Four crew with four products
And one big goal for a cleaner world. B1
News and views from Miami
It’s a crew’s mess New column cooked up just for crew. C7 Vol.8, No. 12
Crew career path depends on moving up, on I interviewed the first officer of a large yacht in Antigua in December, but before I could write about him, he’d moved on. When I asked why he resigned, he said he had some classes to take for the next phase of his license. From the Bridge Unlike many Lucy Chabot Reed land-based careers – which often not only support an employee’s efforts
Crew and yachts at their best. A16-17
to educate themselves but also pay for it – yachting’s career-minded crew often resign to take classes and advance their careers. Why does this happen? And, with captains often complaining about the lack of loyalty and longevity among crew, why do they allow it? “They [mates] need to move on,” one captain said at this month’s From the Bridge luncheon. “I’m training them to move up in their career. If they don’t leave to take a bigger job after a couple years, there’s something wrong with them.”
“If he’s got himself a new ticket, he probably will be looking for a new, higher position, anyway,” another said. “A second engineer who takes time off to get his ticket, there’s no way he’s coming back to you,” said a third. As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A14.
Do you think it’s important for crew on power boats to know how to sail? No – 33.8% Yes – 66.2%
See BRIDGE, page A14
– Story, C1
Europe experienced some of its coldest weather in decades and coastal towns across the Med saw snow in February for the first time in decades. The 124-foot Moonen M/Y Northlander is wintering in Zadar, Croatia. Chief Stew Kasey Smith adds a new crew member to the team, complete with chamois mop head and blue-tape smile. See more snowy shots on page A8. PHOTO/CAPT. TED MARSHALL
Capt. Rowe, 68, mentored crew through the decades By Dorie Cox Capt. Ted Rowe left a legacy throughout his decades working in the yachting industry. Some of the lessons he shared with crew and coworkers have been revisited since his unexpected death on Feb. 3 at his home in Ft. Lauderdale. He was 68. Edward “Ted” Bennett Rowe III had worked as a charter captain during his 45 years in yachting. He was the fleet captain for Broward’s Destiny yachts and he worked for Whittemore and
Williams and Broward Marine. At one time, he owned the crew placement agency Hassle Free, served as president of the Charter Yacht Brokers Association and most recently worked for Holland America Cruise Lines. As an old-school captain, he made an impact on many people, several of whom are considered some of today’s prominent industry professionals. Bob Saxon, a veteran yacht manager and industry leader, said Rowe was the second captain he ever met back in 1971.
Saxon clearly remembers the first lesson Capt. Rowe taught him. “It was my first day in Newport and someone said I should meet Ted, so I went to his yacht and walked right on,” Saxon said. “I hear ‘freeze, get your hands up’ and ‘turn around slowly’.” Saxon turned around to see a man wrapped in a towel aiming a .45-caliber gun at him. “To this day, I refuse to walk onto a yacht without first getting permission,” he said. Saxon described Capt. Rowe as an
old-school yachtsman who excelled in protocol. Capt. Rowe learned the rules when the industry was young; back when owners really loved boating, their boat, and their crew, Saxon said. Back when it was not so much a business, but a leisure pursuit. “He was a man with an acute sense of propriety, very dignified and always appropriate,” Saxon said. “He was a true gentleman. He always impressed and followed the rules of yachting. Yachting
See CAPT. ROWE, page A18
A March 2012
I want to be able to eat off that
No engine can ever be too clean. Especially here. See PHOTO/CAPT. TOM SERIO more photos on page A16.
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Show docks were crawling with news, much of it a bit startling Capt. Paul Knox has returned to M/Y Atlantica, the 135-foot charter yacht recently run by Capt. Roy and Stephanie Hodges. Capt. Knox was on M/Y Atlantica when it launched in 2000 and had moved around and up until he was recently running the 180-foot Feadship M/Y Latitude Huntress. Adjustment I ran into him Lucy Chabot Reed on the docks at the Yacht & Brokerage Show in Miami Beach recently and he stopped to tell me one of our recent stories struck a nerve when someone mentioned the hazard of captains stepping down in size. It’s happened to him, and he’s wondering what’s so wrong with it. (I have to agree with him. While intellectually I get it, I don’t see how working is worse than not working.) Capt. Knox became a new father last fall, and when his newborn son had some medical issues (nothing too serious; he’s fine now) he knew he wanted to be closer to home. “Suddenly, with Knox my new family, a full-time 50m boat doesn’t fit,” he said. “Either you go real big to get on a rotation, which we know is hard to find, or you find something smaller that stays close to home. That hurts me how?” So he has officially left the 180-foot (55m) M/Y Huntress in the capable hands of Capt. Jeff Guymon and is taking care of the 135-foot ((41m) Atlantica until it sells or it begins chartering again. In the meantime, he goes home at night, participates in the rearing of his son, and has even built a sandbox in the shape of a yacht. If you stand still long enough, he’ll pull out his cell phone and show photos of little Pieter, gushing all the while. There likely will come a time when Capt. Knox is ready to work his way back up into a larger yacht, but this downsizing shouldn’t really hurt his career, should it? Bumped into Capt. Paul Stengel at the show, too. I almost didn’t recognize him when I saw him, not because he looks different – still has that electric smile – but because he looks out of place. In my mind, he’s in the South Pacific, not in a boat show in Miami. Yet there he was. Turns out he had
to quit his last job – his dream job on a motoryacht in Tahiti – because of a 90day limit on visas. He knew about the time limit before he took the job, but when he looked into it, he was told by people who know that he would be able to stay longer because of his Seaman’s Book. The French government didn’t go for it. They wouldn’t accept his Seaman’s Book and required that he leave after his 90-day stay. Turns out only EU nationalities can stay longer. Capt. Stengel is American. “It wasn’t just me,” he said on the hot Miami docks. “The engineer and first officer had to leave, too. It’s a shame. We all wanted to stay. I had an awesome time and I’m hoping to go back.” Until then, he’s spending some time with the 147-foot (45m) Sterling M/Y Aero Toy Store. Actually, lots of sights around the show were a little startling. I met captains on the day before the show opened in yellow rubber gloves polishing the stainless, polishing the hull, running a chamois down the rail. All during the show, captains and engineers were manning the passerelle. Large yachts had just a few crew; some good-sized mid-range yachts had none. I’m not sure what to make of that. I didn’t ask anyone if their crew had been downsized. I’m a bit weary of the gloomy economy stories to be quite honest. It was fun, though, to rib a few captains about the work people saw them doing. Being the relatively cool bunch they are, though, they all took it in stride. At least they were working. Capt. Chance Strickland squeezed in a little volunteer effort in January when he and the crew of the 120-foot M/Y Steadfast ferried a boatload of supplies to Jamaica in January for YachtAid Global, that groovy charitable group that helps coastal communities yachts often bypass. Errol Flynn Marina received educational materials for the Long Road School in Portland Parish and medical equipment for the government clinics in Buff Bay, Port Antonio and Manchioneel. Started by Capt. Mark Drewelow, YAG works with marinas and governments to make sure the donations are cleared through customs and make their way to the people who need them. Or as they say, “changing the world without changing course.” Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at email@example.com.
March 2012 A
A March 2012
Merritt Broker Charles Baxter dies after battle with cancer By Dorie Cox Charles Baxter, a yacht broker at Merritt Yacht Brokers in Ft. Lauderdale, died Feb. 10 after a five-year battle with cancer. He was 50 years old. A broker with Merritt Yacht Brokers for a decade, Mr. Baxter was highly respected for his sales skills and relationships with clients. “He was good at listings and servicing them,” fellow broker Charlie King said. “And he was very good with clients and other brokers.” A fisherman since he was young, Mr. Baxter came to South Florida to live with his grandparents when he was about 8 years old. “He used to own a tackle store and he made custom fishing rods,” King said. “He always did a lot of fishing and was real proud of his little boat. The sportfish guys really liked him.” Childhood friend Mark Pomice grew up with Baxter. “Chuck had boats since he was little,” Pomice said. “He fished, had cast nets, gigs, everything. “He loved to help people catch their first fish, especially their first sailfish or dolphin,” he said. “He really liked to share the thrill of being on a boat and he was generous with who he took out.” Pomice said his friend knew everything about boats.
“Where most people know one part well, he knew them all,” Pomice said. “But he was humble, low-key. You didn’t know how much he really knew until you got to know him.” Len Burke, a yacht broker at South Florida Yachts, became friends with Mr. Baxter in the late 1980s. He said Mr. Baxter worked in Florida as a yacht broker at Premier Yachts in Jupiter, a manager at West Marine in West Palm Beach and worked at Tuppen’s Marine in Lake Worth. “He had a kind heart and would help anybody,” Burke said. “He liked to party and he would organize our outings for the boat shows.” Burke said his friend kept a very positive outlook during his illness from the rare form of cancer called clear-cell sarcoma. “It’s rare and especially deadly,” Burke said. The cancer was found in Baxter’s hand and later appeared in his arm and shoulder requiring several surgeries and radiation treatments. Eventually, cancer was found in his spine. “During the last Ft. Lauderdale boat show, he had back pain, which he thought was due to the radiation,” King said. A subsequent ten-hour surgery later left Mr. Baxter unable to use his legs.
“Through it all he continued to talk about the future and selling boats,” King said. Briana Baxter, 18, said her father always thought that he would beat his cancer. “He was not a typical guy,” she said. “He raised me as a single parent. He was a very strong fighter and he was literally smiling until the day he died. “His last days we were all around him,” she said. “He waited for his mother to arrive. Her plane landed at 11:30, she got there, he held his mom’s hand and then he died at 12:20. “He was happy we were all there,” she said. “I just want everyone to know that the cancer never got the best of him.” Mr. Baxter is survived by his wife, Providencia Gonzalez, whom he married in August; his son, Spencer Baxter; his daughter; and his mother, Lynne Baxter. The family is accepting donations for his children. Merritt Yacht Brokerage will accept checks in his name to: Merritt Yacht Brokers with “Charles Baxter” in the memo field, 2890 W. State Road 84, Suite 105, Ft. Lauderdale, FL 33312. Dorie Cox is associate editor of The Triton. Comments are welcome at firstname.lastname@example.org.
Mr. Baxter was an avid fisherman. PHOTO PROVIDED
A March 2012
200-foot M/Y Yogi sinks off coast of Greece in gale-force winds All aboard saved from sinking ship
The 200-foot (60m) M/Y Yogi sank Feb. 17 in gale-force winds off the Greek island of Skyros in the Aegean Sea. All eight people onboard were rescued by the Greek coast guard. The captain indicated a mechanical failure, according to press reports, but did not elaborate. M/Y Yogi was built by the Turkish shipyard Proteksan and launched last year. It won “Most Innovative Yacht of the Year” in Cannes last fall.
Former Seaquest captain dies
Capt. Greg Cunningham died unexpectedly on Jan. 17 at his home in Ocean Ridge, Fla. He was 64. Capt. Cunningham was skipper on the M/Y Seaquest program for 18 years where he ran, designed, built, and managed the owners’ fleet, starting with a 65-foot Hatteras, moving up to an 82-foot Hatteras convertible, and then to a 90-foot custom Hatteras. His last command was a 112-foot Westport. In his youth, Capt. Cunningham spent summers on Cape Cod learning to race Beetle Cats and Wianno Seniors, eventually working on commercial fishing boats and ferries out of Hyannis, Mass. He enrolled in Massachusetts Maritime Academy and served a short stint in the U.S.
