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Ibiza, the island The good, the bad and the ugly B1 Vol.9, No. 4

Try a day, a week, for your health and the planet’s. C7

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July 2012

What happens when a yacht doesn’t sink?

UNDER THE BOARDWALK, DOWN BY THE SEA

USCG asks for help as story behind the hoax of Blind Date’s explosion continues By Dorie Cox

Capt. Tristan Judson, far left, and the crew of M/Y Boardwalk stopped at Chicks Marina in Kennebunkport, PHOTO/LILLIAN FOX Maine, for about a week on a trip along the Atlantic East Coast in June. 

The scariest thing on the water? Crew Sailors of old feared sea serpents and navigating to the edge of the Earth. Both ancient and modern mariners fear fire, sinking, piracy, weather, sickness and being lost. At this month’s Triton Bridge luncheon, captains’ confessed a fear even greater: fellow crew. From the Bridge “I’m scared as hell of crew,” a captain Dorie Cox said as the group nodded and agreed. To clarify, these captains aren’t “afraid”. They never used the word fear for emergencies they know how to handle. “Fear can be negated with proper training,” a captain said. They only used the word when they unanimously expressed their biggest concern. “I can continually do the drills, go

over the rules, have standing orders, but I’m still afraid of how they’ll react in stressful situations,” a captain said. As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A17. Several of the group have taught classes in the industry and all consider themselves teachers of crew onboard. “I’ve became more and more afraid as I taught,” a captain said. “They just don’t know what they’re doing.” “It gets scary to see what crew do,” another captain said. “Did you ever go through the drills, go offshore and give them a pop test?” a third captain asked. “It is amazing what they don’t remember. They don’t even remember where the fire extinguisher is.” The captains said they continually work with crew to increase experience

and bolster both the crew and their own confidence. “If a captain says he runs drills every Sunday at three, that’s training,” a captain said. “A drill is unexpected in the middle of the night, more like an emergency.” “I’ll get them all in the galley and put a bag on their head,” a captain said. “I tell them to find their way out. If it’s smokey, that’s what it will be like in a fire.” “We are constantly doing man overboard, flood, smoke, all the drills,” a captain said. “War gaming I call it. “And we always play, ‘what if ’,” he said. “I’ll turn off one engine at night on a trip and see what they’ll do.” As the group discussed other situations that concern them, they often returned to their fear of other people’s abilities and decisions. One captain explained he always carries a personal

See BRIDGE, page A16

When news of a yacht explosion began to spread in early June, yacht crew around the world began to connect by phone and Internet to see who was involved. Media reports announced a distress call from M/Y Blind Date off the coast of New York on June 11 at 4:20 p.m. The caller said he was the captain and that the explosion had killed three and injured nine people. All 21 passengers were in life rafts, he said. Immediately, the U.S. Coast Guard organized a search, and the news media reported it. Then came the news that the yacht sank. “We were horrified and tried to figure which yacht Blind Date it was,” Capt. Steve Steinberg of M/Y Illiquid said by phone. Steinberg was in California on vacation with his wife, Stew Amy. “She saw the story online,” he said. “We both tracked it for the next few hours.” But not one bit of the story was true. See HOAX, page A14

TRITON SURVEY

How often are you paid?

Monthly – 69.2%

2x a month (24 checks/year) – 14.3% Every 2 weeks (26 checks/year) – 9.8% Weekly – 6.0% Other – 0.8% – Story, C1


A July 2012

WHAT’S INSIDE

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Gone to the dogs

Find out who’s wearing the wiener this month. See photos PHOTO/DORIE COX and story on A10.

Advertiser directory C15 Boats / Brokers A17 Business Briefs A11 Calendar of events B14 Columns: Crew Coach A13 Crew’s Mess C6 Fitness B12 In the Galley C1 Interior C5 Latitude Adjustment A3 Nutrition C7 Personal Finance C11 Onboard Emergencies B2

Rules of the Road B1 Cruising Grounds B1 Fuel prices B5 Networking Q and A C3 Marinas B5,10-11 Networking photos C4 News A10 News Briefs A7 Puzzles C14 Tech Briefs B3 Tech News B4 Triton Spotter B15 Triton Survey C1 Write to Be Heard A18


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LATITUDE ADJUSTMENT

Crew fall back on their roots to keep their careers afloat One man’s life touches so many others. When the owner of M/Y Battered Bull died last fall, we wrote first about the immediate impact on his close-knit crew family. This particular man’s yacht touched many others, too. Over its 16 years, the 171-foot Feadship cruised the world, always Latitude in search of new Adjustment and exciting dive Lucy Chabot Reed sites. When it exhausted them all, it retraced its steps to revisit the best ones again and again. The yacht and her captain, Capt. Len Beck trained more than a few crew. But with the owner’s death, many of those crew have had to move on. One longtime crew member has found a new project. Steve Bradshaw was the ship security officer and dive instructor of the Battered Bull. When he started in 1995, he thought the gig would last one cruise, a few months perhaps, maybe a season. He would end up staying aboard the entire time. Bradshaw spent 22 years in the British military and has decided to once again use his security skills. He’s working with a friend who runs a shooting range in South Florida to start one-day, yacht-crew-dedicated firearms training courses. All the details are still being worked out, but he’s interested in learning if there are any yacht crew out there who want to gain knowledge and skill with firearms. E-mail him at stevebmes@gmail. com or call 754-300-9791.

Congratulations go out to former First Mate Luka Peruzovic and former Chief Stew Petra of LP Yacht Support who are celebrating their fifth year in business this summer. It’s fine when yacht crew go ashore to start families and businesses, but few new businesses ever make it far. Luka and Petra’s business in their homeland of Croatia has grown. Up from 15 their first year, they’ve now served more than 100 yachts. They help with everything from dockage and customs formalities to day workers and other onboard support for repeat clients and new yachts each season. “One of the nicest things is all the people we met during our yachting career, former captains and owners, everybody helps us with our business,” he said. “We’re heading in the right direction.” He did note that the longer a yacht stays in Croatia, the better service he can provide and the easier it becomes. “We get to know everyone better and we know how to help them better,” he said. “Seven days is too short of time to stay in Croatia. Two weeks, at least, is better.” His family is growing, too. They now have two sons: Luka, 6, and Marko, 2. “I miss being on a boat,” Luka confided. He’s been able to squeeze in a few deliveries and relief work with his former captains. “It’s always great to go back, but it’s even greater to come home.” For more information, visit www. lpyachtsupport.com . 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.

July 2012 A


A July 2012

OBITUARIES

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Yachting loses some veterans of the industry

David Barbee treasured being a part of the yachting industry By Capt. Tom Serio To look at David Barbee, he seemed like a regular guy. Slight of frame but with an infectious smile. He was eager, with a positive attitude, taking in as much as he could every day. That’s because he knew his days were numbered as he waited for a kidney transplant. “It was not about being sick,” Faith Harty, his partner of 15 years said. “But being part of the yachting industry.” David Barbee did receive a kidney transplant on March 9 but passed away on April 19 of unknown causes. Something happened, Harty said. “It wasn’t the kidney,” she said. She said more testing should tell. Fever and pain set in and sent Mr. Barbee back to the hospital. He didn’t come home. I met Mr. Barbee in early 2009 and wrote about his plight in The Triton (April 2009). He had support of friends, co-workers and his boss at National Marine Suppliers. He knew the value of time and hated wasting it. “He always put his best foot forward,” Harty said. She said that he was an example to many in the industry through his

strength, courage and positive outlook. He stopped working later in 2009, and the illness eventually took two of his fingers due to hypertension, among other things. Not to be one to cry in his beer, he tried to play guitar again, Harty said. Mr. Barbee would go down to 17th Street Causeway in Ft. Lauderdale to meet up with some of his co-workers from National Marine and others in the industry. “He missed it,” Harty said of his job. Mr. Barbee was a real “people person.” And he had every intention of going back to work. I attended his funeral mass on Saturday, May 12, along with many of his friends and family. His elderly parents, Harry and Dorothy, were as strong as could be expected, but emotional, nonetheless. The laws of the universe say that you’re not supposed to bury your children, no matter how old they are. Mr. Barbee would have been 57 on May 14. Near the altar were several photos of him, along with his ashes. One picture showed him at the wheel of a sportfishing boat. Harty said when he

passed his captain’s test the first time, it “hooked his heart.” He later ran several boats in Palm Beach until his illness took him off the bridge. A close friend and co-worker, Ray Martus, spoke at the funeral about the type of person he was. I’m sure everyone in the church could have said many great things about him, too. “He was a great spirit among us,” Harty said. “David found peace,” as he awaited his new organ, she said. Perhaps that’s

the peace you find when faced with something bigger than you. Or the peace in knowing that you were the best you could be. Smooth seas and calm winds, David Barbee. Capt. Tom Serio is a freelance captain, writer and photographer in South Florida. He also has a career in risk management. Comments on this story are welcome at editorial@the-triton. com.

Bruce Brakenhoff, co-founder of Bartram and Brakenhoff, dies Bruce R. Brakenhoff Sr., co-founder of Bartram and Brakenhoff yacht brokerage, died on June 15 at his home in Jamestown, R.I. He was 80. Mr. Brakenhoff started his yacht industry career more than 50 years ago with Orienta Marine in Mamaroneck, N.Y., and was a vice president Brakenhoff Sr. of Northrop and Johnson, according to his obituary. He co-founded Bartram and Brakenhoff with partner J. Burr “Joe” Bartram Jr. in 1967 in Greenwich, Conn. A second office was opened in Newport, R.I., in 1980. David C. Lacz purchased the firm from the founders in 1998. According to his obituary, Mr. Brakenhoff grew up in Larchmont,

N.Y., and moved to Jamestown in 1985. He was a former Commodore of the Conanicut Yacht Club, a member of the Storm Trysail Club, and a former member of the New York Yacht Club and the Larchmont Yacht Club. Mr. Brakenhoff was the ethics committee chairman for the Yacht Brokers Association of America for more than 20 years and treasurer of the American Yacht Charter Association. He is survived by his wife of 60 years, Noel H. Brakenhoff; his son Bruce R. Brakenhoff Jr., of Portsmouth, R.I.; daughter Betsy Brakenhoff Hickey, of Hanalei, Hawaii; grandchildren, Emily Brakenhoff, Grace Brakenhoff, Malia Hickey, Julia Orchard Merkel, Andrea Orchard, Dennis Orchard and Michael Orchard; and great-grandsons John and James Merkel. A memorial service was expected to be held this month. – Staff report

Dieter Cosman, co-founder and chairman Bradford Marine, dies Dieter Cosman, co-founder and chairman of the Bradford Marine companies, died June 12 in Miami at the age of 95. He was born May 22, 1917 in Switzerland. Mr. Cosman and Charles Blickle Sr. founded Bradford Marine in 1966 in Ft.Lauderdale on the New River. In the early 1980s, they went their separate ways with Blickle keeping Cosman sales and charter and Cosman keeping the shipyard.

Known affectionately by Bradford Marine employees as “Mr. C”, Mr. Cosman continued to work as chairman with Paul Engle, president of the Bradford Marine companies. “He would come in to the office most every day and work with Paul,” Gene Douglas, vice president of the company, said. “He had a real connection with people and was highly respected by his Bradford Marine family.” Mr. Cosman was an avid scuba diver and shell collector until the last few months of his life, and he had his own boat that he used for diving. Mr. Cosman is survived by his wife, Susanne, and four children. – Dorie Cox


A July 2012

NEWS

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Broward signs two new build contracts; both to have steel hulls By Lucy Chabot Reed Broward Superyachts has signed a contract to build two new yachts, the first for the company since being bought in 2009. Another first: they will have steel hulls. Broward, the South Florida familybuilt builder with a storied past, has struggled in the weakened economy just as everyone. This contract for two 135-foot (41m) tri-deck motoryachts valued at more than $20 million could signal a new beginning. “It means the future,” said Philippe Brandligt, the consultant with experience working in Dutch shipyards that Broward hired a few years ago to bring in new builds. The yard has limited staff and has spent the past two years working on refit and repair. But the plan was always to get back to building new, he said. “This is exactly the way we do it in Holland,” Brandligt said. “You get a contract, you get organized. Our goal is to get started, and we need help. We have to do it as an industry, bring business back to the United States. It’s a collaboration.” The buyer is a new company, WorldSea Yachting, a charter company started in March that plans to have a fleet of yachts around the world. More than five years in development, the company was started by Francis Liabres, a bluewater sailor who has managed holiday hotels, and Philippe Swolfs, a naval architect and managing director of Euroshipyard in Belgium. WorldSea expects to operate their company in the niche market of cruise ship clients who prefer smaller ships. “It will be different from the charter that’s available now,” Liabres said. “You can charter the whole yacht, but also just a cabin.”

From left, Francis Liabres of WorldSea Yachting, Philippe Brandligt of Broward, and Philippe Swolfs of WorldSea PHOTO/LUCY REED anounce the signing of two new build contracts valued at more than $20 million. While they said they plan to acquire up to six megayachts already afloat, the ones they’ve contracted with Broward to build will eliminate the master suite and include six identical cabins. At least one will have a moveable wall if a client wants a bigger space. This new build contract began in Monaco last fall when Brandligt and Swolfs met to talk. Colleagues from their days working in Holland, Swolfs described the idea for their business and Brandligt described how Broward could fit in. What followed were several South

Florida meetings where the WorldSea Yachting executives were taken around town to meet the subcontractors who would put the yachts together. “In Holland, the infrastructure is in the yard,” Brandligt said. “In South Florida, the infrastructure is in town.” What helped is that Broward already had a tri-deck designed for a potential buyer from Jacksonville. That yacht was designed by Vripack and will include some slight modifications to the cabin layout. Other companies lined up to work on the yachts include Palladium

Technologies for the electrical installations, Performance Marine Coatings for the paint work, Quantum Marine for the hydraulic installations, Headhunter for the fresh, grey and black water systems, and Heinen & Hopman for air conditioning and ventilation. After a few in-town visits, WorldSea Yachting signed the contract June 11. By building in the United States, these two 455-ton yachts can cruise and charter in the U.S. without the restrictions placed on foreign-flagged yachts. Brandligt expect the keel to be laid this summer, with steel to be cut in October. The steel will be cut and formed in Holland and pieced together at Broward, “like Ikea,” he said. “You have to think of it that way,” said Brandligt, who was a project manager at Amels before coming to Broward. This is how we want to do it, and I strongly believe this is the way it should be done.” “We are confident in the fact that the quality level of the vessel will be what we want,” Swolfs said. “We found the right partner.” Broward plans to hire 100 people as the yachts are built. The first one should take about two years, with the second one beginning as the first is finishing. “We’re not interested in selling a cheap boat,” Brandligt said. Lucy Chabot Reed is editor of The Triton. Comments are welcome at lucy@the-triton.com.


The Triton

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NEWS BRIEFS

July 2012 A

Fuel delivery lawsuit settled; police activity in Venice and Dubai the America’s Cup regatta. The tax police carried out 135 raids aboard various vessels and found 11 owners whose declared earnings did not square with the value of their yachts. The police discovered nine crew members who were being paid off the books and seized two uninsured yachts during the operation, the Italian news service site reported.

Dubai police warn captains

Peterson settles suit for $40,000

Peterson Fuel Delivery has settled its lawsuit with the city of Ft. Lauderdale over claims the city and several of its employees interfered with the company’s operations. The mobile yacht fueling company had accused the city’s marine patrol of trying to put it out of business by harassing barge captains, accusing it of fuel spills and questioning customers. In early June, city commissioners voted to pay Peterson Fuel $40,000

and allow it to continue to operate on waterways in the city. The company, one of its barges shown above, has said it will donate the money to community youth programs that get kids on the water and/or for equipment for the city’s marine patrol.

Police catch tax evaders in Venice

According to a story on Adn Kronos International’s Web site, tax police targeted the owners of 1,414 yachts anchored in Venice in late May during

Police blamed unqualified captains for most of the yachting accidents in Dubai during the past two years, according to The National newspaper of Abu Dhabi. During that time, 12 yachting accidents were registered in Dubai with the majority involving people with no formal qualifications, according to the director of the Ports Police Station. According to the publication, Lt. Col. Al Mazyoud said that all vessels operating in the emirate’s waters and all their crew must be licensed by the Dubai Maritime City Authority. He said officers were surveying tourism companies that operate yachts to explain the dangers of employing unqualified crew. The officers are also explaining the ramifications of non-compliance, including fines of

Dh50,000 and up to two years jail time. “Many of these yachts are run by basically anyone,” Lt. Col. Al Mazyoud said in the report. “They sometimes get someone who is working as a cook onboard to drive it.” Previous accidents involved a captain who lost control of his yacht and hit a breakwater, another that collided with a rock and two other yachts that collided with each other. “The majority of these accidents occur because the captains of the yachts lack the skills and experience to deal with situations which might occur at sea,” said Lt Col Al Mazyoud. “They are ignorant of the maritime navigation rules. They do not recognize the different guidance signs and as a consequence they get themselves, and the tourists who have rented the vessel, into trouble.”

Panama Canal tolls going up

The Panama Canal Authority (ACP) has proposed a 15 percent increase in some of its tolls “to reflect the real value of the route and better serve its customers,” according to an agency news release. The proposal also increases the number of categories of vessels from

See NEWS BRIEFS, page A8


A July 2012

NEWS BRIEFS

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U.S. House committee aims to fix TWIC shortfalls and costs NEWS BRIEFS from page A7 eight to 11 and incorporates roll-on/ roll-off vessels into the vehicle carrier segment. “Effective July 1, the ACP proposes to increase the tolls for the following segments: general cargo, container/ break bulk (new segment), dry bulk, tanker (redefined segment), chemical tanker (new segment), LPG (new segment), vehicle carrier and ro-ro (merged segment), and the segment known as others,” the statement said. “The remaining segments will not be adjusted at this time. Additionally, there will be changes to tolls applicable to small vessels based on vessel length, to incorporate adjustments not previously considered.” It was unclear under which category yachts fall or if any increases will be made to that category. Shipping industry groups have opposed the toll hikes, calling them “rushed, excessive and likely to cause further problems for shipping companies” given the fragile state of economic recovery, according to a story in Maritime Executive Magazine on May 25. The International Chamber of Shipping has sent a letter to the ACP describing the hikes as “simply unacceptable.”

