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Enforcement?

Ports may control visiting foreign vessels B1

A good tsunami Crew deliver wave of supplies for island

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Vol.7, No.10

Not again

New year resolutions that you can do this time C7

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January 2011

LESSON LEARNED

Know your options to survive medical emergencies Without help, ‘situation could threaten his life’

Captain who went through it ready to spare others his pain By Dorie Cox As captain of M/Y Pegasus, Charles Dugas-Standish and his crew occasionally skied behind the WaveRunner between charters in the Caribbean. That was, until DugasStandish wiped out while slaloming and hit his face into the tip of his ski. The ensuing 12 hours changed the way Dugas-Standish works as a megayacht captain. In the subsequent eight years, 46-year-old Dugas-Standish has not wanted to talk much about the accident that landed him in a hospital on St. Martin, had him airlifted to Florida and required more than a year of recovery. But now he realizes that his experience can help other crew be better prepared for emergencies. As a kid in Houston, DugasStandish was drawn to the water; so much so that he eventually moved to California to work as a free diver and a commercial diver. He started in yachting in 1989. “I’ve done it my whole life,” DugasStandish said of waterskiing. “It was a freak fall. Maybe it was late, I was tired, my form was poor. I was probably going

By Capt. Gianni Brill

Medical evacuations are a lifeline in an emergency, but yacht crew must know how to access them, as seen in this evacuation from M/Y Perle Bleue PHOTO FROM CAPT. GIANNI BRILL (see story at right). too fast.” When he hit the water that day, he knew instantly it was bad. “I had broken my nose a couple of times before, so I knew.” He got his head out of the water to signal to the bosun who had been driving the WaveRunner. The bosun raced back, scooped the captain out of the water and drove him to the beach. Once onshore, Dugas-Standish saw the crystal white beach change color.

“I was painting red,” he said, using a slang term he learned as an emergency medical personnel and a water safety law enforcement officer in his 20s. The injury had hit an artery. “I couldn’t see out of one eye, but I was conscious,” Dugas-Standish said. And he was determined to stay that way. Someone gave him ice for the

See LESSON, page A11

Captain, not license, hones watch keeper skills While the largest of megayachts require trained and certified watch keepers, yacht captains at this month’s From the Bridge luncheon said that on smaller vessels, the ticket isn’t as critical as the effort. “I’ve used unlicensed crew that are perfectly From the Bridge capable of standing Dorie Cox watch,” one captain said. “With four crew, you have no choice. You have to use unlicensed crew.” 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 A14. So just how do captains create a watch system? It all starts with safety, these captains said. One captain said he teaches his watch keepers what he feels they must know, including how to plot the course. “It keeps them busy, keeps them alert, and it keeps their eyes on it,” this captain said. “We may rely on the GPS, but I teach them how to navigate. When I get a new guy onboard, I teach him stem to stern. I pull out the

diagrams, everything. They need to be good, fast.” “You won’t learn this stuff by reading,” another said. “You have to start doing it.” How captains manage their watch keepers varies according to the number of crew onboard, the certifications required for the yacht and each member’s proficiency. “On a 51m, it’s very formal, with a proper watch of three watch keepers and three look-outs,” a captain said. “Ours is run informally,” another captain said. “We don’t have ‘qualified’

See BRIDGE, page A13

Preparing for our crossing after the Monaco Yacht Show this year, Peter (one of my best friends from California), joined M/Y Perle Bleue as a watch observer. We departed from the Canary Islands for Ft. Lauderdale on Oct. 14. On Oct. 23 about 1900 (ship’s time), Peter suddenly developed an acute pain on his left flank, about where his kidneys are located. I administered 4 Advil pills and he went to bed, with the pain getting worse and worse. With the advice from another friend, Dr. Michael Healy (in Paris at the time at a urologist conference), at about 2100 on Oct. 24, we started to administer 10 mg. of morphine. Healy strongly advised us to get Peter off the boat as soon as possible because without professional medical help, the situation could threaten his life. We started contacting Bermuda Radio about 2200 as the closest land mass (240nm) with medical care.

See MEDEVAC, page A12

TRITON SURVEY

What’s the primary factor in determining what to charge (or to pay) for a yacht delivery? Captain’s experience – Actual 27.0% passage – 19.6% Going rate Size of yacht – 22.3% – 19.6%

Distance – 7.4% Yacht’s delivery budget – 5.4% – Story, C1


A January 2011 WHAT’S INSIDE

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Is it supposed to list like that?

Yacht launch goes wrong in Thailand. For more see News Briefs on A6. PHOTO FROM A TRITON READER

Advertiser directory Boats / Brokers Calendar of events Columns: In the Galley Latitude Adjustment Nutrition Personal Finance Onboard Emergencies Photography Rules of the Road Security Stew Cues

C15 B8 B14 C1 A3 C7 C12 B2 B11 B1 B5 C4

Crew News Fuel bunkering Fuel prices Marinas / Shipyards Networking Q and A Networking photos News Obituary Photo Gallery Technology Triton spotter Triton Survey Write to Be Heard

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The Triton

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LATITUDE ADJUSTMENT

January 2011 A

Finding balance on yachts may mean getting off them It’s been a month of transitions. Maybe it’s just because I’ve been hipdeep in captains’ comments from this month’s survey on yacht deliveries, but there seem to be more and more captains making that faux move toward land and hanging out the delivery shingle. Take, for example, Capt. Gordon Reid. Latitude He started as a cruiser in the Adjustment Lucy Chabot Reed Caribbean and Central America and like so many of us, couldn’t leave. He started running charters off his boat and picked up deliveries. In the past few years, he’s been running private yachts in the Med. Now he’s shifting back to his own thing and has started a delivery (and related services) business based in South Baja, Mexico, servicing San Jose Del Cabo, Cabo San Lucas and La Paz. Reach him in Mexico at +52 612 169 0225, in North America at +1 506 312 0914 or by e-mail at captaingord@ gmail.com. Not a few days later, we heard from Capt. Justin Jenkin, who Triton

readers may recall as the megayacht captain who filled the 125-foot M/Y Lotus with biofuel and traveled around Europe in 2007. (We published two stories about his experience with the fuel in July and October that year. Visit our Web site, www.the-triton.com, and search for his name.) Now he’s launched Vanuatu Yacht Services, a new yacht support agency in the South Pacific. Capt. Jenkin has been running yachts for 17 years and lived in Vanuatu for a time in the late 1990s with his family. Now, with a family of his own, he’s looking to spend more time with his young children. In addition to managing VYS, Capt. Jenkin is also available as a relief captain or for deliveries. “Our goal is to increase the exposure of Vanuatu as a unique and viable new cruising destination for large yachts and for tourism in general,” he said in a recent e-mail. “We have some other exciting projects planned for the new year so will keep everyone posted on all the developments.” The company can help with dutyfree fuel, make berth reservations, handle clearance formalities as well as customs and immigration procedures, arrange services, help with itineraries and handle local finances.

For more details, visit www. vanuatuyachtservices.com Our delivery survey (see page C1) was popular, with nearly 150 captains taking part. That got me thinking that the delivery life, if you can build a client base, gives yachties a bit of balance: an opportunity to have a home and family but also a chance to be at sea. Are we whiners to want it all? Generations of men have gone to sea for work or military service, and their families survived. But ask any of those kids whose dads were away and I’ll bet they’d say they wish their dads were home a little more. Neither captain said this, but I think more yacht owners should allow for more balance. Not all captains and crew want to be at sea forever. Many, like the rest of us, want a balance between work and life, a chance to pursue a hobby and the time to invest in personal relationships. It’s a rare breed who can find all those things on a yacht. Capt. Oliver Dissman couldn’t. He stopped running yachts full time a couple years ago and started a yacht management company in South Florida called Liquid Assets. He’s hired Carol Purcell to run the business and works with Capt. Matt Dunn on deliveries and management.

All that gives him time to expand his services to include brokerage this year, working with Rebecca Riley. “I want a normal life,” he said. “I’m taking my company to the next level. This is the next chapter of my life.” He envisions a small, boutique brokerage firm that relies on the old style of service to clients. Nothing big, he said, just his: his way, his version of customer service, his passion. Working on yachts offers incredible opportunities, and it’s easy to understand why it’s hard to stop completely. Building a career doing it can be challenging. It takes sacrifice as well as stamina, and the ones who have done it into their 40s and 50s have missed a lot of holidays and birthdays. It’s the only regret I ever hear from career crew, who love this business when the boss is kind. But even those kind bosses should understand that running their yachts is not just hard work, it’s a hard life. 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 January 2011

CREW NEWS

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Gun trial still pending; captain still fighting By Dorie Cox Capt. Paul Giusti is awaiting a final outcome from his arrest this summer for possession of a firearm while working aboard his employer’s yacht. His case was delayed in mid-December because the prosecution was not prepared, he said. Another date was set for later that month. After a routine U.S. Coast Guard inspection on Aug. 27 in New York Harbor, Giusti declared his stowed handgun and requested permission to allow the owners and guests to disembark in New Jersey. The yacht was escorted by the USCG on the trip to the marina where the New Jersey State police did not hold the captain after they boarded the yacht and confirmed he had no hollow point

bullets. But next, Giusti said, the New York police arrested him and took him to the precinct in Manhattan. The cause for the arrest has been unclear to Giusti, but he said that all supposition about interstate travel and New York gun laws can be answered by the McClure-Volkmer Act. “The McClure-Volkmer Act supercedes all state laws,” Giusti said. “It says you can legally possess a gun, if the state you bought it in and the state where you end the trip, both allow you to have a gun. “I bought mine in Florida and we end our trip in Florida,” he said. He said he wondered why the New Jersey officers asked from where he was traveling and to where he was going. Giusti said he later understood the officers were aware of the legislation.

There are several cases involving similar issues currently pending in the United States, he said. There were other extenuating circumstances that Giusti said he hopes will eventually lead to the case against him being dropped. Giusti said his case now has the support and backing of the National Rifle Association (NRA). The group has filed an amicus curiae, a court brief offering assistance in the case. “With a conviction, my license would go up for review,” Giusti said. “I’ve had my 1,600-ton for 30 years. I can’t back down.” Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at dorie@the-triton.com.

Chef falls victim to job offer fraud, loses $700 By Dorie Cox He’s not the first yacht crew member to fall for The Yachts of Seabourn e-mail scam, but Wayne Arnold wants to be the last. Seabourn is a real company with real yachts and real jobs. And it does hire crew, just not by e-mail. From his home in Canada, Arnold explained that he thought the chef position he was offered by e-mail sounded too good to be true, but the company corresponded with officiallooking documents and e-mails. “The captain wrote me a letter, I filled out a detailed questionnaire,” Arnold said. “They sent lists of my duties and lists of the benefits.” So he sent the scammers $700 for what they described as travel document processing. They explained that they

had been taken advantage of by crew traveling to the job and not working, so they require applicants to pay up front to ensure they will take the job. In addition, he sent them a copy of the data page in his new passport. “They used my identity to claim the money,” he said. Eventually, Arnold took the issue to the British Embassy in Canada. “They said this looks authentic and they sent it to London,” he said. “London sent it back three hours later saying it was not.” The Triton has published several reports about this and similar scams and communicated with the Yachts of Seabourn. Officials with the authentic company said they are aware of the scam and have posted information on their Web site to clarify that someone is falsely using versions of their name.

“I can confirm that any and all job offers that your readers receive from different captains are part of a scam that has been going around for the past month,” said recruitment specialist of fleet personnel Gabor Varga at The Yachts of Seabourn. “Our captains do not have the authority to make any decisions, recruitment-wise, and we do not offer employment without a faceto-face meet with all of our candidates.” Arnold is new to yachting, but with four summer seasons under his belt. “I still want to get back on a boat,” he said. But, “it feels like they sliced me open and left me there. It feels like a gutting.” Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at dorie@the-triton.com.


A January 2011 NEWS BRIEFS

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Man killed at anchor off Honduras, yacht sinks at launch Bandits shoot cruiser

A Canadian man was murdered when a group of bandits boarded his yacht in a remote anchorage on the Caribbean coast of northern Honduras earlier this month. (Dec. 2) The man was shot and killed aboard his 35-foot sailboat in a lagoon called El Diamanté where they sought shelter from a storm. The lagoon is near Tela, about 320 kilometres north of the Honduran capital of Tegucigalpa. News reports indicated that the men boarded the yacht with the intention to steal things and shot the man when he

tried to stop them. Milan Egrmajer, in his 50s, had been cruising on his sailboat for the past two years, according to news reports, and at the time was cruising with his adult daughter, who escaped injury.

Thai-built yacht sinks at launch

A $30 million megayacht sank upon its launch on Dec. 10 at a yard in Thailand, according to press reports. The 60m vessel was originally a 58m hydrographic research vessel. Everything but the interior was done by Thai companies and managed by Yacht

Solutions of Bangkok, according to the Yacht Solutions Web site. It was due to launch in July. A crew member familiar with the build who asked not to be identified said the yacht had “a very low freeboard working deck over maybe half the boat.” The yacht as launched was five decks. Witnesses told the Bangkok Post that as soon as the yacht was launched, it tipped sideways and water gushed into its interior. Workers tried to adjust the cables still attached for the launch but could not keep the yacht afloat. It sank in shallow water, listing to port with the bow and top decks above water.

Storm claims two in Ushuaia

Two crew members from a Polishflagged yacht died during a storm in the Beagle Channel at the southern end of Argentina, according to Merco Press, the South Atlantic News Agency. S/Y Nashachata had a crew of seven and issued a Mayday on Dec. 13 when its engine went out in the middle of a storm with gale strength winds and 4-5m seas. Capt. Marek Radwanski and his brother Pawel were swept overboard by waves. Their bodies have been recovered. The yacht grounded in the channel and the remaining crew were able to get ashore. Rescue operations were delayed about 12 hours because of the storm.

Another insurer excludes medical

Petersen International Underwriters, an underwriter of international health and medical insurance, will stop offering health insurance on some of its major medical plans, offering only accident coverage. The exclusion is in answer to the United States’ efforts to reform health care for American citizens. Petersen’s changes take effect Jan. 1. The company said it can offer 11month plans for medical insurance, but that its regular policies will no longer include medical coverage. In a statement to brokers, the company said “We apologize for the inconvenience and we are in hopes that once the Health and Human Services distills more of the regulations to be associated with international medical coverage we may be able to enhance these programs back to their original status.”

Slojo exercising for YAG

M/Y Slojo has taken on a challenge to exercise across the Pacific to raise money for YachtAid Global, a yachtie-based charity to help coastal communities around the world. Termed the 2010 Transpacific Triathlon, the owner, guests and crew will take turns running, biking and

rowing around the clock, asking for per-mile donations along the way. The Triton has pledge 5 cents a mile for the trip, the crossing from San Diego to the Marquesas, about 2,900 nautical miles. They departed on Dec. 10 and are expected to keep exercising for 12 days. “Owning a magnificent vessel like Slojo is a great privilege; and it makes for a perfect venue to raise money for a cause that we all believe in,” Slojo owners Jim and Sujo said in a statement. “The concept of an aroundthe-clock triathlon for 12 days not only gives us the rare opportunity to participate with our crew, but also an opportunity to use Slojo in a way that we can all be proud of.” Slojo has a “no tip” policy that encourages guests to put gratuities toward charitable YAG projects. Funds collected have helped purchase food, school supplies, conservation materials, instructional aid and medical supplies for people in isolated communities in Alaska, Panama, Moorea and Indonesia. Proceeds from the Slojo YAG Challenge will benefit children in the Pacific. Follow the progress on Facebook (search for M/Y Slojo YAG Challenge). Make donations on the Slojo YAG Challenge Web site (www. slojoYAGchallenge.com).

Big Fish delivers for YAG

M/Y Big Fish delivered several thousand dollars worth of school supplies and sports equipment to Robinson Crusoe Island on Dec. 5 on behalf of YachtAid Global. The community, located about 400 miles off the coast of central Chile, was devastated by a tsunami on Feb. 27. Big Fish is headed down the coast of Chile and will be making more YAG deliveries on the way.

MLC may wait a year

Full ratification of the Maritime Labour Convention (MLC) is now likely to be delayed by a year until April 2012, according to a story on MarineLink. com. “Although the required gross tonnage figure has been reached there is, however, some doubt as to whether the necessary number of countries will be achieved by the end of this year,” said John Wade, technical services manager with Isle of Man-based Dominion Marine. His prediction comes after attending the Global Superyacht Forum 2010 in Amsterdam. The Convention, conceived by the International Labor Organization, updates more than 65 international labor standards relating to seafarers

See NEWS BRIEFS, page A7


The Triton

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NEWS BRIEFS

Casino Royale, Fathom, Magic Cat chefs win at Antigua show NEWS BRIEFS, from page A6 that have been introduced over the past 80 years. Wade said the present intention is that the requirements of the MLC will be incorporated into a revised Chapter 21 of the Large Yacht Code. “It was stated that a legal interpretation had been put forward that vessels which are ‘commercially owned by a corporate body’ will have to comply with the requirements of the MLC, although the Marshall Islands have stated that their interpretation of this is different in respect of the definition of ‘ordinarily engaged in trade’.”

Chefs win in Antigua

The 11th annual Concours de Chef competition was held during the Antigua Charter Yacht show in early December. First place awards went to Tarina Shadgett of M/Y Casino Royale for yachts 160 feet and over, Brigett Rosemann of M/Y Fathom for yachts between 111-159 feet, and Susanna Jokkala of M/Y Magic Cat for yachts, 110 feet and under. “It was interesting this year,” Beverly Grant, of IMA Yacht’s Crew Solutions, said, comparing the competiton to her previous two years as a judge. “We gave them a description and the interpretations differed from boat to boat. I was surprised at how close the competition was.” This year’s theme was to create a Caribbean taster-style menu, small plates of local sustainable cuisine from the Caribbean, with an alcoholic or non-alcoholic drink. Other winners in the large yacht

category include Andrew Murphy from M/Y Solemar in second place, and Thomas Francque from M/Y Passion in third place. In the mid-size yacht category, other winners include Patrick Roney from M/Y Monte Carlo in second place, and Danielle Stone from M/Y Red Anchor in third place. In the smaller yacht category, other winners include Nathan Clements of M/Y Serenity Now in second place, and a tie for third place between Croydon Cole from M/Y Rapture and Taylor Reilly from M/Y The Lady J.