Merchant Marine. He graduated magna cum laude from the Carroll School of Management at Boston College, and worked for a time in the insurance industry in Boston. But the sea continued to beckon and he moved to the Caribbean to enjoy a more nautical life as a charter captain. Capt. Cunningham rebuilt a 30-foot sloop and spent three years circumnavigating the globe under sail. He then began to focus on a career in the yacht design, management and sales industry. Most recently, Capt. Cunningham worked as a broker in South Florida, first with Dwight Tracy and Friends and then with Westport, spending as much time as possible with his son. Capt. Cunningham is survived by his son, Gregory J. Cunningham Jr. of Boynton Beach, Fla., and his nephew, Edward A. Cunningham IV of Boston. Arrangements for a memorial service are being scheduled for a later date. – Staff report
Man gets 22 years in Gollan killing The man who shot Capt. Drew Gollan in Antigua three years ago was sentenced to 22 years in jail in early February. A Facebook page established in
Capt. Gollan’s memory was filled with support for the sentence. “Finally,” one friend posted. “Yes,” said another. “Finally some closure.” Antigua resident Sylvester Lindsey, 24, has been in jail since the murder, according to a story in the Antigua Observer. The judge in the case gave him credit against his sentence for time served. Capt. Gollan was shot and killed Jan. 22, 2009 as he walked on the road between English and Falmouth harbors after dinner with his partner and their young daughter. Neither were injured. He was captain of the 165-foot Perini Navi S/Y Perseus at the time. “Drew could navigate by the stars, cook for a crowd, entertain like no other with his musical wizardry, sing ditties that made you cry laughing, make people laugh with a look,” wrote Nina Gollan in her post. “He knew so much about the ocean he loved, whales and dolphins, he was a spiritualist. He bought so much light and love to the world. Sylvester Lindsay took the life of a bright star in so many lives.”
M/Y Quan Yin suffers fire
The 84-foot long-range expedition yacht Quan Yin suffered a fire in its engine room on Sunday before taking on fuel in San Diego. News reports
indicate no on was hurt. The steel-hulled yacht was designed by Sparkman & Stephens, is ABS classed and MCA compliant.
Turkey requires low-sulphur fuel
Lloyd’s Register released a memo in February reminding its members that Turkey now requires the use of lowsulphur fuel oils in Turkish ports and waters. The procedures, actions and record keeping currently used to comply with the Sulphur Directive in EU ports and waters are also to be used when in Turkish ports and waters, the memo said. This requirement came into effect Jan. 1.
U.S. approves Calif. sewage ban
U.S. Environmental Protection Agency approved in February California’s plan to ban all sewage discharges – including of treated sewage – from ocean-going ships along California’s 1,624-mile coast. Stretching three mile from shore, the move makes this zone the largest coastal nodischarge zone in the United States. The zone applies to all passenger ships larger than 300 tons and to all other ocean-going vessels larger than
See NEWS BRIEFS, page A9
A March 2012 PHOTO GALLERY: The Med under snow
he crew of the 124-foot M/Y Northlander had an interesting February in Zadar, Croatia as Europe experienced some of its wackiest weather in decades, with snow falling from Antibes to Sanremo and across the Adriatic. At left is the crew: from left, Capt. Mike Bosley, Chief Stew Kasey Smith, First Mate Luka Mijatovic, Chef Jennifer Bosley, and Chief Eng. Tomislav Sango. The bow of M/Y Northlander is cozy under a bed of snow that fell overnight on Feb. 2. Below left is First Mate Luka Mijatovic, who still has a job to do, snow or not. PHOTOS/CAPT. TED MARSHALL
Capt. John Campbell of the 125-foot M/Y Ligaya is an avid hiker and cyclist wherever the yacht is docked,. He could not be deterred by a little snow, so he put on skis in early February to hike at Colla Melosa, about 20 PHOTO PROVIDED miles inland from Sanremo, Italy.
March 2012 A
U.S. Customs hires public advocate; DHS adopts pre-screening NEWS BRIEFS, from page A6 300 tons with sewage holding tank capacity. Nearly 2,000 cargo ships made more than 9,000 California port calls in 2010. The EPA estimates that creation of the zone will stop the discharge of 22 million gallons of treated vessel sewage each year. “California’s economic health is tied to the health of our oceans and beaches,” said Charles Hoppin, chairman of the state’s Water Resources Control Board. “Pollution from cargo and cruise ships directly threatens public health, marine life and our economy.” The California No Discharge Zone final rule was expected to published to the Federal Register in mid-February.
U.S. Customs hires advocate
U.S. Immigration and Customs Enforcement (ICE) announced in early February that it has hired its first public advocate, ICE Senior Advisor Andrew Lorenzen-Strait, to serve as a point of contact for individuals and advocacy groups who have concerns with U.S .immigration issues. “We want the public to know that they have a representative at this agency whose sole duty is to ensure
their voice is heard and their interests are recognized,” ICE Director John Morton said. According to a press announcement, Lorenzen-Strait will be responsible for: “Assisting individuals and community stakeholders in addressing and resolving complaints and concerns in accordance with agency policies and operations, particularly concerns related to ICE enforcement actions involving U.S. citizens; “Informing stakeholders on ERO [Enforcement and Removal Operations] policies, programs and initiatives, and enhance understanding of ERO’s mission and core values; “Engaging stakeholders and building partnerships to facilitate communication, foster collaboration and solicit input on immigration enforcement initiatives and operations; and “Advising ICE leadership on stakeholder findings, concerns, recommendations and priorities as they relate to improving immigration enforcement efforts and activities.”
Pre-screening program created
The U.S. Department of Homeland Security (DHS) has created a passenger pre-screening program which could include no longer having to remove
shoes, belts and jackets, liquids from carry-on bags, and laptops from their bags. Eligible participants include certain frequent flyers from participating airlines as well as members of Customs and Border Protection’s (CBP) Trusted Traveler programs (Global Entry, SENTRI, and NEXUS) who are U.S. citizens and fly on a participating airline. Individuals interested in participating in the pilot can apply via Global Entry at www.globalentry.gov. If eligible for expedited screening, information will be embedded in the barcode of the passenger’s boarding pass. TSA will read the barcode at the security checkpoint and then may refer the passenger to a special lane for expedited screening. “TSA Pre-Check moves us closer to our goal of delivering the most effective and efficient screening by recognizing that most passengers do not pose a threat to security,” TSA Administrator John S. Pistole said. “We are pleased to expand this important effort, in collaboration with our airline and airport partners, as we move away from a one-size-fits-all approach to a more intelligence-driven, risk-based transportation security system.” The program began in October in
Miami, Atlanta, Detroit and Dallas and has expanded to seven American Airlines and Delta Air Lines terminals. Other airports expected to begin the program this year include Baltimore/ Washington (BWI), Ft. Lauderdale (FLL), New York (JFK and LGA), San Juan (SJU), and Washington DC (DCA and IAD).
Antillean Marine fined
A U.S. federal judge has given Florida-based Antillean Marine, operator of the Titan Express on the Miami River, five years probation and a $1 million fine for failure to maintain an accurate oil record book and failing to submit reports to the national Ballast Information Clearinghouse, according to a story in Maritime Executive magazine in late January. The company pled guilty to the charges. On or about Aug. 9, 2010, the U.S. Coast Guard boarded the vessel for a port state control exam and noticed “excessive oil and diesel fuel leaking from various components of the ship’s main diesel engine.” Officers asked the chief engineer to operate the ship’s oily water separator, but it did not function properly. They
See NEWS BRIEFS, page A10
A10 March 2012
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Seminars planned for Antibes show; Cup partners with BWA NEWS BRIEFS, from page A9 also discovered six fictitious entries in the oil record book. A log in the engine room entitled the “Night Orders Book” included an order from the ship’s chief engineer to his staff to “Always pump out the bilge water. When finished, wash the pump with sea water for 20 minutes to clean out the line. If you don’t do it, you’ll bring pollution problems, especially in Miami.” Half the company’s fine is to be directed to the South Florida National Parks Trust, a non-profit group for the preservation and restoration of the waters of South Florida.
CFO testifies to slush fund
The chief financial officer of Texas businessman Allen Stanford’s Stanford International Bank in Antigua testified in early February that Stanford kept a slush fund to pay for maintenance to his 100-foot yacht and fleet of jets and as bribes for an Antigua regulatory official, according to a story by Reuters news service. Stanford is accused of bilking $7 billion out of investors through his Antiguan bank’s certificates of deposit. He has pleaded not guilty and is being tried in a federal court in Houston. He was arrested in 2009.
YachtInfo scheduled for Antibes
YachtInfo, the day-long series of seminars for yacht crew launched in Ft. Lauderdale two years ago, will this year be held at the Antibes Yacht Show, scheduled for April 12-15. The seminar day is Friday, April 13, and is a collaboration with the International Superyacht Society, the Professional Yachting Association and the Mediterranean Yacht Brokers Association. Topics of the presentations have not been released. Also new at the show is a media center, a cocktail party stretching until 9 p.m. on Friday, and a yacht hop on Sunday. The show has improved its Web site (www.antibesyachtshow.com) and has hired hotel executive Stéphane Trabet as commissaire général.
WWII wreck worth $3 billion
The wreck of a World War II merchant ship has been found by a shipwreck hunter who plans to collect on the load of platinum onboard, now valued at $3 billion, according to a story in Maritime Executive Magazine. The vessel, believed to be traveling to New York from Nova Scotia with an estimated 71 tons of platinum, was torpedoed by a German U-boat off Cape Cod. This could be the richest
find ever discovered on the sea floor. Sub Sea Research’s Greg Brooks said a wreck in 700 feet of water 50 miles off the coast of Maine is that of the Port Nicholson, a British ship sunk in 1942. A federal court judge has granted Brooks salvage rights. Salvage was set to begin in February or March.
USSA’s SXM briefing draws 60
More than 60 yacht captains and senior crew attended the U.S. Superyacht Association’s 7th annual Captains Briefing in St. Maarten in mid-January, attending several informational sessions and networking events. Julie Liberatore of Maritime Professional Training and Michael French of International Yacht Training spoke on the changes to STCW and the implications of license requirements that took effect on Jan. 1. A panel featuring Billy Smith of Trinity Yachts, Peter Southgate of the Cayman Island Registry and Gene Sweeney of the Marshall Islands Yacht Registry discussed how the Maritime Labour Convention (MLC) will impact yachting. “This event was fantastic,” said Capt. Jeffrey Guymon of M/Y Huntress. “It is great to have this opportunity to hear this important information from such solid sources … and not the usual rumor mill.” Donna Bradbury of BWA Yachting and Laura Conway of the U.S. State Department gave a presentation about entering U.S. waters. “There were a number of important take-away issues that were identified by the attending captains that we will be following up on,” said event moderator Kristina Hebert of Ward’s Marine Electric. “That is the benefit of these briefings as we get to hear first-hand the challenges that captains face when entering the United States and hopefully are able to do something about it.” The U.S. Superyacht Association is a trade group for yacht-related businesses in the United States. The St. Maarten event was held at the Yacht Club at Isle de Sol.
America’s Cup partners with BWA
The America’s Cup has named BWA Yachting a partner in its plan to attract superyachts to the regattas and race. Switzerland-based BWA Yachting specializes in shoreside support and will market packages of priority berthing and spectator locations along the race course, access to the VIP venue and functions, seminars and special events.
See NEWS BRIEFS, page A11
MARINAS / SHIPYARDS
March 2012 A11
Marina projects finished, new ones begin to add yacht dockage IGY’s NY marina expansion done
IGY Marinas has completed its megayacht berth expansion project at Newport Yacht Club and Marina in New York Harbor, increasing the number of berths for megayachts to 18 in addition to its 154 standard slips. For more information, visit www. igy-newport.com
New docks in Tortola
The British Virgin Islands Ports Authority (BVIPA) has expanded the Road Town cruise pier to make room for two yachts with a maximum length of 230 feet, the first in Tortola. The dockage is called Serenity Moorings and is just outside the entrance to Village Cay, providing access to fuel, provisions, supplies, service providers, shopping and
USCG Miami gets first fast patrol vessel NEWS BRIEFS, from page A10 Over the next two years, the new wing-sailed catamarans will continue to race in regattas around the world to determine a challenger for the Cup. “Our aim is to unite the pinnacle of competitive sailing with the height of yachting luxury, and provide owners and charterers with an unprecedented America’s Cup participant experience,” said Iain Murray, CEO of America’s Cup Race Management. Packages are available for the America’s Cup World Series event in Naples in April, Venice in May, Newport in June and San Francisco in August. Packages will also be available for the Louis Vuitton Cup, America’s Cup challenger series in San Francisco in July and August of 2013, and the America’s Cup Finals in San Francisco from Sept. 7-22, 2013. Other partners in the America’s Cup superyacht program include Fraser Yachts and the U.S. Superyacht Association.