ICS calls for the plans to be withdrawn and for future increases to be given with at least six months’ notice to enable shipping companies to plan properly and fully assess the impact of the proposed changes.

U.S. Committee supports TWIC reform

TWIC application process be reformed by not later than the end of 2012 when hundreds of thousands of current TWIC holders will begin to face the requirement to renew their TWICs.” The bill directs the Department of Homeland Security (DHS) to reform the process “for the enrollment, activation, issuance and renewal of a TWIC to require, in total, not more than one in-person visit to a designated enrollment center except in cases in which there are extenuating circumstances, as determined by the secretary, requiring more than one such in-person visit.” The bill, as passed by the committee, also requires DHS to issue the final rule for the installation of electronic readers to verify TWICs by Dec. 31, 2014. If the rule is not issued by that date, then no

The committee’s bill directs the Department of Homeland Security to reform the process “for the enrollment, activation, issuance and renewal of a TWIC to require, in total, not more than one in-person visit to a designated enrollment center ... .” And there is a option to renew for half price that expires in three years instead of five.

The U.S. House of Representatives’ Committee on Homeland Security has favorably reported HR 4251, a bill aimed at addressing a number of shortfalls in the Transportation Worker Identification Credential (TWIC) program. The legislation, called the Securing Maritime Activities Through RiskBased Targeting for Port Security Act, notes that “to avoid further imposing unnecessary and costly regulatory burdens on U.S. workers and businesses . . . it is urgent that the

TWIC scheduled to expire after that date will expire until the date on which the final rule is issued. The bill must still be voted on by the full House of Representatives. At this time, no comparable legislation is pending in the Senate. In other TWIC news, the Transportation Security Administration (TSA) will offer people who hold a TWIC the option of replacing their expiring card with a new one that costs $60 instead of $129.75, requires only one trip to an enrollment center, and expires in three years instead of five. The new option, to be called an extended expiration date (EED) TWIC, entails only one visit to an enrollment center because existing cardholders can start the renewal process over the telephone. The EED TWIC will be offered starting Aug. 30. Only U.S. citizens or nationals with a TWIC that expires on or before Dec. 31, 2014, are eligible for the new option. TSA says the EED TWIC is a onetime temporary extension option intended to provide convenience and cost-savings. People who want to apply for an EED TWIC can start the process by calling the help desk at 1-866-3478942, Mon–Fri, 8 a.m to 10 p.m. EST.

See NEWS BRIEFS, page A9


The Triton

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NEWS BRIEFS

July 2012 A

Updating options available to navigators for electronic charts NEWS BRIEFS from page A8 When the EED TWIC arrives at the enrollment center specified by the individual, the individual will be notified for pick up and activation. The original TWIC must be turned in when the EED TWIC is picked up. Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots. It has been reprinted with permission.

NavSync eases ECDIS updates Norway-based navigation company NAVTOR has introduced NavSync, which allows navigators access to the latest Electronic Navigation Charts (ENCs). NavSync allows the most upto-date versions of the charts to be uploaded directly to the ECDIS from a USB device. “When a new subscriber signs up to our service, we distribute the ENCs on the NAVTOR NavSync USB compatible device, the NavStick,” said NAVTOR Sales Manager Børge Hetland in describing how the system works. “By using the USB port on the ECDIS, the ENCs are installed from the NavStick in one simple operation, as opposed to loading multiple CDs into the ECDIS. “Updates can then easily be downloaded to the NavStick via an Internet-enabled on-board computer and transferred to the ECDIS on a rolling basis.” The NavSync program also offers a print function for producing relevant port authority reports to verify that vessels are equipped with the most upto-date versions of ENCs. “We have commenced a development program in connection with the major ECDIS manufacturers to jointly implement technology developed by NAVTOR for the future of ENC handling,” NAVTOR Marketing Manager Willy Zeiler said. “It is a comprehensive program managed by some of the best skilled and most experienced people in the industry. Together we’ll be looking to roll-out technology that will further enhance the use of ENC and ECDIS in preparation for the introduction of the IMO mandate.” The IMO’s ECDIS mandate requires registered vessels to use ENC as their prime navigation charts. This mandate comes into force in July, with a need to comply by 2018.

Raceboat avoids whale in Volvo

The helmsman on yacht Camper narrowly avoided a whale during the Volvo Ocean Race in late May. Roberto “Chuny” Bermudez veered the 70m sailboat to starboard before it could strike a large whale during the transAtlantic leg of the round-the-world

race. “With reflexes like a cat he narrowly missed what could have been the equivalent of a runaway freight train colliding with a truck. We were doing just over 20 knots and all of a sudden the boat lurched to starboard, just staying in control,” said media crew member Hamish Hooper on the race Web site. “Nico [skipper Chris Nicholson] popped his head up to see Chuny looking as if he has just seen his life flash before his eyes. I think he had. It would have been seriously bad for both the whale and us.” The boat is part of a six yacht fleet at the time on the seventh stage of the around-the-world race from Miami to Lisbon, Portugal. The race ends in Galway, Ireland, this month.


A10 July 2012

NEW: Wiener Wednesday

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Everyone can be a wiener at Wiener Wednesday in Ft. Lauderdale By Dorie Cox

For the June event, Jenny Wicker, a broker with HMY Yacht sales, brought Navigate from Port Everglades Dog a la Picante, a homemade spicy entrance, under the 17th St. Causeway cream cheese and sausage topper. She bridge to a small canal on the west and often wins the informal competition for there will be weiners on the shore. best hot dog topping. “Two years ago, “I’ve worn the dog, this month, we had like six or so times,” some extra hot dogs Wicker said while and invited some wrapped in a neckfriends,” Capt. Kyle to-knee fabric hot Schmitt said. He and dog-in-a-bun costume, Kim Canter, marketing complete with mustard communications down the middle. manager at the Greater “You don’t have to Fort Lauderdale wear the weiner, you Convention and get to wear the weiner,” Visitors Bureau, live said Michael Hartman, in the canal-fronted a yacht broker with condominium and started Wiener Camper & Nicholsons. “It’s a privilege.” Wednesday with a couple of people Topping competition entrants write from their building. The monthly their creative topping name and main gathering now draws 50, 75 or even ingredients on a poster board. The more people, most of them in the crowd of tasters place stickers, and yachting industry. some accidental dribbles of toppings, “Kyle and I bring the dogs and on their favorite flavor. people bring their favorite toppings,” “The winning formula is always Canter said. cheese, potato, peppers and fried stuff,” John Wilkins said. “People gravitate toward hotness.” “But the name is almost as important as the flavor,” said Brian Firth, a photo media consultant and member of the wiener committee. With Monthly winner for the topping competition wins with the a creative example, most stickers on his or her recipe.

Flavor-makers with their homemade toppings for Wiener Wednesday at PHOTOS /DORIE COX June’s event in Ft. Lauderdale. Jason Dunbar, a broker with Luke Brown, said he makes a killer Charlie Sheen in Vodka Sauce. In June, Sara Ingersoll, business development coordinator with International Registries, won first place with her mango and guacamole creation, Footlong Smash of Passion. Weiners and Tatas, Not Yo Cheez, Pedo de Perro (Farting Dog), BBQ Bacon Bonanza, Hawaiian Fetish and Grass, did not win the June competition. So, come July’s gathering, Ingersoll will wear the wiener. To see what toppings take the prize at upcoming monthly events, connect with the Wiener Wendesday’s Facebook page at www.facebook.com/ wienerwednesday. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

Originators of Wiener Wednesday, Capt. Kyle Schmitt and Kim Canter, cook June’s dogs.


The Triton

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BUSINESS BRIEFS

July 2012 A11

Global Satellite hires business developer; tow companies expand Global Satellite hires developer Global Satellite USA has hired Nini Montanez as business development manager. Montanez has more than 10 years of business development experience in the satellite industry. Prior to joining Global Satellite, she had the role of key account manager at Vizada and before that, she was manager of connectivity solutions at Radio Holland USA. Montanez will be responsible for the larger accounts and will report directly to company President Martin Fierstone. “This is a great opportunity for me,” Montanez said. “With my experience in the satellite industry, I am looking forward to supporting the sales team and helping the company grow to the next level.”

TowBoatUS open on Lake Ontario

Capt. Jake VanReenen, who has been operating TowBoatUS Rochester since 2010, has expanded his business to two new Lake Ontario ports: TowBoatUS Oak Orchard in Kent, N.Y., and TowBoatUS Sodus Bay at Sodus Point, which opened this spring. “I kept getting calls from boaters to the east and the west of Rochester

who wanted our help when they had a breakdown and my ETA was long,” VanReenen said. “I want to be able to assist boaters faster and offer a reliable towing service beyond the general Rochester area.” Oak Orchard is 35 miles to the west of the city, and Sodus Bay 35 miles to the east. Now recreational boaters along a 140-mile stretch of Lake Ontario can get TowBoatUS towing assistance when they run aground, have a mechanical breakdown or run out of fuel. The widest point of the lake is 53 miles, and the border between the US and Canada is in the middle, VanReenen said, noting that he can assist US boaters even when they are in Canadian waters. With “boating DNA” in his blood, as a young boater in the Thousand Islands of the St. Lawrence River, he became fascinated by the work TowBoatUS French Bay was doing. “I’d actually follow them around in my boat,” he said. VanReenen earned his U.S. Coast Guard captain’s license as soon as he was old enough, and a few years later opened TowBoatUS Rochester. VanReenen resides year round aboard his 43-foot Albin trawler on the Genesee River.

Sea Tow opens Delaware Bay Sea Tow Services International opened Sea Tow Delmarva for the coasts of Delaware and Maryland on Delaware Bay. Owned and operated by Capt. Hank Fulmer, the company operates three boats out of Slaughter Beach Inlet, Ocean City, and Indian River Inlet, and may add a fourth boat in the next year. Fulmer previously ran a charter fishing business for three years on Delaware Bay and holds an OUPV and a master electrician license. Other work experience includes work as a firefighter and EMT in New Jersey and owner of an electrical business. “We are excited to bring Sea Tow to this new location on Delaware Bay,” Fulmer said in a company press release. “I look forward to meeting our valued Sea Tow members, as well as to providing boaters in and around Delaware Bay with peace of mind and the highest level of customer service.” To learn more visit delmarva.seatow. com.

New charter mag launches Yachting journalist Chris Caswell has launched an online page-turning magazine devoted to bareboat chartering.

Based in West Palm Beach, the premiere issue of CharterSavvy (shown above) appeared in May, launched by F&F Publishing. Free to subscribers, each quarterly issue is filled with features stories and photography about bareboat charters worldwide. “Bareboat chartering is a fastgrowing niche in boating that isn’t being addressed by the mainstream media,” said Caswell, former charter editor of Yachting Magazine. “Because

See BUSINESS BRIEFS, page A12


A12 July 2012

BUSINESS BRIEFS

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Monaco Yacht Club builds new clubhouse BUSINESS BRIEFS, from page A11 of the economy, some people have given up their boats – at least temporarily – but still savor the boating lifestyle on bareboat charters.” The first issue, which Caswell said reached an audience of more than 35,000, has features on bareboat adventures in the British Virgin Islands, Greece, the San Juan Islands of the Pacific Northwest, and canal barging in France. Each issue also features a sea trial of a boat popular in bareboat fleets while a product feature, Cargo, examines items of interest to bareboat charterers, such as duffel bags as in the premiere issue. Regular columns and departments cover bareboat topics such as health, finances, cooking aboard, charter news, and insider tips on chartering. “After years of print publishing, it’s a pleasure to be able to take full advantage of the digital medium with superb photography and features up to 10 pages with none of the constraints of printing costs. I’m also delighted by the initial acceptance from our advertisers, who quickly grasped the concept even before they’d seen a single issue.” Among the features of CharterSavvy is the ability for readers to link

directly to advertisers with one click to get more information or even order products. Readers can also easily print pages for future reference, and CharterSavvy includes interactive features such as online videos that add depth to the reading experience. For more information or to subscribe, visit www.chartersavvy.com.

cultural diversity of its members and the outstanding quality of its fleet of pleasure boats and superyachts. I very much want us to further develop our training courses for young people and to raise their awareness of the maritime world, as well as supporting owners and their crews through our ‘La Belle Classe’ label.”

Monaco builds new yacht club

Ed Watling joins Moore Stephens

In early June, more than 1,000 members of the Yacht Club de Monaco (YCM) gathered to celebrate the completion of the shell of a building on the harbor that will become its new clubhouse. “This new landmark in the heart of the principality also has a duty and key role to play in animating and promoting both of Monaco’s harbors,” said HSH, the Sovereign Prince Albert II, YCM president. “Completion of this architectural gem symbolizes the principality’s ambition to confirm its role as the capital of yachting.” Sir Norman Foster designed the building, shown above, which will include a clubhouse, restaurants, bars, meeting rooms, a pool and a car park with about 150 spaces. It will also be home to the sailing school, with changing rooms and workshop/sail loft. The Société Nautique will also be there with its own restaurant/snack bar, cloakroom and boathouse. The construction abides by HQE (Haute Qualité Environnementale) standards, minimizing noise pollution, use of energy and water, etc. The next phases are weatherproofing, installing the masts and boom on the roof ’s west side, and erecting the metal structure for the atrium’s staircase. The glass façade will be done in the autumn and then the finishing works will begin. “Between tradition and modernity, the Yacht Club de Monaco, with 1,200 members from 56 nationalities, enjoys an international reputation,” the prince said. “The dynamic force and rich variety driving our club lies in the

Moore Stephens Brokers Ltd. has appointed Ed Watling as its business development manager. He will be based on the Isle of Man and work with Executive Vice President Kathy Kennedy, who is based in the United States. Watling has more than 30 years experience in international financial services, the last 10 involving corporate insurance and global employee benefits. He also has experience advising on insurance for companies operating in challenging, hostile and post-conflict environments.

Schaefer to distribute anchors

New Zealand-based Manson Anchors has appointed Schaefer Marine of New Bedford, Mass., to distribute its product line in the United States. Established in 1974, Manson manufactures anchors for power boats, racing yachts and superyachts. The newest Manson anchor is the Manson Boss, the company’s most technically advanced, safest anchor. The Boss offers significantly more holding power in most seabeds. The shank, made from high tensile, Lloyd’s Register-approved (minimum 800mpa) steel, features the new patented shackle Preventa and has been FEA optimized for strength. The weight savings are transferred into the fluke to ensure even more holding power. For more information, visit www.mansonanchors.com or Schaefer Marine through stevem@ schaefermarine.com.


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YACHT CAREERS: Crew Coach

Take charge of your future; see what you want in life In many situations, work, the energy of starting something new. relationships or life in general, to gain Legendary filmmaker Alfred Hitchcock clarity and be the predominant creative stated that he enjoyed this stage of force in our life, we need to ask, “what creating more than actually filming do I really want?.” his movies. Composer Roger Sessions Answering described germination as “the impulse that question which sets creation in movement.” honestly can It is however, only the beginning. steer you in the You must be able to move to the next right direction stage and that’s the assimilation stage. and get you going This is where the rubber meets the with the tide in road. This is where you internalize life rather than your vision, get to know it and live it. It against it. is when creator and creation begin to Crew Coach There is a interact. Author Robert Fritz describes Rob Gannon powerful tool assimilation beautifully as, “when to use to create you begin to assimilate your vision, a result in your life: start at the end. the inner part of the creative process Understand and visualize what it is you forms internal shifts, alignments, wish to create. If the vision isn’t clear, connections, and relationships. Your if it’s a little foggy out there, bringing it entire being becomes an automatic into reality will be more of a struggle. process of focus. You begin to breathe You may notice as you start to practice with your vision, move with your vision, getting what you want, that your first and live in alignment with your vision.” response to This emphasizes yourself may not the fact that if you If you’re trying to truly be what you want to create bring about some kind want. Sometimes something, you you have to go a really have to of a result to career, little further. want it. relationship, or life, I coached a Finally, you may want to ask stew that was at because you have odds with another immersed yourself yourself; what do I crew member. It in your vision, want? started to cause you will come big problems for to completion. the two of them. When I asked her At the completion stage your vision, what it was she really wanted from what you really wanted to create has this situation at first she blurted in come to be. A fine thing indeed, but frustration; “I just want her to be nicer.” completion does not mean you’re done. Ok. But, what would result from her As with the life cycle, your baby is born being nicer I asked. and now must be nurtured. A funny “We would have a better working thing can happen here. There can be relationship,” she said. a letdown. You developed so much So, maybe what you really want is a energy and momentum in your creating better working relationship with her. process that upon completion it can Understanding that as the goal, you feel like arriving in port after a great can begin to go about creating that and challenging voyage. It feels good with your actions and not focus on her to be there and there’s satisfaction in “being nicer” to get to what you really a job well done, but the more powerful want. energy was in the voyage itself. This example shows that your first Certainly if it’s a new business venture response or reaction may just scratch or a new position you’ve attained, the surface. You may need to dive a you’re not done. You really just arrived little deeper. Are you operating from at this new place. You must continue to what’s called the reactive/responsive learn and nurture this baby. mode or are you operating from the So if you’re trying to bring about creative mode? Keep in mind, the some kind of a result to career, reactive/responsive mode will get you relationship, or life, you may want doing a lot of just that; reacting and to ask yourself; what do I want? You responding. I suggest that this is not may get an answer but then take it up the most effective way to get what you another step or two and ask; what do I really want. REALLY want? When the answer gets Creative thinking will have the end clear and specific, you’re on your way. result clearly visualized and all actions Bon Voyage! will be leading you to that result. There are 3 stages in the creating Rob Gannon is a 25-year licensed process: germination, assimilation and captain and certified life and wellness completion. In the germination stage coach (yachtcrewcoach.com). you’re excited with possibilities, you’re Comments on this column are welcome brainstorming, and you’re harnessing at editorial@the-triton.com.

