12 hours? If you haven’t asked, I would be And what are you responsible for? careful before just making a watch Making sure everything on the vessel switch and thinking it will be OK. Is is OK? Doing engine room checks, there a standing order for this or not? bilge checks, deck checks? Making Remember that all captains are sure everything is operating the way it different. Follow the orders that should? Who do you call if everything goes pear shaped? What is the directive are clear to you, and always, always question the intent of the order if you in the standing order? do not understand. This will keep you on the good side Orders should be in writing of most captains. The list of standing orders should be in writing and presented to you Capt. Lee Rosbach has been a yacht when you first come aboard. You captain for 25 years. Comments on this should have been asked to sign an article are welcome at editorial@theacknowledgement that you have read triton.com.

The Triton

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PERSONAL FINANCE: Yachting Capital

IRA conversions can offer tax savings, if you are careful It seems that everyone I speak with If you are younger than 59½ and will these days has gone through or is going pay the taxes from money that has been through major changes in their lives. converted, plan this out and do this Most of these people are now turning based on what you feel your current their concerns to and future income will be. In other the future. With words if you have a loss or a low income the U.S. deficit year due to being between jobs then rising out of this would be a good year to do a Roth control, the topic conversion. on everyone’s Fortunately, you have other options mind seems to when it comes to paying the taxes on a be not only what Roth IRA conversion. In 2010 only, you to do about their can convert eligible retirement assets investments but to a Roth IRA without having to claim Yachting Capital how to not get the amount as income on your 2010 tax Mark A. Cline hit hard with return. If you elect to do this, you must future taxes. declare half of the converted amount One technique available to help ease as income in 2011 and the other half that future tax burden is the Roth IRA. as income in 2012. In this way, you Remember that an IRA – Roth, wouldn’t have to start paying taxes on traditional IRA, 401(k), SEP or Simple a 2010 Roth IRA conversion until April – dictates the rules on how you pay 15, 2012. taxes on the investment you choose. However, by deferring the taxes on a You can still make adjustments to your 2010 conversion, the converted amount investments so long as you keep them will be taxed at the income tax rates labeled as an IRA. in effect in 2011 and The surge 2012. As it stands, tax A Roth IRA does in interest rates are scheduled not require minimum to increase in 2011. about Roth IRA conversions is Unless Congress acts annual withdrawals hardly surprising, to avert the tax rate after age 70½. considering that increase, the taxes on starting this year, Roth IRA conversions all taxpayers regardless of income will be higher after 2010. Having said are eligible to convert tax-deferred this, you may want to speak with your retirement assets to a Roth IRA. Prior financial adviser and CPA to help to the change, the law prevented figure out what may be best for your taxpayers with household incomes individual scenario. above $100,000 from converting assets Also consider whether converting to a Roth IRA. This will affect many of a sizable amount to a Roth IRA could you captains out there. move you into a higher tax bracket. If If you are among the nearly 50 so, you may decide to convert smaller percent of Americans who believe amounts over several years. their taxes are going to increase in the If you have IRAs into which you future, you may be interested in the have made both deductible and possibility of the tax-free income that a nondeductible contributions, the tax Roth IRA conversion can bring you. implications of a Roth IRA conversion A Roth IRA is a retirement savings can become complicated. It may be vehicle that differs from tax-deferred prudent to consult a tax professional. retirement accounts such as traditional Roth IRA conversions offer the IRAs and most employer-sponsored potential for tax-free income in retirement plans. With a Roth IRA, retirement for taxpayers at all income you make contributions with after-tax levels. If you want more information dollars, but qualified withdrawals after about converting to a Roth IRA, call age 59½ are tax-free. a trained professional. It’s critical to Furthermore, a Roth IRA does not review your individual situation before require minimum annual withdrawals making a decision about moving after age 70½. There are still annual important assets. income limits in place for determining Information in this column is not eligibility to contribute to a Roth IRA. intended to be specific advice for The income limitation was eliminated anyone. Use the information to help only for conversions. you work with a professional regarding Be aware that some taxing questions your specific financial objectives. should be considered when you convert tax-deferred assets from a traditional Capt. Mark A. Cline is a chartered IRA and/or a former employer’s 401(k), senior financial planner and mortgage 403(b), or 457 plan. The amount you broker. He is a partner in Capital convert in a given year needs to be Marine Alliance in Ft. Lauderdale. declared as income on your tax return. Comments on this column are welcome Remember you never paid taxes on that at +1-954-764-2929 or through www. money that went into those IRAs. capitalmarinealliance.net.

February 2010

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C16 February 2010 BUSINESS CARD ADVERTISERS

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SUDOKUS Try these puzzles based on numbers. There is only one rule for number puzzles: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once. Don’t worry, you don’t need arithmetic. Nothing has to add up to anything else. All you need is reasoning and logic.

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C18 February 2010 BUSINESS CARD ADVERTISERS

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WORLD OF YACHTING

The one source for all your yachting needs Here’s what we can do for you: • FIND CREW NO agency commissions or percentages no matter how many or how long you need crew members per year. • CREW Post your CV/Resume for FREE. • Order your APPAREL/UNIFORMS & much more online, phone, fax or in-person. • Custom Monogramming and Screen Printing • Find or sell a boat (or any other item!) on our boat classifieds. • GET MORE EXPOSURE Advertise with us! Post your charter brochure. • Find information on travel destinations, boatyards, flower shops, gourmet stores and more all in one place! www.worldofyachting.com 1126 S. Federal Highway, P. O. Box 230 Ft. Lauderdale, FL 33316 Toll Free: 877-98World (877-989-6753) Ph/Fax: 954-522-8742

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