USCG gets fast response boat
The U.S. Coast Guard station in Miami in February received the agency’s first Sentinel Class fastresponse patrol boat. Coast Guard Cutter Bernard C. Webber arrived into port on Feb. 9. The 154-foot Webber will be able to deploy independently to conduct missions, such as security, fishery patrols, drug and illegal migrant law enforcement, search and rescue, and nationaldefense operations along the Gulf of Mexico and throughout the Caribbean.
restaurants. approved a permit in early February One berth has a 125-foot-long, that gives St. Thomas’ Compass Point 30-foot wide finger pier; the second permission to add two docks with 46 requires stern-to mooring. new slips to its existing stock of 116 The area is ISPS slips. compliant, secured All 15 senators with electronic voted in favor of the New Tortola docks gates and manned permit, according are the first for yachts to a story in The St. by security guards 24 hours a day. Croix Source online. larger than 200 feet. There is potable The new permit water available on allows installation the docks and wiof channel fi. Fueling is available through local navigation. Work is expected to cost suppliers. about $750,000 and take two years. For more information, visit www. bviports.org and click on Serenity Cairns Slipway acquired Moorings. Australia’s BSE Maritime Solutions of Brisbane has acquired Cairns More dockage coming to USVI Slipway and begins to bring the yard The Virgin Islands legislature back with a “lucrative contract”,
according to a company statement. BSE said the “untapped” superyacht market in Cairns will be among its top priorities. “We don’t want to come in here and compete,” said BSE shipping manager Wayne Shaw. “We want to find out all of the things that we can grow to be in different markets than what the other two yards are in.” In February, BSE expected to deliver to Cairns a contract with a Gladstonebased dredging company that was earmarked for another shipyard in Brisbane. Under the agreement, the government’s Ports North has paid $2.5 million for part of the slipway land and BSE invested “substantially more” for the remaining land, buildings and equipment.
A12 March 2012 YACHT CAREERS: Crew Coach
You have the power to attract positive goals, avoid diversions The yachting industry is not unlike most other fields of endeavor in that there are people looking for work, others looking to change positions and some looking for another way of life. Attracting the people, things, work or life you desire is called manifesting and it’s a pretty cool ship to be Crew Coach sailing on. Here Rob Gannon are some tips for getting onboard. There is some discipline involved here; this is not about just thinking positive thoughts and expecting the world to fall at your feet. But taking action combined with the proper mindset (which can take more discipline than your actions) is when things start rolling. So let’s start by looking at this mindset in which you want to bring job, money, partner, and other things into your life. The first principle is staying positively focused on your intention. We all know how challenging this can be. We have all attempted to attain something in life, only to be frustrated by seemingly endless obstacles. First thing here is not to allow those obstacles to be stop signs. Look at them as challenges, accept them and go about the business of getting around and past them. You want to develop what is called unbending intent. In other words, let nothing divert, discourage or distract you from your intention. Also – and this is a little tricky for some – don’t focus on what’s missing from your life but rather on what you absolutely intend to attract into your life. Make no excuses, have no doubts. If you are new to the yachting industry and looking for work and you are really intent on attaining a position, stay where the jobs are. Get other work if you have to (consider it a challenge) but keep talking to people in the industry. Think of all the famous actors and actresses who had to wait tables while waiting for their big break. Well, you are waiting for your big break, and it is coming. Remember, unbending intent. Here is where your inner voice can either assist you or hurt you. What you say to yourself matters. Monitor your inner dialogue so it matches your intention. I’m not talking about a bunch of empty affirmations; on the contrary, this is pretty powerful stuff, keeping
your thoughts and energy in alignment with what you intend to create. Trust your intuition but be careful of the inner voice if it is over critical and harsh. That can be the ego trying to discourage your momentum. Recognize it for what it is and tell it to get out of the way, for you are steering this ship. Esteemed psychologist and philosopher William James once wrote: “In the dim background of our mind we know what we ought to be doing … but somehow we cannot start. Every moment we expect the spell to break but it does continue, pulse after pulse, and we float with it.” Another great quote is from German philosopher and scholar Johann Van Goethe: “Whatever you can do or dream you can, begin it. Boldness has genius, power and magic in it.” That quote takes us to the takingaction part of the process. As I mentioned, this is not about sitting around thinking positive thoughts. Yes, first we are getting the mindset right to align with what you want to create, which is important, but then we take action. Dream and do. Einstein stated, “Nothing happens till something moves.” It’s a universal law of energy, so you will not attract anything into your life sitting on the couch thinking about it. If you’ve developed the discipline of thought (unbending intent), your actions will be focused in the right direction, leading you toward your desire. Here you will notice, if you’re paying attention, that people and opportunities begin to show up. Know that when a few so-called coincidences show up in a row, they are not coincidences at all. They fall under the category of synchronicity. Swiss psychologist Carl Jung established this term for these events lining up with your thoughts and actions. It’s really quite extraordinary. Lastly, try not to get frustrated with the timing of things. As much as we like to think we control everything, sometimes things happen at a different pace than we had in mind. Keep positive, patient and persistent. It can be difficult looking for work, but I’ve seen this approach work in my own life, with my coaching clients and with others. It has been written about by sages and great teachers for centuries. So get your mind right and begin your quest. Rob Gannon is a 25-year licensed captain and certified life and wellness coach. Learn more about his business by visiting yachtcrewcoach.com. Comments on this column are welcome at email@example.com.
A14 March 2012 FROM THE BRIDGE: Quitting to advance
‘I wouldn’t hire a first mate who doesn’t want to be captain’ BRIDGE, from page A1 The captains all agreed that they don’t expect to keep mates more than a few years. They all want to be captains in their own right. And they should. “I wouldn’t hire a first mate who doesn’t want to be captain,” one captain said. “If there’s a career mate out there, I’ve never met him,” said another. The exception, they agreed, is on sportfishing yachts where the captain and mate work seamlessly as a team. But in the world of luxury yachting, it’s common practice and fully acceptable for crew and even captains to quit perfectly good jobs to make time for coursework and new career opportunities. “To get ahead, either you are lucky enough that you are capable at the same time the captain is retiring, or you leave to take a captain’s job on another boat,” one captain said. “There’s no real career path up a single boat,” another said. “You have to jump ship to move up.” It’s not just true for mates. These captains fully expect their entry-level crew to be relatively short-timers as well. “If you get six months out of a
Attendees of The Triton’s March Bridge luncheon were, from left, Mark O’Connell, Marvin WIlson of M/Y Sunrise Y, Les Annan of M/Y Touch, Frank Ficken of S/Y Islandia and John Leder of M/Y Blue Guitar. PHOTO/LUCY REED deckhand, a year to a year-and-a-half out of senior crew, you are doing well,” a captain said. Others agreed. “One in every 8 to 10 of these
will ask you about being a captain,” another captain said. “You might have that one for a year or two, but eventually they will quit to take
courses and move up.” Captains, too, will do this. “I’ve left to move up the ladder,” one captain said. “But it used to be that boats sell and you don’t have to quit,” said another. “I did all my licensing between boats. There was a lot of downtime then.” One captain struggled with this process of quitting to advance. A few years ago, he thought he might be ready for a new command, but was hesitant to quit a job he liked for an owner he liked. “We wanted something different,” he said. “But at what point do you look for a new job? Do you give notice or do you just quit? In order to go for a new job, you have to quit without having something.” In the end, he decided to stay. “I’ve quit to go to the Med,” another captain said. “I knew I wanted to do that, to have that on my resume.” That sparked a whole new conversation on careers and how to manage moving up and around. “If you’ve got a planned career – to be a bosun, then a mate, a first officer and a captain – if you know that you want to be a captain, you’ve got to push for that,” a captain said.
See BRIDGE, page A15
www.the-triton.com FROM THE BRIDGE: Quitting to advance
March 2012 A15
Captains look down on moving to smaller size or lower rank BRIDGE, from page A14 “I’m not saying jump every six months,” he said. “Do 2-3 years, but always be moving up.” “If you look at a resume for a deckhand or a bosun and they have a lot of jobs, but every time they are moving up, it’s fine,” another captain said. “It shows they are advancing and looking to move up.” “And they are proving themselves on several boats,” said a third. These captains definitely looked down on the practice of moving from a captain’s position down to a mate’s position – except when the tonnage or size creates a huge jump. “It has to be a really big bump, not just a little one,” one captain said. “People see that on a resume and you’re not viewed as marketable, that you took the only job you could get.” But what if you just want to be working? Isn’t there honor in that? These captains didn’t think so. “I’d have a hard time hiring someone as a mate who was a captain on a similar size,” another captain said. “We’d be arguing all the time because they want to run things their way and they won’t take orders.” These captains discussed the problems inherent with a crew member not falling comfortably in the chain of command, with mates becoming friendly with the owner. “This is the only industry where someone on the factory floor can get the CEO fired,” one captain said. “You can be dumped on the dock because someone said the captain is doing drugs. How about I take a drug test and show you I’m not? Nope, you’re on the dock.” There is a small plot of middle ground in this quitting-to-advance scheme where good crew get time off to take training and then come back to work on the yacht with their broadened skills. The trick to that is getting support from the owner, both for time off and possibly for the expense. It’s about educating owners about the licensing and training requirements for their crew, these captains said. If they knew they had to allow some time off for coursework, they might accept it to eliminate the expense of replacing crew so often. “Paying for courses costs the boss money, but we did it because we wanted to keep the turnover down,” one captain said of his experience on a 165-foot (50m) yacht. “It was one benefit to keep crew from leaving.” On that vessel, crew got paid timeoff to take classes that they paid for themselves. The school cost was divided by 12 and paid back to the crew member each month for a year. “You have to educate the owner,” another captain said. “We have to
‘This is the only industry where someone on the factory floor can get the CEO fired,’ one captain said. ‘You can be dumped on the dock because someone said the captain is doing drugs. How about I take a drug test and show you I’m not? Nope, you’re on the dock.’ tell them, your officers need to be in school one month a year. Deckhands every five years or so. Do you like your family and friends? Do you want them safe? In your company, you have fire drills. You have to do the same on your yacht.” “With license renewals, we have to enforce on the owner what they should be supporting their crew,” said a third. Yes, the time off and the relief crew
can be expensive, but so is replacing crew with airfare and the replacement fees, especially if the first candidate doesn’t fit well with the yacht and the whole expense doubles, the captains agreed. But for the most part, yacht captains fully expect their good deck crew to move on. It’s an acceptable extreme in yachitng. “I’ve always told my first mate, if
you are working for me more than two years, you’ve got to leave,” one captain said. “You stay too long, you get stale.” “The good ones want to be captains, so they will only be with you a couple years anyway,” said another. “If you are a mate for three years, I’d say something’s wrong,” said a third. “You’re not helping the yachting industry if you don’t move up,” another captain said. “When you quit and move up, you are making room for the next generation.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton. com. If you make your living working as a yacht captain, e-mail us for an invitation to our monthly Bridge luncheon.