July 2012 A13


A14 July 2012

NEWS: Hoax

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HU-25 Falcon jet, MH-60T helicopter were involved in the search HOAX, from page A1 Several megayachts are named Blind Date, including a 164-foot (50m) Trinity, a 154-foot (47m) Heesen, a 134-foot (41m) Lurssen and a 115-foot (35m) Benetti Classic. But neither the caller nor the USCG said which one it was. By 7:10 p.m. that evening, Trinity Yachts sent a press release stating that the yacht in the news was not theirs. “She is in Ft. Lauderdale preparing to make her cruise to the Med,” the statement said. For more than five hours, the USCG and other rescue resources were also confused. An HU-25 Falcon jet, an MH-60T helicopter, New York and New Jersey police, and every type of boat joined a 638-square-nautical-mile search. Ambulances, fire departments, hospitals and volunteers prepared on land. Not one piece of debris was found. “We were on our way to Newport for the charter show when we heard the Coast Guard pan-pan on the VHF,” Capt. Roy Hodges of M/Y Encore said by e-mail. He was navigating about 160nm southeast of the position mentioned. “We monitored the radio traffic throughout the evening and as we were nearing the area the next morning, we heard them cancel the pan-pan,”

Hodges said. A pan-pan alerts rescuers of a problem; a mayday moves rescue to top priority for all mariners in the vicinity. By 10 p.m., the USCG called off its search after finding no sign of an explosion. By morning, as crew checked their news sources, the Port Everglades Webcam trained a camera on Dockwise Yacht Transport’s ship in Ft. Lauderdale to show viewers M/Y Blind Date docked safely aboard. The USCG had declared the call a hoax. There are several theories why someone would place a false call for help. Hoax callers include “serial callers” and “jokers,” wrote Lt. Commander Benjamin Benson on the USCG Web site. These callers want to harass the response agencies, or derive satisfaction from creating a response. Criminals also employ hoax calls to distract attention from other illegal activities, he wrote. Steve Stimpson, maritime training operations with Castle Shipboard Security Program, agreed. “This could easily have been a diversion,” Stimpson said, “or terrorist research and development.” Stimpson is a retired lieutenant colonel in the U.S. Air Force Reserves and is a retired American Airlines pilot.

He is trained to suspect every little thing as the possibility of planning for terrorists. “We’re in a paranoid era; everything and everyone are suspect,” Stimpson said. “I hate to see navigation go through a 9/11.” The USCG is investigating the hoax and has released audio recordings of the call. The call appears to have originated from a land-based VHF radio. Hoaxes are nothing new. In 1990, F/V Sol E Mar made a distress call that it was sinking. Next, came a distress call followed by laughter. The USCG assumed both were false calls and did not respond. Two men died. That was the year the USCG began keeping statistics on false distress calls and rescue hoaxes. And that was the year it became a federal crime to place a false emergency call. That year officers responded to 205 hoaxes. According to the USCG Web site, the number increases each year. USCG and state and local agencies responded to more than 60 suspected hoax calls in the northern New Jersey, New York City and Hudson River region in 2011. “False distress calls like this tie up valuable assets like helicopters and boats, and put our crews at risk every time since we take every distress

Listen to distress calls The Coast Guard Investigative Service is asking for the public’s help in solving this hoax. To hear possibly related audio calls visit www.the-triton.com and search for “mayday”. To report information regarding this or other false distress calls anonymously, contact the USCG Investigative Service at +1 646-872-5774 or +1 212-668-7048. The USCG offers a reward of up to $3,000 for any information leading to the arrest and prosecution of anyone responsible for making a false distress or hoax call. call seriously,” Rear Admiral Dan Abel, commander of the 1st Coast Guard District, said in a recent press conference. “And they impede the ability of first responders like the Coast Guard and our partners to respond to real distresses where real lives may be in genuine peril.” Making a false distress call is a

See HOAX, page A15


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NEWS: Hoax

Blind Date hoax similar with recent distress call in Houston HOAX, from page A14 federal felony with a maximum penalty of six years in prison, a $250,000 fine and reimbursement to the USCG for the cost of performing the search. This hoax is estimated to cost more than $318,000, not including the cost of triage and ambulance stations on land. The USCG is on the defense against the crimes. Rescue 21 is the USCG’s current advanced command, control and direction-finding communications system. USCG sectors are being outfitted with Rescue 21 to replace the National Distress Response System in use since the 1970s. The system is in place in most U.S. Atlantic coast USCG sectors. The entire system is scheduled to be deployed by the end of the year throughout the coastal continental United States, Great Lakes, Hawaii, Guam, Puerto Rico, and the U.S. Virgin Islands. An improvement is Rescue 21’s ability to more accurately identify the location of callers in distress with lines of bearing to the source of the VHF radio transmission. The system supports Digital Selective Calling (DSC) to allow boaters to transmit their GPS position. After hearing audio in the June hoax, a TV reporter in Houston called the USCG to report similarities to an unresolved distress call in the Houston area on May 20. That suggestion lead the Coast Guard Investigative Service New York to make a possible connection between the two and to ask for the public’s assistance identifying the caller. “We were not aware of the call in Houston because it was not declared a hoax, like the one here,” Capt. Gregory Hitchen, Deputy Commander of Coast Guard Sector New York, said. The USCG is sharing the Houston information because input is vital in such investigations. “It is difficult to prosecute someone on a technical basis only, without a witness,” Hitchen said. There are a variety of similarities. The USCG said both the N.Y. and Houston calls seem to have originated from land. With the N.Y. call, two towers picked up the signal using Rescue 21 suggesting an area from the north shore of Staten Island, over New Jersey to near the George Washington Bridge. On both calls, the caller used the vessel traffic services instead of VHF channel 16, the international distress frequency. “In some cases he seemed to know a lot of the internal working of the Coast Guard, but in other cases the caller used phrases not typically used by most boaters,” Hitchen said.

Examples of the similar terminology used in both calls includes “taking on water” instead of sinking, “souls” instead of people and “beacon” to describe an automatic signaling device on liferafts. Both callers referred to an “electrical array” or antenna. Both callers used tenths of a mile to describe a distance to a specific location, but also exhibited unfamiliarity with the areas and they used references to location that captains would not typically use, Hitchen said. Both callers described passengers getting into “orange” life rafts. And the USCG also believes both distress calls have a similar voice and manner of speaking. The audio was undergoing analysis at press time. “We have received 100 leads so far, and 20 percent have been determined to be worth further follow-up,” Hitchen said. “We hope this information will generate new leads.” People have been convicted of making false distress calls to the USCG. In 2009 a defendant was sentenced to 36 months supervised release and ordered to pay $112,735.70 in restitution; in 2005 a defendant was sentenced to two years in prison and ordered to pay $56,958.30; and in 2004 a defendant was sentenced to a year in prison and ordered to pay $194,587.70. In 2005 a defendant was charged with having twice radioed from his home, claiming to be the captain of a fishing vessel taking on water. He was sentenced to a year and a half in prison and ordered to pay $82,004. In 2010, a defendant was charged for having called 911 to falsely report that he was onboard a non-existent vessel that was sinking in Boston Harbor with four passengers onboard. He was sentenced to three months in prison, two years supervised release and ordered to pay $56,459.70 in restitution. Many yacht crew seem to agree with prosecution of perpetrators. “So glad that no one was injured and that the yachts are safe, but frustrated that so many spent their evening concerned for their friends and colleagues,” Hodges said. “The person playing a hoax never thinks of all the different threads his/ her actions can take,” chef and author Victoria Allman said. “Hope they catch the prank caller and make an example out of them,” Capt. Don MacLellan said. “Or I’m sure M/Y Blind Date would be just as happy to substitute their tender tow with a bridle around the caller’s ankles, in a nice following sea, at say, 13 knots...” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

July 2012 A15


A16 July 2012

FROM THE BRIDGE: Fears

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‘Crew will make wrong decisions when they’re tired’ BRIDGE, from page A1 locator device, a Spot, on deliveries. “I’m afraid of people’s previous decisions,” he said. “I was on a boat and watched the mate sign off in a log saying, ‘It was OK last month, so I know it’s fine, I don’t need to recheck it’.” Fatigue concerns the captains. “It is a problem on yachts more than commercial boats,” a captain said. “Crew are overtired – 18 hours on a charter is the norm – and you cannot make good decisions.” “Crew will make wrong decisions when they’re tired,” another captain said. Two captains had stories of crew members who sued for injuries they sustained while working. Both said the boat paid all costs, but they felt like the crew made the errors, not the captain or yacht procedures. “It’s the legal costs that are the big problem,” a captain said. “And the problem comes when that nick shows

up on your license on your history.” “Once again, we’re afraid of crew,” another captain said. Medical issues are a big fear. One captain said he teaches and trains his crew, but still lacks complete confidence in their abilities. If a medical emergency happened to one of the crew, the captain could help them. But, he said, if he was not available, he was unsure the crew would do the same for him. “For me, I’m fine medically because of my background in the field,” he said. “But if I drop, I’m dead.” It’s not just crew, a captain said, but the owner and other people who cause fear, too. “Weather is an issue, but more that the boss will push me into weather that’s not safe,” a captain said. “It’s even an issue when he’s not onboard because he’ll say to go.” “I’m also concerned with other people, including the people that get on boat and what they’ll do,” a captain said. “I’m afraid of what they won’t turn

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Attendees of The Triton’s July Bridge luncheon were, from left, Scott Redlhammer, Ben Fisher of M/Y Kathleen M, Brad Helton of M/Y El Lobo and Bernard Charon. PHOTO/DORIE COX off, what they’ll break, if they’ll do something to set a fire,” he said. “I had an eight-year-old try to start a fire onboard.” The captains did admit to a few concerns that didn’t involve others, situations beyond their control. “I worry about containers,” a captain said of the cargo containers that often fall off ships. “They are never seen. You’ll hit them before you see them.” Similarly, another captain told of a boat that hit an abandoned tow line from a tug that almost caused the boat to sink. “In the northwest, it’s logs,” another captain said. “All you can do is practice.” The captains said piracy is not so much of an issue. “If you’re worried about that, just stay out of those areas,” a captain said. As to getting lost at sea, it barely ranks, they said. “It’s practically impossible to be lost today,” a captain said. “But you would

probably be shocked to see how many captains rely completely on electronic charts. It’s shocking.” This captain explained that his early teachers taught him to never leave the dock without paper charts. “It is inexcusable to leave without them,” he said and added that his yacht’s electronics were once destroyed by lightning. “The crew was crying, ‘we have to head back’,” he said. “They were terrified and wanted to go in to shore. I just used my paper charts and dead reckoning.” “Again with the crew,” another captain said. Concluding the conversation, the captains said they are confident in situations they handle. Their biggest fears come when others enter the equation. “I’m most concerned with crew and not knowing how they’ll react,” a captain said. “No training can give you the answer of what they’ll do.” “With crew, it’s not a fear, it’s a nightmare,” another captain said. “It’s a constant battle. “You have to be a babysitter, cop, therapist, guidance counselor and you still never know.” “At times I think there isn’t one captain that wouldn’t like to run his boat alone,” a third captain said. Throughout yachting, the captains agreed that boating is safer, and systems and training are improved. “It’s not ideal, but it is all better,” a captain said. “In the entire industry, from rowing a canoe to navigating a battleship, the technology and resources are good. But it is all dependent on how people use it.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.


The Triton

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BOATS / BROKERS

July 2012 A17

Turkish builder signs second 63m; Heesen, Fraser sell 47m Sunrise Yachts has signed a contract for a second 63m motoryacht. The Turkey-based yacht builder will manage the build for a European client introduced by YMG Yacht Management Group Switzerland. The Espen Øinodesigned megayacht will be delivered in 2014. The new project, based on the same hull as the 63m under construction at the shipyard, will be nearly 1,400 gross tons. For more details, visit www. sunriseyachts.com. Heesen Yachts sold Project California (YN 16347, shown below), the ninth yacht in the 47m displacement class. This sale was in collaboration with Antoine Larricq of Fraser Yachts.

The 47m series has a bulbous bow developed by Heesen’s in-house naval architects. Frank Laupman, from Omega Architects, designed the exterior lines, and Bannenberg and

Rowell designed the interior in the style of the 1940s and 1950s. Delivery was scheduled for June. In other news, Heesen Yachts sold YN 17042, a 42m fast displacement motoryacht with Hull Vane, a foil fitted below the hull. Hull Vane is designed to reduce resistance through the water by 24 percent at maximum speed, for an average drag reduction of 18 percent overall. Piet van Oossanen from van Oossanen Naval Architects designed the vessel. The yacht is due for delivery in 2014 and the project is scheduled for presentation on Sept. 19, opening day of this year’s Monaco Yacht Show, at the Monaco Yacht Club. Ocean Independence has launched the 46.3m M/Y 2 Ladies in Viareggio, Italy, in late May. Capt. Tim Heiremans was project manager. The yacht was designed by Frank Mulder. Final delivery is scheduled for late July. The Perini Navi Group has launched the 31.6m sloop S/Y Xnoi, whose hull, superstructure, mast and boom are all carbon fiber. The launch occurred at the Picchiotti shipyard in

La Spezia, Italy. Xnoi will be available for charter this summer in the Mediterranean. Fraser Yachts has hired three new sales brokers in Palma: Bill Thiem, Harry Peralta and James Bland. All three worked for Engel & Volkers in Marbella. Yessica Diaz has joined their team as a sales assistant. In Ft. Lauderdale, Rick Buell was hired as technical superintendent for Fraser’s Yacht Management division and Lonny Albert joined the team as a yacht administrator. In Monaco, Anastasia Legrand was hired as a charter broker. She speaks four languages and previously worked for Imperial and private yacht owners. Tara Gee was hired as a sales assistant. She also speaks four languages and has brokerage experience from Yachtzoo. Camper Nicholsons International has added the 209-foot Royal Denship M/Y Turmoil, shown below, to its central agency listings for sale. Built in 2006, Turmoil spent her first five

years traveling the world. It was recently refit at Rybovich, including paintwork. Turmoil has an asking price of $50 million. The brokerage also has added to its listings the 164-foot (50m) M/Y Mary Jean, shown below, built by Campanella for $11.9 million, and the 93-foot M/Y Martello built by the Astondoa shipyard in Spain for 1.95 million euros.

Camper & Nicholsons USA has added the 155-foot (47m) Christensen M/Y One More Toy to its charter fleet. It will cruise the Med this summer Merle Wood & Associates has added to its central agency listings for sale the 221-foot Feadship M/Y White Cloud (ex-New Horizon L) in a joint with Y.CO, and the 170-foot Amels M/Y Marjorie Morningstar.


A18 July 2012

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WRITE TO BE HEARD

The Triton

Perfect storm of strong desire, weak skill may have sunk Yogi By Capt. Gordon Reid I’m an old sea-dog. I can recognize a storm brewing. A “perfect storm” can be described as the collision of two weather systems: one a high pressure, cold stable air mass circulating clockwise (in the northern hemisphere); the other a depression or low pressure warm air mass circulating counterclockwise. I offer this metaphor to describe an emerging phenomena in the yachting industry in Asia. More than $500 million will be spent on yachts and equipment in the next 12 months. Most aspiring owners are long on love of yachts and yachting, but a wee short on seamanship and practical experience, hence a perfect storm. The recent sinking of the 60m M/Y Yogi in a mistral off Skyros, Greece, has popped yacht safety onto the front page of industry publications. Not to put too fine a point on this accident, but it begs more questions than it answers. M/Y Yogi foundered due to what the Greek Coast Guard reported as mechanical failure. In other words, the engines stopped. The usual suspect when this occurs in heavy weather is fuel starvation. My hypothesis goes something like this: During construction the fuel tanks are exposed to litter from construction crews. The plot thickens when the first force eight gale begins to stir the pot. Inertia forces sediment off the bottom of the tank and into suspension in the fuel. Small particles of foreign matter clog the screens on the fuel pick-up pipes. Soon, the fuel pumps are working overtime to maintain pressure to the injectors. The injectors begin to “hunt” for fuel pressure; engines rev up and down without throttle control and die. The emergency begins. Without power, the yacht lays a-hull, at the mercy of beam seas. She rolls rail to rail through an arc of almost 180 degrees. Imagine the rinse cycle in a washing machine; imagine searching for the source and solution to the malfunction in such a cycle. The chief engineer cannot work alone and the skipper should not leave the bridge. The rest of the crew may be willing, but they may be ill equipped to achieve a re-start in a roller-coaster engine room full of scalding iron. Waves crash into vulnerable top deck ports and hatches; cute French doors crash and allow the sea access to below decks. The yacht lists, which signals the final throes. The only maneuver that can save a yacht in these conditions is to deploy a sea anchor, which is not standard equipment on a designer yacht. The crew is ordered to abandon ship. The yacht fills with seawater and goes down

Yogi builder co-founder dies Hayati Kamhi, a founding partner of Turkish yacht builder Proteksan Turquoise, which build Yogi, was found dead of a gunshot wound to the head on June 4, according to news reports. Police describe the death as a suicide. Kamhi was 62. by the head. By contrast, long-line tuna boats fish in ocean conditions far worse than a force eight mistral. But their power systems are maintained by professional crews, and their ports, hatches and doors are small and indestructible. Modern expedition yachts are also designed and built to take a sea. Who is responsible for clean fuel tanks on a new yacht: the construction crew, yard manager, president of the shipyard, insurance agent, brokerage firm, sales agent, dock master, delivery captain, regulatory agencies, owner? Reality is no one will fill this role. The design flaws of the modern motoryacht are hatched on the palette of the marine architect usually as a result of modern aesthetics. Professional skippers have to operate yachts within design parameters. In some cases, this means they must reschedule trips to avoid bad weather, often to the dismay of owners. Mechanical malfunctions usually occur as a result of lack of seamanship and maintenance. Rarely does a piece of equipment fail due to a mechanical defect. What measures could have been taken to mitigate the Yogi accident? Yacht design: Center-of-gravity and balance must be considered when a skipper plans a voyage. Weather: Mistrals are forecast days in advance in the Mediterranean. Maintenance: The skipper (and chief engineer) should personally verify that all power systems are well maintained. Schedule: The single most preventable factor in yacht accidents is a schedule that forces procedure into decreasingly favorable conditions. Storm Covers: Strong sea covers should be installed over all ports, hatches and doors before putting to sea. It is too late to install storm covers after weather conditions deteriorate. Venturing away from the dock can be risky business. But professional skippers and crew can preempt hazards by thorough planning and the use of check lists. Capt. Gordon Reid has worked as a delivery captain for decades. He is also a full-time yacht consultant in Asia. Contact him at captaingord@gmail.com.