Orals in FLL this year

The MCA has confirmed that it will hold oral exams in Ft. Lauderdale in April and November this year, according to a statement from International Yacht Training. Having an examiner fly from the UK to Florida enables deck course candidates studying in the United States to complete their courses and exams without having to fly to Europe. Dates for the orals will be coordinated jointly by IYT and Maritime Professional Training. Places are expected to be limited but comprehensive oral preparation will be made available to candidates, the statement said. “Fort Lauderdale is known as the hub for obtaining a job on a yacht so it was very important to both IYT and MPT to work together to sponsor the MCA traveling here for the exams,” said Amy Beavers of MPT in the statement. “It is crucial that yachting professionals have an opportunity to get high-quality training as well as their exams in the

See NEWS BRIEFS, page A8

January 2011 A


A January 2011 NEWS BRIEFS

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S/Y Seljm honored as yacht of the year in Indonesia NEWS BRIEFS, from page A7 same location that they will be securing a new position. This saves owners, captains and crew time and money and allows them to have greater choice and flexibility in their career advancement.”

Seljm honored in Indonesia

S/Y Seljm was honored as Superyacht of the Year by the Indonesia Superyacht Association recently. The yacht was honored for its commitment to charities during its third circumnavigation and, in particular, to Yacht Aid Global and a soccer team in Lovina, North Bali. Capt. Ralph Lucas accepted on behalf of Capt. Steve Ray. The ISA gave its 2010 Banyan Tree Awards to persons or companies that prove exceptional service and commitment to the nascent superyacht industry within Indonesia. Category winners are: Captain of the Year: Capt. Tim Forderer of S/Y Vivid for continuing support of remote village schools, Arte Moris in Dili, East Timor, and his “Do What You Love” high-school presentations; Charity Personality of the Year: Ms. Nila Tanzil, founder of the Rainbow Reading Gardens project that creates small reading libraries in remote villages ; Service Provider of the Year: Indo Yacht Support for tireless efforts to promote Indonesia as a superyacht destination; and Lifetime Achievement Award: Capt. Cilian Budarlaigh for efforts assisting superyacht visits, helping local charities and lobbying the government to relax maritime tourism regulations. The awards were handed out at the recent BaliMoon Superyacht Rendezvous, held at the BCP City Hotel in Bali, Indonesia. A posthumous Distinguished Service Award was given to Bapak Kus Projolalito for work assisting yachts in obtaining the cruising permits necessary to visit Indonesia.

Sun powers circumnavigation

The solar-powered yacht Türanor has crossed the Atlantic and is on its way to circumnavigating the globe. Türanor has 38,000 solar cells to power what the yacht claims is the world’s largest lithium ion battery, which then powers the boat’s electric motor. She cruises at about 7.5 knots and is travelling along an equatorial route to take most advantage of the sunshine, according to a story on PowerBoatWorld.com Launched last April in Kiel, Germany, the 85-ton catamaran left

Monaco in September and crossed the Atlantic Ocean last month. She then sailed south and made an appearance at the United Nations climate change conference in Cancun. The yacht’s goal is to circumnavigate the world in 160 days.

Captains’ briefing in SXM

The U.S. Superyacht Association has scheduled its sixth annual Captain’s Briefing in St. Maarten for Jan. 19-20 at Isle de Sol yacht club. The event begins with a cocktail reception Wednesday, Jan. 19, from 5:30-7:30 p.m. for captains and senior crew. The half-day of panelists begin on Thursday, Jan. 20, at 2:30 p.m. with a panel discussion about the upcoming changes proposed in the Maritime Labor Convention. Panelists include Billy Smith of Trinity Yachts, Peter Southgate of the Cayman Island Registry, and Gene Sweeney of the Marshall Island Registry. At 4 p.m., an update from the Maritime Security Council will detail the regulations involved in entering U.S. waters. The speaker for this session is Corey Ranslem of Secure Waters. The event ends with a cocktail reception at 5:30 p.m. with an address by the organizers of the America’s Cup.

NOAA, Spain cooperate on wrecks

The United States’ Office of National Marine Sanctuaries and Spain’s Ministry of Culture announced in November the signing of a memorandum of understanding outlining a framework to jointly identify, protect, manage and preserve underwater cultural resources of mutual interest within their respective areas of responsibility. The arrangement, basically, calls for the exchange of information on underwater cultural resources. “The heritage spawned by Spain’s interactions with the sea and the exploration and settlement of our coasts by Spanish mariners dates back 500 years,” said James P. Delgado, NOAA National Marine Sanctuary Maritime Heritage Program director. “This arrangement will give us access to the incredible records in the archives and libraries of Spain.” An example of the type of work that will benefit from the new arrangement is the discovery of a wreck that may be the Spanish ship San Agustin, which was lost in November 1595 in California waters. The U.S. National Park Service located an offshore wreck site during a survey of Drakes Bay in 1982-1983. No excavation of the buried wreck site offshore has been done to confirm that it is all or a portion of the lost galleon.


The Triton

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CREW NEWS

M/Y Big Fish delivers YAG goods to Chile By Chief Stew Cath Carlsen It all started with a conversation between two captains. Capt. Winston Joyce-Clarke was discussing the latest voyages for M/Y Big Fish with Mark Drewelow, founder of Yacht Aid Global (YAG). The vessel was departing Florida for Panama, and from there, gunning down the Pacific Ocean toward a little island called Más a Tierra but famously known as Isla Robinson Crusoe. The name itself immediately conjures up stories of the legend’s daily life in 1704 on the island: foraging for food, Bible studies and waiting at the lookout for a ship to come to his aid. Today, the island’s name doesn’t instantly resonate with the legend. Instead, it’s the hardship that the locals have faced since an 8.8 earthquake hit Chile in February. Swapping legends for real-life stories, locals were awoken by a solid 65-foot wave heading toward the village of San Juan Bautista in the early hours of the morning. Many were still asleep when the wave struck, all but one 12-year-old girl who managed to alarm her neighbors and clamber for higher ground. Everyone’s livelihoods were washed away in an instant. The government was weak in its response, and except for the grace of several private donors, the local people are still struggling. Capt. Mark brought the conversation back to the children on the island. Their school was now buried below sea level along with every textbook and writing implement. Lessons for the 150 pupils are taught in cargo containers. It was a perfect partnership for YAG and Big Fish. Donations from crew and previous charter guests enabled us to provide more than $8,000 worth of supplies for the school. Items ranged from laptops, printers and stationary to

The mountain of school supplies and sports equipment Big Fish and YAG delivered to the tsunami swept Isla Robinson Crusoe. PHOTO FROM BIG FISH CREW sports equipment. The main salon was bulging with the goodies when we arrived in Cumberland Bay, Robinson Crusoe. The 10-day passage down had us quizzing each other on what to expect of a landscape trying to recover. We received a warm welcome from Headmaster Juan Carlos who stepped onboard with seven pupils shying away from all these strange faces. Everyone was awestruck to be stepping onboard a boat of such magnitude. We entertained with dance sessions on the bow, playing with the video wall and admiring the view of their homes from the crow’s nest. But the real hype came when the footballs were spotted. When the realization hit that the pyramid of sports gear was for their school, everyone shrieked in delight. Hula-Hoops had to be tested on the bow. Even Capt. Winston tried to compete with one of the local girls, much to shouts of laughter from crew.

A soccer match was fixed for that afternoon, Big Fish versus Robinson Crusoe. The muchos gracias sang high notes of praise as the tender was loaded for shore. The crew of Big Fish would like to thank everyone who contributed to this cause. Seeing those wide smiles on the children’s faces made it more than worthwhile. Yacht Aid Global has been helping isolated communities around the world since 2006. Capt. Mark spent 20 years at sea in many of the countries where YAG has had an impact. It relies on luxury yachts traveling to countries in need of medical and school supplies to deliver the equipment and supplies. YAG is “changing the world without changing course.” Nothing complicated; just trying to make a difference. For more, visit www.yachtaidglobal.org. Cath Carlsen is chief stew of M/Y Big Fish. Comments on this story are welcome at editorial@the-triton.com.

January 2011 A


A10 January 2011 Photo Gallery

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The M/Y Aurora crew braved winter conditions to take a Christmas card photo and make a snowman (?) from a snowfall on Dec. 15 while in Shanghai.  PHOTOS FROM CAPT. RICK KEMPER

Tens of thousands of motorcyclists, including many yachties, rolled through South Florida roads on Dec. 5 to raise money and toys for Joe DiMaggio’s Children’s Hospital. In the front is Bob Sandhorn from Mobius Design with Wendy Elder (a former yachtie turned real estate agent to yachties), Capt. Dan Jackson in the black helmet, and Capt. Mike Dailey and his wife, Sue, following. Behind is Steve Smith, owner of Servowatch, in the PHOTO FROM CAPT. MIKE DAILEY black helmet in the center. 

Tuesday brought cloudy weather, but by Wednesday the sun had come out over the Antigua Charter Show. More than 100 yachts were on display during the show which ran Dec. 6 -11. PHOTOS FROM CHRIS COLLINS

The crew of M/Y Lady J with Portia Mogal from IGY Rodney Bay Marina, St. Lucia and again decked out for themed party in their best Alice in Wonderland costumes during the Yacht Hop. PHOTOS FROM SARAH BENSIMON


The Triton

www.the-triton.com LESSON LEARNED: Remote medical assistance benefits

January 2011 A11

Language barriers can slow emergency treatment dramatically LESSON, from page A1 wound, which helped constrict the bleeding, and an ambulance arrived in about 10 minutes, giving him a crucial IV. Dugas-Standish was in pain, but he repeatedly refused medication. “It was painful, but it was a meaningful pain,” he said. “I was in an environment I didn’t trust and I didn’t want to be doped up.” Dugas-Standish was taken to a hospital on the French side of the island, and immediately encountered the first of several problems that would teach him an important yachting lesson. “There was a big barrier, language,” he said. “The doctor wanted me to go to the hospital in Guadeloupe, so he delayed cleaning and sewing the wound. I had no one to talk to, no one to help.” Pegasus was contracted with a remote medical assistance provider, but no one on the crew, including Dugas-Standish, realized it could have provided a translator.

Captain kept his cool

Meanwhile, the bosun took the WaveRunner back to the yacht. He walked to the crew mess dripping saltwater and blood, but was unable to

speak, most likely from shock, DugasStandish said. The engineer shook the bosun until he recovered to explain what had happened. The crew then loaded in the car to look for their captain. Dugas-Standish said the island was in the midst of closing down the old hospital to open a new one and he was caught in the transition. Equipment and supplies were not available and he was wet, sandy and without blankets. By the time his crew found him 90 minutes later, Dugas-Standish still had not received medication or treatment because of the language barrier. A French-speaking crew member stepped in to get things moving and determine the next step. Dugas-Standish wanted to fly home to the United States, but the doctor wanted to send him to Guadaloupe. The crew fought to fulfill their captain’s request. Again, no one realized the yacht’s contract with the remote medical assistance provider could have done it all for them. Meanwhile, Dugas-Standish told jokes to equalize the drama. “I had to,” he said. “The crew would come in and turn white when they saw me. Some of them threw up. The hospital just put little pieces of gauze

over it.” The lessons came hard that day, and the next one was a biggie. Medical evacuations require a receiving hospital before moving a patient. “They won’t let you into the U.S. with an injury and no place to go,” Dugas-Standish said. It was also not the time to learn that, once approved, medevacs require prepayment before the plane will take off. Eventually, Broward General Medical Center in Ft. Lauderdale approved Dugas-Standish’s arrival, and the Pegasus crew arranged for a friend to go to the hospital with a credit card. Again, the yacht’s coverage would have made the arrangements for them, had they known how to use it. The medevac, the payment and even French translation services, were all covered by services the yacht already had in place. Without this knowledge, his departure and treatment were significantly delayed, Dugas-Standish said. Finally, half a day later, he was on his way to Florida. “Once I knew I was getting help, once I knew I was going to a hospital in the states, I called my wife and got morphine.”

‘Like a bomb exploded in there’

It was three days after the accident

before he had surgery, which required 47 screws, numerous pieces of metal and a section from his stomach. There are six sinus cavities in the human head, Dugas-Standish said, and he had destroyed one in the accident. He didn’t realize until he saw the ski that his face had dented the tip. “It was like a bomb exploded in there,” Dugas-Standish said. “The bone was missing.” Surgeons can’t just seal internal cavities because they’re hollow. “They took fat out of my stomach, cleaned it up and laid the existing bone on the blubber,” he said. “Then, they screwed it down.” The captain spent four days in the hospital and stayed with a friend for 30 days of recovery. He was bedridden with only brief stints of walking and he was far from his Seattle home. Twelve months later, doctors again operated to reshape the sinus cavity they had rebuilt. Today, Dugas-Standish works hard to ensure his crew are prepared for just about anything. He is famous in yachting circles for buying Annie, the practice dummy, and anything medical he can get, including

See LESSON, page A12


A12 January 2011 LESSON LEARNED: Remote medical assistance benefits

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Perle Bleue crew stepped in as emergency medical unit MEDEVAC, from page A1 Bermuda Radio immediately contacted District 5 of the Coast Guard in Norfolk and from there we were in direct touch with various medical authorities. The decision was rendered to commence rescue operations at daybreak 0700 EST on Oct. 25. I learned that two air units would fly to Bermuda, refuel and a second crew would perform the rescue via helicopter. The USCG medical staff continued to contact me every four hours from the time the decision was made to check on Peter’s vitals. Meanwhile, the whole Perle Bleue crew became one medical unit. Some were doing morphine injections, some were feeding Peter, and at some point in the night, some were about to perform a medical procedure no one was eager to perform. At the 24th hour, Peter urinated and saved us all from having to perform that painful activity. At precisely 16:46, (ST, Z-2H) the rescue operation commenced by the appearance of a C-16 USCG plane and a large helicopter. From the sky came an orange angel to take our friend to safety. The swimmer came down on deck after first having a good look for the position on our foredeck. The whole operation of rescue took 20 minutes and was performed to perfection, not only by the USCG crew, but also by the crew of M/Y Perle Bleue. Please note that besides myself and the engineer, Steffen, (both of us have had prior navy training in helicopter rescue), no one in the crew had any such training. From the delivery chef Waine, Stew Lauren, Deckhand Gerhardt, First Mate Tim and Eng.

Despite having no formal helicopter rescue training, the Perle Bleue crew performed like a well-oiled machine during the incident. PHOTO FROM CAPT. GIANNI BRILL

Steffen, everyone did a great job, like a well-oiled machine. Peter went up in the basket with a huge smile on his face (the morphine at work) like he made that trip every day on his way to the office. As a side bar, Peter recently bought two helicopters and formed Star Helicopters Services in Los Angeles. I was totally impressed with the USCG’s professionalism and the ease of the whole operation. And I would also like to acknowledge the huge help from Bermuda Radio, which I have had the honor of working with previously, including during Hurricane Bertha in 2008 while I was pinned in St. George’s harbor with a 133-foot sailing yacht. Postscript: Peter was stabilized in Bermuda and airlifted to Ft. Lauderdale. Medical authorities found a large stone blocking his left kidney. Capt. Gianni Brill is in command of the 124-foot Hakvoort M/Y Perle Bleue. Comments on this story are welcome at editorial@the-triton.com.

Ask yourself: ‘Is the equipment working? Do I know how to use it?’ LESSON, from page A11 CPR equipment and defibrillators. He’s also serious about medical training with crew. “Our guests range from 1 year old to 72,” he said. “We have to be ready.” Dugas-Standish encourages crew to research their yacht’s insurance policies to understand the coverage and to understand that health insurance is separate from hull insurance. He recommends that all yachts purchase a medical service such as MedAire or OnCall International for remote assistance and evacuations. But even more importantly, he said, is knowing how to use it. “For crew, they have to train,” he

said. “Am I ready for an accident? Do I know the local resources? How would we evacuate? Is the equipment working? Do I know how to use it?” Take backboards as an example, he said. Not everyone knows exactly how to use one. “It’s not like people don’t train, they do train, for fire, STCW. You just have to throw in more medical,” DugasStandish said. “I know why now, I have firsthand knowledge.” “Now, when I’m training crew, I say ‘This is real, you have to pay attention.’” Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at dorie@the-triton.com.