A16 March 2012 TRITON TODAY: Yacht and Brokerage Show in Miami Beach
ll aspects of yachting were on display during the third week of February at the Yacht and Brokerage Show in Miami Beach. The Triton Today staff gathered news stories and shot photos each day on the docks during the annual PHOTOS/TOM SERIO AND LUCY REED show.
www.the-triton.com TRITON TODAY: Yacht and Brokerage Show in Miami Beach
News from the docks at the Miami show, Triton Today Opening day both ‘boring’, ‘busy’
Depending on the dock, the broker, and the brokerage house, opening day of the Yacht & Brokerage Show in Miami Beach in mid-February was described any number of ways: nonstop, slow but steady, full of “quality” buyers, and just plain “boring.” “No one got the memo that the show opened today,” quipped David Nichols, a broker with IYC. On the other hand, when we caught up with broker Ashley Atheron of Robert J. Cury & Associates at the end of the afternoon, he said it was the first time he’d stopped all day. “I talked to three people today who are new to the industry, who said their businesses have turned around and they are ready to start the education process of buying a yacht,” he said. For most, however, opening day was somewhere in between. “We had spurts of traffic,” said Brian Hermann of Ardell. “It was slow, then busy, then slowed again. But we saw good, quality buyers.” “It was not ‘too busy’,” said John Todd, a broker with Burger Yacht Sales, though he meant it in a good way. “You can pay attention to people.” Howard Meyers, chairman of Burger Boat Corp., was catching up with Todd as opening day closed. While some buyers may still be wary of the world’s economies, he noted that what works in the end is a good deal. And those happen to abound in the yachting industry now, many of them at the show. The asking price for M/Y Magic, a 150-foot Northern Marine, dropped $1 million just before the show, Atherton said, as did the asking price on the 143-foot Feadship M/Y Kingfisher, putting it at about 30 percent below its price of a year ago, Capt. Scott Campbell said. There has been speculation in the industry that buyers are waiting for the outcome of the U.S. presidential election in November. Few at the show believe that. “I honestly don’t think it matters,” said Wes Sanford, a broker with Northrop & Johnson. “None of my clients have mentioned it. None of my clients care about the election.” – Lucy Chabot Reed
Italy’s tax may affect Med season
A new berthing tax in Italy set to begin May 1 might not generate the revenue government officials are hoping for. “We’ve already had a string of yachts looking for berths in France, which of course there aren’t any,” said Toby Maclaurin, commercial manager at Ocean Independence. “More boats are going to Croatia this year than ever
before.” Several captains in the show said they were concerned about the tax, which is to be charged to yachts based on length and age. “It will impact itineraries,” said Capt. Lee Rosbach of the 164-foot (50m) Benetti M./Y Cuor di Leone. “No one wants to pay $25,000-$30,000 a month just for giggles. We’re going to the Med but we’re not going to spend much time in Italy.” Other captains, though, said the tax is just part of yachting. “The boss is used to it,” said Capt. Dale Smith of the 130-foot (39m) Westport M/Y Sovereign. “Last year, the Canadian authorities charged us $60,000 more than we thought in pilotage fees. So what’s it going to be this year?” His agent in the Med –many of whom have been fighting enactment of the tax – told him it will likely be rescinded, or at least only applied on Italian-flagged vessels. There’s an even bigger potential issue in Italy for the summer season, and that’s enforcement of the country’s VAT on charters. “We’ve been in contact with the management houses and nobody knows if they’re going to enforce it,” said LeAnn Pliske, a charter broker with IYC. “People are being cautious about Italy. We’ve had some clients not wanting to go there at all. They’re going to Croatia instead.” – Lucy Chabot Reed
Chef’s passion comes in a single jar
The cupboard in the the galley of M/Y Magic is stuffed with homemade concoctions: lavender salt, chili oil, apple cider vinegar infused with seaweed or with tarragon. But it’s the all-purpose seasoning that Chef Raffie Hurtado hopes will take him to the next chef level. “More than anything, it comes from the necessity to have something handy, so when you are in the galley in the St. Barths Bucket and the galley is like this,” he said, arms splayed wide, reaching to opposite corners, “you can just grab one thing and pshht, pshht.” He sprinkles it on lots of things, pats it on meat or fish to be grilled, shakes it on butternut squash or eggplant steaks with a little olive oil to be broiled, even put it on a butterflied lobster tail recently. The boss didn’t even ask for drawn butter. Chef Raffie has found a private label company to package it for sale ($8 for the sampler; $35 for medium; $55 for the half-gallon size). His Web site (www.chefraffie.com) was expected to go live soon after the boat show. – Lucy Chabot Reed
March 2012 A17
A18 March 2012 FROM THE FRONT: Obituary
Rowe had an ‘acute sense of propriety ... always appropriate’ CAPT. ROWE, from page A1 has a certain protocol and that was another of the lessons I took away from him.” “I think his real pride was in mentoring crew who wanted to be captains,” his brother Marshall Rowe said by phone. “There are at least 20 charter boat captains successfully running big yachts because of him,” said long-time friend Capt. Mark Russell. “He was a good teacher and mentor. He knew how to keep us under control and how to teach good habits.” Already a captain, Russell worked for Capt. Rowe as a stew for a season. “I did it because I knew I could learn so much,” he said. “He made the crew an important part of the charter. He was well-respected. When you were with Ted, he made you comfortable. He wasn’t Capt. Ted; he was just Ted.” Norma Trease, director of sales and marketing at Salamanca Marine, met Rowe in the 1980s when they each worked on Browards. “One of the hallmarks of Ted as a captain, as a businessman and as a friend, was his extreme generosity in sharing his experience,” Trease said. “The list of yachting professionals who benefited from his wisdom and knowledge included such luminary skippers as Capt. Freddy Appleton and Capt. Bill Zinser. “He was so obviously a captain who really ‘knew his stuff ’ and therefore was able to take care of his owners’ yachts,” she said. “Long before the concept of owners’ representative or project manager became every captain’s dream, he actually did it.” A sailor since his boyhood on Long Island Sound, one of Capt. Rowe’s first captain jobs was single-handing the 50foot schooner S/Y Sea Toy II from the Chesapeake to Florida. “It was his first opportunity with what was, in the 1960s, a big boat,” his brother said. “That’s when he realized what he wanted to do for his life.” In the late 1970s, Capt. Rowe worked for a yacht owner in charge of a succession of yachts named M/Y Destiny. Running the Destiny yachts was a highlight of his career and many of his crew from that time advanced to be captains, his brother said. “Destiny had the reputation of never missing a charter,” Saxon said. Rather than delay or reschedule, Rowe would make a charter work, no matter the situation. On one trip, Saxon said the guests never knew service men were in the engine room making major repairs. “If you close your eyes and think yachting, he was it,” long-time friend Billy Hawkins said. “It was all done
Veteran Capt. Ted Rowe was a charter captain during his 45 years PHOTO PROVIDED in yachting. properly. “A bunch of us old farts worked for a management company before there were management companies,” Hawkins said of he and Capt. Rowe’s work at Whittemore and Williams, a yacht management company based in Ft. Lauderdale. Several friends said Capt. Rowe enjoyed cooking. Trease worked for him as a temporary chef when he was running the 92-foot Destiny. “He was also an excellent chef, and would constantly come into the galley to talk menus and timing,” Trease said. “What a fabulous galley that was. It was so clear that he had a hand in the design and outfitting. Proper refrigeration, storage space, enough cook tops, double ovens, what a luxury. “And the crews quarters, there were none better in those days.” Capt. Rowe met his wife, Marguerite, at Whittemore and Williams and they were married 26 years until her death in 2009. “He was also a loyal and caring husband to his lovely wife Marguerite, who he nursed throughout a long battle with cancer,” Trease said. A large crowd gathered at the Lauderdale Yacht Club in early February to celebrate Capt. Rowe’s life. A second gathering is planned for Newport at a later date. Capt. Rowe is survived by sisters Nancy R. Gallup of Hobart, N.Y., and Martha R. Ahl-crona of Ledyard, Conn., brother Marshall G. Rowe of Concord, N.H., and his stepson, Daniel E. Brown of Blue Hill, Maine, as well as a granddaughter, nieces and nephews. In lieu of flowers, his family requests memorial contributions be sent in his name to The Seamen’s Church Institute, 18 Market Square, Newport, R.I. 02840. For details, contact seamensnewport. org or +1 401-847-4260. Dorie Cox is associate editor of The Triton. Comments are welcome at firstname.lastname@example.org.
WRITE TO BE HEARD
March 2012 A19
Online comments heat up on cause of sinking of M/Y Yogi During the Yacht & Brokerage Show in Miami Beach in mid-February, The Triton published Triton Today, a daily publication with news from the show. After the 200-foot M/Y Yogi sank in Greece, Triton Editor Lucy Chabot Reed talked to a surveyor about what possibly could have gone wrong. (See what he said on page A17.) A few in the industry took issue with his comments, and The Triton’s publication of them. These comments appear on The Triton’s Web site (www. the-triton.com). They have been edited for space. Editor’s Note: The surveyor interviewed has worked in that capacity with a reputable firm for decades and is personally known to Reed. He asked not to be named because he did not have specific knowledge of the Yogi accident and was talking about a possibility.
It’s hardly surprising that the “surveyor” asked not to be named because he didn’t have knowledge(?). The implication that an otherwise wellfound yacht might be prone to capsize when lying ahull in the conditions apparent in the Aegean yesterday is something that might be expected from a poster on [another] forum, not someone with a slightly more than passing knowledge of design and stability. Synchronous rolling can certainly be a problem, however, this occurrence in such small beam seas is very unlikely. Yes, to the man in the street, “these yachts” might seem unstable, much as deckhands often marvel that cruise ships don’t fall over. The simple (and boring) facts of the matter are that they don’t fall over. Stabilizers are an ancillary element that play no part in the stability calculations that assure survivability. The captain indicated a problem with the exhaust, a common source of massive flooding, usually manageable with a two-compartment vessel if proper steps are taken to close off the affected compartment. When everything is going wrong fast even the best seamen can be overwhelmed, let’s not be too quick to judge. There may well be some element of design, construction or operator
error here, however such speculation is best left to the anonymous posters and assorted idiots. Until some facts are known let’s just be thankful the crew are OK (and that it wasn’t us). Ancient Marinater
Surveyor my eye
I would love to know the name of the [person] who made the cyclic-roll comment. Ancient Marinater hit it right on the head by her being a two-compartment boat. And because the word stabilizer has the word stable in it does not mean it contributes to the intact stability of the yacht. I will further add that this yacht is French-flagged. That means she was inspected to full SOLAS by the French government, not the watereddown equivalencies of SOLAS found in the MCA LY2. She is classed by ABS as a commercial yacht. She meets both intact and damage stability requirements of the Load Line convention, which for a yacht this size is the exact same as that required for cargo ships. And if you look at the video, the sea conditions were maybe high Force 5, low 6. You need at least white caps and 6m seas to make it Force 8. A yacht of this size and build would have no problem in those sea conditions. Maybe ask this “surveyor” why there was still power on during the rescue, or the fact that generator cooling water was spilling out. If there was an exhaust malfunction, that would flood the engine room. Granted, she had two LS gennies down below, but even those cannot run under water. There is a lot to be seen with this accident. My guess is toward a hull failure. Certainly more than some “surveyor” walking the docks in Miami. But more importantly, shame on The Triton for printing such garbage. I’m sure that you have an unlimited network of real professionals. Perhaps some people who actually know what
M/Y Yogi, a 200-foot (60m) Proteksan sank Feb. 17 off the Greek island of Skyros. All eight people onboard were rescued by the Greek coast guard. PHOTO FROM HELLENIC COAST GUARD
they are talking about? How about a flag-state inspector, class surveyor, or naval architect? Why not ask them for their opinion or at least run this anonymous idiot’s comments by them before sending it to press? Is this a newspaper or a gossip rag? Ben Dover
Power on during the rescue and water spilling out was doubtless due to the emergency generator; no mystery there. That was a good Force 5 to 6, possibly gusting 7 or 8 for all we know from the video. As mentioned, this vessel should have little problem dealing with these conditions. Possibly a bit harsh toward The Triton. It is, after all, a newspaper and exists to generate discussion. While such comment might not be well received by the Nautical Institute or an engineering body, I think that we can be grateful that yachting publications exist, if only to bring words such as “speculated” to the general yachtie population. Ancient Marinater
Emergency generators are aircooled, not water-cooled. So it is doubtless that the water was coming
You have a ‘write’ to be heard. Send us your thoughts about any concerns you want to share. Write to us at editorial@ the-triton.com. Editor Lucy Chabot Reed, email@example.com Associate Editor Dorie Cox, firstname.lastname@example.org
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Contributors Carol Bareuther, Capt. John Campbell, Capt. Mark A. Cline, Capt. Jake DesVergers, Chef Alex Forsythe, Rob Gannon, Beth Greenwald, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Capt. Ted Marshall, Capt. Charlie Marts, Keith Murray, Rossmare Intl., James Schot, Tom Serio, Capt. Chance and Stew Anna Strickland, Capt. John Wampler
from that. Yes, the Triton is a newspaper that aids in the exchange of discussion. But shouldn’t that be done with a reasonable approach toward the subject? Why quote a “surveyor” who obviously has no idea about yacht safety? Why not just make a wildly ridiculous comment and attribute it to terrorism or the owner’s poor financial health? Or maybe the crew were fans of Arsenal and mad at AC Milan for beating them? Again, all comments that have nothing to do with the situation, but should they be reported as well? Ben Dover
M/Y Yogi sinking
I fully agree with Ancient Marinater’s comments concerning ship stability, with one caveat: Once water has partly filled at least two major compartments of the hull, and especially if the fuel, water and grey water tanks are slack (partly full), resonant roll can indeed play a major role in the end of a vessel. Here I’m referring to “free surface effect,” usually calculated as a percentage of each tank, then as “whole ship” for stability purposes, blah, blah, blah. But what a difference it makes to any ship rolling near the point of deck immersion-through- vanishing-stability point on its GZ curve. This discussion should (and can) remain professional. I simply don’t believe in shooting the messenger. Capt. Brian Brooks
Vol. 8, No.12
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Superhero-like crew want to clean up Concordia incident will bring new rules
The MES Clean team at its booth at last year’s Miami International Boat Show: From left, Eng. Brian Sheridan, Chris Sparks (in commercial sales for the company), Capt. Adam Sturman, Chef Cassandra Bruno and Capt. Scott PHOTO PROVIDED Schipske.