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WRITE TO BE HEARD

July 2012 A19

The Triton is a staple in yachtie’s career Forgive us for printing these almost over-the-top compliments to The Triton, but we couldn’t help ourselves. It’s nice to get such positive feedback and we wanted to pass it along. Dear Triton Peeps, I just wanted to let you know that you have been a staple in my communication pantry just as my knives have been a staple in my career pantry. Your views on what is really happening in the yachting industry poised with candid accounts and generous information has been a true attribute to the news community as a whole for so many years. I value your contributions so much I do not know what I would do without them. The insight that I receive, the heartfelt stories, the evaluations and polls, and so much more is truly an incredible portion of what shapes this wonderful industry known as yachting. I can only hope that you continue your brazen quest for the truth and the conveying of knowledge to all of us in this world, and that it will continue for my lifetime and many more lifetimes. The legacy of this newspaper, tried and true, will always have a place in history as truly one of if not the best. Thanks so much for all you do. I have always enjoyed opening your paper and using all of my senses to really enjoy it. All the senses are used, and then there is one other that is somewhat unexplainable yet present every time I pick up The Triton, Nautical News for Captains and Crews. Chef Peter Ziegelmeier Yacht & Estate Chef

Triton survey asks some troubling questions Crew should pay taxes somewhere

I just answered your survey [“See if you manage your money as other crew do,” page C1, July issue]. The note in the forward bothers me a little. I am an American and work out of the country. Through the years of working in yachts, I have always maintained my taxes. I am not always happy about it, but everyone needs to be responsible and pay taxes somewhere. I do try to minimize the amount that I am liable for by using an S Corp. and, in the past, the foreign-earned income exemption, but I always file and pay what is required. I see the majority of our industry try to avoid taxes. I have explained to my crew through the years that you have to show a tax base somewhere. It is all fine to hide your money and avoid taxes until you grow up. However, when you want to purchase property – a house, a boat, a car (something more than a beater) – the tax authorities will want to see where the money came from and if the taxes have been properly paid.

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

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

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

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

With careful planning, you can limit your tax liability and avoid all the sneaking and hiding of funds. We work for the richest people in the world and we are expected to be responsible. Capt. Kevin Svec EDITOR’S NOTE: The “note in the forward” that Capt. Svec refers to describes the origin of this month’s survey, a few crew wondering how they should handle their yacht income to minimize their tax liability. This comment from Capt. Svec came to us directly via email. All comments in the survey itself are anonymous. Capt. Svec gave his permission to print his comments. The following writer, a broker and captain, also sent these comments directly, but asked to remain anonymous.

Do pro-Obama crew miss the irony?

I find it interesting that so many of these non-U.S. crew are extremely proObama and support raising taxes on U.S. citizens yet they consistently strive not to pay taxes themselves. The trend, by the way, from the U.S. government is to make anyone working

Contributors Carol Bareuther, Capt. John Campbell, Capt. Mark A. Cline, Capt. Jake DesVergers, Lillian Fox, Capt. Rob Gannon, Beth Greenwald, Chef Mary Beth Lawton Johnson, Tom Johnson, Chief Stew Alene Keenan, Keith Murray, Steve Pica, Capt. Gordon Reid, Rossmare Intl., Tom Serio, Capt. John Wampler

in the U.S. in any capacity “living” here to pay taxes. As you probably are aware, crew agencies in the US are under scrutiny regarding withholding taxes or filing income reports on crew receiving wages. It’s now required to 1099 even casual labor on anything paid over $500 in the course of a year. More sad Obama-nomics right? A poor dayworker gets the shaft but Obama is for the “working man and woman”? I am not taking a stance on it because I have a Libertarian view that taxes on labor are wrong on principle, but what I and others believe doesn’t make a hill of beans to the IRS (Internal Revenue Service). It’s an interesting subject for sure and one that we will probably be hearing more about in the immediate future. Name withheld on request

You have a ‘write’ to be heard: editorial@the-triton.com.

Vol. 9, No.4

The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2012 Triton Publishing Group Inc. All rights reserved.

Contact us at: Mailing address: 757 S.E. 17th St., #1119 Ft. Lauderdale, FL 33316 Visit us at: 1075 S.E. 17th St. Ft. Lauderdale, FL 33316 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com


It’s up to you in an emergency

Oil analysis checks vitals

Roll into new fitness regime

Globetrotting with Tritons

Help is not always a phone call away

Stability, oxidation and contamination

For strength, balance, stability

Readers report from around the world

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Section B

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B12

www.the-triton.com

B15

July 2012

Superstitions What to do with bananas, redheads, flowers, tattoos and pigs onboard Peace and beauty: overlooking the town of Ibiza and port at dawn.

PHOTOS/CAPT. JOHN CAMPBELL

Ibiza: The Good, the Bad and the Ugly By Capt. John Campbell Ibiza is one of the Balearic Islands, which lie some hundred miles south of Barcelona off the Spanish mainland. Ibiza itself is about 50 miles southwest of its larger and better-known cousin, Mallorca. The island is quite small, about 22 miles long and 16 wide. There is a scattering of rocky islets around the coast, and two small islands to the south: Espalmador and Formentera, with only the latter inhabited. Ibiza has been populated since the Bronze Age. In the 6th century BC, the Carthaginians founded and fortified what has become the present-day Ibiza Town. Apart from the fishing and cultivation of olives, under the Carthaginians, Ibiza became known for the production of a purple dye from the Murex shellfish. The island became important enough to mint its own coins. When the Carthaginians left, the Romans moved in and built the fort that today stands over – and dominates – the old-town of Ibiza. With the fall of Rome, the island suffered a tumultuous period at the hands of many invaders. The Moors, from North Africa, stayed the longest. Their control lasted some 500 years, and even today, you can see their influence in much of the architecture. Even when the Balearic Islands were

See IBIZA, page B6

The winter and spring seasons are over. Summer awaits us, depending on our exact hemisphere. The shipyard refits are nearing an end and the owner’s plans are finalized. In the course of our daily work, the surveyors of International Yacht Bureau have the fortune to interact with dozens of people from all walks of life Rules of the Road and nationalities. One of the few Jake DesVergers characteristics that binds us together is our chosen profession for working on or near the water. Each year our surveyors revisit many yachts and freshen our relationships with experienced captains, seasoned crew, and identify plenty of new faces. In the hustle and bustle of our busy lives, it is regretful to see a large number of people that have put to the sea for their livelihood are unaware of the traditions that a seafaring career brings with it. Years ago, when I was a doeyeyed midshipman with illusions of unlimited adventure, I was subjected to an excruciatingly painful class on the intricacies of cargo stowage and stability. My professor, according to his own statements, had been to sea for centuries. His most famous quote, “Boy, I’ve rung more water out of my socks than you’ll sail upon in your lifetime.” That gives you an idea of his personality. However painful the two-hour class was that day, the highlight was always the last five minutes. This salty captain would entice us with a classic tale centered on the origin of a nautical phrase or superstition. Here are some you may or may not know.

A woman on board is bad luck The citadel offers great views of the sunrise and sorry-looking revelers staggering home after a night of excess.

It is probably best to start with the

See RULES, page B13


B July 2012 ONBOARD EMERGENCIES: Sea Sick

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It’s up to you in an emergency if help is not just a call away The headline read “NOAA predicts a near-normal 2012 Atlantic hurricane season.” But what does normal mean? Can you relax or do you need to prepare as if the storm is coming? I urge everyone to prepare today for a hurricane, earthquake, tsunami, heart attack, fall, cut, allergic Sea Sick reaction or any Keith Murray other medical emergency. Make plans to handle any medical emergency that you may encounter. Regardless of where you live, even if hurricanes do not affect your part of the world, medical emergencies happen every day. For some medical emergencies we can plan and prepare. Others medical emergencies are more difficult to predict but we can still make plans. I can say with relative certainty that this month someone on a yacht will get cut, someone will fall, someone will get sick, someone will have chest pains, someone will have difficulty breathing, and unfortunately, someone will die. For many of these emergencies we can prepare ourselves with a good quality medical kit, a new Automated External Defibrillator (AED) with the new American Heart Association (AHA) guidelines and quality onboard CPR AED and first aid training classes for all of the ship’s crew at least once every two years. Medical emergencies can often be tough to predict, but planning and preparation can help. Following are a few natural disasters from the past decade. l The tsunami in South Asia killed 226,408 people in December of 2004. l The earthquake in Haiti killed 222,570 in January of 2010. l The cyclone in Nargis (formerly Burma) killed 138,336 in May of 2008. l The heatwave that hit Europe in the summer of 2003 killed 72,210 l The earthquake and tsunami that hit Japan earlier this year killed more than 20,000. l In the United States, there have been 689 tornadoes reported in 2012 resulting in 63 deaths. The above list is a sample list of natural disasters that can kill hundreds, or even hundreds of thousands. It does not include man made disasters such as war or acts of terrorism. Every day we hear of acts of terror all over the world, in Mexico, in the Middle East, and even in the United States. On September 11, 2001 2,977 victims were killed at the World Trade Center, Pentagon and in Shanksville, Penn.

When disasters occur, they can overwhelm local emergency medical services. Under normal conditions, on dry land, we can pick up the phone and dial 911 and within eight to 12 minutes help arrives. But at sea, or during a major disaster, help is not so close. In these cases you are the one providing emergency medical care. My question for you, are you prepared? Do you have enough food and water? Are your emergency medical first aid skills up-to-date. If you were the victim, who around you has the proper training and skills necessary to treat you? If you fell, and may have sustained a spinal injury, would your crew know how to properly move you? If you were impaled with something, would your crew leave the item in, or pull it out? If you were seizing, would they put a spoon in your mouth or leave you alone? Each month I cover these topics and in each of my classes we train people the proper way to properly assist injured people. If you don’t feel comfortable in your skills or skills of those around you, now is the time to learn and schedule a class. You have food, water and your CPR AED first aid skills are up to date, what’s next? Do you have the right equipment and supplies? Do you have the right tools to protect yourself? You need PPE – personal protective equipment. PPE is gloves, glasses and a CPR barrier mask. This protects you from bloodborne pathogens. Next, look at your emergency medical first aid kit. Go through it. Do you know what each item does? Is everything up to date? Are you and your family prepared for a medical emergency at home? Do you have a good first aid kit in your house? Is everyone at home trained in first aid? What about your car? Do you have a good medical kit in the car with gloves, eye protection? For those living in areas that are prone to hurricanes, the season recently began. You should start your hurricane preparation by visiting my website www.HurricaneFirstAid. com for a list of things you can do to prepare. If you live in areas without hurricanes, you are probably at risk for floods, tornadoes, earthquakes and other natural and man-made disasters. Plan today. Remember, failing to plan is a plan for failure. Keith Murray, a former firefighter EMT, owns The CPR School, a first-aid training company. He provides onboard training for yacht captains and crew and sells and services AEDs. Contact him at +1-561-762-0500 or keith@ theCPRschool.com. Comments on this column are welcome at editorial@thetriton.com.


The Triton

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TECHNOLOGY BRIEFS

July 2012 B

Deal with Northern Lights gives Tognum power to power all Tognum, Northern Lights in deal

Germany-based propulsion specialist Tognum and marine generator set manufacturer Northern Lights of Seattle, Wash., have signed a master purchasing agreement for marine onboard gensets in the power range from 5 to 280 kilowatts. The Tognum sales organization will sell these MTU branded gensets for commercial vessels and pleasure craft in combination with MTU propulsion systems. By this agreement, the Tognum Group can offer its customers a full range of marine onboard gensets from 5 to 3,000 kilowatts and extends its portfolio in the lower power range. This allows Tognum to provide consultancy, sales and service for the entire machinery room as a single source. For more information, visit www. tognum.com.

Aeré launches Jet Ski dock

Aeré Docking Solutions has introduced the Aeré Inflatable Jet Ski Dock. The dock is manufactured in a standard model, 18 feet wide by 10 feet deep, big enough for two personal watercraft, though it can be customized. It floats on an 8-inch thick, highpressure inflatable pad with a floatation capacity that holds 10 adults. The use of high-pressure material with a nonslip surface creates increased safety for passengers. Additional stability is provided by the use of water ballast bags under the dock. For stowage, the dock can be deflated and rolled-up into a large duffel bag, which is supplied with the dock. “The inherent safety when using this unit to deploy and board your jet skis or tenders is a benefit to any vessel,” said Gary Abernathy, president of Aeré Docking Solutions. “Minimizing damage to the vessel and possible repair costs is more than sufficient to cover the initial investment many times over.” For more information, visit aeredockingsolutions.com.

Electronic tag can prevent loss

Cobra Electronics’ Cobra Tag presents a way to keep track of valuables. The tag is a sensor attached

to a user’s keys, purse, computer bag or any other item that needs to be protected from loss. The tag is paired to a smartphone using Bluetooth wireless technology. The sensor communicates with the owner’s phone via the free Cobra Tag app and will remind them if they leave a valuable behind. The Cobra Tag also serves as a two-way finder. By tapping a button on the Cobra Tag, users can ring their smartphone. Likewise, when looking for a Cobra Tag protected item, they can use the phone app to make the

Cobra Tag ring. In addition, the Cobra Tag app can send users an e-mail, tweet or post that the phone or item has been separated. It can also send a map of the item’s last known location. The Cobra Tag works with iPhone, Android and Blackberry smartphones and has a retail price of $59.95. For more visit www.cobra.com.

New control center launched

Aquatic AV has introduced a new waterproof DVD media control center, the AQ-DVD-4B. A single DVD/CD mechanism allows

multi-region DVD playback plus CD, MP3 and WMA audio discs. Video content can be played on iPod or iPhone via the dedicated 30pin cable. Full control and navigation can be run from the control center or an Aquatic AV remote control, sold separately. The Dual Zone/Dual Source feature allows two sources to be routed to two different zones. For example, one guest can listen to an iPod in one zone while FM radio plays in another. For more information, visit www. aquaticav.com.


B July 2012

TECHNOLOGY: Oil Analysis

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Keys to healthy oil become clear with analysis By Tom Johnson In any given lubricant (such as engine oil, transmission fluid or gear oil), there are three main factors that influence the useful life of the lubricant: viscosity stability, oxidation and contamination. While it is important to understand how these factors affect oil life, it is equally important to realize that none of these factors can be measured or monitored except through a thorough and ongoing oil analysis program.

Viscosity

Viscosity is defined as resistance of an oil to flow at a given temperature. Viscosity is typically measured and reported at two temperature set points: 40C (104F) and 100C (212F). In order to maintain sufficient viscosity to support heavy loads in gears and bearings, the thickness of the oil film must be greater than the combined surface finish on the bearing balls (or rollers) and the bearing race. Likewise, the oil film thickness in a gear mesh must be greater than the combined surface finish of the gears in mesh. Under the right conditions (speed, load, and temperature), these surfaces never come into contact due to the separating oil film. The ratio between the oil film thickness and the combined surface finishes of the parts is known as Lambda Factor. Lambda Factor should always be greater than 1.0 in order to minimize wear and maximize part life. Oil film thickness is determined by oil viscosity, oil temperature, applied load and surface speeds. Where speed is insufficient to build an adequate oil film (Lambda Factor less than 1.0), the contacting parts are said to be operating under “boundary lubrication”. Anti-wear agents and/or Extreme Pressure (EP) additives are included in oil formulations to protect against wear caused by boundary lubrication. These anti-wear agents and EP additives are complex polymers that are designed to decompose, at a predetermined temperature, and form a surface film on the highly stressed parts. These protective films are “sacrificial” as they are consumed over time. This protective film then carries the load without harming the metal parts. Selecting the correct viscosity for the operating conditions (speed, load, and temperature) ensures that gears and bearings remain durable, with very little pitting or other damage, over long periods of time. In most multigrade lubricants (engine oils, transmission fluids and gear oils), the base oils are selected based on their cold temperature properties where equipment is operated at extreme starting

conditions. These lighter base oils allow reduced cranking torque since the oil can more easily flow if it exhibits lower viscosity at low temperature. In order to have sufficient viscosity for gears and bearings at operating temperature, formulators add Viscosity Index Improver (VII) additives to the base formulation. All lubricants exhibit a Viscosity Index, which indicates the amount the viscosity changes with change in temperature. Viscosity Index is calculated based on two temperature points: 40C and 100C. The base oil, or oils, used to blend a lubricant will exhibit some measurable Viscosity Index. The higher the Viscosity Index, the less the viscosity changes with temperature. Viscosity Index Improver (VII) additives are used in multigrade lubricants, such as in SAE1 5W-30 or 15W-40 engine oils or in most automatic transmission fluids and gear oils. These VII additives are made up of very long chained polymers. VII additives (polymers) are designed to give additional viscosity to the base oil at operating temperature and to expand with increased temperature, resulting in higher viscosity than would be available with only the base oil.

Viscosity stability

With time these VII polymers are cut-up as they pass through highly loaded gears and bearings. The process is known as shear-down. Sheardown is permanent and the viscosity is never gained back. Topping off with new oil will temporarily increase the viscosity but the effect is not lasting and soon shearing will again decrease the viscosity. Shear-down can progress to the point where there is no longer sufficient viscosity to lubricate gears, bearings and other heavily loaded moving parts and part wear follows.

Oxidation

All lubricants oxidize over time. Oxidation rate depends on initial oil quality and the total amount of heat the oil absorbs during the change interval. A common rule of thumb states that oxidation rate doubles for every 10C (18F) rise in oil temperature. During the oxidation process, some of the hydrogen bonds in the base oil degrade, allowing oil molecules to combine with oxygen from surrounding air. This leads to formation of acids, which causes the oil to have increased acidity over time.

If the oil is not changed and oxidation is allowed to continue, the oil molecules may degrade to a point where they “cross-link” or bond together to form viscosity growth, which is the end stage of oxidation. Left unchecked, the oil will eventually become thick and discous and reach the consistency of mayonnaise. This is known as run-away oxidation.