The Triton

www.the-triton.com FROM THE BRIDGE: Watch keepers

January 2011 A13

Accident? ‘I can guarantee, someone was not trained right’ BRIDGE, from page A1 watch keepers – meaning certified, licensed as officer of the watch crew.” A third captain said he applies the principles of a large yacht ‘s standard operating procedures even on smaller boats. He trains the deckhands and runs them through training until he feels they are competent. “If there’s an accident, you have to sign a document saying you believed them to be competent without a doubt,” this captain said. “If there is a court case, you hope you can justify your behavior.” “When an accident occurs, I can guarantee, someone was not trained right,” another captain said. As to allowing non-crew in the bridge, the answers ran the range from anyone to only watch keepers. Several captains allow people to sit on the bridge while they’re under way and the majority of the captains allow the owner at the station. “But on the big ones, if you are not on watch, you are not allowed on the bridge,” a captain said. The watch keeper is in charge of the vessel when under way, at anchor or at the dock. Although the captain is ultimately responsible for everything onboard, the watch keeper is temporarily in charge of all navigation and ship systems. Most of the captains prefer to have two crew on watch, with one at the helm and one to walk the yacht. At the dock, most yachts have someone walk the boat every two hours, and each hour while under way. On many smaller boats, there is only one person to do both. Depending on the trip or location, watch keepers will transfer their position to the next crew every two to six hours and the person leaving the post must relay pertinent information to the incoming crew. On the bridge, if you change anything, one captain said, you have to tell the next person. “You don’t just pass each other,” he said. “You have to stay on the bridge, let your eyes adjust, tell the other person what has happened.” Another captain said that seemingly insignificant information must be relayed. If the settings on the radar changed from 50 nautical miles to 20, for example, the next watch keeper might think there are no vessels nearby when there are. “I changed this, we saw this, what our targets are, where we are, who we’ve communicated with, which settings were changed on radar ...,” he said as examples. “Everything has to go into the log, everything,” another captain said. The captains listed the type of data they expect documented in their vessel’s logbook: communication with other vessels, the time, speed, course,

distance, weather, sea state and even the barometric pressure. What about sunsets and events such as dolphin sightings? “Yeah, sometimes they’ll record that anyway,” a captain said. As to who checks the engine room, that again, depends on the number of crew. “The engineer does the engine checks on my boat and the engine log,” a captain said. “He does it every hour.” Another captain said he trained his deckhand to do the checks and record the data because he does not have an

engineer. The captains talked about what type of issues can occur on the bridge. “Fatigue is definitely the biggest problem,” a captain said. Crew work their job and then serve as lookout, also. It can be even more taxing on long passages and at night, a captain said. Another issue, the captains said, is distractions. “Absolutely no iPods,” a captain said. “No computers, no cell phones.” “The MCA issued an MSN that said no mobile phones on the bridge,” another captain said.

“You can also put it into the standing orders.” “They say, ‘I’m sitting here doing nothing,’” a third captain said of new crew. “I say, no you’re not, you’re working.” Several captains had something to say about ensuring the watch keeper will call them for any possible concern. “I tell them, any question, any doubt, don’t be afraid to call me,” a captain said. “Don’t be a hero,” another said.

See BRIDGE, page A14


A14 January 2011 FROM THE BRIDGE: Watch keepers

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‘New crew may be hesitant to bother the captain’ BRIDGE, from page A13 “Rather safe than sorry,” a third captain said. Another captain suggested using written procedures, a watch keeper’s list, no matter the size of the vessel, so watch keepers know in what situations to alert the captain. “It’s all great to say, but the problem is that cockiness,” a captain said. Several of the captains nodded in understanding that green, or young crew may feel that they can handle the situation on their own. One captain said that new crew may be hesitant to bother the captain with what could be a small matter. On a similar note, several captains reiterated that they are in charge, even when they are not on watch. So how do they sleep with someone else at the helm? “We have to reprimand, babysit and double check everything,” a captain said. “I have to double check what they’ve done,” another captain said. “I have to.” “If there is an issue and they are not licensed, the captain is still the one on the block,” a third captain said. “But, I’m in the cabin behind the bridge,” he said, “I’m just behind the wall, they know I’ll help.”

captain said. “We have to keep them interested,” another captain said. “We have to give them a massive carrot.” “Unless one of us takes them aside, they can have two years on the chamois and have a license,” a third captain said. “I know these guys don’t want to be in that chamois position forever.” One of the captains said he is in yachting for his career, not just a job, but he thinks some of the new crew don’t take it as seriously. “Some of them don’t have the attention to detail,” another captain said. “I tell them, I’ll teach until you stop learning,” said a third. “If you put in effort, I’ll put in the effort.” “Sometimes I ask them for feedback,” the second captain said. “They have to feel comfortable, wanted and respected.” “We’re not dictators or tyrants,” another captain said, “or we wouldn’t have any crew.”

Attendees of The Triton’s December Bridge luncheon were, from left, Chris Boland of M/Y Inevitable, Conor Craig of M/Y Camelot, Jeff Hardgrave of M/Y Mimi, Shane Creech (freelance), Stephen Pepe of M/Y Dreams, Andrew Brennan of M/Y Freedom ‘R’, Phil Frost of M/Y Lady H, Brendan Thayer (freelance), Tim Harris (freelance), and Derek Treliving of M/Y BG. PHOTO/DORIE COX Dorie Cox is associate editor of “If you can’t sleep with that person on watch, then you might as well stay there,” another captain said. Watch keeping is a big step toward being in command of a vessel in the

future. Although the captains at lunch are the trainers on their yachts, are captains the primary mentors for the next generation? “We must be, it’s part of the deal,” a

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 dorie@the-triton.com for an invitation to our monthly Bridge luncheon.


The Triton

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CREW NEWS

Brokers tackle charter tips with credit cards, checks By Carol Bareuther

How to tip

The tip or gratuity is typically given by the charter guest to the captain at the end of a charter. The amount is traditionally paid in cash in the Caribbean. After all, “when the charter yachting business here started, it was all about greenbacks and in many ways still is,” said Dick Schoonover, who manages Charterport BVI, a BVI-based To tip or not to tip clearinghouse. “Where do you bank The practice of leaving a tip is on remote islands like Jost Van Dyke a common one in the hospitality or Union, Canouan or Mayreau in the industry, of which charter yachts are a Grenadines?” part. The problem with a cash tip for the However, controversy over whether guests, said Capt. Mat Brockh of the 84a charter yacht crew should be tipped foot DeFever NSS Pattam, “is that they recently arose when a crewed yacht would have to know the maximum they was called to task for suggesting a are willing to give, in advance, and then gratuity on its Web site. Yet, almost if they go shopping, the tip diminishes every crewed yacht gives out this by the shopping amounts. Carrying a information. On the yacht’s side, a lot of cash is also a potential pain for discussion revealed that a substantial both the guest and the crew for security number of charters were conducted for which no gratuity was given, but for reasons.” While cash remains the preferred which the crews felt they provided good form of tips for crews, many yachts or great service. also accept traveler’s checks, personal “Tips are the crew’s lifeblood and a checks and, more barometer of how credit cards. well the charter ‘Tips are the crew’s recently, “We now process went,” said Kevin lifeblood and a more than a few cards Jonas, president for gratuities phoned in barometer of how of Mainsail Yacht Charters in Bedford, well the charter went.’ from our member crews the tail of the charter N.H. “If a boat — Kevin Jonas, at week,” Schoonover said. were to add on the Mainsail Yacht Charters­­­ “Of course, there remains customary 10-20 the possibility that it was percent tip on to a sham, and the charter guests that their rates, they could price themselves seemed so happy at the close of the out of the market. Then again, some charter went home and instead called think that owner/operators especially their bank and disputed or cancelled are making money on the charter, so the charged tip. That hasn’t happened why tip? And not all charter guests to us yet.” come from a culture of tipping.” The issue then becomes, who One solution proposed in the BVI pays the credit card processing fee was that crewed yachts specify a – yacht, clearinghouse or broker? Some mandatory tip, which would be kept high-volume brokers have absorbed in escrow by the broker until the this, while some busy boats have conclusion of the charter. The guest could then tell the broker to return, and incorporated it into their cost of doing business. not release the money to the crew, if Some brokers and even charter service was poor. guests have come up with creative The great preponderance of tipping options. feedback at the seminar was against For example, Tom DeMartine of this option and in favor of brokers Virgin Island Sailing/Seven Seas Yacht giving charterers more specific Charters, in Nokomis, Fla., suggested tipping advice. In addition, brokers, the idea of tipping via giving the crew who are members of the Caribbean a prepaid charge card, or gift card. This Yacht Brokers Association, said they idea met with a positive reaction by would not resent the mention of a fellow brokers and crews alike. tipping range of 15-20 percent in yacht Even more imaginative, Brian information sheets. Johnson, owner/operator of the 65-foot “I hope this works,” said Tim Schaaf, Irwin ketch Sublime and president of owner/operator of the 45-foot Leopard the Virgin Islands Charteryacht League, catamaran Jet Stream and chairman of said one yacht crew he knew received the Charter Yacht Society of the BVI. round-the-world airline tickets as a “Otherwise a mandatory tip will be gratuity from a client. instituted. The gratuity is a part of the business model and most certainly not Carol Bareuther is a freelance writer in just a gift, and our preference is to work St. Thomas. Comments on this story are hand-in-hand with the brokers.” welcome at editorial@the-triton.com. Charter gratuities, whether charter guests should be required to tip and how tips should be paid, was a topic of discussion at broker and crew meetings at British and U.S. Virgin Islands charter shows this fall.

January 2011 A15


A16 January 2011 BUSINESS BRIEFS

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Yachties get coach, new stew instructor Life coaching for yacht crew

Capt. Rob Gannon has started The Yacht Crew Coach, a career coaching company that specializes in work with yacht crew. “ I became a big fan of the coaching process by working with a coach when I was trying to figure out a shore-side life,” said Gannon, who has 25 years working on yachts. “ I understand crew issues and I know how to work with someone through transition and change.” The company will help crew with owner and guest issues, shipmate and captain issues, isolation, loneliness and “should I stay or should I go?” questions. For more details, visit yachtcrewcoach.com.

Bluewater hires interior instructor Bluewater Yachting has hired Kirsty Angell as chief interior instructor. Angell recently served as chief stewardess onboard a 60m yacht and managed and trained staff of two megayachts and two airplanes. She has 15 years in the industry as a chief stewardess. Angell assisted in the creation of five new courses including interior foundation (a three-day course), interior management (a five-day course), service foundation (a one-day course), advanced service (a three-day course) and the cocktail foundation (a one-day course). Bluewater also offers the WSET Level I and II certificate in wine courses. For more information, visit www. bluewateryachting.

Free bikes in SXM

St. Maarten-based chandlery Island Water World has available a fleet of bicycles for use around the island. For a $50 refundable deposit, anyone can use the bikes, which are equipped with baskets, for shopping or sightseeing. For more information, inquire at one of the two Island Water World locations in St. Maarten – one in Cole Bay, one in Phillipsburg, or visit www. islandwaterworld.com.

GOST launches theft-stopping fog

Global Ocean Security Technologies has launched the GOST Cloak system to protect a vessel between the time the onboard alarm is activated and the response team arrives. The system fills the vessel interior with a cloud of smoke to disorient the intruder. The vapor is a dense, white fog which reduces visibility to less than 30 cm and is normally harmless to anything onboard. The company also launched GOST Australia. Blake Cooper, managing director of Atlantis Security, will head the company’s marine security and vessel tracking systems in Australia. For information visit www. gostglobal.com.

MMA announces new officers

Marina Mile 84 Association’s 2011 officers were announced at its holiday luncheon and annual meeting in Ft. Lauderdale, hosted by executive director Margaret Croxton and the board of directors. Officers include President Bill Bigger of Marina Mile Realty, Vice President Joe Rubano of RPM Diesel, Treasurer Dick Polcini of Diamond Marine, and executive committee members Keith Hart of Diesel Services of America and Greg Poulos of Rolly Marine. The advisory board members to be installed in January include Chris Brown of High Seas Yacht Service, Bob Dean of Peterson Fuel Delivery, Jim O’Malley of Southeast Bank and Phil Purcell of Westport Shipyard and Yacht Sales.

MSCB hires new sales manager

Moore Stephens Crew Benefits Limited (MSCB) has appointed Melanie Langley sales manager in the Mediterranean. She will be based in Mallorca. Fluent in Spanish, Langley has been a financial broker and has management experience working with a tour operator. For more information visit www. mscb.im.

Yacht Solutions hires paint chief

Thailand-based Yacht Solutions announced Scott Taylor as head of its paint division. Taylor brings 25 years experience in yacht painting, fairing applications and project management through his work with Camper & Nicholsons, Devonport Yachts, VT Shipyard UK and Royal Denship Denmark, and experience on yachts including Mirabella V, Cristiana B and Leander. For more information,

visit www.yachtsolutions.net.

Moore again chairman of ISS

Miami attorney Michael T. Moore has been re-elected as chairman of the board of the International SeaKeepers Society. Moore is the founder of Miamibased law firm Moore & Company and a former executive partner and director of Holland and Knight. He has practiced maritime and aviation law for more than 30 years. For more, visit www.seakeepers.org.

Seakeeper expands

Seakeeper has expanded into the Balearic Islands with Global Marine Mallorca as its official distributor for its internal gyro stabilization systems. “Due to the lack of berths and the high costs in the Balearic Islands, more people are anchoring offshore and they want to be comfortable,” said Tanja Lutz of Global Marine Mallorca’s sales and marketing department. For details, visit www.seakeeper.com.

E3 Antigua open year round

The Antigua office of e3 is now open for business throughout the year. E3 also has appointed Mark Smith as fulltime manager. Smith has worked as an engineer on yachts and has a technical background. Regular visitors to Antigua may recognize him as the drummer in the local band Urban Hustle and formerly in Itchy Feet. For more information, visit www.e3s. com.

IYB recognized by RINA

International Yacht Bureau (IYB) in Ft. Lauderdale has been recognized as surveyors on behalf of the Italian classification society RINA (Registro Italiano Navale). “This new level of cooperation provides enormous benefits to yachts, including the harmonization of flagstate and class surveys,” said Capt. Jake DesVergers, chief surveyor for IYB. “Our network of 35 survey stations will be trained on the specific rules for RINA-classed yachts, thus allowing our yacht-experienced surveyors to provide the Society with representation in the world’s main yachting locations.” DesVergers writes The Triton’s Rules of the Road column, found on the front of the B section each month. For more information, visit www. yachtbureau.org.

CORRECTION M/Y Cakewalk is 281 feet long. A story in the December issue indicated otherwise. The Triton regrets the error.


A18 January 2011 OBITUARY: Capt. Doug Abbott

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Multi-talented yacht captain dies suddenly in Ft. Lauderdale By Dorie Cox Capt. Douglas Abbott of M/Y Odalisque, a 117-foot Feadship, died suddenly on Dec. 2 in Ft. Lauderdale. He was 62 years old. He was taken to Broward General Medical Center but attempts to revive him were unsuccessful. The cause of his death is unknown. Capt. Abbott’s yachting career spanned a decade, including service as first officer on M/Y Domani and first mate on M/Y Enterprise V. He served as captain aboard motoryachts P.G.’s Jester, Mi Amere, Olé and the M/V Caribbean Explorer. Capt. Abbott was born in Franklin, N.H., and joined the U.S. Navy in 1968. He earned a bachelor’s degree in electrical engineering from Lowell Tech, now part of the University of Massachusetts. After his military service, he worked for 20 years with Hughes Aircraft in the missile guidance department and Martin Marietta, now Lockheed Martin, in electronics and computer systems for military aircraft and submarines. “He gave it all up and bought a sailboat,” said his sister, Pat Dearborn. “He learned to sail on a Sunfish, bought a sailboat and went to the Caribbean.”

“Tuscan Fog,” a photograph by Douglas Abbott, is on display at Gallerie Jenner in Ft. Lauderdale. Capt. Abbott, below, on M/Y Odalisque in Ft. PHOTO/DORIE COX Lauderdale last summer. Capt. Abbott worked on charter sailboats and dive boats in the Caribbean and continued to upgrade his license, eventually working in the large yacht industry. He landed in Ft. Lauderdale and worked at Bluewater Books and Charts for several years until his recent position on Odalisque. “He had been looking at a sailboat, a Tayana, he wanted to buy for himself,” said Stephen Hill of Hill Yacht

Studio said. Hill had connected Capt. Abbott with a temporary captain job with International Field Studies, a non-profit organization designed to enhance classroom learning. Capt. Abbott captained S/Y DejaVue out of Andros for the school program several years ago. Capt. Abbott was an amateur photographer with blooming potential. “His works have received critical acclaim in the art world and I am proud to continue to represent his amazing works through Galerie Jenner,” said Jeremiah Jenner, his photography instructor. Capt. Abbott also was active with several recreational motorcycle groups and had traveled much of the United States by motorcycle, including Denver, Michigan and the eastern United States. “He was a very tech savvy guy,” said C.M Guerrero, a fellow biker and professional photographer. “He always had all the gizmos and gadgets, very state of the art. A real renaissance man.” Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at dorie@the-triton.com.


The Triton

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WRITE TO BE HEARD

January 2011 A19

Shares tales of sales tax cap success with FYBA There is no question that the economic tides are finally turning as the signs of recovery are everywhere, from the “sold” signs on properties all around Fort Lauderdale to the increasing number of temporary license tags that can be seen on newly purchased cars. The news coming from all parts of the boating market – especially following the Fort Lauderdale International Boat Show – is unquestionably positive. The Florida Yacht Broker’s Association has been working to provide some additional tools to help everyone recover as quickly as possible from this unprecedented economic decline. FYBA and the Marine Industries Association of South Florida hired three lobbyists, a public relations firm and two economists to help push the $18,000 sales and use tax cap through the legislature. All our work paid off as Florida yacht brokers now can sell boats in Florida. Their clients can register them in Florida. And, they can keep and use their boats here, as well as charter and list them for sale, without the costs and hassles of foreign flagging. Now, we need to show state lawmakers how wise they were in passing this bold policy. To accomplish this, FYBA is asking for success stories. Tell us about the boat sales that this new law helped make possible. We will collect this information and share it with lawmakers. Please e-mail them to randi@fyba. org. Broker Jeff Erdman President, Bollman Yachts Director, Florida Yacht Brokers Association

Hurricane Ivan proved Grenada not out of danger With all due respect to Ms. Gardner [“Grenada: An island with personality,” page B1, December issue, written by freelancer Alison Gardner], Grenada was used by yachts for a number of years to escape the hurricane season because it was thought to be just outside the “hurricane box,” a large rectangle in the central Caribbean where your insurance was null and void if you were there between the start of official hurricane season to the end of it. That all changed in 2004 when Hurricane Ivan struck the island and destroyed many vessels and facilities along the south coast. More than 14,000 homes were damaged or destroyed. Wind gusts peaked at about 101 knots, leaving cruising boats piled up like cordwood along the southern half of the island, including St. Georges Harbour. Grenada has been one of my favorite spots over the years since it is one of the furthest north locations where you can see the Southern Cross, preferably sitting with a mug Editor Lucy Chabot Reed, lucy@the-triton.com

Publisher David Reed, david@the-triton.com Advertising Sales Becky Gunter, becky@the-triton.com Mike Price, mike@the-triton.com

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

St. David’s boatyard, Grenada, from the log of Capt. Brian Brooks. PHOTO FROM CAPT. LUIS BLONDET

of callaloo soup overlooking Calvigny Island on Clark’s Court Bay. I have many friends and spent much time there, but it is definitely not “south of the hurricane belt.” Capt. Brian Brooks Hamilton, Ontario

Stews not rocket scientists. Ha!