In their free time, MES shows off the power of teamwork By Dorie Cox Separately, they are two yacht captains, an engineer and a chef. Together, the four yacht crew are the Marine Eco Solutions (also known as MES Clean) team. Like the Fantastic Four of comic book fame, they have a plan to clean up planet Earth. Instead of fighting crime, they fight dirt with their yearold business, which sells multi-purpose cleaners. And, just like many superheros, they lead double lives. By day they are active yacht crew. By night they mix, bottle, label, market and sell MES Clean products. “None of us ever imagined we would be soap salesmen, but some things only come around once in life,” Capt. Scott Schipske, 28-year-old CEO and
president of the company, said. Schipske has enlisted Eng. Brian Sheridan as vice president of engineering, Chef Cassandra Bruno as vice president of marketing, and Capt. Adam Sturman as vice president of business. Each one brings their own special power to the mix. The team’s primary weapons are four formulas in the MES Clean arsenal: an all-purpose cleaner and degreaser, an oven and grill cleaner, a wastewater/water and odor treatment, and a multi-surface interior cleaner. They mix their own recipes by adding ingredients to a strong bulk product they buy from a manufacturer. The varieties originated from years of working on yachts and seeing how products are used on both the interior and exteriors. “Crew use MES on glass, wood,
plastic, even stainless,” Schipske said. “The sky’s the limit.” Schipske and Sheridan were introduced to the original product when they worked on the clean-up of the Gulf of Mexico Deepwater Horizon incident in 2010. “This is the only product that was allowed to be used post oil-spill,” Schipske said. “I went to the company and said I wanted to buy shares.” The manufacturer declined the offer but did allow Schipske to buy the product in bulk. The base product comes in 55-gallon drums to which the team adds its ingredients, bottles and labels their MES Clean brand in a warehouse in Ft. Lauderdale. All of the products are pH neutral, biodegradable and non-corrosive, they said.
See CLEAN, page B12
As we push into 2012, and coincidentally the 100th anniversary of the Titanic disaster, the accident investigation of the Costa Concordia continues to unfold. There is no absence of finger-pointing and assigning blame. We have chants of “it was the captain’s fault.” FollowedRules of the Road up by the “it was Jake DesVergers complete chaos” and the ridiculous, “the crew didn’t know what they were doing.” It is without question we will see enormous fallout from this incident, including new regulations. The results will be both positive and negative. Because the accident happened within Italian waters and on board an Italian-flagged ship, the jurisdiction for the investigation is the responsibility of the Italian government. In order for the results of that investigation to be shared among the worldwide community, the final version will be presented to the International Maritime Organization (IMO). In this strange hierarchy, one may question why the Italian government is responsible for the investigation. Why not have the IMO just do it themselves? To answer this, we need to understand the role and authority of the IMO. The concept of the IMO was born after the Titanic disaster. By modern standards, the design of the Titanic made her appallingly vulnerable. Her “watertight” bulkheads, by design, did not extend all the way to the main deck because the designers calculated that
See RULES, page B9
B March 2012 ONBOARD EMERGENCIES: Sea Sick
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No sign-up necessary. Just make plans to come. To reserve a table, contact Mike Price at +954-525-0029 or firstname.lastname@example.org
Vertigo different, worse, than motion sickness Have you ever felt dizzy? Well, imagine that feeling times 10. That is how friends have described vertigo to me. Vertigo is the feeling that you are dizzily turning around or that things are spinning around you. Most often, vertigo is caused by a problem with the inner ear. Vertigo is Sea Sick different than Keith Murray motion sickness. Motion or seasickness is something most yacht crew have seen or experienced before. Generally, motion sickness is an off-balance feeling with a lack of equilibrium. It is caused by repeated motions such as the waves and rocking of the boat. If you think you or someone on board is experiencing vertigo, it is best to consult with a physician as soon as possible. If you are not able to meet with a doctor, call one. Many medical conditions look the same and have similar symptoms. What we believe is vertigo could be a different, possibly more serious medical condition. Vertigo symptoms may last minutes, hours or even days. These symptoms can be constant or come and go.
It is important to tell the doctor if the patient has recently hit his/her head, fell, or was involved in a car or boating accident. Also, find out if the person is taking any new medications. Once a doctor has confirmed vertigo, it can be treated with medicine taken orally, through medicine patches on the skin or by injection. Assuming you have a good medical kit onboard, the doctor can tell you which medications work best. If you do not have a good, up-todate medical kit, get one before medical emergencies happen. Remember, failing to plan is a plan to fail. What can crew do to help someone experiencing vertigo? Administer the medication as directed by the physician. The patient should not lie flat on their back. Slight elevation tends to relieve the spinning sensation. Additional pillows on the bed or elevating the mattress should do the trick. The patient should drink more fluids, especially water. Dehydration
may increase dizziness. The patient must move slowly and use handrails to avoid falling. Help them walk if they need it. Symptoms to watch for during treatment at sea: When any of the following symptoms are present, you must consult with a physician: Nausea or vomiting begins or increases; moderate to severe dehydration develops; fainting; symptoms do not improve after three days; symptoms become more severe or frequent. If the vertigo causes any paralysis, numbness in the body, or impairs the patientâ€™s vision, speech or memory, contact the doctor immediately to rule out problems with the brain, such as stroke or transient ischemic attack. Keith Murray is a former Florida firefighter EMT and owner of The CPR School, which provides onboard CPR, AED first aid safety training for yacht captains and crew (www.TheCPRSchool. com). Comments are welcome at email@example.com.
B March 2012
Small boat stabilizer and large underwater light introduced Seakeeper introduced the MX series gyro stabilizer for boats in the 35-42foot range using the technology of the M8000 and M21000 gyros. It features quiet operation, low power draw and active electronic controls. The series spins a flywheel inside a vacuum-sealed sphere to create the righting force. The stabilizer optimizes control algorithms to the faster roll periods for smaller craft and delivers up to 80 percent roll reduction when a boat is underway, idling or at anchor. It is designed for boats up to 15 tons displacement. A comparison video of the gyro-enhanced Intrepid 390 and a non-stabilized model is at vimeo. com/35754451. For more information contact +1 410-326-1590 sales@ seakeeper.com; www.seakeeper.com.
Aqualuma creates larger light
Aqualuma Marine Lighting introduced the Gen 3, 12 series which allows the ability to upgrade to the 12 series from inside the boat with no haul-out. The lights feature 8x standard and 4x wide-angle elliptical optics for a deep and wide flat beam from one unit. The housing is constructed from a chemically resistant polymer and to prevent deterioration and leaking, there is no lens seal. The series is reversepolarity and over-temp protected. Operating internally allows service and upgrades, the series does not require bonding to anodes, operates on 12 or 24V DC and has a current draw of less than 2 amps at 12V or less than 1 amp at 24V. The 2-wire installation requires a three-inch thru-hull fitting and comes with 12-inches of tinned marine cable. It comes with a 3-year warranty and is priced at $1,473. For more contact +1 610-772-0155 or firstname.lastname@example.org and visit www. aqualuma.com.
OceanView introduces new series
OceanView Technologies added the Astra series to its marine nightvision camera line and comes in multi-purpose, thermal and thermal HD versions. The series features a lowprofile gimbal design and a joystick/ pushbutton controller. It is a low-light camera that automatically changes from color to low-light and has 28x optical, 12x zoom and 0.0015 lux. The thermal model incorporates an imager with a 2x digital zoom and an on-screen direction indicator with five color choices. The Astra Thermal HD has an upgraded resolution of 640 x 480 with a 4x digital zoom. The triple-primed marine-grade aluminum housing is saltwater and corrosionresistant. A tour button allows three presets of camera position and the camera will continually scan those
positions for surveillance purposes while the vessel is moored or underway. Retail prices are between $2,995 and $13,995. All versions come with an 3year warranty. More more information contact +954-727-5139, sales@oceanviewtech. com and visit www.nightboating.com.
Save space with Aquatic speakers
Aquatic AV announced new 7.5-inch thin speakers for marine audio systems applications. The speakers require only 65mm mounting depth while delivering the same crystal-clear sound as speakers needing more space on board. The fully waterproof, UV and saltresistant two-way speakers (model number AQ-SPK7.5) are rated at 100watt maximum power output (50-watt RMS) with a frequency response of 80Hz20kHz, which will clearly reproduce all types of music at the lowest and highest volume levels. Available with a classic white grill or silver sport style grill. Stainless steel mounting hardware included. Suggested retail prices start at $119.99. For more information visit www. aquaticav.com or call 1+408-559-1668.
GOST launches mini dome camera
Global Ocean Security Technologies (GOST), formerly Paradox Marine, introduced GOST Xtreme mini dome stainless steel camera at the Miami International Boat Show. The camera is a super low light miniature dome camera machined from a solid block of high-grade 316L stainless steel, hand polished to a mirror finish. The camera can be surface or flush mounted and is standard with a 3.6mm lens for a 90degree view. It is also available with a 2.45mm wide angle lens, for a 150degree view. The Xtreme Mini Dome is designed for harsh environments and the stainless steel housing is backed by a 15 year warranty, with a three year warranty on the internal camera. Features include high resolution 600TV lines color, 700TV lines B/W, day and night capability with high sensitivity, 0.00019 lux in full color, sens-up (x 256), 3.6 mm fixed lens (2.45 wide angle also available), IP67 rated, mirror dome standard, with clear dome option, power dc 12V, 90mA and an ultimate 3 axis gimbal. The display controls are adjustable to use as a back up camera for use
See TECH BRIEFS, page B5
Paints, platforms and personal locator beacons are new items TECH BRIEFS, from page B4 when docking the vessel. For more information visit www.gostglobal.com or call 1+954.565.9898.