Contamination

In addition to viscosity change and oxidation, lubricants also tend to collect debris. This debris can be ingested through the breather, when new oil is put into the system or when the oil is topped off. Debris can also accumulate from wear metals and water from condensation. Most oils contain dispersants to handle some of this debris and keep it in suspension but, as time goes by, the debris tends to build up and begin to block filters. If the debris is from wear metals, this may result in secondary pitting wear in bearings and gear meshes, depending upon the size and hardness of the debris. In summary, oil life is a function of the amount of permanent viscosity loss (shear-down) suffered by the lubricant, the oxidation state of the lubricant, and the amount of debris present. If the oil is run too long, at some point it will no longer be useful and will lose its ability to provide sufficient lubricating film or protect effectively against runaway oxidation. This can only be assessed by measuring and monitoring the oil properties and corresponding part wear through oil analysis.

Oil analysis

The main factors that affect oil life can be measured and monitored using oil analysis. Measured parameters include viscosity at 100C; TAN (Total Acid Number) for transmissions and gearboxes; TBN (Total Base Number) for engines, water content, soot content, wear and additive metal contents; and contamination debris through particle count. Properly assessing the seaworthiness of new and used yachts and other marine equipment is important. Performing oil analysis means your equipment will remain as worry free as possible and ready for your next outing. Tom Johnson is president and cofounder of JG Lubricant Services. He is a retired Oils Engineer from General Motors and Allison Transmission with more than 30 years experience in oil research, development and analysis testing. For more information, visit www.jglubricantservices.com. Comments on this article are welcome at editorial@the-triton.com.


The Triton

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MARINAS / SHIPYARDS

Cuthbert Didier, director of yachting at the Ministry of Tourism in St. Lucia. PHOTO PROVIDED

St. Lucia’s point man for yachts plans to rival first world nations By Carol Bareuther Cruise ships have played a half century role in the Caribbean’s tourism and economic development. Yet the yachting sector, while slower to grow, is actually a more lucrative form of marine tourism. Cuthbert Didier, former general manager of Island Global Yachting Rodney Bay Marina, now works for the government of St. Lucia as its director of yachting at the Ministry of Tourism in an effort to bring more yachts to the island. Didier was on the United Nations Economic Commission for Latin America team that completed the research in 2002 that revealed yachting is more lucrative than cruise ships. A native of St. Lucia, Didier earned a double major in management and economics from George Mason University in Virginia, and completed a program in Strategic Alliances at the University of Pennsylvania’s Wharton School of Business. When he returned home to St. Lucia, Didier worked for an Italian investor who set up a charter operation. When the operation moved to St. Maarten a year later, Didier was approached by then owner of Rodney Bay marina, Arch Marez, to assist his son in running the marina. In 1999, he became CEO. Didier has witnessed the yachting sector in St. Lucia grow by leaps and bounds. Yacht arrival data from 1995 at Rodney Bay shows about 1,200 yachts. This figure jumped to 8,500 yachts in 2011 for Rodney Bay and Marigot Bay marinas combined, with 220 of these vessels larger than 100 feet. During the first three months of this year, 63 yachts larger than 220

feet cleared into St. Lucia. The sale of Rodney Bay Marina to IGY in 2007 sparked a redevelopment that saw 32 megayacht berths, while Marigot Bay to the south now has six megayacht berths. “In the past 10 years, through lobbying and educating the many government agencies, the yachting infrastructure in St. Lucia has improved to rival any first world nation,” Didier said. “This has happened due to public and private sector collaboration, and very forward thinking cabinet conclusions which supported that expansion. As a result, the direct impact from yachting to St. Lucia’s GDP is over US $30 million.” Growth opportunities for yachting in St. Lucia remain. For one, legislation passed by the St. Lucian government last August has led to several yachtingfriendly policies, including the ability for yachtsmen to stay in island waters for six months rather than six weeks, receive 100 percent waiver of import duty and tax, and the ability for yacht owners to stay on the island free of duties and taxes for up to three years. His plans include a strategic alliance with Taiwan boat builders to help St. Lucia launch a yacht registry, developing other small ports as a priority and exploring the possibility of creating a unique type of event that will draw vessels to the island in the off season. “We intend on making St. Lucia the Monaco of the southern Caribbean through private and public participation,” he said. Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editorial@the-triton.com.

July 2012 B

Today’s fuel prices

One year ago

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

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of June 15, 2011

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 787/839 Savannah, Ga. 855/NA Newport, R.I. 865/NA Caribbean St. Thomas, USVI 1,088/NA St. Maarten 1,195/NA Antigua 1,170/NA Valparaiso 1,164/NA North Atlantic Bermuda (Ireland Island) 989/NA Cape Verde 931/NA Azores 959/NA Canary Islands 867/1,068 Mediterranean Gibraltar 857/NA Barcelona, Spain 940/1,670 Palma de Mallorca, Spain NA/1,703 Antibes, France 871/1,734 San Remo, Italy 983/2,129 Naples, Italy 986/2,131 Venice, Italy 952/2,500 Corfu, Greece 1,003/1,885 Piraeus, Greece 965/1,834 Istanbul, Turkey 920/NA Malta 927/1,620 Tunis, Tunisia 889/NA Bizerte, Tunisia 890/NA Oceania Auckland, New Zealand 938/NA Sydney, Australia 891/NA Fiji 990/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 890/950 Savannah, Ga. 865/NA Newport, R.I. 870/NA Caribbean St. Thomas, USVI 1,005/NA St. Maarten 1,140/NA Antigua 1,120/NA Valparaiso 895/NA North Atlantic Bermuda (Ireland Island) 1,035/NA Cape Verde 950/NA Azores 975/NA Canary Islands 1,040/1,250 Mediterranean Gibraltar 915/NA Barcelona, Spain 950/1,595 Palma de Mallorca, Spain NA/1,825 Antibes, France 1,040/2,030 San Remo, Italy 1,070/2,085 Naples, Italy 1,050/2,045 Venice, Italy 1,085/2,025 Corfu, Greece 1,015/2,215 Piraeus, Greece 965/2,070 Istanbul, Turkey 950/NA Malta 970/1,770 Tunis, Tunisia 880/NA Bizerte, Tunisia 885/NA Oceania Auckland, New Zealand 970/NA Sydney, Australia 975/NA Fiji 1,005/NA

*When available according to local customs.


B July 2012

CRUISING GROUNDS: Ibiza

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Ibiza somewhat of a backwater until the early 1960s IBIZA, from page B1 returned to Christian rule under the king and queen of Spain, their troubles were not over. Collectively, the islands backed the wrong side in the Civil War and as a consequence suffered greatly at the hands of the Republicans. About the only thing that kept Ibiza going was production of salt. Even today, more than 100,000 tons a year are exported from the salt-pans in the southeast of the island. About 50 years ago, the island discovered tourism, or should that be that tourists discovered the island? Mallorca had been the destination of sophisticated tourists for many years. One of her more famous visitors, which helped to put Mallorca on the tourist map, was the young composer Chopin, who spent the winter there in 1838. But until the early 1960s, Ibiza remained somewhat of a backwater. The early tourists who came to Ibiza were the so-called Bohemians, who could not find acceptance in other places. Gays had not really begun to venture out of their closets, and more sophisticated resorts did not welcome them, or the hippies who had begun to travel. Ibiza metaphorically embraced these, should we say, alternative tourists, and Ibiza rapidly became the party island of the Mediterranean, with the attitude of anything goes. Even today, officials will generally turn a beneficent blind eye to drug use and alcohol abuse. Be careful, though, regarding drugs coming on board. Officialdom may be tolerant of use ashore, where they perhaps see the money passing into local hands, but they could well clamp down on a visiting boat and, as in other places, the laws could suddenly be applied with draconian force.

This is Ibiza Marina with the transit dock at left. That’s M/Y Ligaya berthed near the end, above the blue ferry. PHOTOS/CAPT. JOHN CAMPBELL

A yacht destination?

So, is Ibiza worth a visit? That has to be yes. If you dig beneath the surface, there is literally a little something for everyone, however eclectic your tastes may be. There are three marinas capable of taking larger boats, and they are all in the port of Ibiza Town. All get busy, are expensive, and in July and August rarely have space unless booked well ahead. Or you can use the services of an agent who may have block-booked berths in advance, to resell to their clients.

Surprisingly, big ships come in and out of this port, so stay well to starboard and maybe listen on channel 12 to the pilots. You can always call Ibiza Pilot on 16 to ask if there are any movements. A new terminal is being built by Botafoch lighthouse, and when that is open, presumably all the big ships will go there. Do not be tempted to anchor in the bay on the south side of the entrance, beneath the Citadel. In the “good old days� that was a popular anchorage, and you will still sometimes see boats

anchoring there. Be aware that there is now a statutory fine of 6,000 euros levied on any vessels found to be anchored there. As you enter the port, the first marina you will see on the starboard side, is Marina Botafoch (+34 971 311711, info@marinabotafoch.com). It can take boats up to about 30 meters. The marina is quite far from town, but there is a little ferry that runs all day and much of the night, passing by Marina Ibiza and then to a pontoon in the old town. Marina Ibiza is the biggest marina, and it too will be on your starboard hand when entering the port, just beyond Botafoch. This marina used to be called Ibiza Nueva, and under the new owners, it has been considerably extended. Officially it can cater for boats up to 55 meters, but we have sometimes seen bigger vessels laying along its outside wall. (+34 971 318040, info@marinaibiza.com). We did find last year that the e-mail seemed a bit hit and miss, so it is better to call. Usually, somebody in the office speaks English. The third marina is Ibiza Magna, which is at the foot of the old town, on your port side (+34 971 193 870, info@ ibizamagna.com). It is based on the old Port Authority pontoons. This marina is quite literally at the edge of the old town, so is in the thick of things. Be prepared for lots of people looking, and promenading. It is perhaps best to keep

See IBIZA, page B7


The Triton

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CRUISING GROUNDS: Ibiza

July 2012 B

Beach nudism accepted but not compulsory IBIZA, from page B6 a passerelle watch if berthed here, as the dock is very public. Smaller boats can sometimes find space at the yacht club at the head of the port, but this really is for small cruising boats (+34 971 339754, info@ clubnauticoibiza.com). The visitor’s berths here are exposed to the wash of the endless ferries that come and go.

Something for everyone

A good bit of shade and even more color on this street in old town.

Which marina to choose rather depends on what you or your guests are hoping to find. Ibiza has become the party island, and for all too many people, that is their sole reason to visit. If that is the case, then Marina Ibiza could be the best choice. The nightclub Pacha, one of the originals and still one of the favorites, is within walking (or should that be staggering?) distance of the marina. There is also a large club within the confines of the marina itself, which is owned and run by the owners of Pacha. From anywhere else, it will most likely be a taxi-ride to the clubs. The old town itself is attractive and, for the most part, well preserved. If, like me, you enjoy wandering through the narrow, cobbled streets, walk up to the citadel to watch the sun come up or go down, or dining in peace in a small, picturesque restaurant, then Ibiza Magna is the place to be. Near the inshore end of the pier, there is an artist’s market. A short walk into the old town, there is a handy fruit and veg market. The old town itself is worth exploring. Although it gets busy during the day in high season, evenings are relatively peaceful, and early mornings very peaceful. I enjoy walking up to the citadel to watch the sun come up, and the sorry-looking revelers staggering home after their night of excess. Away from the town, there is reasonably good biking – not serious downhill rides, but good trail riding and routes on quiet country roads. Bike rental companies come and go, but there are always one or two places to rent bikes, and they will give you some suggested rides. With a bit of effort, you can find some surprisingly unspoiled little villages away from the coast.

A day trip to Formentera

A cat is on watch over this typical street in old town.

Many yachts spend each and every night in the marina, so the guests can indulge in the “delights” of the nightclubs. Every morning, not usually too early, there is a procession of boats heading south to the island of Formentera. The favorite anchorage is to the west of the long, sandy spit that runs from the north of the island. This can get crowded in the busy season. Ashore, on the beach, are several chiringuitos, informal, but

not necessarily cheap, restaurants. The more popular ones will require bookings to be made in the high season. On the beach, nudism is accepted though not compulsory. You will see all sorts of people there. If the wind is in the west, this anchorage quickly becomes uncomfortable, if not untenable. Supposedly it is not legal to anchor to the east of the spit, but many boats do and are rarely told to move on. The town and port of Sabina, on the north coast of Formentera is worth a visit. It gets busy during the

day, with all the ferries from Ibiza, but in the mornings and evenings, it has an undeniable charm. The island is relatively flat, and is easily explored by bicycle. There is a nice anchorage off the west coast of the island, and in a north wind, several good places to anchor on the south coast. These anchorages tend to be a lot quieter than the beach north of Sabina. Because it is a little further from Ibiza Town, fewer boats seem to venture south of Sabina.

See IBIZA, page B8


B July 2012

CRUISING GROUNDS: Ibiza

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Cala Yondal’s Blue Marlin: popular, noisy beach club IBIZA, from page B7

Anchoring off Ibiza

The Entrance to Port Botafoch is to the right and Marina Ibiza to left. PHOTOS/CAPT. JOHN CAMPBELL

If the wind is in the west, there are several good anchorages off the east coast of Ibiza. If beach clubs are desired, there are plenty from which to choose on Nassau Beach, in the bay to the south of Ibiza Town. Be a bit careful when coming to anchor as it is shallow for quite a long way off the beach. The biggest, baddest beach club of them all is the Blue Marlin, in Cala Yondal, on the south coast (www. bluemarlinibiza.com). It is busy, noisy and not cheap, but is popular, especially on Sunday afternoons. If there is any south in the wind, there will be some swell getting into the bay, and landing the tender at its dock can be interesting. It is best to call Blue Marlin

and have its tender ferry guests. The easternmost bay on the south coast, Ensenada de la Canal, is more peaceful. There is a low-key chiringuito ashore, but none of the noise of Blue Marlin. In the northwest corner of the bay is the old loading pier for the salt. It is possible to get ashore there and drive to the airport, which is close by. San Antonio is Ibiza’s second biggest town. It is about halfway up the west coast. In an east wind, there is good anchorage in the entrance to the bay, and access ashore by tender from the marina. The marina itself is for smaller boats and is likely to be full all summer. For me, San Antonio would be worth a visit if you need provisions, but otherwise it has the bad bits of Ibiza Town without the charm of the old town. On the west coast and north coast there is a plethora of anchorages in small, and for the most part, quiet bays. Pick one according to the wind, and enjoy crystal clear waters and pretty surroundings. There is certainly a “tacky” side to Ibiza. Sometimes I feel they have sold the island’s soul to the devil. Like the popular tee-shirt says, “Good girls go to heaven, bad girls go to Ibiza.” That may be good or bad, depending on your particular interests. If you look beyond the brash and, dare I say it, seedy aspect of the island, there is another side to Ibiza. It takes just a little effort to seek out some of the cultural and more refined things that the island can offer, but this effort can be worthwhile. Capt. John Campbell has been yacht captain for more than 25 years and a sailor all his life. He is currently in command of the 38m M/Y Ligaya. Comments on this story are welcome at editorial@the-triton.com.

This picturesque restaurant is one of many in Old Town.


B10 July 2012

MARINAS / SHIPYARDS

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The Triton

New partnerships, acquisitions keep marinas, yards busy New sports center opens in Bimini

Former professional kiteboarder and water sports instructor Chris Quinn and yoga instructor Summer Farrell, owners of Bimini Water Sports, have opened a Water Sports Center at the Bimini Big Game Club in Alice Town. Quinn, who had previously operated a similar business, said today¹s reopening will provide a variety of new activities, including instruction and tours for stand-up paddleboarding, kayaking and kiteboarding as well as boat rentals and yoga classes. For more details, visit www. biminiwatersports.com.

New paint manager at Oceania Summer Farrell and Chris Quinn opened the Water Sports Center at the Big PHOTO PROVIDED Game Club.

New Zealand-based Oceania Marine Ltd. has hired Andy Shephard its new paint manager. Shephard relocated from Holland to

take over Oceania Marine Coatings. “Andy is the essential, final ingredient in what we are trying to set up at Oceania Marine Shipyard,” said Managing Director Martin Gleeson. “We have great paint facilities, a great paint team and now we have the right guy to manage it.” Shephard has completed a series of major superyacht painting and fairing projects in recent years and has experience in “special effects” coating systems. “Andy’s arrival means we can now offer a real alternative to yachts looking for a truly high-class finish at a competitive price in the South Pacific,” said Jim Loynes, the shipyard’s yacht liaison. “This should be especially of interest to those already thinking about where to carry out refit work next summer in New Zealand.” The yard can handle yachts up to 160 feet. For more information, visit www.oceaniamarine.co.nz.

Northern Marine starts refit work

In addition to its three new builds in progress, Washington-based Northern Marine has five refit projects under way since launching its repair and refit division under its new ownership, including four yachts built at the yard. For more details, visit www. northernmarine.com.

Green Turtle gets partner

Guy Harvey Outpost Resorts and the Green Turtle Club in the Abacos, Bahamas, have created an alliance, making the club the inaugural member of the new Expedition Properties Portfolio by Guy Harvey Outpost. “Our intent with Expedition Properties is to showcase small, independently owned properties in unique destinations that are focused on watersport recreation and whose owners are committed to customer service, sustainability and conservation,” said Outpost President Mark Ellert. “Thirty degrees north and south of the equator, there are a lot of great properties with committed owners like

See MARINAS, page B11

Green Turtle in the Abacos has a 40PHOTO PROVIDED slip marina.


The Triton

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MARINAS / SHIPYARDS

Where is he now? Dockmaster Rawls now works in New Jersey By Carol Bareuther Some in marina management yearn for the day when their job is all palm trees and pina coladas. For Clyde Rawls, who oversaw the redesign and rebuilding of the Bahia Mar Beach Resort & Yachting Center in South Florida and then construction and day-to-day operations at Camper & Nicholsons’ Port Louis marina in Grenada, he’s perfectly happy now to be in a marina that has four months of snow. This spring, Rawls was named director of marina operations at the Golden Nugget Atlantic City Hotel & Casino, formerly Trump Marina, in Atlantic City, N.J. “The weather is definitely an obstacle at times, but I do look forward to having four seasons here in New Jersey as opposed to other locations where I have worked,” Rawls said. The Golden Nugget manages the New Jersey Division of Parks and Forestry-owned Senator Frank S. Farley State Marina. This public facility, located 44 miles north of Cape May, is a convenient stop-over for yachts migrating north or south. The fuel dock has high-speed pumps for both gas and diesel. About half the slips are under annual/seasonal contract and the balance are available to transient guests. The marina can dock yachts up to 300 feet. “The 164-foot Westport M/Y Boardwalk is currently docked with us for the summer,” Rawls said. “We have

Clyde Rawls is director of marina operations at the Golden Nugget in PHOTO PROVIDED Atlantic City, N.J. a few other big boats on the books, and hope to attract many more by presenting boaters with exciting, new options of entertainment.” Marina guests can enjoy all the amenities of the recently renovated property. The $150 million transformation includes a full service spa, pool deck and several restaurants. Not to mention the casino. “I really enjoy being out on the docks talking to our boaters,” Rawls said. “I have run into many old friends from Ft. Lauderdale on their way back north. Boating is a small world, and managing a marina is an interesting part of the camaraderie.” Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editorial@the-triton.com.