This comment is in reference to Alene Keenan’s column in the November issue quoting the captain who told a stew she didn’t need training because her job “is not rocket Contributors Capt. Doug Abbott, Carol Bareuther, Sarah Bensimon, Ron Blom, Capt. Gianni Brill, Chief Stew Cath Carlsen, Mark A. Cline, Chris Collins, Capt. Mike Dailey, Jake DesVergers, Mate/Chef Julianne Hammond, Ernest Janssen, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Jim Kelleher, Capt. Rick Kemper, Keith Murray, Steve Pica, Rossmare Intl., James Schot, Capt. John Wampler

science, [“Learning new skills keeps professional stews on top,” page C4]. Beyond foolish would be the Gulfstream captain who referred to the flight attendant as the “galley wench.” Add such a comment to one’s bucket list of “Things You Might Be Able To Do Once Before You Die.” In fact, the aviation industry long ago abandoned the term stewardess, choosing flight attendant instead in deference to the fact that it’s those cabin-side crew members who might very well one day save the captain’s life. In our world, as in yachting’s, captains are apex supervisors upon whose shoulders rest ultimate responsibility for the well-being of his ship, his passengers and his crew. The captain who either denigrates or allows denigration of any crew member, regardless of position or status, doesn’t deserve the stripes he – or she – wears. Bob Howie Assistant chief pilot Wing Aviation Charter Services, Houston, Texas Vol. 7, No.10

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2010 Triton Publishing Group Inc. All rights reserved.

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


Everyone’s safety at stake

Questionable air quality

Cool it, the right way

Time to check medical gear

Get rid of germs, gases

A primer on yacht systems

B2

B4

Section B

B7

Prepare for hikes

Who’s behind that Triton?

Demand for oil going up

Crew who can’t be named

B10

www.the-triton.com

January 2011

SAVE YOURSELF FROM COMPUTER STRESS

It’s crucial to have a backup plan By Capt. Doug Abbott The season had been going well, with the last and biggest charter of the year two days away. Always a stressful and active time, the senior crew meeting was important. The chief engineer, mate and captain were chatting, wondering where the chef and chief stew were. One look at the chief stew’s face showed that this was not going to be a good day. “What’s the matter?” the captain asked. The chief stew said nothing. Instead she turned the laptop around for all to see.

data you store on your computer. Obviously, the more important it is to you, the more important backing it up becomes. A common concern is that making the backups takes too long. Most backup programs work by recording only those files that have changed. The first time you backup is usually the longest. If you go for long periods between backups, then the process is going to take time. By keeping the number of files that have been changed or added small (a result of regular backups), the process can be

See BACKUP, page B13

See RULES, page B12

COPYRIGHT SCOTT MAXWELL; IMAGE FROM BIGSTOCKPHOTO.COM

generate work lists, these devices have become an integral and important part of shipboard operation. If you provide the guests with videos and/or pictures of their time aboard, the loss of these images can affect return business.

The basics

As a general rule, people who use their computer occasionally (5 hours a week or less) should back up their data at least weekly. If you use your computer more frequently, however, (more than 10 hours a week), doing it daily is probably a good idea. Another variable is the type of

EU 100% rule on inspections may hit yachts Sovereign and other self-governing nations have the right to control any activities within their borders, including those of visiting yachts. Authority and control over foreignflagged ships in a country’s ports, used for verifying compliance with the requirements of the applicable maritime conventions, is called Port State Control (PSC). PSC comes on the scene when ship owners, ship managers, classification societies, and flag state administrations fail to comply with the requirements of international and national maritime conventions. It is well understood that the ultimate Rules of the Road responsibility for enforcing Jake DesVergers conventions is left to the flag state, also known as the administration. Port states are entitled to control foreign ships visiting their own ports to ensure that any deficiencies found, including those concerning living conditions and safety of shipboard personnel, are rectified before they are allowed to sail. In the inspection regime, Port State Control is regarded as complementary to the inspections performed by the flag state, each of them working together toward a common goal and purpose. The Paris Memorandum of Understanding (MOU) is an administrative agreement between 27 maritime authorities. In 1978 the Hague Memorandum between a number of maritime authorities in Western Europe was developed. It dealt mainly with enforcement of shipboard living and working conditions. However, just as the Memorandum

It’s not if, it’s when

If there’s one important task computer users regularly ignore, it’s backing up their data, including important items such as office documents, music, videos, and photos. Things go wrong sometimes; you deleted and emptied the trash, thereby deleting an important file, hard drives fail, you send out the computer for service, and find out that the drive has been wiped clean, or things go bump in the night or fall off the table. One of the biggest reasons people neglect backing up is that they don’t know where to start, what tools to use, or how to go about it. The process is relatively simple these days and often completely automated, so you won’t have any excuses when your music library and ship’s financial records are gone. In June 2006, the New York Times reported that Microsoft research showed that 9 out of 10 PC owners do not regularly back up their files. With the number of computers on yachts growing, and the need to track expenses, inventory or

B15


B January 2011 ONBOARD EMERGENCIES: Sea Sick

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New Year’s resolution: Give your medical kit a check up It’s that time of year again: Time to buy a new calendar, make New Year’s resolutions and go through your medical equipment. The first step to giving your onboard medical plan a check-up is to gather all of your medical equipment, first aid kits, oxygen and the automated external Sea Sick defibrillator Keith Murray (AED). This includes any small kits on the tender, the one in the galley and the one in the engine room. We need to check all kits for missing or expired items, opened packages, and

basically anything that looks out of place. 1. Medical Equipment Let’s start with the simple things such as medical exam gloves, eye protection (safety goggles) and a CPR mask. Gloves and masks have a shelf life and should be replaced annually. Gloves are inexpensive, so when in doubt, throw them out. With the CPR mask, check it over to see if it looks cracked, dirty, discolored or melted. If so, replace it. Again, this is an inexpensive item, about $20. 2. Medication Next, look at each medication. Is it current? Is it organized? What is it used for? If anything is expired, order replacements and dispose of the old medication. If you are unsure what the medication is prescribed for, check the

manual or USB drive that came with your kit. If you can’t find the manual or USB drive contact the maker of the kit for help. If all else fails, call or e-mail me and I will try to assist. It is critical that crew members understand what medications a boat carries, how to use them, where they are stored and when they expire. Each vessel should have either good manuals, a USB flash drive or an application for a smart phone that helps with this. 3. AED Having at least one AED onboard also can be essential. Without an AED, the chances of surviving sudden cardiac arrest outside of a hospital are small, less than 5 percent. However, if the AED is applied quickly, the victim’s odds increase to about 70-90 percent. Many yachts now carry two AEDs, one for the main ship and another

for the tender. Often, the tender is closest to the medical emergency, but unfortunately, the tender’s medical system is overlooked. If you have an AED, inspect it. (Most manufacturers recommend a monthly inspection, so this New Year’s check up is critical.) If you are not already doing so, create a log book or use an AED inspection tag to track inspections. AEDs have two major parts that must be replaced periodically – the electrode pads and the battery. Most electrode pads have a two-year life and the expiration dates should be clearly marked. Verify that you have a spare set of electrode pads as well as pediatric electrodes if you have children on board. The battery, once installed in the unit, has a life span of two to five years. Write the installation date on the battery or on a sticker on the back of the AED as a reminder. Don’t wait until the AED is beeping. This is the low battery warning. Be proactive and order a new battery before this happens. Check to see if your AED has been updated to the new American Heart Association guidelines. Several companies that manufacture AEDs have issued recalls, so check to see if your AED has been affected or if it requires service. (If you are not comfortable performing an inspection of your AED, call or e-mail me. I can walk you through the process. If you are unsure how to check the recall status of your AED, e-mail me the make, model and serial number and I will check for you.) 4. Medical Oxygen Check your medical oxygen. Is the tank full? Turn it on to make sure the regulator and tank function properly. When was the last time the tank itself was inspected? Oxygen tanks generally require hydro testing every five years and should only be filled with “medical” oxygen, which is highly filtered. What about the oxygen masks, nasal cannulas and tubing? Are these in good condition? If they look old, worn or yellow, it’s time to replace these. Practice and learn all about your oxygen equipment when you have time, not during an emergency. Please note: If you are using the oxygen for training purposes be certain to have it re-filled immediately. Be proactive. Being prepared for emergencies is the key to saving lives. Have a safe and happy new year. Keith Murray, a former Florida firefighter EMT, is the owner of The CPR School which provides onboard CPR, AED first aid safety training for yacht captains and crew as well as AED sales and service. Contact The CPR School at +1-561-762-0500 or www. TheCPRSchool.com. Comments on this column are welcome at editorial@thetriton.com.


B January 2011 GREEN TECHNOLOGY

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Every breath you take: New products for air problems By Julianne Hammond Sharing air, when not underwater and on your dive buddy’s octopus, can be hazardous to your health. Sharing indoor air is statistically unhealthy due to the inflated levels of contaminants, pollutants, and particulates usually found in closed systems. The highly cooled ambient air on a typical yacht is no cleaner or healthier than the system that cools and filters it. The task of cleaning air filters usually passes to stews and deckhands. This routine maintenance means cleaning the screens or foam sheets that serve as the last wall of protection for the yacht. This process involves removing the visible residue on filters by using some spray cleaner and highpressured water at a sink or dock. Rarely can crew address the invisible enemy of germs or gases that linger there or that pass through filters. So stews can do little to minimize odors, particulates, microbes, allergens, tobacco smoke, dust or pollutants for themselves or guests. Even HEPAfiltered vacuum cleaners have minimal impact. In addition, Volatile Organic Compounds (VOC) are of particular concern to crew, since the rate of exposure indoors can be five times greater than outdoors, according to

the Environmental Protection Agency. These VOCs are emitted as gases from myriad household products – paints, varnishes, cleaning supplies, furnishings, cosmetics, degreasers, and items that have been dry-cleaned – the daily diet for the average yacht. Whether short- or long-term, crew members do well to avoid exposure as much as possible. Managing indoor air has been a sector of the environmental movement for more than a decade, and the following products address the concept of cleaner air on yachts, each with differing technologies.

All about the filters

AirManager Marine does two things, and both apparently quite well. It sterilizes ambient air, destroying 99.999 percent of microorganisms and reduces VOCs by the same figure, attaining clinical standards, according to the company’s literature. The sterilization process uses Close Couple Field Technology (CCFT), a process that generates a non-thermal energy field through a series of high voltage coils. This plasma energy is strong enough to destroy matter by rupturing cell walls. This process is called molecular ripping. This makes any spores, viruses or bacteria inert and impotent. The system then filters that air by

forcing it through High Air Flow (HAF) filters, an electrostatically charged honeycomb design that grabs the remnants of the CCFT activity, sizes down to 1/10,000th of a millimeter. This traps allergens such dust, animal dander and pollens, and VOCs including tobacco smoke. Odors are greatly reduced as well. The HAF filters are manufactured from recycled polypropylene, and as they are electrostatically charged they cannot be re-used or cleaned. But, disposal of these is simple, according to Tracey Howarth, sales and marketing manager of AirManager Marine. “The filters are biodegradable in the landfill and can be burned down to non-toxic ash,” she said. AirManager suggests crew replace filters every three months, depending on use, exposure and level of contaminants. Yearly service for the system by a certified technician is also recommended. Because AirManger also has industrial applications in airplanes, cruise ships and oil rig platforms, the company customizes its installations and has versatile standard parts. Components are manufactured, sized and paired to fit wide parameters of air capacity and flow. It can be installed in conjunction with an HVAC system or it can stand alone. To appease engineers who manage power needs, the system uses the same power as a 35-watt light bulb per 100 cubic meters. And when installed inline with HVAC, it reduces back pressure to 25 Pascals and decreases humidity, elevating the efficiency curve overall, the company said. To back its claims, AirManager states that “all testing and trialing is carried out by independent quality accredited laboratories or government facilities. Today, AirManager is the only sterilization and filtration system that is certified to provide clean air to well in excess of operating theater standards.” Good news for the Medical Officer in Charge.

Mold patrol

Envirotech Group uses “air scrubbing” technology developed by the space industry to reduce microorganisms in a household or yacht air supply. This process is referred to as Radiant Catalytic Ionization (RCI), and the unit installed on a yacht is an RCI cell. The cell consists of two primary features: a UV light and a honeycomb matrix with a multi-metallic hydrophilic coating. The interaction of the UV light and the metals is the RCI process. This activity creates a “purifying plasma” that exits the ductwork to go to work in the yacht. The process of killing the spores, mold, microbes, and bacteria in the interior, termed Advanced Oxidation Process

(AOP), happens as it permeates the air and surfaces in the yacht. AOP kills bacteria by attacking the DNA of a cell, so that it cannot replicate. This cell and its power managing (single/three phase automatic selection switch) ballast are installed in the supply side of the HVAC ductwork. Any competent yacht engineer can mount the RCI cell in the ductwork, and take care of the suggested yearly cell replacement. The power-draw of the units ranges from 17 to 20 watts. Jeff Klein, president of Envirotech Group in West Palm Beach, supplied recent data obtained from research and testing of his products at Kansas State University and the University of Cincinnati. Both protocols come to similar conclusions. “Ten of the most deadly forms of mold, fungi, bacteria and virus were subjected to a new and innovative Photocatalytic Reactor called RCI,” reported researchers from Kansas State. “Test results showed a 24-hour reduction ranging from 96.4 percent to 99.9 percent.” Klein also described the resultant interior air quality of his technology as “just like being on a mountain top in Vermont, crisp and clean.”

Every move you make

So, getting back to the basics, how can crew reduce contaminants in indoor air? Certainly by judicious use of necessary hazardous chemicals, but also by using environmentally friendly products. This makes it easy to lessen the guilty feeling when dumping the bucket or rinsing the deck into the river or the bay. One such line of eco-products comes from TRAC Ecological Marine Products. Perhaps its best known agents are the Coil Cleaner and Barnacle Buster. The coil cleaner uses organic salts, rather than corrosive acids, to do the job, so it hits the sewage line, dilutes and disappears. Barnacle Buster uses food-grade phosphoric acid, like what is in Coca-Cola. Other similar products use hydrochloric acid. TRAC’s Boat Soap is perfume and dye free, and concentrated, Even the labels are printed on recycled paper using biodegradable dyes. “From the beginning in the early ’80s, we were a dedicated environmentally friendly company, so we are not playing catch-up in this market,” said Kevin Greene of TRAC in Fort Lauderdale. The newest challenge, according to Greene, is the development of a “green” teak cleaner. The line of TRAC products is available at local marine suppliers and retailers. Julianne L. Hammond is a chef/mate on megayachts. Comments on this story are welcome at editorial@the-triton.com.


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SECURITY: All Secure

Ship captain vs. yacht captain: Our mutual security concerns I have always been a bit in awe of super ships and those charged with the responsibility of moving them through the seas of the world. Of course, I also am interested in what security concerns and challenges they must be confronted with on these colossus that , routinely travel upward of All Secure 24 knots in heavy Jim Kelleher seas. In my pursuit to learn more as to the similarities of these ship captains to yacht captains, I booked a couple of cruises, one in familiar Caribbean surroundings and the other in the not so familiar Mediterranean. The captains and cruise lines are not being identified to protect the captains’ positions on these sensitive security matters. Security on these super ships is not taken lightly. As soon as I broached the subject of security, the mood of the conversation changed and the captains became guarded to a degree that is not easy to explain. In short, both were extremely serious on the subject and there was no doubt they were not going to discuss this topic freely with an outsider. Any security procedures discussed here are based solely on my independent observations as a trained security professional and not on any information the captains provided to me pertaining to their internal security procedures. Additionally, these observations are for the sole purpose of comparing the security procedures in place on board ships versus those found on yachts for professionals within the industry. As with most ships, especially those carrying passengers, the chain of command is clear to all crew. Most cruise ships have at least four officers with the rank of captain, plus a master captain who is master of the ship and to whom the other captains report. The responsibilities normally break out this way: Captain of the Deck, responsible for the crew operation; Engineering Captain, responsible for propulsion; IT Captain, responsible for all information technology, navigation aides and communications; and Hotel Captain, responsible for all cabins and guest-related services. The position of Security Officer of the Ship is normally held by a senior officer with dual reporting to both the ship’s master and to the Director of Security for the cruise line, who is based on land at a corporate headquarters. The onboard Senior Security Officer will have a significant number of

dedicated security officers assigned with the sole function of maintaining a safe and secure cruise. The visibility of security officers during the Caribbean cruise was significant compared to that of the Mediterranean cruise. These officers moved about the ship, keying on areas where crowds assembled at certain times of the day. Keen observations by supervisors as well as experience dictated where the uniformed officers took up their posts. On the Med cruise, roaming security was not only the responsibility of those dedicated to the security task, but also shared by the entire officer compliment. My goal in this exercise was to learn as a yacht captain if there is something in the realm of security on these behemoths that we can take and apply to our operations. Are they doing something that we are not that can improve our security operation? The single most important fact that I took from this exercise is that security of the passengers and crew is, as Ford Motor Co. says, Job 1. Today’s elevated consciousness of security issues and the strong economic cruise segment in a down economy means that any incident can have dire consequences, not only to the specific ship but also to the entire industry. My conversations with the ships’ masters were similar to conversations I have had with captains of yachts over the past several years. The parallels to our own operations are clear; it does not matter how big or small the yacht; we should all have the same security priorities when at sea or port. The following comments by the ships’ masters demonstrate similarities of our mutual security concerns: “Security is what keeps me awake at night, right up there with the competence of port pilots.” “I make sure that all of my officers understand my commitment to security protocols and their specific responsibilities.” “No matter how minor or seemingly insignificant, if it pertains to passenger or crew safety, I need to know now.” After meeting with these captains, I am still in awe of their ships but I’m glad I chose a different career path. The similarities to the yacht captain far outweigh the differences. We all just want to stay safe and have a great cruise. 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.