Awlgrip introduces new undercoat
Awlgrip 321 HS undercoat was introduced during the Miami Yacht and Brokerage show this year. The high solids finish primer features reduced solvent emissions for builders, boatyards and applicators in VOCrestricted areas. The undercoat can be applied in a single coat, yielding excellent flow and leveling properties to serve as surface for subsequent Awlgrip topcoat applications. The slight gloss or sheen of the dry paint film makes it easier to see and address any surface imperfections prior to topcoating. For more details visit www.awlgrip.com.
ALGAE-X presents screen for fuel
ALGAE-X International announced the TSC 7000 touch screen controller for SMART fuel polishing systems at the Miami International Boat Show. The TSC 7000 is a UL508A touchscreen controller with modbus TCP/IP LAN (nternet) and embedded web page connectivity for advanced remote monitoring and seamless integration with any on board management system. The SMART fuel polishing systemâ€™s alarm conditions can be communicated by E-mail and/or SMS text alerts. For details visit www.algae-x.net
Iridium offers broadband platform Iridium Communications launched its second-generation maritime broadband platform, Iridium Pilot which will use the Iridium OpenPort service. It has a fixed, electronicallysteerable, phased-array antenna and offers broadband connectivity with data speeds up to 134 kbps. The platform includes a built-in firewall for traffic management and a bulk configuration capability to manage large volumes of units as well as a fiveyear limited warranty. For more information visit www. iridium.com.
Kannad displays SafeLink at show
The Kannad Marine SafeLink R10 SRS (Survivor Recovery System), the overall winner of the 2012 Pittman Innovation Awards, was on display at the Miami International Boat Show. The SafeLink R10, was also nominated for a National Marine Manufacturers Association Innovation award at the Miami show it is worn on a lifejacket and activated by sliding off the safety tab and lifting an
arming cap to deploy the antenna. The compact, lightweight unit sends alert messages, GPS position and an identity code directly to AIS receivers within approximately a four mile radius. A built-in, high precision GPS receiver updates every 60 seconds. The R10 SRS will transmit continuously for up to 24 hours and has a seven year battery storage life. It is made of ultra durable ABS and is waterproof to five meters. For more information visit www. kannadmarine.com.
Interlux introduces new formula
Interlux announced the new Micron CSC HS at the Miami International Boat Show. Micron CSC HS (high solids) is a reduced solvent emissions product which provides multi-seasonal performance, reduced maintenance and the ability to haul and re-launch without the need to repaint. It is designed to control the release of copper for better longevity and reduced impact on the environment. The VOC compliant formulation reduces solvent emissions into the air. Micron CSC HS is a high build formulation, the thicker paint film will improve longevity and protection in high wear areas such as the waterline, rudders and leading edges. It is available in one and three gallon pails and may be applied by brush/roller and airless spray. For more visit www.yachtpaint.com.
New locator beacon announced
McMurdo displayed the Smartfind S10 Automatic Identification System (AIS) beacon at the Miami International Boat Show. The Smartfind S10 uses AIS and GPS for locating and is waterproof to 60 meters. The beacon features a built-in GPS receiver and transmits target information, including structured alert messages, GPS position information and a unique identity number. Bearing and distance information is transmitted and displayed on the AIS receiver or plotter screen. The Smartfind S10 AIS Beacon will transmit continuously for a minimum of 24 hours, regularly update position information, and comes with a five year battery storage life. The beacon also features a flashing LED light to assist with visual fixing and nighttime location. The two-stage manual activation can be activated even when wearing gloves. For more information visit www. mcmurdo.co.uk.
Todayâ€™s fuel prices
March 2012 B
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Feb. 15. 2011
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 910/980 Savannah, Ga. 892/NA Newport, R.I. 871/NA Caribbean St. Thomas, USVI 1034/NA St. Maarten 1,097/NA Antigua 1,105/NA Valparaiso 1,230/NA North Atlantic Bermuda (Ireland Island) 1040/NA Cape Verde 962/NA Azores 964/NA Canary Islands 954/1,085 Mediterranean Gibraltar 945/NA Barcelona, Spain 1022/1776 Palma de Mallorca, Spain 1868/NA Antibes, France 971/1895 San Remo, Italy 1,130/2,327 Naples, Italy 1,125/2,319 Venice, Italy 1,118/2,315 Corfu, Greece 1,040/2,170 Piraeus, Greece 1080/1,990 Istanbul, Turkey 980/NA Malta 950/1,735 Tunis, Tunisia 948/NA Bizerte, Tunisia 959/NA Oceania Auckland, New Zealand 995/NA Sydney, Australia 990/NA Fiji 998/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 785/830 Savannah, Ga. 750/NA Newport, R.I. 770/NA Caribbean St. Thomas, USVI 885/NA St. Maarten 1010/NA Antigua 1020/NA Valparaiso 870/NA North Atlantic Bermuda (Ireland Island) 925/NA Cape Verde 890/NA Azores 870/NA Canary Islands 800/970 Mediterranean Gibraltar 890/NA Barcelona, Spain 910/1,790 Palma de Mallorca, Spain NA/1,840 Antibes, France 850/1,795 San Remo, Italy 980/1,890 Naples, Italy 965/1,840 Venice, Italy 945/1,715 Corfu, Greece 920/1,695 Piraeus, Greece 890/1,630 Istanbul, Turkey 860/NA Malta 900/1,650 Tunis, Tunisia 850/NA Bizerte, Tunisia 860/NA Oceania Auckland, New Zealand 890/NA Sydney, Australia 895/NA Fiji 910/NA
*When available according to local customs.
*When available according to local customs.
B March 2012
PHOTOGRAPHY: Photo Exposé
Prevent blown-out, white-hot spots in your yachting photos Welcome aboard photo enthusiasts. I recently read about the incredible 12.5 stop dynamic range in 16-bit RAW format of the Phase One IQ180. This is amazing! The best dynamic range from a professional 35mm digital SLR is about six stops in 12-bit RAW. What would it be for a point and shoot? You understand my excitement. Well, Photo Exposé possibly you don’t. James Schot Previous Photo Expose columns have covered some of the complexities of having the correct exposure. These can be referenced online at www.thetriton.com. The most recent articles covered the absolute importance of having the correct exposure in taking photographs through properly using your camera meter and the histogram. The objective of those articles was to explore a reader’s question, “I wonder if you might address hot spots in photos. I noticed that our little point and shoots do this a lot, especially with yachts. Since so much of the picture is white (like hulls and crew uniform shirts) that we struggle with keeping an appealing tone throughout. If we have to use a fill flash like we did over the weekend with the cloudy skies and rain, then it’s even worse.” This problem of hot spots happens on the auto setting. How can we control this in a manual setting? We start with looking at dynamic range. What does dynamic range mean? It is the tones between and including pure black and white. At a single pupil dilation the human eye can discern about 17 stops, and if allowed to adjust, it is capable of appreciating 30 stops. Each stop is twice, or double, the illumination of the previous level. In layman’s speak, this means the eye has the capacity to see things in great detail from the darkest shadows to the brightest highlights. The top 35mm SLRs are capable of six stops in 12-bit RAW, so you can realize the camera is far less capable when compared to the human eye in its ability to see. Talking about hot spots, our point and shoot cameras will take the many levels our eyes (17 at a single pupil dilation) see and compress them, to at best, 6 levels. This can result in bright white settings, clipping or burned out highlights. The photo to the right illustrates high key, which is lots of white and brightness. At the bottom of the photo is the histogram (note: this is only an approximate illustration). The part marked A represent darker areas in the photo: the hair, shaded areas and
the sky. Part B is for the face and C for white areas not clipped. All the places marked D are hot spots or areas that are clipped as indicated by the straight
An illustration showing what to look for to prevent hot spots. GRAPHIC FROM JAMES SCHOT
(black) line on the far right edge of the histogram. Clipping on the right is for all white areas that have lost detail that is not recoverable. It will be hard to see, but looking closely at the pupil there is a small circular spectral highlight. This tells me a flash was used to fill in the dark shadows around the eyes. The shadows are still too deep, giving a raccoon eye look. Knowing the limited capability of the pocket flash, this was likely unavoidable. In this photo the flash had no part in creating hot spots, which can be best spotted from reflective surfaces, including perspiration. All the hot spots were the result of strong sunlight that the limited dynamic range of the camera could not handle. At the start of this column you might have noticed that attached to the number of stops was added 16 bit RAW. The 16 bit RAW is the most powerful combination of information of a photo that has been taken. Say what? The topic is complex, but you can re-read previous articles to refresh. All of this is essential in maximizing the dynamic range to minimize problems with hot spots. If you want more improvement pick up that Phase One IQ180 for $43,000. While you’re shopping I’ll take permission to go ashore. James Schot has been a professional photographer for more than 35 years and has a studio/gallery in Ft. Lauderdale. Send questions to james@ bestschot.com.
B March 2012
ON DECK: The useful parasail
Parasail adds a cruising kite and speed to 67-foot sailing yacht Recently my old boss and friend offered me the opportunity to rejoin him on his new yacht for a passage from Rodney Bay in St. Lucia to Porvenir in the San Blas Islands of Panama. I leapt at the opportunity. I had looked after his Discovery 55, and he had recently upgraded to a Discovery 67. Discovery builds sail yachts Crew’s Toolbag designed for long Capt. Charlie Marts distance shorthanded cruising. The design intent aligns perfectly with the owner’s plans. The leg I joined was only the third of many more that will bring the yacht from its build yard in Southampton, UK, to the shores of New Zealand via the Panama Canal. Also on board were the new skipper/mate team, who recently joined the yacht, and are well versed in the Pacific Islands. My first trip to the Pacific was as deck crew on a 125-foot Sparkman Stephens ketch in 2004. We had the typical heavy weather on our backs to the Panama Canal that lightened as we headed closer to the equator in Pacific waters. The first time we hoisted the multipurpose, asymmetrical spinnaker was on the 2980nm leg from Galapagos to Marquesas. It was an older sail, that had not been often used, and so it flew beautifully for about five minutes. However, before we could grab our cameras, a gentle roll on the ocean split the sail along its seams. As a result, we ended up motoring in placid seas for the next 13 days. On this trip – and on this leg, an 1,100-mile downwind run – we brought
along a 3,500-square-foot Parasailor as a not-so-secret weapon. Parasails are shaped like symmetrical spinnakers, but have a conspicuous hole in the top third of the sail. In this hole is a wing that looks like a kite boarding kite. The hole for the kite is held open by fixed lengths of Kevlar cord, which also serve as the points to which the wing is affixed. The distinguishing feature is that the wing has baffles, like an air mattress, that give the wing horizontal rigidity. The purpose of the admittedly strange-looking downwind sail is to add a forgiving (easy to set and sail) cruising kite to the sail arsenal. We sailed basically dead downwind for 600nm of the 1,100nm trip under the Parasailor alone. With 10-18 true wind speed at our backs, we made boat speeds (through the water) of 7-8 knots at the low end, and more than 10 knots in the strong breezes. For a boat headed to the Pacific, and facing a series of downwind legs of more than 1,000 miles, this sail will allow the yacht to make respectable speeds in winds as low as 4 knots, helping deal with doldrum conditions where wind is scarce. What makes the sail perfectly suited for short-handed sailing is its ease of manageability. To reduce the risk of chafing, we hoisted the sail from an external halyard. It sets and douses from a typical snuffer sock. Best of all is that there is no need to mess around with a spinnaker pole. The sail is symmetrically cut, so the tack becomes the clew with each gybe, and of course the clew becomes the tack. We attached sheets to each of these corners, which ran aft on port and starboard to the genoa winches. In addition, we also attached guys on each of the bottom corners. The guys were each led from the sail to
snatch blocks, then made off to cleats on the foredeck. This gave us the option of controlling the vertical dimension of the sail. The further forward the snatch blocks for the guys are positioned, the greater the ability to move the foot of the sail out in front of the boat, which prevents chafing on the forestay. We also added some twing controls to the sheets at mid-deck. In this configuration, gybing the sail is as easy as turning the yacht and adjusting the sheets. A twing is a control used on the spinnaker sheets to adjust the position of the sail’s clew. It is a snatchblock around the sheet, which pulls the sheet down, so you can ease the sail without causing the foot to become uneven. The wing fills out across the top third of the sail performing two functions. First, it stabilizes the sail across its width, which prevents the sail from collapsing and twisting around the forestay as a traditional spinnaker might if not well tended. Even in rolling seas the wing keeps the horizontal integrity of the sail. Once set to the course the sail never collapsed, even without tireless trimming. We were so confidant in the low maintenance of the sail over the passage that we even left the sail up through the night. Dead downwind is not the only point of sail the at which the Parasailor excelled. The second function of the wing is to provide vertical lift at the bow in reaching conditions at angles up to 70 degrees. The wing thus helps temper some pitching in moderate seas. Yachts considering passages with long downwind legs should definitely consider adding a Parasailor. The low maintenance trimming, the ability to
The purpose of the admittedly strange-looking downwind sail is to add a forgiving (easy to set and sail) cruising kite to the sail arsenal. PHOTO/CAPT. CHARLIE MARTS
gybe without sending a person forward to help get the clew around the forestay or mess around with a pole, the ability to carry the sail into reaching angles, and the huge power boost in light-tomedium winds are clear advantages over traditional spinnakers and asymmetric multi-purpose sails. We had lots of fun on our passage with the Parasailor, and the crew look forward to using it on the forthcoming legs. Capt. Charlie Marts was once a suntanned sailor and captain of a small sailing yacht, but now he is wading through his last year of law school. He’s discovered a few tricks of the trade and wants to share what he knows. Contact him through email@example.com.