Monaco Marine acquires sixth yard: Anitbes’ Chantier Tréhard MARINAS, from page B10 Adam and Ann who share our vision of sustainability and hospitality.” The firm recently introduced the Guy Harvey Outpost Resort on St. Pete Beach, Florida. Ellert likens having the two resort branding products to fishing. “It’s the same water. We’ve just added a different rod for catching a different fish, and we’ll end up bringing more fish to the boat.” Club owners Adam Showell and Ann Showell Mariner of Ocean City, Md., said they expect upgrades to be complete by Oct. 1. The club offers 31 guestrooms, a 40slip marina and fuel dock, restaurant, bar/lounge and poolside bar. Details of improvements were not available.

Monaco Marine buys Chantier

Monaco Marine has acquired Antibes Marine Chantier, better known as Chantier Tréhard, in France.

Chantier Tréhard employs 21 and has revenue of 7 million euros, according to a statement. Terms of the deal were not disclosed. Chantier Trehard will continue its operations along the same lines for its clients, partners and teams, whilst benefiting from the qualification of its site for the IS0 9000 standards in accordance with Monaco Marine. Chantal Lemeteyer was named director of Monaco Marine France. Founded in 1995 by Michel Ducros, the Monaco Marine Group now has six shipyards: Antibes, Monaco, Beaulieu Sur Mer, Saint Laurent du Var, Cogolin and La Ciotat. With a workforce of 200 and a network of partners, the Group offers a full range of services for boats of all sizes, including all trade associations. Monaco Marine anticipates revenue of 50 million euros this year. For more information, visit www. monacomarine.com.

July 2012 B11


B12 July 2012

FITNESS: Keep it Up

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The Triton

Challenge balance, strength, and endurance on stability ball A stability ball is a great tool to use for your workouts. It challenges your strength, balance and stability and adds variety to your workouts. For the following stability ball circuit workout, complete all of the exercises for the suggested numbers of repetitions then rest for 2-3 minutes. Complete the circuit 3-4 Keep It Up times. Beth Greenwald Reverse lunge with ball Stand straight holding the stability ball in your hands with your arms extended in front of you. Step backwards with your right foot, lowering your hips and your right knee to the ground. Your left leg will naturally bend as your thigh moves close to parallel to the floor. Ensure that your left knee does not cross over your toes. Simultaneously lift the stability ball over your head. As you return your right foot to starting position, lower the stability ball to starting position. Repeat with the left leg to complete 1 repetition. Complete 10 repetitions total. Ball bridge

Lie with your back on the ground and your heels and lower legs on top of the stability ball. Extend your arms, placing both palms on the ground beside you. Lift your hips off of the ground pressing your heels and lower legs into the ball and contracting your abdominals. Hold for 3-5 seconds and lower to the floor. Complete 15-20 repetitions. Ball hamstring curl Assume a ball bridge position then

slowly bend the knees to pull the ball in towards your buttocks as you keep your torso stable. Then press the ball away from you as you straighten your knees and assume starting (ball bridge) position. Complete 10-15 repetitions before lowering your buttocks all the way to the ground. Figure 8 Stand tall with both feet flat on the ground. Hold the stability ball in front of you keeping your arms straight. Making sure to only move the arms, trace a figure 8 with the ball. Try the opposite direction and sideways. Try 5 figure 8’s in each direction. Ball squeeze Hold the stability ball in front of you-one hand on each side of the ball, keeping your elbows slightly bent. Repeatedly squeeze the ball as hard as you can, contracting the muscles in your upper chest as you squeeze. Complete 20-30 repetitions. Lying ball pass Lie with your back on the ground. Place the stability ball between your legs and keep your arms on the floor straight over your head. Use your abdominals and legs to lift the stability ball up and at the same time move your arms towards the ball. Pass the ball from between your legs to your hands. Bring the legs together and lower them towards the ground (without touching the ground) while you bring the ball over your head towards the ground (without touching the ground). Keep your abdominals engaged and your lower back on the ground. Bring your legs up while you bring the ball towards your legs to pass the ball again to complete 1 repetition. Repeat for 8-12 repetitions. Beth Greenwald received her masters degree in exercise physiology from Florida Atlantic University and is a certified personal trainer. She conducts both private and small group training sessions in the Ft. Lauderdale area. Contact her at +1 716-908-9836 or bethgreenwald@hotmail.com. Comments on this column are welcome at editorial@the-triton.com.


The Triton

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

Yachties haven’t gone bananas – methane, spiders are bad RULES, from page B1 most popular superstition. Almost any professional mariner will tell you having a woman on board makes the seas angry and is an omen of bad luck for everyone. It was traditionally believed women were not as physically or emotionally capable as men. Therefore, they had no place at sea. It was also observed that when women were aboard, men were prone to distraction or other vices that may take away from their duties. This, among other things, would anger the seas and doom the ship. Interestingly enough, there is a way to counter this effect. While having a woman on board would anger the sea, having a “naked” woman on board would calm the sea. Imagine that. This is why many vessels have a figure of a woman on the bow of the ship, this figure almost always being bare-breasted. It was believed that a woman’s bare breasts would “shame” the stormy seas into calm. Alas, the ancient power of female nudity.

The evils of the banana

Bananas are a mainstay of most cultures and are the world’s most popular fruit. However, these deliciously yellow treats have no place at sea. Since the 1700s, it has been widely believed that having a banana on board

Some general superstitions for good luck l A silver coin placed under the masthead ensures a successful voyage. l Pouring wine on the deck will bring good luck on a long voyage. A sacrifice to the gods. l Swallows seen at sea are a good sign, as are dolphins swimming with the ship. Can anyone think of a movie character named Sparrow? l Tattoos and piercing are said to ward off evil spirits. Gold hoop earrings are especially lucky. l It’s good luck to spit in the ocean before you sail. l Coins thrown into the sea as a boat leaves port is a small toll to Neptune for a safe voyage.

was an omen of disaster. In the early 1700s, during the height of the Spanish Empire’s South Atlantic and Caribbean trading domain, it was observed that nearly every ship that disappeared at sea and did not make its destination was carrying a cargo of bananas. This gave rise to the belief that hauling bananas was a dangerous prospect. Another explanation for the banana superstition is that the fastest sailing ships used to carry bananas from the tropics

Some general superstitions for bad luck For some reason, there are always far more bad luck superstitions. l Never start a voyage on the first Monday in April. This is the day that Cain slew Abel. l Black traveling bags are bad luck for a seaman. Black is the color of death and indicative of the depths of the sea. l Avoid people with red hair when going to the ship to begin a journey. Redheads bring bad luck to a ship, which can be averted if you speak to the red-head before they speak to you. l Never say good luck or allow someone to say good luck to you unanswered. If someone says “good luck” to you, it is most assuredly a bad omen and sure to bring about bad luck. The only way this can be countered is by drawing blood. l Disaster will follow if you step onto a boat with your left foot first. Ever hear the old saying, “Step off on the right foot first”? l Throwing stones into the sea will cause great waves and storms. A sign of disrespect to the sea, ensuring retaliation in the form of stormy seas. l Flowers are unlucky onboard a ship. They could later be used to make a funeral wreath for the dead, therefore, becoming a symbol that someone could die on the voyage. l Don’t look back once your ship

has left port as this can bring bad luck. Looking back implies that you are not truly ready to brave the seas and complete your voyage, bringing bad luck on yourself and the ship. l To name the boat with a word ending in “a” is bad luck. l If the rim of a glass rings stop it quickly or there will be a shipwreck. l On whistling – One widespread and universal superstition forbids whistling in the wheelhouse or anywhere onboard for that matter. Whistling onboard will raise a gale, hence “whistling up a storm”. l Killing a swallow, albatross, gull or dolphin will bring bad luck. Seabirds are thought to carry the souls of dead sailors l On pigs – Sailors in the West Indies had a bizarre superstition related to swine. Pigs themselves were held at great respect because they possessed cloven hooves just like the devil. The pig was the signature animal for the Great Earth Goddess who controlled the winds. As a result, these sailors never spoke the word “pig” out loud, instead referring to the animal by such safe nicknames as curly-tail and turf-rooter. It was believed that mentioning the word “pig” would result in strong winds. Actually killing a pig on board the ship would result in a full scale storm.

l A child to be born on a ship was good luck (probably not for the child). The term, “Son of a Gun” is derived from this lucky act. When the crew was restricted to the ship for any extended period of time, wives and ladies of easy virtue were often allowed to live aboard with the crew. Infrequently, but not uncommonly, children were born aboard. A convenient place was between the guns on the gun deck. If the child’s father was unknown, they were entered into the log as “son of a gun.” l Black cats are considered good luck and will bring a sailor home from the sea.

to U.S. ports along the East Coast in order to land them before they could spoil. Another theory is that bananas carried aboard slave ships fermented and gave off methane gas, which would be trapped below deck. Anyone in the hold, including the human cargo, would succumb to the poisoned air, and anyone trying to climb down into the hold to help them would fall prey to the dangerous gas. Finally, one of the better known dangers of bananas at sea is that a species of spider with a lethal bite likes to hide in bunches of bananas. Crewmen suddenly dying of spider bites after bananas are brought aboard certainly would be considered a bad omen resulting in the cargo being tossed into the sea.

Unlucky Friday

It is believed that Friday is the worst possible day to start a journey on a boat and no enterprise can succeed which commences on that day. The most well known reason for the dislike of Friday is because it is believed that Jesus was crucified on a Friday. Therefore, this day must be observed and respected and will be unlucky for anyone who attempts to go about business as usual. Many sailors state that various ships lost at sea embarked on a Friday. In contrast, Sunday is the best possible day to begin a voyage. It has led to the adage, “Sunday sail, never fail.” Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau (IYB), a recognized organization that provides flag-state inspection services to private and commercial yachts on behalf of several flag-state administrations. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954596-2728 or www.yachtbureau.org

July 2012 B13


B14 July 2012

CALENDAR OF EVENTS

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The Triton

2012 Summer Olympics to be held in London EVENT OF MONTH July 27-Aug. 12 Summer Olympics 2012 London International event for major summer sports. For details on events in Great Britain, visit www.london2012.com. For information on the Olympics, visit www.olympic.org.

July 4 The United States Independence

Day. Expect stores, banks and businesses to be closed. Celebrated with backyard barbecues and nighttime fireworks.

July 8 SunTrust Sunday Jazz Brunch

(first Sunday of every month) along the New River in downtown Ft. Lauderdale. Free. 11 a.m.-2 p.m. www. fortlauderdale.gov

July 11 The Triton’s monthly

networking event (usually the first Wednesday of every month but this month on the second Wednesday because of the national holiday) from 6-8 p.m. with Newsworthy Cafe, Ft. Lauderdale (about 10 doors behind Waxy’s). Join us for casual networking. www.the-triton.com

July 14-22 NYYC Race Week presented by Rolex. Includes classics, 12 meters, 6 meters, Around-the-Island Race, handicap and one-design classes www.nyyc.org

July 16 The Pacific Cup. The first

start of the Pacific Cup race from San Francisco to Hawaii. www.pacificcup.org

July 17 15th annual International

Yacht Restoration School Summer Gala, Newport, R.I. www.iyrs.org

July 18-22 9th annual Cape Panwa

Hotel Phuket raceweek. This yacht racing off Phuket’s east coast is one of Asia’s fastest growing regattas. Voted ‘Best Asian Regatta of the Year’ in the Asia Boating Awards 2011. www. phuketraceweek.com

July 22-25 Superyacht Cup Cowes

2012, Cowes, UK. This year’s events will celebrate the London 2012 Olympics. Organised in association with the Royal Yacht Squadron, this course was made famous by the first America’s Cup in 1851 (then called the Hundred Guinea Cup). www.thesuperyachtcup.com

July 26-29 9th annual San Diego Yacht

and Boat Show, Sheraton Hotel and Marina, Harbor Island. San Diego’s largest in-water and outdoor boat show. www.sandiegoyachtandboatshow.com

Aug. 1 The Triton’s monthly

networking event (the first Wednesday of every month from 6-8 p.m.). Location to be announced. Check www.the-triton.com for details on this powerful, casual networking.

Aug. 2-6 45th Sydney International Boat Show, Sydney, Australia. To be held at the Sydney Convention and Exhibition Centre, Cockle Bay Marina and Darling Harbour. www. sydneyboatshow.com.au

Aug. 3 The Triton Bridge luncheon,

noon, Ft. Lauderdale. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. Yacht captains only, please. If you make your living running someone else’s yacht, contact Associate Editor Dorie Cox at dorie@the-triton.com or +1 954-525-0029 for an invite. Space is limited.

Aug. 11-18 Cowes Week 2012, Isle

Of Wight. One of the UK’s longest running and most successful sporting events. Up to 40 daily races for up to 1,000 boats, it is the largest sailing regatta of its kind in the world. www. aamcowesweek.co.uk

Aug. 21-26 America’s Cup World

Series, San Francisco. Each regatta is a combination of practice and championship racing, with additional practice sailing on-site ahead of each event. www.americascup.com

Aug. 24-26 Newport Bucket Regatta,

Newport, RI. The regatta is open to yachts over 90 feet LOA, unless invited under the ‘grandfather clause’. www. bucketregattas.com

Sept. 4-7 25th SMM, Hamburg,

Germany. Shipbuilding, machinery and marine technology international trade fair. smm-hamburg.de/en/home

Sept. 4-9 Hiswa In-Water Boat Show, NDSM-shipyard, Amsterdam. To be held at NDSM wharf in Amsterdam with three nautical theme worlds: luxury, recreational and active. www.hiswatewater.nl

Sept. 14-23 PSP Southampton Boat

Show, Southampton, UK. This year features include the Boat Project, the boat made entirely from donated wood with Jimi Hendrix’s guitar and a piece of the Cutty Sark as well as a replica of Shackleton’s boat. www.southamptonboatshow.com

Sept. 18 MonacoNet, Riviera Marriott

Hotel, Monaco. AYSS hosts this informal speed networking event of yacht agents and support companies from around the world. RSVP to jenny@ ayss.org or ayss.org for details.

Sept. 22-30 Interboot Watersports

Exhibition, Friedrichshafen, Germany. www.interboot.de

Sept. 29-Oct. 7 31st annual Istanbul

International Boat Show, Istanbul, Turkey. www.boatshow.com.tr/Turkey

Oct. 4-7 America’s Cup World Series, San Francisco. This AC World Series event will take place during San Francisco’s annual Fleet Week. www.americascup.com

Oct. 6-14 Genoa International Boat

Show, Genoa, Italy. Join 18 events, 4,000 exhibitors, up to a million visitors, sport events, and concerts. www.genoaboatshow.com

Oct 25-29 53rd Ft. Lauderdale

International Boat Show, Ft. Lauderdale. Six locations, Bahia Mar Yachting Center, Hall of Fame Marina, Las Olas Marina, Greater Fort Lauderdale/Broward County Convention Center, Fort Lauderdale Hilton Marina and The Sails. www. showmanagement.com

Oct. 27-Nov. 4 Hanseboot

International Boat Show, Hamburg, Germany. hanseboot.de

Nov. 9-11 Ladies, Let’s Go Fishing!

Florida Keys University, Tavernier, FL. Early registration is $128 for the first 20 participants, $158 thereafter. Includes networking reception, fundraisers, classes, lunch, hands-on skill stations, goody bag and more. Contact +1 954475-9068, www.ladiesletsgofishing.com.

MAKING PLANS Aug. 1 Triton 6th annual Poker Run

The first Wednesday of the month for Triton networking will gather captains, crew and industry pros riding anything street legal. To begin at 5:30p.m. at Hall of Fame Marina in Ft. Lauderdale. The first run is to Newsworthy Cafe/Triton and Crew Unlimited, then Maritime Professional Training, with a finish at National Marine Suppliers for networking from 6-8 p.m. Poker hands are $5 each with $10 minimum. Proceeds will benefit the Triton’s marine scholarship fund at Broward College.


The Triton

www.the-triton.com SPOTTED: Australia, China, Peru, Thailand

Triton Spotters

Capt. Craig Lewis (above) stopped for some light reading while hiking the Great Wall at Huanghuacheng outside of Beijing on his way to launch the new 80-foot Nisi in Zhuhai, China. Lewis is fleet captain for Nisi. PHOTO FROM CAPT. CRAIG LEWIS

Capt. Peter Harrison (above) brought his Triton with him home to Australia where he visited Cape Byron Lighthouse, the easternmost point in the country. PHOTO FROM CAPT. PETER HARRISON

Capt. John Wampler (right) visited the Club de Yate in Ancon, Peru, in May. He flew to Lima to interview the owner of a 2010 88-foot Ferretti, bought in Ft. Lauderdale. Wampler was checking services and facilities. “I was hired for the captain position and I am currently outfitting the yacht for an October departure for Peru,” Wampler said. PHOTO FROM CAPT. JOHN WAMPLER

Patchanok ‘Noi’ Hull, formerly of the Delta M/Y Sea Owl, at Bang Pa-in, Summer Royal Palace, Ayutthaya, Thailand in May. “We sold Sea Owl in March, where she was renamed M/Y Sidra, then placed her aboard a yacht transport to the Eastern Med,” Capt. Tim Hull said in an e-mail. “She is currently cruising with her new clients and crew right now. We are in Ft. Lauderdale looking for our next command.” The couple tries to visit Thailand every few years, since Noi is from Phuket, PHOTO FROM CAPT. TIM HULL the captain said.

Where have you taken your Triton recently? Send photos to editorial@the-triton.com.

July 2012 B15


Newsworthy networking

Summertime with Atlass

Stew science vs. the softer skills

Avoid penalties with your IRA

The place to be for July gathering.