January 2011 B

Today’s fuel prices

One year ago

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

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

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 720/760 Savannah, Ga. 690/NA Newport, R.I. 705/NA Caribbean St. Thomas, USVI 800/NA St. Maarten 910/NA Antigua 860/NA Valparaiso 880/NA North Atlantic Bermuda (Ireland Island) 830/NA Cape Verde 805/NA Azores 760/NA Canary Islands 715/NA Mediterranean Gibraltar 710/NA Barcelona, Spain 820/1,680 Palma de Mallorca, Spain NA/1,570 Antibes, France 790/1,490 San Remo, Italy 910/1,600 Naples, Italy 800/1,550 Venice, Italy 865/1,575 Corfu, Greece 850/1,590 Piraeus, Greece 820/1,580 Istanbul, Turkey 780/NA Malta 750/1,530 Tunis, Tunisia 720/NA Bizerte, Tunisia 715/NA Oceania Auckland, New Zealand 720/NA Sydney, Australia 740/NA Fiji 790/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 557/595 Savannah, Ga. 535/NA Newport, R.I. 605/NA Caribbean St. Thomas, USVI 681/NA St. Maarten 868/NA Antigua 775/NA Valparaiso 808/NA North Atlantic Bermuda (Ireland Island) 716/NA Cape Verde 658/NA Azores 629/NA Canary Islands 631/675 Mediterranean Gibraltar 585/NA Barcelona, Spain 638/1,395 Palma de Mallorca, Spain NA/1,446 Antibes, France 616/1,511 San Remo, Italy 763/1,725 Naples, Italy 705/1,515 Venice, Italy 748/1,600 Corfu, Greece 646/1,438 Piraeus, Greece 626/1,418 Istanbul, Turkey 621/NA Malta 631/1364 Tunis, Tunisia 610/NA Bizerte, Tunisia 617/NA Oceania Auckland, New Zealand 653/NA Sydney, Australia 648/NA Fiji 738/NA

*When available according to local customs.

*When available according to local customs.


B January 2011 TECHNOLOGY BRIEFS

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Cell service expands, new water separator, trims tabs for yachts Onboard phone service via cell

Cobra PhoneLynx announced a system to let users make and receive phone calls on their onboard telephone using their cell phone signal and service. The system uses Bluetooth wireless technology with installation similar to pairing a cell phone with a wireless headset. Suggested retail price is $59.95. For details, visit www.cobra.com/marine.

LED light control system offered

PI Marine and OceanLED have created an LED lighting control system that enables LED technology to be used for both emergency and standard lighting simultaneously. The system has a fail-safe changeover design, allowing it to switch from standard lighting to an emergency power source with all lights automatically illuminated to 100 percent of their output capacity. It conforms to the American Bureau of Shipping classifications. On/off controls, dimming switches and remote control integration available. For more, contact PI Marine through www.pimarine.net.

Remote monitor service launched E3 Systems announced the signing of a new partnership with Modern Security Solutions at the Marine

Equipment Trade Show (METS) in November to remotely monitor situations, or control devices on a yacht, from a computer. Modern Security Solutions specializes in remote monitoring and control systems operating via satellite, cellular or wireless networks. It has developed AFIANT Supremacy, a global remote monitoring and control integration platform, aimed at the marine market. E3 Systems specializes in advanced marine electronics and communications. For more info, visit www.e3s.com.

Switchable water separator debuts

Separ Filter has introduced a new automatic duplex switchable water separator. Designed to help prevent fuel system component failure, the Separ separator automatically switches to a secondary fuel filter when the primary filter is clogged, or water is detected. Available in 12- and 24-volt models. Separ Filter also announced a new diesel fuel service cart that removes water and bacterial growth from diesel fuel. The system polishes diesel fuel in storage tanks as it is dispensed or after it has been sitting unused for an extended period. For more information, visit www. separfilter.com.

KVH bandwidth expands

KVH Industries and ViaSat have more than doubled the bandwidth capacity for its TracPhone V7 and mini-VSAT Broadband service in the North Atlantic. A full transponder is now dedicated to providing satellite communications for a growing customer base in the region. The mini-VSAT Broadband’s network is delivered by 12 satellite transponders and 9 secure earth stations. For more, visit www.kvh.com.

Saunders to service Volvo Pentas

Alabama-based Saunders Yachtworks is now an authorized dealer of Volvo Penta, enabling the company to service, sell and install Volvo engines and propulsion systems. The agreement specifies a recreational engine range of six to 16 liters and commercial engines. Saunders Yachtworks is also expanding its facility at mile 155 on the ICW to include a service basin and 150ton Travelift to accommodate vessels up to 90 feet in the yard and up to 120 feet in the basin. The renovations are due for completion by summer 2012.

Bennett debuts vessel trim tabs

Trim tab manufacturer Bennett Marine has introduced two hydraulic trimming systems for yachts up to 120 feet (38m).

The SST System (for vessels 50-120 feet) and the BXT System (for vessels 40-60 feet) lock the stainless steel actuators into place, securing the trim tabs in position while backing down or in other extreme conditions. For more, visit www. bennetttrimtabs.com.

Caterpillar builds factory in China Caterpillar announced that it will build a state-of-the-art $300 million manufacturing facility in Tianjin, China, to increase its worldwide capacity for large-engine production, according to Soundings Trade Only. The facility is expected to service customers in China and the AsiaPacific region and is scheduled to be operational in 2013.

New tube organizes cables

Utili-tube president, inventor and yachtsman, Hal Kalkstein announced the Fishnet Utili-tube Stocking at the Annapolis and Fort Lauderdale boat shows. It is distributed through catalogs, marine stores and chandleries. It uses Velcro to seal a PVC polyester mesh tube along its full length. It comes in 25 and 50 foot lengths with Velcro on each tip. For more details, e-mail hal@ utili-tube.com.


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TECHNOLOGY: Coolant

January 2011 B

Add the right product to your chilled water circuits By Ron Blom Working with a number of megayachts, it became apparent that there is a lack of understanding of coolant use in chilled water circuits onboard. The following is to clear up misinformation from operators, colleagues and even builders and manufacturers in the industry.

Coolant details

A common mistake is using inexpensive automotive antifreeze for system coolant. Antifreeze is the general name, yet, only a partial description of the compound’s purpose. The automotive grade chemical is generally colored green. Automotive antifreeze contains silicates. When this type of chemical is used, the silicates precipitate out to form a rock hard coating within the loop on the heat exchange surfaces. This coating restricts the cooling effectiveness of the entire system. Many modern automobiles are supplied with the better coolant (colored red or pink) and their warranties require the use of their specific product, and not the inexpensive grade found on the open market. Chiller system coolant is pink or red in color, similar to coolant utilized in your marine engines and generators. All engine manufactures require the use of their coolant for proper operation and protection of the internal parts. These same reasons apply to chilled water circuits. The only water that should be used to mix with the concentrated coolant is distilled water. Mixing tap water with coolant adds chemicals, such as sulfate and calcium carbonate (hard water) that defeat the value of the inhibitors. These dissolved chemicals form scale deposits inside the chilled water loop. Many vessels have reverse osmosis water in their tanks and that, generally, should be considered too aggressive to be used, although it is much better than “dock water”. Systems that need to be “topped off ” periodically should be repaired because continuous adding of water will be detrimental over time.

Schedule for coolant change

The coolant, when properly applied to the system, will have a long life span. Test strips utilized to analyze the coolant for engines test for the correct PH level. The same test can be performed to verify the coolant for chilled water circuits. A high PH shows the corrosion protection is still effective; the methods and additives to revitalize the coolant for engines are also effective for chilled water coolant. The minimum concentration of coolant to have in your system should be 30 percent. Inhibitor effectiveness is generally compromised at mixtures below 25-30 percent. Below this level,

freeze resistance is diminished and corrosion protection for the copper, ferrous metals, and soft connections, i.e.; the hose connections, can oxidize and deteriorate over a short time. I normally recommend 50 percent coolant to 50 percent distilled water mix as the best mix for existing systems. When the concentration is below the minimum amount, additional additives should be considered. If I am engaged to perform a survey on a system, typically a buyers survey, I will also analyze the circulation loop water. This indicates level of maintenance performed in the vessel’s past, just like an engine checkout.

Ethylene glycol or propylene glycol

It has been commonly perceived to use propylene glycol over ethylene glycol because of toxicity. The fact is, that one chemical is only slightly less toxic than the other. Proper application, protection and disposal techniques should be followed with either one. A propylene-based coolant should only be considered where there is a higher possibility of drinking water contamination or spillage to ground water. In our industry, the proper disposal is essential for the environment. Contamination of the vessel’s fresh water system is unlikely through check valves, reducing controls and or deliberate separation of the two different circuits by the need to provide a hose connection externally. Ethylene glycol has better freeze protection characteristics for the same concentrations and is somewhat lower in viscosity than propylene glycol. This is an important point to consider as the viscosity of the coolant affects the net capacity of the chiller, as well as the air handlers. Also the circulating pump may not have the

extra horsepower needed to move enough volume through the system. In some applications the use of coolant will expose undersized systems, poor engineering, etc. An MSDS (material safety data sheet) will be provided by your vender for the chemicals you choose. These should be kept with other safety forms onboard.

How to fill the system

This is best done by a professional who can drain the system and properly dispose of the old coolant. He will have an external filling pump powerful enough to push this thick liquid throughout the circuit, without running the chilled water circulation pump. Remember, the chiller doesn’t have a cap on top to remove, to fill the system from above, like an engine. The concentration should be tested with a refractometer. This tool is a good instrument to have for every vessel. I do not recommend anything other than the old fashioned prism style that needs nothing more than an external light source. A good instrument will also be temperature compensated. A battery in a digital instrument would probably be dead the next time you need the tool. Don’t even waste your time with a specific gravity type of tool (floating ball type).

Positive and negative effects

Positive: Corrosion protection of all components, including electrolytic protection from the entrained bubbles. All systems have entrained gases that will form bubbles, which will cause damage when they contact the interior walls of the system. Freeze protection. This is where many misconceptions are found. The common chemical is the conjunction of the words “anti” and “freeze”. This

seems to denote that the chemical cannot freeze. This is where many believe, that because the system has antifreeze, they are protected from ever freezing the chiller and possibly destroying it. This is not the case. Any liquid will freeze solid if the temperature is cold enough. Protection levels should be tested and adjusted as necessary. Negative: Installation of a coolant should only be done for a system that does not have leaks. A leak of any coolant will create problems that ordinary water would not. Coolant installed into a system with latent problems such as questionable design, or marginal capacity, or with inherent pump high pressure issues, may have these problems emerge to the surface. The capacity of the system is reduced slightly. I generally offset this loss by setting the temperature of the circulated water lower. Colder coolant has a greater net effect per the weight of liquid circulated. Note one: Some manufacturers have set their freeze safety lockout controllers to much higher than normal safety temperatures, so this enhancement may not be available. I hope this information helps you to think of the coolant as a vital part of the entire system and not overlook it as just circulating water. Note two: Check with the manufacturer as some recommend different concentrations such as 10 or 15 percent. Ron Blom is co-owner of ARW Maritime in Ft. Lauderdale. ARW, an affiliate of Heinen Hopman Engineering, specializes in marine and offshore refrigeration, air conditioning, pressurization, and climate control. Comments on this story are welcome at editorial@the-triton.com.


B January 2011 BOATS / BROKERS

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Brokers sell new, used yachts, including Nice N’ Easy at FLIBS Fraser Yachts has recently sold M/Y Sensation, a 163-foot (50m) yacht built by Sensation Yachts; M/Y Let It Be, a 156-foot (48m) Heesen; M/Y H2Ome, a 144-foot (44m) yacht built by MMGI; and M/Y Pretty Woman, a 127foot (39m) Haakvort. The brokerage added the following yachts for sale: the 130-foot (40m) M/Y Charly Coppers for 7 million euros; the 115-foot (35m) Feadship M/Y Beija Flor for $4.5 million; the 113-foot Codecasa M/Y Maria Carla for 7.5 million euros; the 110-foot (34m) M/Y Samra for 1.75 million euros; the 107-foot (33m) Benetti M/Y Il Odyssey for 1.95 million euros; the 105-foot (32m) Westship M/Y Galilee for $2.75 million; the 105foot (32m) M/Y Pink Shrimp for $4.9 million; the 103-foot (31m) Broward M/Y Trilogy for $1.9 million; and the 72-foot (22m) Cheoy Lee M/Y Check Out Time for $1.9 million. The brokerage has also added to its charter fleet the 113-foot (35m) Moonen M/Y Beluga available this summer in the Mediterranean. Fraser has appointed Kari Webber as its new marketing executive for the United States. She has worked in the marketing Webber departments of Azimut Yachts, Ferretti Group USA and Bertram Yacht. International Yacht Collection has sold four yachts recently. Broker David Nichols sold broker Mark Elliott’s joint central listing M/Y Nice N’ Easy, the 157-foot (48m) Christensen, at the Fort Lauderdale International Boat Show. The new owners have renamed her M/Y Top Five and retained IYC as manager. Broker Chany Sabatas III’s joint central listing M/Y Viaggio, a 90-foot Cheoy Lee, recently sold. Brokers Simon Gibson and Michael Mahan in Palm Beach sold M/Y Xanadu, an 86-foot Horizon. Broker Bob Anslow sold M/Y Northstar Lady II, the 80-foot Northstar Sportfish. The brokerage also added to its central agency listings the 187-foot (57m) Trinity M/Y Lady Linda, still under construction and due to launch this spring, for $44.9 million; the new 180-foot (55m) M/Y Newcastle 5500, due to be delivered this spring, for $54.9 million; the 164-foot Trinity M/Y Mine Games for $29.5 million; the new 153foot (47m) M/Y Soraya, due to launch in June, for 25 million euros; the 147foot (45m) M/Y Tajin, built by Trident Marine, for $7.9 million; the 144-foot (44m) Trinity M/Y Marlena for $13.5

million; the 132-foot (40m) M/Y Crili, also built by Trident Marine, for $9.5 million; the 91-foot (28m) Sunseeker M/Y Buzz for 4 million euros; and the 87-foot (26.5m) Burger M/Y Blue Star for $1.7 million. YCO has sold the 40m Feadship M/Y Seaflower. The brokerage has hired Neil Cheston as the company’s director of sales and charter. Cheston is former president of the Mediterranean Yacht Brokers Association and is current chairman of the MYBA sales committee. Senior charter brokers Hume Jones, Nick Heming and Tamsin Priestley joined the brokerage in the YCO London in December after 15 years each at Camper & Nicholsons International. Camper & Nicholsons International has added to its central agency listings for sale the 114-foot (35m) M/Y Osprey for 1.9 million euros, the 80-foot (24m) Perini Navi S/Y Elettra for 2.3 million euros, and the 79-foot (24m) M/Y Rosso built by Overmarine Mangusta for $1.85 million. CNI’s charter marketing division added the 134-foot (41m) M/Y Silver Cloud and the 103-foot (32m) S/Y Eros to its fleet in the Caribbean this winter. Churchill Yacht Partners has added S/Y Isabel, the 75-foot sloop, to its charter fleet. She runs with a crew of two.

Isabel debuted at the Antigua charter show and will charter in the Caribbean this winter. She will be in New England next summer. Lara-Jo ‘LJ’ Houghting, formerly of Northrop and Johnson, has joined Churchill’s charter division. Northrop and Johnson has added the 45m Feadship M/Y Harle to its charter fleet. She is available in the Caribbean and Mediterranean in 2011.


B10 January 2011 FUEL BUNKERING

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Expect gas oil prices to rise, supply to lessen By Ernest Janssen We all know that the world is an ever-changing place and the fuel oil industry is no different. As we move into an ever greener world, the shipping industry must do its part to assist in that endeavour. This is therefore forcing the refining industry to change its slate of products to meet this demand. The international restrictions on sulfur content on vessels involved in international trade will become more stringent over the next four years. In 2010, the fuel oil sulfur restrictions went from 1.5 percent to 1 percent in the sulfur emission control areas or SECAs. In 2012, the United States will also become a SECA. Then in 2015, the sulfur restrictions in the SECA zones will go to 0.1 percent to be followed in 2020 with a global restriction on a maximum sulfur content in fuel oil of 0.5 percent. So what does the yacht captain have to be worried about? He/She has been buying low-sulfur marine gas oil for a while and has easily met current standards. It is safe to say that the oil companies will do their best to supply all of the product that there is a demand for in the marketplace. But

at what cost and to what extent? While no one can predict the future, we believe that prices could easily skyrocket over the next number of months/years for the following reasons: 1. As the current severe economic problems in the world are slowly sorted out and economies improve, this will increase demand for all oil products worldwide, thus inflating prices.

Captains can expect the basic cost of oil to increase and that it will be harder to find. 2. As the demand for low-sulfur products increases for all manner of shipping, this will allow refiners/ suppliers to increase their pricing. (Ah, the law of supply and demand kicks in.) 3. Refiners will be faced with serious problems as they are, currently, not prepared to handle the potentially large demand for ultra low-sulfur product. This could mean that refiners will have to change their refinery structure a bit to handle demand. Regretfully, it will be the consumer who bears the brunt of these “anticipated� increased improvements in refineries.