www.the-triton.com FROM THE TECH FRONT: Rules of the Road
World War I stalled the first international safety project RULES, from page B1 it was impossible for the ship to take on a trim or list sufficient for water to cascade over their tops if the bulkheads were of a certain height. When she struck the iceberg, these calculations were proven dismally incorrect. In addition, when people began abandoning ship, it became obvious that not nearly enough lifeboats were available or those trained in their use. Many lives and much money were lost in this tragedy. Up until that time, each nation had made its own rules about ship design, construction, and safety equipment. The Inter-Governmental Maritime Consultative Organization (IMCO) was formed in response to the Titanic event, but was “put on the back burner” when World War I broke out. After the war ended, IMCO was revived and produced a group of regulations concerning shipbuilding and safety called the “International Convention for the Safety of Life At Sea (SOLAS).” Through the years, SOLAS and subsequent regulations have been modified and upgraded to adapt to changes in technology and lessons learned. Today, many of the new regulations that are developed unfortunately stem from an accident. Recent examples of this can be seen following the Exxon Valdez (oil spill), Scandinavian Star (fire), Estonia (flooding), and the events surrounding 9-11 (security). The IMO’s specialized committees and sub-committees are the focus for the technical work to update existing legislation or develop and adopt new regulations. Meetings are attended by maritime experts from member governments, together with those from interested intergovernmental and non-governmental organizations. The result is a comprehensive body of international conventions, supported by hundreds of recommendations governing every facet of shipping. First, there are measures aimed at the prevention of accidents, including standards for ship design, construction, equipment, operation and manning. Key treaties include SOLAS, the MARPOL convention for the prevention of pollution by ships, and the STCW convention on standards of training for seafarers. Second, there are measures which recognize that accidents do happen, including rules concerning distress and safety communications, the International Convention on Search and Rescue, and the International Convention on Oil Pollution Preparedness, Response, and Cooperation. Third, there are conventions which establish compensation and liability
regimes. These include the International Convention on Civil Liability for Oil Pollution Damage, the convention establishing the International Fund for Compensation for Oil Pollution Damage, and the Athens Convention covering liability and compensation for passengers at sea. Inspection, investigations, and monitoring of compliance are the responsibility of the member states, but the adoption of a Voluntary IMO Member State Audit Scheme is playing a key role in enhancing implementation of IMO standards. The first audits under the Voluntary IMO Member State Audit Scheme were completed at the end of 2006. Since then, the IMO Assembly has agreed to a program to make this scheme mandatory. The entry into force of the mandatory audit scheme is likely to be in 2015. The IMO has an extensive technical cooperation program, which identifies needs among resource-shy members and matches them to assistance, such as training. The IMO has founded three advanced level maritime educational institutes in Malmo, Sweden; Malta, and Genoa. As described above, the IMO’s role is primarily as a regulation developer and coordinator. The IMO is not an enforcement or investigation agency. It does not have a police force or accident investigation branch. With the exception of the audit of member states, operational activities remain solely with each individual country. Shipping, including yachting, is perhaps the most international of the world’s industries. The ownership and management chain surrounding any yacht can embrace many countries. Ships and yachts spend their economic life moving between different jurisdictions, often far from their country of registry. Today, we live in a society that is supported by a global economy, which simply could not function if it were not for shipping. The IMO plays a key role in ensuring that lives at sea are not put at risk and that the marine environment is not polluted by maritime activities. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides flag-state inspection services to yachts on behalf of several administrations. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at firstname.lastname@example.org.
March 2012 B
B10 March 2012 BOATS / BROKERS
New yacht orders and sales highlighted in early months of 2012 Dutch builder Oceanco launched the 290-foot (88.5m) motoryacht project Y707 in late January. The contemporary interior by Sam Sorgiovanni Designs features eucalyptus wood, teak and white onyx. Built to MCA class, the yacht includes a tender garage equipped with limousine tenders and the latest watersports equipment, an outdoor oval pool with height-adjustable floor, as well as a dedicated indoor 3D cinema. Final fit-out and sea trials are on track in anticipation of delivery in April.
Moran Yacht & Ship has sold the 215-foot (65.5m) Palmer Johnson Project Stimulus, the fifth PJ the brokerage firm has sold in the past four years. It is expected to launch in 2013. Moran Yacht & Ship has been appointed central agents for the 210foot (64m) Palmer Johnson Project Hermes. The motoryacht is expected to be delivered in November 2013. Moran Yacht & Ship is supervising construction. The brokerage also announced the launch of the new 180-foot (55m)
Amels M/Y Step One. The first of the Amels 55m series, it features an extended main salon, full-width upper salon and an extended sundeck. Heesen Yachts delivered in late January M/Y Serenity, the 180-foot (55m) displacement vessel it launched in December. The vessel has a range of 6,000nm at 10 knots. At half load, it can run at 15 knots. It can accommodate 12 guests in six cabins. Heesenâ€™s first steel displacement vessel was the 50m M/Y Achiever,
launched in 1992 in collaboration with Oceanco. Since then, the Dutch builder has launched 15 long-range fulldisplacement vessels. Its order book includes three more, according to a company statement. Trinity Yachts has launched the 164-foot (50m) tri-deck M/Y Tsumat for a repeat Trinity customer and longtime yachtsman. The yacht has a tender garage, which allows for an oversized sundeck with workout stations. She has a draft of less than 8 feet (2.4m) at half load and a 28-foot (8.5m) beam. She can run with 11 crew. The master suite is full beam with an adjacent study. Delivery is expected this year. YPI Brokerage has added the 139foot (42m) Royal Huisman ketch S/Y Cyclos III to its central agency listings for sale. The yacht was launched in 1990 and was designed by Ron Holland with an interior by Andrew Winch. It has an asking price of 3.5 million euros YPI Brokerage is the sales and new construction division of Yachting Partners International (YPI). Merle Wood & Associates has added the 188-foot Abeking & Rasmussen M/Y Excellence III and the 134-foot Lurssen M/Y Blind Date to its central agency listings, both in joint listings with Burgess. The brokerage also added the 170foot Amels M/Y Marjorie Morningstar to its charter fleet. Fraser yachts has sold the following yachts recently: the 130-foot (40m) Overmarine M/Y Charly Coppers by Richard Earp in Monaco and the 85foot (26m) Azimut M/Y Sea Bella by Michael Selter in San Diego. The brokerage has added to its central agency listings for sale the 158-foot (48m) Feadship M/Y Noa VII for 19.5 million euros with Dennis Frederiksen in Monaco; the 143-foot (44m) Oceanco M/Y Deep Blue II for $15.9 million with Jose Arana Jr. in Florida; the 139-foot (42.5m) Feadship M/Y Andiamo for 19.5 million euros with Frederiksen; the 121-foot (37m) M/Y Fusion by Peri Yachts for 9.95 million euros with David Legrand in Monaco; the 119-foot (36.5m) M/Y Double Shot by Tecnomar for 8.2 million euros with Josh Gulbranson in Ft. Lauderdale; the 114-foot (35m) M/Y Moon Goddess by Danish Yachts for $7 million with Arana; the 112-foot (34m) M/Y VVS1 by Alloy Yachts for 11.5 million euros with Legrand; the 111-foot (34m) Christensen M/Y Criss C for 3.75 million euros with Legrand; the 111-foot (34m) Northcoast M/Y Seychelle for $4 million with Eric Pearson in California; the 111-foot
See BOATS, page B11
Deans moves to brokerage in San Diego BOATS, from page B10 (34m) S/Y New Runaway by Valdettaro for 3.5 million euros with Giulio Riggio in Spain; the 109-foot (33m) S/Y Aventura by Danish Yachts for 5 million euros with Jeff Partin in Ft. Lauderdale; the 97-foot (30m) Moonen M/Y Livia for 8.25 million euros with Julian Calder in London; the 86-foot (26.5m) Azimut M/Y Ines for 3 million euros with Pierrik Devic in Monaco and Thorsten Giesbert in Palma; the 86-foot (26m) Cheoy Lee M/Y Summit at Sea for $1.85 million with Eric Pearson in California; the 84-foot (26m) Benetti M/Y Malandrino for 3.75 million euros with Oscar Romano in Viareggio; and the 82-foot (25m) S/Y Alia, built by Alia, for $6 million with Calder in London and James Munn of Monaco. New yachts to the brokerage firmâ€™s central agency listings for charter include the 170-foot (52m) M/Y Prana by Alloy Yachts in the Mediterranean this summer and the Caribbean next winter; the 111-foot (34m) Christensen M/Y Criss C in the Baltic this summer and the Caribbean next winter; and the 88-foot (27m) Ferretti M/Y Aurora Dignitatis in the Med this summer and the Caribbean next winter. Danica Deans has joined the San Diego staff of Northrop & Johnson assisting the yacht brokerage division and heading up the crew services and charter retail business. Originally from South Africa, Deans sailed across the Atlantic Ocean with her parents and traveled the Deans United States before setting in Ft. Lauderdale. She worked with Luxury Yacht Group for nearly four years in its crew placement division. Contact: at +1 619-226-3344, danica. email@example.com. Marquis Yacht Company in Wisconsin, has formed a partnership with one of Chinaâ€™s largest state-owned companies, the Poly Technologies (Poly) for the sales and distribution rights for Marquis Yachts in China. The new joint venture will be called Poly Marquis Yacht Co. Ltd. Marquis Yachts builds power yachts ranging in size from 42 feet to 72 feet. Michael Marcotte will become the general manager of Poly Marquis Yacht Co. For more, visit www.marquisyachts. com or www.poly.com.cn.
BOATS / BROKERS
March 2012 B11
B12 March 2012 FROM THE TECH FRONT: Crew business
Motivation: 120 days at sea with 120 guys CLEAN, from page B1 The secret formula is engineered proteins that bind with water to decrease surface tension, Sheridan said. This makes dirt and grease easier to remove. “The original product was fine, it just didn’t need to be so strong,” Schipske said. But it takes more than special powers to solve problems; it takes the strengths of each unique personality to create a team.