Captains, crew, industry joined in.

Do you lead or do you manage others?

Exceptions to every investment rule.

C3

C4

How to please 10 skinny models? Just be prepared

TRITON SURVEY: HOW DO YOU GET PAID?

See if you manage your money as other crew do

dollars, regardless of where they were in the world. Most of the rest – 12.8 percent – were paid in euros, regardless of where they were. “Try to get paid in U.S. dollars or pound sterling (UK),” said the chief stew on a yacht 120-140 feet. “The euro crisis is proving this point once again.” Just 3 percent were paid in the local currency, depending on where they were. And 1.5 percent said they were paid in a mix of euros and dollars, also presumably depending on where they

Manhattan was directly behind the yacht, a red-orange sunset colored the marina like gold, and the 12 guests were happy, sipping cocktails, nibbling on canapes and telling Bayou stories. Dinner was ready, then a cell phone rang. A few minutes later, the owner came into the galley to say that, in addition to Culinary Waves the 12 guests we Mary Beth had onboard, we Lawton Johnson were going to have maybe one, possibly two more guests arriving shortly for dinner. I didn’t get excited because it was a common scenario with this owner. He had many friends and someone always showed up at the last minute. It was kind of like the neighborhood house where all the kids ended up at dinnertime. Either the owner or one of his guests met someone that day and invited them back to the yacht. I was used to it and on this occasion I was as prepared as a Girl Scout. I was in the habit of cooking a little extra. And we never had leftovers, never. When the limo arrived, I expected a celebrity to step out. Instead, what emerged from the stretch black limousine backseat were skinny legs after skinny legs after even skinnier legs, 20 legs in all. Ten tall slender models climbed out of that limousine. My back-up plan wouldn’t cover 10 skinny women, who I just knew had eating disorders. They were models, after all. Sure, this was a yacht owner’s dream, but definitely not

See SURVEY, page C8

See WAVES, page C6

By Lucy Chabot Reed Queries from several crew members recently about paychecks got us wondering if there is an industry standard in how yacht crew are paid. These queries were focused on how to take their money, in what form it comes and whether they should be keeping it in some separate account offshore. We’re not sure if there’s an industry standard, but there are a few common practices. First, we asked How often are you paid? Most crew – about 70 percent – are paid monthly. Most of the rest are paid every other week or so. Just eight of our 133 respondents are paid weekly. But it was interesting to note that six of them were captains on vessels as large as 160 feet. Another of our basic queries was how yacht crew receive their salaries, so we asked How is your salary given to you? More than three-quarters receive their pay through direct deposit or wire transfer with the bulk of the rest receiving an old-fashioned paper check. “Look at salary as one part of total compensation package including vacation, travel stipend, medical insurance, opportunity for continuing education, etc,. as those are real costs and represent another $10,000-15,000 in additional benefits that many employers now pay,” said a chief stew on yacht 80100 feet. Just 3.8 percent of our respondents are paid in cash. They are working in various positions onboard, but our cashpaid crew were all on yachts less than 100 feet. “This, unfortunately, is a sign to the new crew in the industry who feel

Advice for new crew: ‘It’s about the owner, not the crew. ... [Crew] should be FILE PHOTO informed not to be demanding about how they get paid.’ they actually have a right to choose,” said a captain of a yacht 120-140 feet. “You should take your pay anyway you get it and be happy. If you really think you have a choice, you’re living in dreamland. The way an owner pays you affects him. It’s about the owner, not the crew. Many are spending extra money on us and their yachts. New crew coming in should be informed not to be demanding about how they get paid.” The strongest common answer came in our next question: What currency are you paid in? Eighty-two percent were paid in U.S.

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July 2012

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Section C

C5


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NETWORKING THIS MONTH: Newsworthy Café

It’s fresh, hot and friendly at the Newsworthy Café in Lauderdale The Triton’s networking event on July 11 will be held at Newsworthy Café, a great place for coffee, friends and food. The cafe is owned by David and Lucy Reed, who also own The Triton. Network with us on the second Wednesday in July (the first is a national holiday) from 6-8 p.m. at the café, 1075 S.E. 17th St., west of Cordova in the plaza with Smallwood’s, Crew Unlimited and Waxy’s. In the meantime, learn a little more as Triton Editor Lucy Chabot Reed asks David Reed details about the café. Q. Whew. It’s been six months since we opened. What’s your favorite thing about the Cafe? The best part is seeing all the great people who come and visit. I grew up on a sailboat and I remember as a kid we always had people come by the boat. My parents would pull something together – never fancy or stressful – and they always had a great time laughing and enjoying their friends. I love that feeling, it’s what we’re trying to recreate at the Newsworthy. Fresh food, really good coffee, and friends. Everyone who comes in becomes a friend if they want to. Q. So tell everyone about the café. A. We are open for breakfast and lunch, with summer hours of 8 a.m.-3 p.m. Monday through Friday, and for networking Wednesday and Thursday 4-7 p.m. We serve simple sandwiches on fresh ciabatta bread, the best Chunky Tomato Basil Soup you have ever tasted, and a couple simple salads. Most of our items are made inhouse, including our salad dressings, our pesto, our soup, our breakfast sweet breads and the jam for our morning toast. (It’s mango season in Ft. Lauderdale, so now it’s mango jam.) And we serve really good coffee. Q. We started off strong because of all our friends in the yachting industry. Tell us how the clientele has grown since January. Yachting in Ft. Lauderdale isn’t as seasonal as it is in some places, but it’s still quieter here in summer than it is in spring. We have listed the Newsworthy on a few Internet sites such as Facebook, Urban Spoon and Yelp (yachties can “like” us on any of these), so we get new visitors every week. And we’re listed with Rewards Network, American Airlines, Hilton, BestBuy and others, so some of our guests get airline miles for having lunch with us. We’re planning a mailing to our neighbors on 15th Street and in the neighborhoods south of the river so they can check us out this summer when their schedules are a little quieter. Q. We opened with a dream of being a coffee house. But how do you compete with Starbucks? We can’t. So we try to offer something different. Starbucks delivers

Lucy and David Reed at the PHOTO/DORIE COX Newsworthy Café. tasty coffee to people in a rush. We want to encourage people to slow down, sit down and enjoy their coffee. We give them a real cup and saucer, a real napkin, real milk or cream, and a real spoon to stir it with. They can sit and enjoy their coffee while they read a newspaper (we stock several national papers and The Triton) or catch up on their e-mail (we have free wi-fi). And they’ll get a welcome smile and a cheerful voice. And they’ll likely bump into someone they know. People shouldn’t be surprised if our servers ask our guests their names. Q. What else does the Newsworthy do that’s different? We serve a traditional English breakfast with beans and grilled tomatoes, and there’s a reading nook with a couch and bookshelf. We want people to feel comfortable to come and relax. Our lives are so busy. I’ll bet a lot of people can’t remember the last time they sat down and did nothing but drink coffee or tea and talk to a friend. We’ve had captains use the cafe as a meeting place to interview crew. A few folks have found work through the bulletin board inside the cafe. Q. This economy is tough. Do you see good things for the future? People keep saying the economy is bleak, but look at a popular restaurant on a Friday night? They are packed. People like to go out and have fresh food in a comfortable setting. That hasn’t changed. Our food is as fresh as we can make it. Our order in the kitchen is “If you wouldn’t eat it, don’t serve it to your guests.” We encourage our staff to think of our cafe as their own homes. Treat people like they were a guest in their living room. And that primarily involves conversation. We can’t be too busy to chat. Yes, it’s been hard getting started. We had no idea how many little things have to all work together at the same time to get a tasty meal out on time, and we’ve learned a ton. But it’s still as awesome as it was when we opened. I believe strongly that the concept for the Newsworthy is a good one and one that our community will benefit. So come see us. Look for the Bahama green building with the sunny yellow awning.

July 2012 C


NETWORKING LAST MONTH: Atlass Insurance Group C July 2012

T

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he Atlass Insurance Group sponsored Triton networking on the first Wednesday in June for a Mexican fiesta. About 200 captains, crew and industry professionals gathered on a warm summer evening at the main office in Ft. Lauderdale for nachos, quesadillas, PHOTOS/DORIE COX cold beverages and live music.


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INTERIOR: Stew Cues

July 2012 C

Salaries based on leadership skills; that only comes with sea time I work as a consultant with several yachts that have the same problem: they have hired an inexperienced chief stew and she is having difficulties. The owner wants to let her go and find someone with more experience for the same salary. She is frustrated and ready to look for another job. If you want Stew Cues a stew with Alene Keenan experience and leadership skills, you have to pay for it. The problem is, many stews don’t have enough sea time to gain the level and amount of experience interacting with guests and crew that is necessary to develop those skills. A stew may be capable of managing inventories, writing task sheets, and creating beautiful table decorations. That does not mean she is capable of directing others. You don’t become a leader overnight; you learn over time. You need the opportunity to develop new skills and deal with obstacles. That is what sea time for stews is all about. When I teach interior yacht management classes, I find it difficult to instill the concept that management

is not the same as leading. Management is an empirical science, yet a lot of what we are expected to manage is not empirical at all. We stews are concerned with soft skills, people skills and leadership skills. I can show you how to do inventories on the computer, how to write a work schedule, and how to set up cleaning and maintenance schedules on an hourly, weekly, monthly, and annual basis. It is a lot harder to teach you how to be the leader. Leadership involves vision and a positive attitude in the face of crisis mode, along with high expectations of service and service delivery. When you are heading into a new season and putting a boat back together after a shipyard period, tasks such as inventorying new items, provisioning for the season, and securing the boat for travel are difficult and stressful. Knowing that the owners are going to be standing on the dock waiting for you to arrive only adds to the stress. Part of being a leader in this situation requires being realistic and remaining positive in a way that inspires your team to action, even though they can’t quite see the light at the end of the tunnel. You have to hold the vision. Along with vision, you must stay focused on what needs to be

accomplished every day so that everything moves forward. Leadership is about setting an example and having the commitment to follow through. Leadership requires sacrifice. It can be really hard for a stew to move into the chief position, because new boundaries have to be set in the midst of an established situation. Sometimes you have to leave parts of your old self behind. As a leader, you have to develop new strength, and this can be hard for service hearts, because we often find it difficult to face confrontation. Leadership involves influence. You must earn the trust of the team by setting an example and following through consistently. Sometimes the very thing that makes us good at service can make us less effective as managers. I distinctly remember how difficult it was to be confronted by my lack of leadership skills in my early days as a chief stew. I was more concerned about being nice and being liked. I was uncomfortable owning my power, and I had a real complex about it. I was throwing my weight around and telling others how to do their job. I could tell I was making others angry. Leadership involves sacrifice, and one of the sacrifices we make is often our attachment to our ego. There came

a point during a nine-week owner’s trip when something just snapped inside of me and my ego completely folded under. When you are physically exhausted and mentally stressed you act in crisis mode day after day. At some point you lose self-control and say things you never meant to say. That’s what happened to me. I think I cried for two days after the owners left, but when I came out of my cabin I was a different person. Eventually, I became more comfortable with the realization that I was responsible for controlling a lot of the social structure of the boat, and people would not only like me but they would respect me, too, if my motives were right and I was true to myself. People want to be led, not just managed. Being a leader means you have to strike a balance between being effective and being nice. This doesn’t happen overnight, it takes time and experience and exposure. It takes sea time for stews, an idea whose time has come. Alene Keenan has been a megayacht stewardess for more than 20 years. She offers interior crew training classes and onboard training through Yacht Stew Solutions (www.yachtstewsolutions. com). Comments on this column are welcome at editorial@the-triton.com.


C July 2012 IN THE GALLEY: Culinary Waves

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THE CREW’S MESS – BY CAPT. JOHN WAMPLER

This dish offers depth – flavors from two continents – and speed – it comes together quickly. PHOTO/CAPT. JOHN WAMPLER

Last month, I traveled to Lima, Peru, to interview with a yacht owner and to check out the marine facilities (or lack thereof ) available to yachts. Over five days, I sampled Peruvian cuisine. The local dishes are fantastic and flavorful. Originated in the Peruvian Andes, Lomo Saltado is one of Peru’s favorite dishes. It translates roughly as “jumping loin” because the strips of meat jump around as you stir-fry them. In this recipe, you’ll see the cross-cultural influence of Asian and South American ingredients. Once the potatoes are cooked, the dish comes together quickly. Have everything prepped before you begin.

The ingredients 1 pound sirloin, sliced 1/8-inch thick 1 pound potatoes, peeled and cut into wedges 2 tbsp vegetable oil 2 cloves garlic, mashed 1/4 tsp ground cumin 1 red onion, sliced thinly into slivers

Lomo Saltado

1 hot yellow pepper, sliced in thin rings 1 red pepper, sliced into thin strips 2 tbsp soy sauce 4 tbsp distilled white vinegar 2 plum tomatoes, sliced into thin strips, with bulk of seeds removed Salt and pepper to taste Prepared white rice Fresh cilantro, chopped, for garnish

The stove Let sirloin strips come to room temperature (about 30 minutes) before cooking. Cook the potato wedges in a skillet with oil (or bake in the oven). Keep warm. Heat vegetable oil in a large, heavy skillet on medium-high heat, and sauté garlic with the cumin for 1 minute. Add sliced sirloin, season with salt and pepper and cook until browned on all sides. Transfer sirloin strips to a bowl. Add the onions, hot yellow pepper and red bell peppers to the same pan and cook about 3 minutes, until the

onions are soft, adding a little more vegetable oil if needed. Add the vinegar and soy sauce and cook 2 to 3 more minutes. Return the sirloin strips to the pan, add the tomatoes and cook until the tomatoes soften, 2 to 3 minutes. Add the potatoes to the pan, toss. Sprinkle with chopped cilantro and serve with rice. This delicious Peruvian Lomo Saltado makes 4 to 6 servings. Capt. John Wampler has worked on yachts big and small for more than 25 years. He’s created a repertoire of quick, tasty meals for crew to prepare for themselves to give the chef a break. Contact him through www. yachtaide.com. Comments on this column are welcome at editorial@the-triton.com.

Private chefs always work a meal or two ahead WAVES, from page C1 a chef ’s dream. Who would I kill first? The guest who invited them? The one skinny model who invited all her friends? The flexible owner for agreeing to it? Or maybe myself for not planning enough? I thought for a moment about jumping into the Hudson, right then and there. The shore wasn’t far. Maybe I could get a job at the restaurant across the harbor. I welcomed them aboard with a weak smile and snuck off back to the galley. Flexibility is key to being a great private chef, I kept telling myself. And it helps to be able to think on your feet. How was I going to pull an extra 10 dinners – plus salad and dessert – out of my hat? The easiest solution is to grab the crew food. This works great when the

crew eat the same as the guests, and is one of the reasons I am a fan of the idea. Not for every meal, of course, but the crew work hard to ensure the guests have a great time. They are away from their families, so treat them well, and feed the well. If the crew don’t eat the same, you can still steal the crew food but then you have to be creative in addition to flexible. Not everyone will eat the same thing and not everyone wants the same thing, so you can offer a menu, of sorts. Private chefs always work a meal or two ahead. In addition to the crew dinner, which I snagged for the guests, the following day’s crew lunch was prepped so I popped that in the oven for the crew’s dinner. The lesson is to always have a backup plan just in case being flexible isn’t enough. Have something else defrosted

or something quick and easy to prepare for the crew. I survived this doubling of the dinner party by feeding the guests the crew dinner and feeding the crew their lunch. And I made a huge pan of tiramisu for dessert. It was one of those rare days when I was overly prepared, but it taught me that there’s no such thing. We private chefs have to be flexible to survive in yachting because this industry is about giving your employer and his guests what they want. And what they want is a chef who can do it all, and still smile. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for more than 20 years. Comments on this column are welcome at editorial@thetriton.com.


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NUTRITION: Take It In

Join the trend toward meatless meals, pick a day or a protein Going meatless – completely or at showed that participants consumed least one day a week – is growing into a an average of 420 more calories and huge trend. 30 more grams of fat on the meat days There’s Meat Free Mondays (www. than on the mushroom days. Better meatfreemondays. yet, the palatability and satiation com), an initiative afforded by the mushrooms meant that spearheaded by Sir participants didn’t compensate for the Paul McCartney lower calorie mushroom meal by eating and his daughters more food later in the day. Researchers Stella and Mary, concluded was that if men substituted and Meatless a 4-ounce portabella mushroom for a Mondays (www. 4-ounce grilled hamburger every time meatlessmonday. they ate a hamburger over the course com), a nonof a year, and didn’t change anything Take It In profit initiative else, they could save more than 18,000 Carol Bareuther of The Monday calories or lose 5 pounds. This swap Campaigns in also saves nearly 3,000 grams of fat, or association with the Johns Hopkins’ the equivalent of 30 sticks of butter. Bloomberg School of Public Health. Secondly, choose one day of the There are 23 countries around the week – it doesn’t have to be Monday globe – including Jamaica, Australia, – and go meatless. According to a Brazil, South Africa, Israel and national telephone poll conducted Indonesia – that have a “cut out meat on behalf of the Vegetarian Resource one day a week” program. Group, 17 percent of Americans are The driving force behind these already forgoing meat, fish, seafood or initiatives is poultry at nearly good health. That half their meals is, the health and 16 percent of the planet don’t eat these and the health animal-based of our bodies. foods at more Environmental than half their health, and meals. landmark Going meatless research from at a meal doesn’t the UK’s Food mean eating Climate Research a plate with Network suggests mashed potatoes, that food green beans and Mushroom-stuffed polenta. production is PHOTOS BY DEAN BARNES a big bare spot responsible for where the meat between 20 to would sit. Instead, 30 percent of global greenhouse gas there are some great meat-free entrees. emissions and livestock production is For example, make kabobs with tofu responsible for a whopping half of these cubes, swap burgers for Portobello emissions. That is what led Sir Paul mushrooms or eggplant slices on the McCartney, a long-time vegetarian, to grill, make a vegetable-based lasagna or start his campaign. stir-fried rice, top pizza with a variety In the U.S., research from the of vegetables, or toss pasta with olive Bloomberg School of Public Health oil, broccoli and crunchy cashews. shows that reducing meat consumption Thirdly, go vegetarian. Vegetarians can limit cancer risk, especially colon do not eat meat, fish, or fowl. Ovocancer, reduce heart disease, help fight lacto vegetarian will include eggs, milk diabetes, curb obesity, improve nutrient and cheese in their diets. Vegans are intake and even decrease mortality vegetarians who also don’t use other rates. animal products such as dairy or eggs. There are three key ways to reduce It’s not that hard to go vegetarian. the amount of meat you eat. Many common foods like spaghetti First, you can eat less. Research and pasta dishes, tacos, hummus and conducted recently at the John stir-fried rice are already or nearly Hopkins Weight Management Center, vegetarian. Sometimes its just a swap in Baltimore, MD, points to a practical of tofu or other meat substitutes in and delicious way how. That is, dishes to make them vegetarian. You swapping out meat in favorite recipes can become vegetarian as fast or slow for plant-based ingredients such as as you like. Some people convert over mushrooms. all in one day, while others start with a In this study, participants ate four Meatless Monday and gradually make it entrees – lasagna, napoleon casserole, Tuesday through Sunday, too. sloppy Joe and chili – made with ground beef for four days and with Carol Bareuther is a freelance writer in mushrooms substituted for the beef St. Thomas. Comments on this story are on the remaining four days. Results welcome at editorial@the-triton.com.