While yacht captains can expect the basic cost of product to increase, what they also have to be aware of is that ultra low-sulfur marine gas oil/ distillate might be more difficult to find as not all refineries will be able to handle the demand. Therefore, some common yacht cruising areas might be less of an option. Eventually, these questions will be answered so it is not something a yacht master needs to concern himself with at this exact moment. But it is a reason why captains should avail themselves of the services of a good fuel broker. These are people who are devoted to providing pricing information and general market information to the ship-owning community 24/7. It is important that industry people have a source of information in order to make informed decisions. Forewarned is forearmed. Ernest Janssen is a retired executive from KPI Bridge Oil, a worldwide broker/trader in fuel oil since 1971. The company services all sorts of vessels from container ships and research vessels to cruise ships and megayachts. Comments on this article are welcome at editorial@the-triton.com.

Marinas continue to rebuild, add yacht slips ICW dredged in Palm Beach

Dredging has been completed in the Intracoastal Waterway in Palm Beach and West Palm Beach, Fla., increasing mean low water depths to 10 feet, according to media reports. The project is part of a $30 million waterfront redevelopment plan in the cities. The dredged material, more than 10,000 cubic yards, will help create a nearby shallow water habitat as part of the Lake Worth Lagoon Management Plan.

New marina in Croatia this summer Mandalina Marina and Yacht Club in southern Croatian has begun work on a 17 million euro megayacht marina, according to the Croatian Times. The marina will accommodate 79 yachts up to 100 meters and include a reception building with two restaurants. Currently, Mandalina Marina has 350 berths for yachts up to 75 meters in protected and deep water of about 25m. The new docks will use Marinetek concrete floating pontoons for all piers and breakwaters. For drawings and details visit www. marina-mandalina.com.

Bellingham to rebuild marina

Bellingham Marine has signed a contract to reconstruct Alamitos

Bay Marina in Long Beach, Calif. The project will replace the docks and its nearly 2,000 slips, other marina structures, parking lots, restrooms, gangways, seawall and utilities. The project is expected to begin in April and take more than four years.

Florida marina has new manager

Rivers Edge Marina in St. Augustine, formerly known as Oyster Creek Marina, is under new management. Located just off the ICW at Marker 780, the marina has concrete floating docks with a depth of 8.5 feet parallel to the river’s current. For more, visit 29riversedgemarina.com.

Half Barcelona marina berths sold

Vilanova Grand Marina-Barcelona has sold about half its dockage, the company announced in a news release. The 8,000-square-meter, marina, above, opened in April 2009. The second phase of the project is scheduled to include two paint sheds and an esplanade with an 800-ton Travelift. When done, the marina will occupy 30,000 square meters and will be equipped for all types of repair projects. The marina is expected to have 49 moorings for vessels to 80m. For more information, visit www. vilanovagrandmarina.com.


The Triton

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PHOTOGRAPHY: Photo Exposé

January 2011 B11

What are those buttons? Shoot correctly from the start Welcome aboard photo enthusiasts and Happy New Year 2011. Were you good and did Santa bring you a new camera? What a great gift. Your camera can take pictures of family and friends, or simply be your copy machine. If it comes with GPS, it will be able to tell you where you are, and it’s likely to have other smart features. Photo Exposé I have awful James Schot advice for you as to the first thing you should do: read your manual. Most people are adverse to doing so. When giving my camera workshops, inevitably, at least one of the participants will ask a question or need a problem solved that will have me asking for their manual. I know cameras, but not every nuance in every model. If you were given a basic, simple pocket camera, there won’t be much to it; a quick perusal and you’re done. If your camera is a more sophisticated model, for a person with higher photographic aspirations, give the manual a quick perusal, and then carry it with your camera to review questions as they arise or come to mind. Don’t leave it in the box it came in, as many among us tend to do. An even better approach to learning your new camera is to become a member of the Bestschot Photographer’s Club. It is a new center for aspiring photographers that I am introducing this year. The monthly social networking meetings are open to the public, and is a good way to meet other likeminded people who love photography. Membership is available for those who want to learn ways to become an exceptional photographer. Contact me at the e-mail address at the end of this article for details. It will be of benefit, even when you are out at sea. Let’s review some basic tips to help you as you start shooting. No doubt, as soon as you opened your camera box, in addition to beginning to read the manual, you found the battery, put it into the charger provided, and topped it off. You found a small memory card and possibly purchased a larger one. With both the battery and card in place, you turned your camera on. Now, check the setting for resolution. Press the menu button on the back and under the first menu, look for “quality”. Set it for the highest quality JPG. If your camera offers RAW or TIFF settings, use them for special shooting occasions. High quality JPGs will suffice most of the time. There is often a secondary setting signified by the words low, medium, fine or by the

largest megapixel count to smaller settings. Go for fine or the most, in other words, select the maximum, the best. Next check the ISO setting. You will find all the important settings on the first screen that comes up on the menu button. Look for “sensitivity”, these options most often range from 100, 200, 400, 800, and 1600, with the possibility of lower and higher settings. Set it to 100 ISO (or the lowest setting) for the best results. Use higher settings only if low lighting conditions make it necessary. Look at the operational settings, these are often found on a dial on top. They can include M for manual, Tv as shutter preferred, Av for aperture preferred, P for program, Auto, and possibly settings having symbols, a

moon with star for night shooting, a mountain for landscapes, the upper body for portraits and a flower for close-ups, etc. Of these latter symbol settings, the flower for close-up photography is the only one I use. For most other shooting situations I find “P” program the most useful. You might wonder what the difference is between “Auto” and the “P” setting. Auto is pre-set for ways you might not want, such as the ISO (sensitivity). The latter leaves you more creative control over white balance, ISO, flash, even shutter speed and aperture. One setting that I’ve found most aspiring photographers are not familiar with is “format”. This is in the menu when the camera is set to review your pictures. It is similar, yet more

advanced than the delete function. Use it after you have downloaded your images to your computer. Format will completely erase all those on your memory card and refurbish it. It is the best way to prepare it for the next shoot. If these descriptions are confusing, go to the index of your manual and look up ISO, Auto, Program Resolution, etc., for more insight. Next time, I’ll write about creative considerations such as good composition. While you’re doing that I’ll take my leave to go ashore. James Schot has been a professional photographer for more than 35 years and has a studio/gallery in Ft. Lauderdale. Send questions to james@ bestschot.com.


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

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Oil spill in 1970s sparked outrage RULES, from page B1 was about to come into effect in March 1978, a massive oil spill occurred off the coast of Brittany, France, as a result of the grounding of the tanker Amoco Cadiz. This incident caused a strong political and public outcry in Europe for far more stringent regulations with regard to the safety of shipping. This pressure resulted in a more comprehensive memorandum that covered safety of life at sea, prevention of pollution by ships, and living and working conditions on board ships. Subsequently, a new instrument, known as the Paris Memorandum of Understanding on Port State Control, was adopted in January 1982. It was initially signed by 14 European countries. It entered into operation on July 1, 1982. Since that date, the Paris Memorandum has been amended several times to accommodate new safety and marine environment requirements stemming from the International Maritime Organization (IMO) as well as other important developments such as the various EU directives that address marine safety. Its current membership includes the countries of Belgium, Bulgaria, Canada, Croatia, Cyprus, Denmark, Estonia, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Latvia, Lithuania, Malta, Netherlands, Norway, Poland, Portugal, Romania, Russian Federation, Slovenia, Spain, Sweden, and the United Kingdom. Effective Jan. 1, 2011, the member states of the Paris MOU will implement a New Inspection Regime (NIR). It is similar to the program used by the United States and will involve a combination of different targeting factors. These factors will include the type of vessel, age, flag, class society, owner and/or manager, and inspection history. With the introduction of the NIR, the Paris MOU will change its target of inspecting 25 percent of individual ships calling at each member state to a shared commitment for full coverage (100 percent) of inspecting all ships visiting ports and anchorages in the Paris MOU region as a whole. This could have a significant impact on yachts. Historically, yachts were not incorporated into the inspection scheme due to the 25 percent goal and their low priority. Now that the Paris MOU intends to inspect all vessels in European waters, the likelihood of a yacht being paid a visit by a marine safety inspector is increased. The targeting factor for ships and yachts will be determined by the Ship Risk Profile, which classifies vessels into one of three categories: Low Risk Ships (LRS), Standard Risk Ship (SRS), and

High Risk Ships (HRS). Each of these categories will have a different interval for a safety inspection. Ships and yachts identified as LRS will be visited once every two years. SRS will be every year. HRS will undergo an inspection every six months. One of the more controversial aspects of the NIR is the Paris MOU’s requirements for qualifying as a Low Risk Ship. A key component of that qualification will be the flag in which the yacht is registered. For a flag to be entered into this elite grouping, the flag administration must be on the existing “white list” of the Paris MOU and have completed the voluntary audit scheme imposed by the IMO. To date, there are only 16 flags approved for the Low Risk category: Belgium, Cyprus, Denmark, France, Germany, Greece, Liberia, Marshall Islands, Netherlands, Norway, Poland, Spain, Sweden, and the United Kingdom. It is readily apparent that several prominent yacht registries are absent from the above country listing. That does not mean that a yacht will be automatically denied entry into Europe. It simply means that the yacht cannot qualify for the Low Risk category and may be inspected annually versus every two years. Remember that those flags on the Black List will bring additional scrutiny. There are 24 flags on the 2009 Black List, including Sierra Leone, St. Kitts and Nevis, Dominica, St. Vincent and the Grenadines, Jamaica, Belize, and Honduras. These lists are updated, as needed, online at www.parismou.org. While the majority of yachts are in the Caribbean for their winter season, it is important to be aware of your yacht’s categorization to ensure uninterrupted cruising. The member states of the Paris MOU have not clarified if this new inspection regime shall be extended to their overseas territories (i.e. French Antilles, Saint Maarten, etc.). At a minimum, it will be important to monitor the first few months of implementation in Europe. This will give us a sampling of what to expect when the Med summer season begins. Capt. Jake DesVergers is chief surveyor for 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 U.S. 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 +1-954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@thetriton.com.


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www.the-triton.com FROM THE TECH FRONT: Computer backup

General consensus: Make three copies BACKUP, from page B1 done quickly. What to backup is important. If your computer came with restore disks then it may be better to back up your personal data. If your computer has been tweaked with lots of software that isn’t on the restore disks, it may be worth considering a system backup as well as a data backup. For example, you’re going to work on the inventory. As you power up the computer you attach your external backup drive. Now, as you work, the software is copying files that have changed or been added since the last time the backup was completed. If you take a break, the software keeps working. If you’re using a busspowered hard drive (USB or Firewire) or thumb drive, you can move from location to location, giving you somewhat limited mobility as long as you are careful. True, it’s only one drive but you can attach another the next night and the software will back up changes based on what the current drive has stored.

Three copies

The first part of a successful backup is to make lots of backups. The general consensus is three copies. And yes, one can reside on the main computer. However, if you back up and delete the files off the computer, you’re back to two copies. If you use external drives for your data, that doesn’t exclude you from making the three copies. Most laptop users learned long ago that an external drive not only means portability but more storage space, something laptop hard drives seem to lack. And external drives can fail, too. There are a number of ways and programs that can backup your hard drive. Some back up your data, others do a complete hard drive backup. There are programs that allow you to back up to the web, but their limitations include no external drive support and slow upload rates. Backing up via the Internet may be good if you’re at the dock, have fast and cheap Internet access, or don’t have much data. While backing up to the web is a viable option, if things go bad, you’ve got to get the files from the web. Restoring from the web can be an exercise in patience, to say the least.

Two media

OK, you’ve decided to get a handle on this backup scheme, but three copies? Again if one resides on your computer you only need two. So two different hard drives should work, right? Most expert will recommend two different media: hard drive and network

file server, hard drive and DVD, hard drive and tape backup (if you can even find tape backup systems nowadays), or hard drive and the web. There are other possibilities but these seem to be the most common. If you’ve got a new computer and few personal files, you can get 4.7GB of storage on a DVD, 8.4GB of storage on a DL-DVD (dual layer DVD) or an amazing 25GB on a Blu-ray DVD. That’s a lot of menus, inventories, and notes but maybe a lot less if you’re adding photos, video clips, music, or big files. With the increasing sizes of files, CDs and their 750MB storage limits may require a lot of discs to handle a complete backup. Why, you might ask, do I need two different media? Because no single media yet designed lasts forever. Nor is any one immune to failure. Nor is any one immune to extinction by progress or proprietary file and backup formats. Yeah, you say, but I’m going to be writing data to the drive regularly. Since the disk drive works 99 percent of the time and is powered 100 percent of the time, it’s still one of the weak links. The other? The backup software. You bought a nice big external hard drive and got the software running fine. Suppose the power drops for just a split second or a crew member walks by and yanks out the data cord or as you slide the computer over to make room, the drive drops off the table? Or you get the latest version of the backup software and there’s a glitch that either doesn’t back up in a way that can restore the files or doesn’t back up completely. What are the odds that the file you really need didn’t get backed up? If you back up to DVD you should know this media doesn’t last forever (tests have shown that this media has a life as short as one year, especially if it’s user generated). Construction, environment, and storage strategies contribute to shortening the life of this media, too. You could save a few dollars and use rewritable media but if you erase one backup, you’ve now got two, and the magic number is three. This isn’t the Holy Grail, but the results can be the same. You should accurately label your media, whether it’s a hard drive, CD/ DVD, or thumb drive. With the costs of hard drives coming down, you may find it best to never overwrite a drive. Instead plug in another one and continue on. The old drive sits in a secure location ready for a dated, but better than nothing, restore.

Two locations

You’ve made it this far and now have three copies on two different media, all located in the same place. Suppose you have a fire, flood, disgruntled former

crew member, the location is destroyed or the drive “misplaced.” Where are you going to find the backup to use to restore to that sweet cutting edge computer? Oh, and having one copy on the bridge and the other in the crew area doesn’t count as two locations. We’re talking about two physically different locations such as a safety deposit box, the management agency, a friend of the crew, or owner. It should be someone you trust to keep it in a safe location.

Backing up

There are a number of ways crew and vessel computers can be backed up. You can subscribe to an Internetbased service that takes care of most of the requirements. You can have a big external drive with enough properly sized partitions to allow all computers to be backed up on a regular basis. Or you can have dedicated external hard drives for each computer on board. Windows users can use their supplied Windows Backup/Restore, or third-party programs. Mac users can use Time Machine or third-party programs. Backing up should be done on a regular basis. If you can’t remember the last time you backed up, its been too long. Have you added or updated lots of software or application files recently? If so, have you backed up? There is no perfect backup strategy, but what works for you is probably going to be the one that allows you to continue your tasks with as little interruption as possible. Should you backup every week, every other week, monthly? Should you back up after every charter? Should you designate one person to be the backup manager whose task is to make sure all computers get backed up regularly? All this backing up may sound excessive but the alternative is spending thousands of dollars to have someone attempt to get all your data back. This can take a considerable length of time and there are no guarantees it will work. With a large external drive and stack of DVDs or a good Internet connection, a proven backup/restore strategy will give you peace of mind in the knowledge that if something goes wrong, you can recover everything. Capt. Doug Abbott was skipper of the 117-foot Feadship M/Y Odalisque. He passed away suddenly on Dec. 2 after submitting this story for publication. His friendship will be missed. Comments on this story are welcome at editorial@thetriton.com.

January 2011 B13


B14 January 2011

CALENDAR

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Boat shows on both sides of Atlantic Jan. 1-2 23rd annual Las Olas Art

Festival-Part I, Ft. Lauderdale. More than 300 regional and national artists exhibit. Free. www.ArtFestival.com

Jan. 5 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with RPM Diesel, Ft. Lauderdale. See page C3 for more. Join us for casual networking. www.the-triton.com

Jan. 6 The Triton Bridge luncheon,

noon, Ft. Lauderdale. A roundtable discussion of the issues of the day for active captains only. RSVP to Associate editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited.

Jan. 7-16 The London International Boat Show, London, England. 500 exhibitors showcasing power and sailboats, dinghies, deck equipment, charter holidays, sailing courses and more. www.londonboatshow.com

Jan. 14-16 37th Stuart Boat Show

EVENT OF MONTH Jan. 11-12 Yachting Industry Security Conference hosted by the Maritime Security Council Yacht Haven Grande Marina, St. Thomas, USVI Admission is open to anyone, including owners, operators and brokers of luxury yachts. The conference will address the security issues impacting the maritime community and provide a forum to discuss difficulties within the industry and solutions to improve maritime security. www.maritimesecurity.org

annual series. www.RolexMiamiOCR.org

Jan. 25-28 Marine Corrosion

at four locations in Stuart, Fla. allsportsproductions.net. Third annual Cruiser Expo www.cruiserexpo.com.

Certification, Tampa, Fla. Covers all aspects of marine corrosion. Call +1 410-990-4460 with questions or visit www.abycinc.org for more classes.

Jan. 15-16 2nd annual Indian River

Jan. 26-28 The International Marina

Nautical Flea Market and Seafood Festival, Vero Beach, Fla. www. flnauticalfleamarket.com

Jan. 18-20 Basic Marine Electrical

Course, Miramar. Fla. For the marine professional who is an electrical novice; will cover basic theory, alternators, battery charger, and bonding. Call +1 410-990-4460 with questions or visit www.abycinc.org for more classes.

Jan. 19 The Triton’s monthly

networking event for crew and industry professionals (the occasional third Wednesday from 6-8 p.m.) at Marina Bay Marina Resort, Ft. Lauderdale. www. the-triton.com

Jan. 19-23 106th New York Boat Show,

Jacob K. Javits Center, NYBoatShow.com.