July 2012 C


C July 2012 TRITON SURVEY: How crew are paid

How is your salary given to you? Cash – 3.8%

Other – 1.5%

In what currency are you paid?

Direct deposit or wire transfer – 77.9%

How do you manage your accounts?

The Triton

I have a separate a

I send it home – 2.3% Local currency where Mix of euros, dollars – 1.5% we are docked – 3.0% Another currency – 0.8% I live on cash – 3.0% Other – 2.3% Euros – 12.8%

Paper check – 16.8%

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U.S. dollars – 82.0%

I have separate account for yacht income – 30.1% I include yacht income with regular home-based accounts – 62.4%

0% 0-1 years

0% 1-3 years

‘I find it best to set up a separate account,’ said a captain in the industry SURVEY, from page C1 were. The main thing our curious crew had asked about was how yacht crew handle their money once they get it. Do they cash it in? Do they mix it with their normal accounts? Or do they keep it separate somehow, and maybe even offshore? So we asked How do you manage your accounts? Most captains and crew – 62.4 percent – include their yacht wages in with their regular bank accounts. But 30 percent have separate accounts for their yacht income. “I find it best to set up a separate account,” said a captain in the industry more than 15 years. “This allows for ease of any tax questions, out-of-pocket expenses and business deductions at the end of the year. Pay yourself through your business, within reason, and you build credit and banking references. If you just take your cash and put it in your personal account, then you run the risk of burning through it and never having a paper trail.” “I keep it in an offshore account, Lloyds

TSB, Isle of Man, and that seems to work,” said a chief stew in the industry less than 10 years. “I can pay bills from that and draw cash when needed.” “I have a captain friend who was paid offshore for 16 years and had an IRS nightmare when he wanted to get back on the books and come home,” said a captain of a yacht 100-120 feet in the industry more than 30 years. Just 3 percent don’t have accounts and live on cash. And about 2.3 percent admitted that they simply send it home and that they have no idea what happens to it there. The results from this question got us wondering if longevity in the industry had anything to do with how a yacht crew member handled their accounts. So we crunched this data further by tenure and learned something interesting. Those new to yachting tended not to have separate accounts, but the longer they were in, the more common it became, until they were in 15-19 years, where it was most common. Then, it became less common. This suggests that longevity was a factor in the likelihood to have a separate account but not the only factor.

Please note: This data is not presented as a guideline for how to pay or avoid taxes. All crew members must work out what’s best for them based on their individual circumstances. This data only shows what some other crew are doing. Perhaps crew at the start of their careers are getting in and learning the landscape – getting their financial sea legs, if you will. Then possibly, as crew stayed in and got older, they began thinking of long-term things such as investments and created separate accounts. But the decline for the people with more than 20 years in the industry could be explained by the reality of retirement. Individual financial planning is something relatively new in the financial landscape, with personal retirement accounts and

personal incorporations starting to p up momentum in the 1990s. (Though were created in 1974, only people no company IRA were allowed to contri Those laws were changed in 1981.) L term captains and crew may very we more apt to take advantage of these Another of the main questions ou curious crew wanted to know was if should be paying taxes on their yach income earned overseas. So we asked there deductions made to your sal things like taxes and health insura Please note: This data is not prese as a guideline for how to pay or avoid All crew members must work out wh best for them based on their individu circumstances. This data only shows some other crew are doing. Most crew – nearly 70 percent – d not pay take deductions through the paychecks. That is not to say that the pay taxes. One respondent rightly no that many long-term crew have creat corporations for themselves so that t employed as independent contractor yacht pays their company, which in t pays them. Their company pays all th


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TRITON SURVEY: How crew are paid

account for my yacht income (by career longevity)

July 2012 C

Are deductions made to your salary (for taxes, health insurance, etc.)?

If there are deductions made, for what purposes?

52.0% 36.0%

38.5%

36 27.8%

22.2%

18.2%

Yes – 30.8%

29

No – 69.2%

14.3%

17 6

4-6 years

7-9 years

10-14 years

15-19 years

20-24 years

25-29 years

y more than 15 years

Taxes

30-plus years

4

Social Health 401K security insurance

Other

‘Take your pay legally; don’t try to cheat the system’

pick h IRAs ot in a ibute. Longell be tools. ur they ht d Are lary (for ance)? ented d taxes. hat’s ual s what

and other deductions we inquired about. “We are paid a gross amount as independent contractors and receive a 1099 each year,” said a captain in the industry more than 15 years. “No benefits, no deductions. You should have asked if we receive our income in the name of a corporation or as individuals.” “I work as an S Corporation and get paid as a contractor,” said a captain in the industry more than 10 years. “This is good for both me and the boss.” Of the 30 percent who do take deductions from their checks, they do so mostly for taxes and social security in their home country. The only other deduction of note was for health insurance premiums or health savings accounts.

Because of the nature of this survey, where each crew member’s accounts are so personalized – based on their nationality, where the yacht is based, how many days they are away from home, if the owner pays through his land-based company or some other company – it was hard to find many more generic things to ask. So we opened it up in a final question In your opinion, what’s the best way to handle your yacht salary? and got a lot of feedback.

do eir ey don’t oted ted they are rs. The turn he taxes

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

Take your pay legally; don’t try to cheat the system.

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Have your own company or corporation to pass expenses through. l

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Pay your fair share. I am so tired of these people that already have all expenses paid living off the backs of others. l

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You need to choose a country as

your residence and pay fair taxes to that country. Otherwise, the U.S. is eventually going to either kick you out or take whatever they want. l

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Increase it to cover the tax burden that I pay when most nonU.S. crew fail to pay taxes while living and working in the U.S. I paid taxes to the BVI government while working for a local charter company. I have no problem paying moderate taxes when I am living and working in a foreign country. As professional mariners, we should all pay our fair share. l

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Declare a reasonable amount and take advantage of cash when you can. l

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By incorporating, you have the ability to write off a great deal of your expenses and will pay less taxes. If you work out of the country for a certain period of time (six months, I think) you are exempt from some taxes.

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Treat it as normal wages, pay taxes on the amount earned and don’t cheat. l

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Save it. What do you mean by handle? Handle it once I get it or how to handle disbursement/management of salaries? In the first instance I’d strongly recommend: Put it in the bank and don’t spend it. You’ll be amazed how quickly it accumulates if you stay out of the bars/pubs. In the second case, the professional way is for salary to be deposited to the bank account of the crew member’s choice. You can have an account anywhere you prefer, offshore or at home. However, most countries, including the USA, Spain, South Africa and others, require you to report your worldwide income, no matter where/how you earned

See COMMENTS, page C10


C10 July 2012 TRITON SURVEY: How crew are paid

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The Triton

‘Direct deposit ... won’t slip through your fingers’ COMMENTS, from page C9 it and no matter where you have it deposited. If you don’t, you’re breaking the law. That may or may not discourage some people, which is their responsibility, but you must be aware of the consequences of your actions. Unfortunately a lot of younger crew members think that a bank account in an offshore location excludes them from tax and or reporting, but that is not the case. l

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I have it paid into a personal account, therefore I can prove credit history and salary for when I want to get a mortgage in the UK. l

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As regular income. If expenses are paid, a separate paper check is issued and it is not reflected in my annual W-2. l

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Legally, all done bank-to-bank with accurate and complete records. I live and work in the Middle East. You can attract all sorts of the wrong attention with suspicious transactions. Forget the taxman; worry about the antiterrorism guys. l

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Direct deposit, and you are responsible for your own taxes. l

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Direct deposit. Never let it touch your hands and it won’t slip through your fingers. l

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If you have a permanent residence and family, you should declare the majority of it for peace of mind and security. l

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Save most of it, and I give myself $100 a week to spend. l

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I have a Florida S Corporation and my salary is wire transferred into that account. I then pay myself a modest salary, which my accountant monitors. Federal and state taxes are paid. Everybody is happy. It is an extra burden keeping everything current, but I do benefit from some tax writeoffs that would not apply if I were paid as an individual instead of an S Corp. l

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By wire transfer to an account. As a British seafarer, I then declare it as income and pay no tax as I’m out of the UK for more than 183 days a year. l

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Plenty of lessons to learn from others In addition, several respondents shared lessons they learned through years in the industry. l

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It is essential to ensure you are legitimately a non-resident in your home country or else you are liable for income tax. In some countries, you are liable for tax even if you are a non-resident. Concerns about your income tax status should be high on your priority list. l

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If you owe taxes to your country or any other country, pay them because it is a lot less expensive than the penalties and jail time you could face by not reporting your income. In today’s environment, governments are getting aggressive about collection of revenues, so pay your share so you don’t end up in a legal situation. l

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Keep good records. Pay your taxes. Don’t try to be too aggressive with write-offs. l

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Trying to avoid taxes will bite you at the least opportune time. Live within a budget and save like crazy. Spend your money on things that can help with deductions. Save those bloody receipts. l

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If you get a good tax and investment planner you can make your money work for you, increasing your wealth and reducing your taxes. Just like the boss. l

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Salary is taxable income in the state and country where earned, not where the boat is flagged. If a

Most offshore jurisdictions are signatories to the TIEA (tax information exchange agreement) of which one of the stated goals is to avoid tax evasion. Opening an offshore bank account is becoming almost impossible for non-resident of a particular jurisdiction. Cash may work, but then there is the issue of travelling to the U.S. or Canada with more than $10,000. If your salary is small enough to make cash practical,

‘Legally, all done bank-to-bank with accurate and complete records. I live and work in the Middle East. You can attract all sorts of the wrong attention with suspicious transactions. Forget the taxman; worry about the anti-terrorism guys.’

crew is keeping money offshore or generally avoiding paying any taxes, they should be reported for the crime they are committing (tax evasion). If they are working on a visa, it should be immediately and permanently revoked to encourage honesty. We have laws regarding income as well as those on safety, crew training and even drug/alcohol use. Do we turn our heads and select only the laws that we selectively choose to abide or do we comply with what is equally levied to everyone? If a police officer, EMT or fireman is needed to assist anyone who calls, that professional is paid from taxes. Shall we all be required to carry a “paid taxes” card to receive that assistance, leaving unpaid individuals to fend for themselves? Humanity demands equality; tax laws demand equality; not evasion. l

l

l

Filing taxes is a requirement of citizenship and it’s a privilege of having a passport. Whether one claims all earnings is another story. Boat salaries/payroll have become more corporate (i.e.: getting paid by back office and not by the captain) and crew members should become more professional about their job/ salary considerations based on taxes. l

l

l

You have to have a way to verify the transfer was done and on a timely basis. l

l

l

Crew must have a personal contract as well as being on a crew agreement. Always follow up if your salary doesn’t arrive in your bank the day it should.

it’s probably not worth the hassle of evading. Consider establishing your domicile in a tax haven. l

l

l

My current job is a babysitting job. The owner pays me with a personal check. He does not 1099 me. It does not get reported. I cash it and live on cash. Other freelance gigs that I get 1099’ed for get reported on my taxes. l

l

l

Get control of the company checkbook so you can pay day help and contractors on time. I don’t have that control and my day workers and per diem crew sometimes have to wait months before a check is cut. That is wrong. Day help should be paid daily unless other arrangements have been made prior to them beginning work.


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PERSONAL FINANCE: Yachting Capital

July 2012 C11

Exceptions to penalties for early withdrawal of IRA funds What happens if I withdraw money from my tax-deferred investments before age 59-and-a-half? Clients ask me that all the time. In these economic times, many people have needed to withdraw some, if not all, of their retirement funds to resolve a financial situation. Yachting Capital Withdrawing money from a Mark A. Cline tax-deferred retirement account before the set age generally triggers a 10 percent federal income tax penalty as all early distributions are subject to ordinary income tax. However, there are certain situations in which you are allowed to make early withdrawals from an individual retirement account (IRA) and avoid the tax penalty. Some IRA exceptions are: l The death of the IRA owner. Upon your death, your designated beneficiaries may take distributions from your account. In some cases, depending on their relationship to you, your beneficiaries may, in fact, be required to take distributions. Check with your CPA on the specific rules for your situation. l Disability. Under certain conditions, you may begin to withdraw funds if you become disabled. l Unreimbursed medical expenses. You can withdraw the amount you paid for unreimbursed medical expenses in excess of 7.5 percent of your adjusted gross income for the year of the distribution. l Medical insurance. If you lost your job or are receiving unemployment benefits, you may withdraw money to pay for health insurance. Many people are not aware of this rule as they take money out to pay general bills but do not know that this is a valid deduction on their taxes. l Part of a substantially equal periodic payment (SEPP) plan. If you receive a series of substantially equal payments over your life expectancy, or the combined life expectancies of you and your beneficiary, you may take payments over a period of five years or until you reach age 59-anda-half, whichever is longer, using one of three payment methods set by the government. Any change in the payment schedule after you begin distributions may subject you to paying the 10 percent tax penalty. l Qualified higher-education expenses for you and/or your dependents. l First home purchase, up to $10,000. That’s a lifetime limit. An alternative to investing in an

IRA that many of my clients have If you are in need of money, your opted for is a VUL, Variable Universal objective may be to get your gains out Life. A VUL is a life policy that allows of the policy through a zero-interest you to buy life insurance coverage or low-interest loan provision. If you while simultaneously investing. The simply withdraw the money, you will investments are in stock and bond owe tax at ordinary income rates, portfolios that are which can go as much like mutual high as 35 percent. funds. Consider an Consider an alternate Part of the alternate exit exit strategy. premium you pay strategy. A way goes to buy what you get your is essentially term money out of a insurance, while the rest goes into VUL without paying tax is through the “cash value” portion of the policy a loan provision of the contract. that consists of mutual fund-like Specifically, if you borrow the money investment accounts. from the policy, typically through a The big advantage of doing your low-interest-rate loan, instead of simply investing within an insurance policy is withdrawing it, the money you receive that any gains in your “cash value” or is considered the proceeds of a loan, investment accounts are not taxed as and thus not taxable. long as they remain within the policy. Now there is a cost for this type

of loan but with the right products, the tax savings can far outweigh the interest expense. The great feature of this financial product is that there is no age restriction associated with it. You may borrow your money at any age, not just after 59-and-a-half. For more information on VUL’s, read one of my previous articles on The Triton’s Web site (www.the-triton.com). Search for “variable universal life”. Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial objectives. Capt. Mark A. Cline is a chartered senior financial planner. Comments on this column are welcome at +1-954-7642929 or through www.clinefinancial.net.


C12 July 2012 BUSINESS CARD ADVERTISERS

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BUSINESS CARD ADVERTISERS

July 2012 C13


BUSINESS CARD ADVERTISERS C14 July 2012

SUDOKUS

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

CALM

STORMY

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BUSINESS CARD ADVERTISERS

July 2012 C15

ADVERTISER DIRECTORY Company

Page

Abeam Marine Supply B15 Alexseal Yacht Coatings B2 Aluminum Distributing B11 Antibes Yachtwear C7 Argonautica Custom Yacht Interiors A16 ARW Maritime B11 Atlass Insurance Group A10 Beer’s Group C3 Bellingham Marine (Wards Cove Marina) C5 Bradford Marine A3 Brownie’s Yacht Diver A17 Business card advertisers C12-15 The Business Point B10 C&N Yacht Refinishing A2 Cable Marine B16 DCL International B7 Dennis Conner’s North Cove Marina B5 Dockwise Yacht Transport A8,C11

Company

FendElegance FenderHooks Fibrenew Leather Repairs Global Yacht Fuel Gran Peninsula Yacht Center International Registries (Marshall Islands) ISS GMT Global Marine Travel Kids in Distress LaBovick Law Group Lauderdale Diver Lauderdale Propeller Lifeline Inflatables Mail Boxes Etc. (Now the UPS Store) Marine VSAT Maritime Professional Training Matthew’s Marine A/C MHG Insurance Brokers National Marine Suppliers

Page

C3 B15 B7 B15 C11 C9 A5 B9 B11 B6 A6 C10 B12 A13 C16 C6 C4 A11

Company

Page

Company

Page

Neptune Group Newport Yachting Center Newsworhty Cafe Northeast Maritime Institute Overtemp Marine Palladium Technologies Praktek Professional Marine Duct Cleaning Professional Tank Cleaning & Sandblasting ProStock Marine Quiksigns Renaissance Marina River Supply River Services Rossmare International Bunkering Royale Palm Yacht Basin Sailorman Seafarer Marine Seahorse Marine Training

B4 C7 B10 C2 B5 C8 A18 B15 C10 A7 B12 A9 C3 A15 C6 A2 B14 A16

Sea School Slackers Bar & Grill Smart Move Accomodations Staniel Cay Yacht Club SunPro Marine TESS Electrical TowBoatU.S Trac Ecological Marine Products Tradewinds Radio Turtle Cove Marina Watemakers, Inc. Water’s Edge Consulting West Marine Megayacht Supply Westrec Marinas World Yacht Refinishing Yacht Entertainment Systems Yacht Equipment and Parts

B4 A4 A15 B8 B12 A13 C3 A12 A12 B12 B8 A15 B3 A14 A9 C7 A20



The Triton Vol.9 No.4