Jan. 22-30 42nd annual Boot,

Düsseldorf, Germany. Last year there were more than 240,200 visitors from over 60 nations and 1,568 exhibitors from 55 countries. 2.35 million square feet show. www.mdna.com

Jan. 23-29 Rolex Miami OCR, the

world’s top Olympic and Paralympic class sailors compete on the waters of Biscayne Bay. The event is part of the ISAF Sailing World Cup, a world-class

& Boatyard Conference (IMBC), Ft. Lauderdale Convention Center. Geared toward marina and boatyard owners, operators, and managers as well as dockmasters, harbormasters, boat builders and repairers, and industry consultants. Produced by the Association of Marina Industries with 125 exhibits, 15 educational seminars, product demonstrations, a field trip to local marinas, and numerous networking opportunities. www. marinaassociation.org

Jan. 27-30 New Orleans Boat and

Sportshow. NewOrleansBoatShow.com

Feb. 1-3 ABYC Standards Certification course, Mystic, Conn. Call +1 410-9904460 or visit www.abycinc.org.

Feb. 2 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with TowBoat U.S. in Ft. Lauderdale. 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 of the industry. For people who earn their livings as yacht captains only. RSVP to Associate Editor Dorie Cox at dorie@the-triton.com

MAKING PLANS April 9, 11th Anniversary Captain and Crew Appreciation Party Sunrise Harbor Marina, Ft. Lauderdale. Save the date for the annual party at Sunrise Harbor Marina. This year’s theme is “You should be dancin’.”


The Triton

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SPOTTED: Ft. Lauderdale

Triton Spotters

The weather changed drastically during December in Ft. Lauderdale, ranging from 80 degrees F dropping down to the 30s with wind chills in the 20s, as reflected by this month’s Triton Spotter photos. A mystery reader, above, was seen early in the month when the weather was toasty, and later, Sue Price, senior placement coordinator at Crew Unlimited (below), was seen bundled up under her “tea cosy” hat. TOP PHOTO/DAVID REED; BOTTOM PHOTO/DORIE COX

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

January 2011 B15


December networking

January networking

Conservative approach

Bright lights, good food

At Designer Lighting Solutions

With RPM, Marina Bay

Put your best self forward for jobs

Borscht terrine with gold

C2

C3

C4

January 2011

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Section C

Hot Trends for 2011: Is it buy, buy or bye-bye?

TRITON SURVEY: YACHT DELIVERIES

Despite the popularity of global transport services, captains said there will always be opportunities for inland and coastal deliveries, such as this one by Capt. John Wampler from Long Island, N.Y., to Naples, PHOTO/CAPT. JOHN WAMPLER Fla., last month. The spectacular sunrise was seen en route at Great Bridge, Va.

Experience, voyage, vessel size affect pay By Lucy Chabot Reed This month’s survey comes at the request of several captains looking for an industry standard on yacht delivery rates. So we asked yacht captains to share their ideas on how they determine what to charge – or pay, if they are hiring a delivery captain – to reposition a yacht. As one might expect, there are myriad factors that play into making that determination, and the consensus is that there is no industry standard. Before we tackled the subject of actual dollars, we asked a few conceptual questions. We started with What’s the

C6

primary factor in determining what to charge (or to pay) for a yacht delivery? The largest single group, 27 percent of respondents, said it was the captain’s experience. Nearly equal-sized groups of respondents picked other factors – the going rate, the size of the yacht to be delivered, and the actual passage. Only about 5 percent said the yacht’s budget for the delivery was an important deciding factor. “It’s hard to have guidelines because it depends on so many factors, chief among them is the experience of the captain and crew, followed by the size of the yacht, weather conditions (season) and the passage,” said a captain with

more than 30 years experience who has both performed and paid for deliveries. “It would be impossible to set firm guidelines, but maybe some ranges for predetermined examples.” Because that first question wasn’t a real ranking, we then asked What’s the second most important factor? The largest single group, again at 27 percent, said it was the size of the yacht. The next largest groups opted for the going rate (22.4 percent) and captain’s experience (19 percent). Again, the factor chosen least as being important was the yacht’s budget for the delivery (5.4 percent). One thing we didn’t consider was

See SURVEY, page C8

Everyone has their own idea of what will be hot in the food world this year. Here’s my list of things that we yacht chefs can expect in 2011. 1. The Smoking Gun. This is a buybuy. It’s a handheld device similar to a creme brulée torch that uses wood chips or liquid smoke to give food the same smoky Culinary Waves flavor as you’d get after hours of Mary Beth smoking. Called Lawton Johnson The Smoking Gun, it retails for $99. 2. Mary Beth’s Barbecue Bourbon Sauce. Want your name on a your product but you are not a Paula Deen or Rachel Ray? Mass marketers can make it happen with individualized services in food production and marketing. And you don’t have to be a famous TV chef. Pretty soon, it will be hip not to say you are on Facebook but you have your own bottled sauce on the pantry shelf. 3. Elite, specialized products and people for dietary needs. Like a 1-800 number, you can have access to a personal online nutritionist anywhere you go. 4. Natural, eco-friendly packaging that breaks down, unlike plastic bags or bottles that sit in our landfills for years leaking carcinogens into the land and water. Say bye-bye to plastic. 5. Say buy-buy to gourmet haute cuisine meals and snacks in individual servings that specialize in nutrientdense, antioxidant foods, and byebye to sugary-coated obsessions.

See WAVES, page C6


C January 2011 NETWORKING LAST MONTH: Designer Lighting Solutions

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bout 200 people joined The Triton for monthly networking on the first Wednesday in December. We brought the party to Designer Lighting Solutions in Ft. Lauderdale, which provided tasty barbecue and beverages, plus a showing of their products. The weather was chilly and put us all in the holiday spirit. PHOTOS/DORIE COX

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NETWORKING THIS MONTH: RPM Diesel, Marina Bay

RPM’s Hart active in marine trade group to help industry Join us as we welcome the new year with a return to RPM Diesel on the first Wednesday of 2011, Jan. 5. At this time last year, RPM Diesel pulled out the towering patio heaters to warm up the event and the networking. Bring some business cards and meet us from 6-8 p.m. at 2555 State Road 84. Until then, learn a little more about RPM from CEO Keith Hart. Hart Q. Remind us again what RPM Diesel does. RPM Diesel has been serving yacht owners, captains and crew in South Florida, the Caribbean and Europe for more than 55 years. Our goal is optimal engine room performance. We are a factory-authorized dealer for MTU and Detroit Diesel propulsion engines and Westerbeke, Northern Lights and Kohler marine generators. Our factory relationships are critically important to the quality of service we offer. They provide us with up to date technical information, special tooling, electronics data, and training programs for our technicians. RPM Diesel has a fuel injection and turbo facility. In 2010, we invested in electronic unit and common rail injector test benches, widening our service capability. Again, we are a factory authorized dealer for most fuel injection systems, including Bosch, Delphi, Stanadyne and Lucas/CAV. Q. Can you tell us about a recent client you worked with? We have been honored to work on the M/Y The Highlander for years. Chief Eng. Gene Fittery is a regular user of our company and recently shared his opinion on our support with our service manager, Mike Desderio. “RPM Diesel has been the only service provider for the Forbes Highlander in her 25-year history. Their highly trained, expert technicians and a service record that far exceeds our expectations have kept them as the sole service provider for the Highlander. We will continue to place our trust in RPM for all of our service needs.” Q. Tell us about your background. A. My career has been steeped in the marine diesel engine business. I

Triton Networking on Jan. 19, too

started with Caterpillar in Europe and the Middle East, moved to the Perkins Engine Company, ultimately becoming president of Perkins North America. We merged with Roger Penske and the Detroit Diesel Corporation, which landed me as chairman of Florida Detroit Diesel - Allison in Miami. Joe Rubano and RPM Diesel were fine customers. I retired in 2000. One day Joe called me and asked if I could support his two diesel companies. I couldn’t resist. And by the way, I jointly own a 32-foot Contender fishing machine with my son, Simon. Q. You are vice president of the Marine Industries Association of South Florida. Why you are so involved in that organization? MIASF has a strong history as an advocate for, and important leader in the marine industry. The Association has a good record of representing the businesses that serve crew and my involvement is to help further all of the MIASF goals of promoting the industry, enhancing professionalism within the industry and serving as an advocate. Q. The MIASF owns the Fort Lauderdale International Boat Show. Do you foresee any changes to the show in the next few years? The board and the association’s new executive director have been taking an honest and critical review of the show and we will be making changes. The simple objective will be to enhance the environment and opportunities for the business of boating to occur at the show. Q. How can the MIASF take a leadership role in the issues most pressing to yacht crew: dredging of the ICW and New River, and dockage in Ft. Lauderdale? As an advocate, we are in the forefront impressing on the regulatory and elected officials the importance and timeliness of dredging and the critical need for dockage for both small and large vessels. Through regular interaction and communication with our members we can be clear on the priorities and as a strong voice for the industry with strong support from our membership we believe these and the other issues will be addressed. For more information, visit RPM Diesel online at www.rpmdiesel.com or call +1 954-587-1620.

On the third Wednesday, we’re heading back to Marina Bay, terminus of our Poker Run this summer. Join us on Jan. 19 from 6-8 p.m. in the apartment clubhouse. Find Marina Bay on the northwest corner of I-95 and State Road 84/Marina Mile. (Take S.R. 84/Marina Mile west of I-95. At the bottom of the ramp, make a right and follow the parking attendants’ directions. The clubhouse is almost at the end. Rendezvous is one driveway too far.)

January 2011

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C January 2011 INTERIOR: Stew Cues

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Present yourself in the most professional light in public I have to say, I was impressed by visit the offices in person. And do make the turnout at the Triton Expo in an appointment; it is unprofessional November. I especially want to thank and inconsiderate to just “pop in” everyone who came to hear me speak. unannounced. It was great that However, before setting an there were so appointment, understand how crew many stews there, agencies work, because they can be male and female, your biggest allies when you are looking looking for tips on for a job. how to increase Agencies help fill job openings. their chances of They introduce crew to prospective finding a job. It employers to be considered for is always a good placement. If the crew member is a idea to be open good fit, she will be put forward to the Stew Cues and friendly and employer, and the employer will decide Alene Keenan to network at whether to interview the candidate. every opportunity. And the employer will decide whether You never know when you might meet that crew member is right for the someone who could help you find your position. If a candidate is successfully next position. placed, the agency collects a fee. That said, it is also in your best Remember, the agency introduces interest to present yourself in the most crew to potential employers. It does not professional light whenever you are out decide whether or not a crew member in public. will be hired for a position. Taking a conservative approach Crew agents want to meet you to put is the best way to go. Be aware that a face to a name, and to see if they can the less skin you learn more about show, the more you. Show them Remember that an power you have the same courtesy opinion is formed about in life (and in an you would show interview). Tattoos a prospective you within the first and piercings are employer. Dress 15 seconds, and that still unacceptable appropriately. opinion is not easily in many instances, Cover any tattoos and could actually and remove most changed. keep you from of your jewelry. being considered Employers for a job, so remove excessive jewelry are looking for diverse and specific and cover up tattoos. attributes to fill open positions on their Baring tank tops and sexy, low-cut boats. Owners and department heads T-shirts say way more about you than may have a certain profile in mind. most professional people want to know, The vessel itself has a unique profile. so wear clothing that covers more than Everyone wants to ensure a good fit. it reveals. Remember that an opinion In all fairness, there are some is formed about you within the first 15 inappropriate employers out there as seconds, and that opinion is not easily well. This is a unique industry that changed. compares people not only on their These suggestions are important skills and experience, but also on their for meeting people in general, but appearance, age and general physical are especially so when you will be condition. Some people seem to “have interacting with owners, brokers, it all,” but if you remember to put captains, department heads and your best self forward in a positive, crew agents. They will quickly assess professional way, it will be noted. your level of professionalism by your There have been big changes in appearance, poise and demeanor. the economy and within the yachting Your work qualifications are of the industry these past few years. But there utmost importance, but that first 15 will always be a place for confident, seconds after you meet anyone sets the skilled professionals. Keep looking, stage for whatever transpires next. Plan keep learning, keep growing and keep ahead and plan conservatively. offering your own special talents and Become a great networker. Introduce skills to the world. yourself to everyone, carry lots of business cards, and have your resume Alene Keenan has been a megayacht handy in case someone asks for it. stewardess for 19 years. She teaches Don’t hesitate to let people know what a 10-day intensive silver service job you are looking for. Be clear, direct course at Maritime Professional and honest about your skills. Training in Ft. Lauderdale. She also Crew agents will likely play offers onboard training through her an important part in your career company, Stewardess Solutions (www. development. Register with several stewardesssolutions.com). Comments on agencies. After your registration is this column are welcome at editorial@ complete, make an appointment to the-triton.com.


C January 2011 IN THE GALLEY: Culinary Waves

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Gold Borscht Caviar Terrine

Edible gold is an eye-catching conversation starter, but the caviar and PHOTO/MARY BETH LAWTON JOHNSON beets won’t be lost. 1 terrine loaf pan 8 gelatin sheets, gold Fresh beet greens, rinsed, braised in beef broth with 1 cup red wine. Reserve 2 tablespoons of the braising liquid 1 8 oz jar of Borscht 1 lb mixed yellow and red beets, scrubbed, roasted, skins peeled, small dice 2 oz Black River caviar Edible gold Creme fraiche Red beet chips, red beets sliced thin, dried in oven until cripsy Line the terrine loaf pan with plastic wrap Bloom the gelatin in cold water for a

few minutes. Heat the Borscht and braising liquid. Squeeze the water out of the gelatin and add to the heated liquid to dissolve. Fill the terrine bottom to cover with the gelatin mixture. Next add the diced beets, the braised beet greens, the caviar and top with the remaining liquid borscht gelatin mixture. Cover tightly, refrigerate overnight. Remove the terrine from the refrigerator and unmold onto a serving platter. Top with the edible gold. Serve with creme fraiche, red beet chips and more caviar.

Regional foods entering U.S. WAVES, from page C1 (I hate cupcakes and sugar-coated confections.) 6. Say buy-buy to varieties of grits, polenta and other regional foods that are just now gaining permission to come to the United States. New specialized, regional foods including certain potatoes from Peru to a cross hatching of varietals, can now come into the market from remote places in the world. Regional food is a specialty product meant to aid growers in the region, not meant to mass market so-called regional foods that have no specialized

ingredients simply for the sake of saying it is regional. 7. Simpler, smaller portions presented elegantly. Say bye-bye to the 14-inch plate meant to hold everything in your refrigerator. The new approach is to use a salad plate to reduce portion sizes. 8. Small, specialized organic ingredients not found anywhere else for use in the sous vide technique of cooking. You can buy enough and take it with you because of a longer shelf life, without worry of freezer burn. 9. More organic foods with a stamp

See WAVES, page C7


The Triton

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NUTRITION: Take It In

January 2011

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How to make New Year’s resolutions you can live with You know the drill. The clock strikes midnight on Dec. 31 and all of a sudden it’s time to lose weight, exercise more or put into action any number of New Year’s resolutions. Health tops the list when it comes to resolutions. According to the New Year’s Resolution Survey, “lose weight” and “develop a healthy Take It In habit” were two Carol Bareuther of the top three promises among the more than 1,000 U.S. adults surveyed for 2010. Ditto for 2009. Unfortunately, in spite of best intentions, the numbers are against you when it comes to keeping these resolutions. According to a 2002 study published in the Journal of Clinical Psychology, of the 40 to 45 percent of Americans who make one or more resolutions each year, 25 percent don’t keep them past the first week, and 36 percent fall off the resolution wagon after one month. Less than half have kept those good intentions going for six months. The solution is to make resolutions wisely. Make them realistic. Don’t bite off more than you can chew. If you resolve to eat a nutritious home-cooked meal every night and you’re on charter or entertaining clients half the year, this just isn’t a resolution you’re going to keep.

If you’re a big-time carnivore, don’t try to go veggie overnight. Start with one meatless meal a week, and then gradually go to two, three, etc. This gradual approach has a better chance of becoming integrated into part of your daily life. Look at your lifestyle. Look at your work commitments. Then set a goal you can truly reach. Instead, perhaps, resolve to eat dinner every night rather than skipping this meal or resorting to a bag of chips and dip to fill you up before bedtime. Take baby steps. Maybe you want to become a vegetarian. A vegetarian diet has been linked to all kinds of benefits such the prevention of heart disease, hypertension, diabetes and some types of cancer, so it’s a sound resolution. If you’re a big-time carnivore, don’t try to go veggie overnight. Start with one meatless meal a week, and then gradually go to two, three, etc. This gradual approach has a better chance of becoming integrated into part of your daily life. It’s not all or nothing. If you say, “I’ll never eat chocolate cake again” or ‘I’ll walk 30 minutes every day,” these resolutions are no-winners. Instead, go slowly. If you eat a piece of chocolate cake, don’t feel you blew it. Just don’t eat one every day and make the intervals in between eating this treat longer or size of the slice smaller each time. Likewise, try to walk often, but if you miss a day, it isn’t the end of the world. Just take a walk the

Online trading will skyrocket, especially in natural food items WAVES, from page C6 and seal on it. This influence will seriously impact the local farmers not producing organic product. So say byebye to the pesticide-laden produce in local grocery stores. 10. Small mom-and-pop operations specializing in exactly what the name implies, such as a honey house, a whole grain store, or a specialty produce store that will ship overnight to you wherever you are in the world. 11. Say buy-buy to Internet choices and bye-bye to brick-and-mortar stores with high overheads (and high costs). Malls will someday vanish while online trading will skyrocket, especially with natural food items. 12. Say bye-bye to anything caught, made, or exported by China, including seafood caught in long nets off of Costa Rica and Nicaragua that are ravishing our oceans and resulting in species going extinct and more hazards in our

food chain. Say buy-buy to farm-raised fish, which is going to make a huge comeback but with strict limitations on diet and certifications, helping us combat food-related illnesses and contamination. 13. Say buy-buy to natural herbal remedies and bye-bye to medicinal products created by man. 14. Watch for more silicon tools that do away with commercial restaurant applications such as pots, pot lids, etc., for easier to use and store cooking utensils. Keep your port holes open for more information as it comes available and the sources from which to buy them. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for 20 years. (www.themegayachtchef.com) Comments on this column are welcome at editorial@the-triton.com.

next day. Define it, then refine It. If your resolution is to “lose weight,” the question becomes how? Take your resolution one step further. For example, make your goal to eat dinner on a dessert-size plate to curb portion sizes. Or substitute fruit for your cookie snack. Or switch to skim milk at breakfast. These are easier actions to follow day-after-day.

Make sure it’s important to you. Sure, it’d be nice to drop a dress or pant size. But, if your doctor is telling you a heart attack is right around the corner unless you bring your blood cholesterol down, then focus on the type and amount of fat in your diet instead of a lose-pounds-quickly scheme. Know fact from fad. A Google search will give you thousands of ways to lose weight. There’s the grapefruit diet, the cabbage soup diet, and now the Twinkie diet. Losing weight isn’t hard; it’s keeping it off and staying healthy that is the trick. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at editorial@the-triton.com.


C January 2011 TRITON SURVEY: Yacht deliveries

What’s the second most important factor in determining delivery rates? Yacht’s budget – 5.4% Distance – 11.6%

Actual passage – 14.3%

Yacht size – 27.2%

Captain’s The going rate – 22.4% experience – 19.0%

Do you charge/pay different rates by situation, or is it basically one rate?

The Triton

Do you charge/pay a day rate or one set price, regardless of how long it takes? Delivery rate – 8.9%

Varies based on captain – 12.2% It’s basically the same rate – 40.8%

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Varies based on the passage – 46.9% Day rate – 91.1%

Worst part of a delivery: boat condition when you meet it SURVEY, from page C1 the boat itself. “A factor not mentioned above is that delivery captains assume a great responsibility taking charge of a vessel that may have not been maintained properly,” said a captain with more than 30 years in yachting. “I have been asked to deliver vessels and, after one look, declined. Yet, there is usually another captain who would accept. For assuming this responsibility and the relatively short-term of service is another basis for the fee. Owners sometimes have a difficult time understanding this.” “The worst part about deliveries is the condition of the boat when you meet it, a science project growing in the tank, bilge pumps not working, lack of oil changes and other general maintenance,” said a captain with more than 20 years in yachting. “I once arrived at a boat and the props had been put on wrong, forward and reverse were switched. It made it interesting getting back on the dock.” The top factor and the second

most important A tad more factor had the than a fifth of ‘I have been asked to same number these veteran deliver vessels and, after captains said it of responses so we thought that was the captain’s one look, declined. Yet, maybe these experience there is usually another guys all thought that was most captain who would alike. We were important, but wrong. Of the a fifth said the accept.’ 40 captains who going rate was — Megayacht captain said a captain’s most important, a with more than 30 years experience is the fifth said the size experience in yachting most important of the yacht, and factor, they were a fifth said the pretty evenly split actual passage. on what they thought was the second And there were a few captains who most important factor (the going rate, don’t support the idea of delivery size and passage). captains. We also thought that veteran “A true yacht with a good owner has captains might have a different a full-time crew and doesn’t need a perspective on this, so we looked at the delivery captain or crew,” said a captain answers from captains with 30 or more who has both done deliveries and hired years experience and discovered that other captains to do them. “A good the answers were about the same as captain will not hand his vessel over the group as a whole. to another, no matter how great the If anything, they were more equally delivery captain thinks he is. A good split on just what the two most captain won’t take most deliveries important factors are in determining due to bad owners with no crew and what to charge (or pay). a poorly maintained vessel. This is

not just my opinion but 25 years of experience starting as captain aboard smaller vessels up to my current 210foot vessel.” Next we asked about the money. We were curious to know how captains charged (or paid) for delivery services. Do you charge (or pay) different rates for different situations, or is it basically one rate, regardless of distance or passage? Almost half of the respondents (46.9 percent) said the rate they charge varies based on the passage. Most of the rest (40.8 percent) said it was basically the same, set rate. Only 12 percent said their rate varied based on the captain. (In retrospect, that answer might only apply to captains paying for a delivery since the captain doing a delivery wouldn’t vary himself or herself.) We were curious to learn do you charge (or pay) a day rate or one set price for the delivery, regardless of how long it takes? The vast majority – 91.1 percent

See SURVEY, page C10


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TRITON SURVEY: Yacht deliveries

Who determines how long the delivery should take?

January 2011

How has the popularity of transport services impacted the delivery business?

A compromise between the two – 34.7%

Is the delivery cost negotiable?

No – 29.5%

Not at all – 19.9% Immensely – 22.1%

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Yes – 70.5%

Somewhat – 58.1%

Captain – 63.9%

Owner – 1.4%



GRAPHICS/LAWRENCE HOLLYFIELD

‘It’s bad for the industry and even worse for you if something goes wrong’ Delivery captains and those hiring them offered this advice: l

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Make sure you know and trust the client, either by personal experience or a trusted recommendation. No captain wants to end up in jail if drugs, etc., were concealed on the vessel. l

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Don’t get in over your head. It’s bad for the industry and even worse for you if something goes wrong. Pay attention to the weather. Don’t try to be a hero; be professional. l

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Be timely and considerate. Always bring the boat back in better condition than when you took it out. l

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Get everything in writing. Make sure all expenses are covered. Have enough cash, and a high-limit

credit card from the owner for any circumstance. Take no unnecessary chances with navigation, manning or weather. Hire the best person for the job, not the cheapest. l

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Make a route plan and go over it with the owner and insurance company. Make sure everyone agrees on it. Safety, safety and, did I mention, safety? (I’ve been doing this since 1976, deliveries only, with maybe three fulltime jobs thrown in.) l

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Finally, always operate with complete transparency. I know that sounds like common sense, but I can’t begin to say how many delivery captains I’ve met who have problems with basic accounting, or who try to stretch the delivery time for their own financial gain. l

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Make sure the boat interior is clean when arriving in port. If I get into port early enough in a day, I will clean the exterior as well so the boat is turnkey for the owner’s arrival. l

I always run with a minimum of four crew if any passage cannot be accomplished in a day, regardless of the size of the yacht. This is for safety reasons as well as the legal requirements to always have two people on watch at any given time. When making longer passages down island, I use a weather service, so that if there is a delay, I can show the owner the physical reasons.

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Get to know either the owner or captain as much as possible. I realize that many jobs come through agencies, but check references on your own, for both owners and captains. Just as in a permanent position, the personal as well as professional relationship we have with our employer and crew is paramount to success. Communicate often. Last, but most important, don’t use your own money. l

Two people on watch at all times with overlapping schedules. No alcoholic beverages while the boat is under way by any crew members. Shifts should be limited to no longer than six hours.

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See REACTION, page C11


C10 January 2011 TRITON SURVEY: Yacht deliveries

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‘Open ocean is more expensive than inland or rivers’ SURVEY, from page C8 – charge (or pay) a day rate. “If the rate is a flat rate, the crew will generally beat the boat to death and do no maintenance,” one captain said. “Pay a decent day rate and include a lay day for maintenance.” In an effort to see if there is a relative standard on yacht delivery prices, we asked For a standard delivery of a 100-foot yacht from Florida to the Caribbean, what would you charge (or pay)? Answers ranged from $275 to $600 per day for a captain and from $1,500$7,000 for the trip with two to three crew. “I will not work for less than $600 per day on a 100-foot yacht as this is a lot of responsibility, and I have passed more lighthouses than most captains have telephone poles,” one captain said. “The price increases proportionally with size. I will negotiate for long voyages and will charge half price for me and the crew on days when the yacht is in port (not under way).” Most captains offered day rates of $350-$400, though, with many of them adding expenses and a flight home to that cost. “Open ocean is more expensive than inland or rivers,” another captain said. “On larger yachts (40m+), the price (usually per diem) for delivery is much higher,” said a captain with 20-25 years in yachting who would charge $350 a day for this trip. “They have a much larger liability, more costly yacht and more crew to oversee. Quite often, the delivery captain is a buddy or friend of the long-term captain and can negotiate a good wage. The ol’ boys network is alive and well. “If it is a smaller yacht (30-40m) then the price per diem is less (usually

about $350-$450),” this captain continued. “These days, possibly at the lower range of this. Remember that the cost of air travel to the yacht and return flight back is above the daily wage as well as incidental expenses such as taxi, hotel if necessary, and personal phone usage.” Many indicated their cost (in the $300-$400 per day range) as well as that of at least one additional crew (usually at half their cost). One captain noted that there was a different, lesser rate for lay days should weather cause them to seek shelter. “If you charge a daily rate, charge a lower rate for lay days when you are stuck for a day or two at a time due to weather, rough seas or mechanical issues,” this captain said. “No one wants you to be stuck in a port any more than you want to be stuck there. At least if you help split the cost of the boat sitting in port, the owners feel as though they’re being treated more fairly.” Several noted that overnight travel would increase the rate significantly. “If owners want a labor market of dependable professionals to do this, they better learn that it costs money,” another captain said. “Delivering yachts is hard work, given that most are done on a nonstop, round-the-clock operation,” said a captain with more than 25 years in yachting who would charge $400 a day, plus expenses, for the Caribbean delivery. “Professional crew who deliver vessels safely to their destinations are worth their service in gold. Like anything else, you get what you pay for.” Which leads to the question Is the delivery cost negotiable? Most (70.5 percent) said that it was. Who determines how long the

delivery should take? Nearly two-thirds said the captain dictated how many days the delivery would take, but more than a third noted that it was a compromise with the owner. “I also make it very clear to the owner that we’ll make the best time physically possible, but at the end of the day, any passage is weather dependent,” said a captain with 10 years experience delivering yachts. “We’re not in the business of putting crew and vessels at risk.” With the changes in the economy and loss of yacht jobs in the past two years, there appears to be more visibility on yacht deliveries. So we were curious to know Has the popularity of transport services impacted the yacht delivery business? Most captains (58.1 percent) said it has, somewhat, with the remainder split between either “immensely” or “not at all.” “I used to average three trips from Ft. Lauderdale to the U.S. West Coast in a year,” said one captain who termed the impact immense. “Now, I get maybe one a year.” Many captains noted that competitive pricing by the transport companies have cut into their opportunities for deliveries between the Mediterranean and either North America or the Caribbean, or even between the U.S. east and west coasts. And mid-size vessels that don’t have the fuel range and could not make those long passages now are able to cruise in new destinations. But at the same time, other captains noted the high cost of shipping a yacht compared with paying for it to be delivered. Most acknowledged that transport saved wear and tear on yachts, but

that there would always be room for delivery captains. “Many owners want their boats where they want them without having to wait for a transport shipper’s schedule,” said a captain who thought the impact was somewhat. The delivery industry is impacted somewhat “only for deliveries of great distance such as Fort Lauderdale to Virgin Islands or European destinations,” said a captain with more than 15 years in yachting. “Eastern seaboard, Bahamas and other Caribbean destinations aren’t affected all that much.” “They [transport ships] can’t go to the Great Lakes,” said another captain. One captain noted that shipping a vessel “gives the opportunity to give all crew leave during transport, freeing up the calendar during cruising season.” “I do many Northeast U.S. to BVI sailboat deliveries, and the cost average plus airfare for a 40-foot yacht is $6,500,” said one captain who termed the impact immense. “Dockwise’s cost is only somewhat more and there is no wear and tear on the boat.” “The size of yachts being transported today is ever increasing,” said a captain who termed the impact immense. “The original concept was to transport yachts that were incapable of making the voyage due to lack of range or size. “Today many quite-capable yachts are transported to allow crew vacation, savings of fuel, and wear and tear on engines, etc.,” this captain said. “Dockwise now delivers Freeport to Newport, which cut out all summer deliveries to Newport, pretty much,” said a captain who termed the impact immense. “A nine-day delivery to Newport turned into a one-day delivery to Freeport.” “The overwhelming percentage of deliveries occur over distances and upon routes that the transport companies do not service,” said a captain who didn’t think the transport companies have impacted the delivery business at all. “It’s a great service,” said one captain who termed the impact immense. “It gets boats that could not even consider a trip/delivery of that length to new places. It moves lots of yachts around to new areas, which in turn actually opens up more temp/delivery opportunities.” 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 emails online at www.the-triton.com.


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TRITON SURVEY: Yacht deliveries

January 2011

Smaller vessels that might not have ocean-crossing range, such as this 63-foot Hatteras, may take advantage of PHOTO/CAPT. JOHN WAMPLER transport services to cruise in new areas. 

Ask what would the permanent captain do REACTION, from page C9 its ability to do the passage, i.e. has she been maintained properly, are all mechanical systems working, are there decent electronics for safe navigation, are there up-to-date charts? I don’t care how many chart plotters are aboard; you need paper charts. l

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Check the boat in and out. Often delivery captains get employed because no permanent crew would sail them long distances and far offshore. l

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Make sure you have insurance and you are listed on it, and get a letter of appointment of master from the owner or current agent. l

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Ask for what you’re worth and don’t sell yourself short. Doing so diminishes the value of the work we do. l

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Inspect the yacht prior to leaving almost as thoroughly as if you were

buying it. Always bring your own safety and survival gear. Err on the side of caution with regard to weather. Pass up any delivery where the owner or agent requires a guaranteed date that is tied to compensation. l

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It’s all about weather and preparation. Know the boat before you go, have confidence in the crew and vessel, and pick a good weather window. l

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Fifty percent deposit recommended. Delivery agreement or contract. Doing deliveries is a huge liability. All gray areas need to be discussed before any lines are cast. l

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When doing an ocean crossing I ask for a weather routing service and have a sat phone. I always pay crew. Lots of people offer passage to crew for nothing; I prefer to have crew who expect to work. l

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Be fair in every aspect, treat the owner as if he was your brother, and care for the yacht as if it was your own. l

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I don’t trust the owners evaluation of his friends to crew. I pick the crew and prefer just my mate and I. We have delivered large yachts with the two of

us. Something more demanding we have some people we trust and can rely on. l

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I always get a retainer equal to 75 percent of the estimated trip time (at best). Upon arrival, the boat gets washed and detailed out at the same day rate. l

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Don’t try to improve the way that boat runs. They run it the way they are comfortable with. Try and keep it that way. l

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Many owners have a hard time paying a decent rate to hire a qualified captain. Since boating is a fun experience for them, they find it difficult to pay someone to deliver their boat since they will be having fun, too. Successful business people who hire the best qualified managers to run their companies and the best doctors to keep them healthy are willing to risk their multimillion-dollar yacht and perhaps their lives to the lowest bidder when it comes to hiring a captain. l

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The area of greatest concern for the owner should be the level of preparation with regard to the yacht. So few captains take the time to do a proper inspection and often find themselves in difficulty because of it.

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PERSONAL FINANCE: Yachting Capital C12 January 2011

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Owning real estate without the headaches of ownership The real question we left off with usually takes 1-3 years, depending on in last month’s article was “Are you the popularity of the REIT. The plus looking to own real estate just to say side to this phase is that it pays out a you are a property owner or are you monthly dividend at a rate set based looking for a on expected performance. An average return?” payout would be 6.5-7.25 percent. Everyone has After the accumulation phase, these their own reason properties are now managed and it is to invest in real time to wait for the values to increase. estate. Some are When the timing is right for the exit willing to take strategy, then it will be time to either their time to do sell off the properties individually the repairs and or, if it warrants, do an Initial Public manage tenants. Offering (IPO) and sell all or part of the Yachting Capital Most investors portfolio. Mark A. Cline buy real estate to At this phase you would make a make money. But decision based on your exit strategy all investments, including real estate, whether to sell your new stocks at the must have an exit strategy. In other current price or keep them and hope words, how and when do you plan to they rise. get out? A few reasons that you would There are two ways to invest in real choose a REIT over a DST is liquidity, estate that do not require you to qualify diversification of properties, and for a loan or mortgage. These are real the small minimums required to get estate investment trusts (REITs) and involved. The main reason to choose a Delaware Statute Trusts (DSTs). DST is that you have actual ownership There are many of the property REIT programs in so you will also When looking at the market today. get the same The common tax advantages investing in real feature of REITs as individual estate, make sure the is that the level property properties make sense of investment is ownership. relatively small. This would be for you. Just because An investor can a route to take if residential real estate get in a REIT for you are looking to in South Florida is not as little as $1,000, have tax-deferred and additional growth on your doing so well does not contributions investment. In mean that other areas can be as small as other words, a of the country are not $100. portion of your performing well. A major benefit dividends would of investing in not be taxed due a REIT versus to depreciation actually owning property is simple: You expenses. The capital gain or the don’t have to chase tenants for rent growth of the property can be rolled or arrange to fix their toilet, which is into another DST directly, thus frustrating while you are on charter in avoiding a capital gains tax (i.e. 1031 the Caribbean. This type of real estate exchange). investing is a major consideration if When looking at investing in real you are going to be an absentee owner estate, make sure the properties in from your property. these portfolios make sense for you. When looking at REITs, consider Just because residential real estate a non-publicly traded REIT, one that in South Florida is not doing so well does not trade on one of the stock does not mean that other areas of the exchanges. With non-traded REITs, country are not performing well. This investors do not feel that up and down can be a good diversification option for value as they do in their stock portfolio. those old 401(K)s or IRAs that are 100 This is similar to buying a property percent stock investments. on your own. You don’t see the price Information in this column is not changes until it is time to sell. intended to be specific advice for A timeline of a non-traded REIT anyone. You should use the information is typically 5-7 years. This would be a to help you work with a professional general cycle of real estate when buying regarding your specific financial goals. low and selling high. The startup of a REIT is the accumulation phase. In Capt. Mark A. Cline is a chartered this phase of the REIT, the portfolio senior financial planner. He is a partner is accumulating investment dollars in Capital Marine Alliance in Ft. from investors and purchasing new Lauderdale. Comments on this column properties for the portfolio. The share are welcome at +1-954-764-2929 or price is typically set at $10. This phase through www.capitalmarinealliance.net.


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C14 January 2011 BUSINESS CARD ADVERTISERS

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WORLD OF YACHTING

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The Triton Vol. 7, No.10