Schipske likes to be in charge and get things done. He used to be a dynamic positioning officer on rigs in the oil fields, cleaning up after Hurricane Katrina. He got his DPO license from the Nautical Institute in Great Britain. “I worked ’til I got the largest license,” Schipske said. “Then I realized that 120 days at sea with 120 guys was not the greatest lifestyle for me.” He knew about yachts from growing up in South Florida, but it wasn’t until he reconnected with his friend Sheridan that he found a new course. The two first met at the Maritime Academy in Texas. “He did engineering before me and was working on a yacht,” Schipske said. “He said it was the worst boat and he loved it.” That’s all it took for Schipske to switch to yachting. He started as a deckhand/officer of the watch and said he did a lot of cleaning on a 190-foot yacht. Next, he served as first officer on M/Y Party Girl, a 145-foot Christensen. “During the last four-five years, I’ve gone down in size and up in position on yachts,” Schipske said. He became captain of an 80-foot yacht for about six months and hired a woman he was dating. That woman was Bruno. “It was just the two of us and we loved it,” Schipske said. Schipske instigated the MES idea and brought together the team. He now leads them to fulfill the clean mission.
Chef Cassandra Bruno has the creative eye. She designs logos, labels and packaging for MES products. She is the 26-year-old chef on M/Y Kakawi, the 100-foot Marlow she works with Schipske. With four years of studies in media communications in her native Sweden, she decided her major in graphic design could be put on hold. “No, I never worked in that,” Bruno said. “Eight hours by a computer?” Instead, she flew to Florida. She had a friend who worked a season in the Mediterranean and told her about his career on yachts. “I flew to Ft. Lauderdale with $20, a backpack and went straight to a crew
Eng. Brian Sheridan mixes and bottles MES Clean in Ft. Lauderdale at its old PHOTO/DORIE COX headquarters last year. house,” Bruno said. “It was the day before the Lauderdale show five years ago. “I never thought I would be a boat person, never mind a soap salesperson.” She worked on M/Y Insatiable, a 100-foot Broward, for two years on a busy charter schedule. And more than four years ago, she and Schipske started dating. “Plus, I loved the product and couldn’t get it on the boat,” she said. “It’s nice to be able to use it and help other stews.” Although Bruno is often behind the scenes, her work is out front. She’s the clever artist of the group.
Eng. Brian Sheridan likes to learn and share his knowledge. Sheridan, 31, talks about teratogenic effects and reads material safety data sheets (MSDS) for entertainment. “I speak CFR,” Sheridan said of the U.S. Code of Federal Regulations, which govern much of U.S. yachting. “I am the go-to-guy for regulatory compliance.” Currently on M/Y Amica, a 105-foot Azimut, he works on MES Clean in his spare time. He got serious after the Texas Maritime Academy when he went to oil fields to work with Trans Ocean. “The nickname on my hardhat was ‘College’; I wanted to be Jacques Cousteau,” Sheridan said. He next worked as a safety man at a scraping yard, as a health safety and compliance officer, and on a 400-foot container vessel in the Indian Ocean as
For more information To learn more about MES, visit www.marecosol.com or contact National Marine Suppliers in Ft. Lauderdale.
2nd engineer. His course changed when he met Smiley and Elona from SXM Marine Trading in St. Maarten. They told him they needed engineers to crew on yachts. “Six weeks later, I packed up my stuff and had an interview on M/Y Capella C,” Sheridan said. He has worked on M/Y Chevy Toy, M/Y Allure Shadow, M/Y Seawolf and M/Y Braveheart. He and Schipske have been friends since the Maritime Academy. Sheridan brings his brain to the project. He is in charge of keeping products within regulations and compliance.
Capt. Adam Sturman, 31, likes to manage things. He handles the business end of MES Clean and currently runs M/Y Child’s Play, a 105-foot West Bay Sonship. In his teenage years, Sturman worked on a live-aboard dive boat in the Bahamas. The Miami native attended the University of Florida business school and soon put his business skills to work on a redevelopment project in
See CLEAN, page B13
www.the-triton.com FROM THE TECH FRONT: Crew Business
Deepwater Horizon oil disaster: moment of clarity for MES Clean CLEAN, from page B12
said. He set out to get it. He knew he could sell it with some help. Vail, Colo., as a general manager. Schipske remembered Sturman “Once that project wrapped up, talked of having several businesses I knew I wanted to get back to the and said he was bored without two or ocean,” Sturman said. three going at a time. Sturman liked He worked as captain for two years Schipske’s idea and joined the team. on two boats for one owner. Next, he “The group knew what they wanted, started his own yacht services company but didn’t know how to get there,” managing smaller boats. Sturman said. “I like the business of making During the past year, the products plans, creating a model, setting goals,” have made their way onto more Sturman said. megayachts. Sturman met Schipske after “This has the possibility to go well, watching him especially as dock a yacht in the yachts head into Bahamas during more regulatory ‘There were 6,000storm force winds. compliance,” 7,000 boats covered in “You know how Sheridan said. crude oil and they were everyone watches, Sheridan sees waiting for a mess spreading oil like dirty yachting adding up,” Sturman said. more rules on feet in a kitchen.’ “He got it in; I which cleaning — Eng. Brian Sheridan caught the line.” products can On the cleanup after the be used in the Sturman later Deepwater Horizon disaster reconnected with industry. That Schipske and will fuel changes Bruno in Nassau. onboard yachts. “We all met for dinner and we just “For example, imagine a mate being clicked,” he said. detained for not having an MSDS Sturman brings his strong business onboard,” he said. “Once forced, they background to the group. He creates the will pay attention. Because who really plans that keep the team on track. learns anything they’re not required to learn? Nobody.” And Schipske feels good that the The Clean Crew team’s mission is about more than The comic book Fantastic Four money. got superpowers after exposure to “We want to make the industry dangerous cosmic rays. The strengths of more aware,” Schipske said. He the MES Clean team became apparent said he previously didn’t know how after the toxic oil cleanup in the Gulf environmentally unfriendly some of Mexico after Deepwater Horizon’s cleaning products are, on the sea and explosion. for crew. In the beginning, Sheridan had a “We’re trying to educate crew on job with a crew agency for commercial new, green products that out perform vessels. When there was an opening what they’re currently using,” he said. for professionals with commercial “Education is actually the hardest part backgrounds that also knew about in bringing this to success. People are cleaning and documenting damage, he content with the products they are and Schipske signed on. using, but they are not thinking about “We were the youngest on the the ramifications.” decontamination,” Schipske said. “We “A few boats have switched because were decon superintendants.” their other products were so caustic,” Then came the oil incident in the Bruno said. “I know a girl who was Gulf of Mexico. pregnant, so she uses our stuff.” “BP rushed to get crew out for the “The ocean does right by us and we spill,” Schipske said. Both were sent do right by it,” Sturman said. “We’re not to the job. After oil cleanups, vessels super green but we try to do the right needed to be returned to their original things.” condition. So for now the clean team – the two “There were 6,000-7,000 boats captains, the engineer and the chef covered in crude oil and they were spreading oil like dirty feet in a kitchen,” – continue to pull double duty. “We’re not quitting our day jobs,” Sheridan said. Sturman said, “but I wish we were all in The U.S. Coast Guard mandated that town together. We all work really hard everything be cleaned to levels before and that’s why this will last. We’re still a exposure to oil. That meant ballast, group of friends first.” the seawater cooling systems, bow thrusters, swing thrusters, everything, Dorie Cox is associate editor of Sheridan said. The Triton. Comments on this story are There was only one product welcome at firstname.lastname@example.org. authorized to do such a job, Schipske
March 2012 B13
B14 March 2012 CALENDAR OF EVENTS
Boats for sale, show and charter, all month long March Major League baseball’s
spring training in Florida. www. floridagrapefruitleague.com
March 2-11 17th annual Miami
International Film Festival. See 100 films, from 40 countries during 10 days. www.miamifilmfestival.com
March 3 7th annual Marine Industry
Career Day, International Yacht Restoration School, Newport, R.I. Free. www.iyrs.org
March 3-4 24th annual Las Olas Art
Festival, Ft. Lauderdale. More than 300 artists exhibit on Las Olas Boulevard. Free. www.artfestival.com
March 6-8 Marine Corrosion
Certification, Costa Mesa, Calif. Covers general theory to properties of marine building materials, corrosion control and more. www.abycinc.org.
March 7 The Triton’s monthly
networking event (the first Wednesday of every month from 6-8 p.m.) with Elite Marine in Ft. Lauderdale. More details page C4.
March 7 IGY Crew Olympics, Rodney Bay Marina, St Lucia. Activities for
yacht crew include golf, relay races, paddleboard contest, volleyball, kayak races, sharp shooter tournament, lime and spoon race, music, beach bonfire. www.igymarinas.com.
March 8-9 Vessel Tracking and
Monitoring Conference, Dexter House, London, UK. Data management strategies and tracking technologies. www.informaglobalevents.com.
March 9 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day, for active yacht captains only. RSVP to Associate Editor Dorie Cox at dorie@ the-triton.com or +1 954-525-0029. Space is limited.
March 10 35th annual Waterway
Cleanup, organized and sponsored by MIASF, Ft. Lauderdale and Broward county. 1,180 volunteers and 60 boats gather debris from the waterways. www.waterwaycleanup.org
EVENT OF MONTH March 22-25 27th Annual Palm Beach International Boat Show, Palm Beach, Fl. Featuring $350 million worth of boats and accessories. Inwater portion of the show is on the Intracoastal Waterway along Flagler Drive, show entrances at Evernia St./Flagler Dr. (waterfront) and North Clematis St./Flagler Dr. (waterfront). Free shuttle buses. Adult tickets $14.00, children (615) $5.00, children under 6 free, save $2 by buying online. www. showmanagement.com.
March 23-25 annual Honda Grand
Boat Show, Dubai International Marine Club, United Arab Emirates. www.boatshowdubai.com
Prix of St. Petersburg, Fla. Slips available to yachts at the Acura Yacht Club +1 727-898-4639. For race information call +1 727-898-INDY and visit www.gpstpete.com.
March 15-18 Dania Beach Marine
March 31 IGY Crew Olympics, Yacht
March 13-17 20th Dubai International
Flea Market, Dania Beach, Fla. Private and corporate vendors sell everything from anchors to zinc collars, including marine equipment, antiques, used boats, fishing tackle, diving gear, marine artwork and more. www. thedaniamarinefleamarket.com
Haven Grande, St Thomas, USVI. Activities for yacht crew include golf, races, contests, music, beach bonfire and more. For more details contact IGY at +1 340-774-9500 or visit www. igymarinas.com.
March 16-18 Ladies, Let’s Go Fishing!
Harbor Marina Captain and Crew Appreciation Party, 7-10 p.m., Ft. Lauderdale. This year’s theme is Toga! www.sunriseharbormarina.net
Saltwater Seminar, Naples, Fla. Held with support from the Florida Fish and Wildlife Conservation Commission. Prices start at $99.1-888-321-LLGF (5543), www.ladiesletsgofishing.com.
March 19-April 1 28th Sony Ericsson
Open, Miami’s Key Biscayne. Tennis tournament featuring the top male and female tennis players in the world. www.sonyericssonopen.com
March 20-23 ABYC Standards
Certification course, Las Vegas. Compliance issues relevant to engineers, installers, compliance inspectors and marine surveyors. +1 410-990-4460 or www.abycinc.org
March 21 Networking Triton style (the
occasional second Wednesday of the month), 6-8 p.m. with Kemplon Marine Engineering Services in Ft. Lauderdale. For more details, see page C5.
March 22-25 St. Barths Bucket
Regatta. A fun, non-racing regatta open to yachts over 100 feet. www. bucketregattas.com/stbarths
March 31 Westrec’s annual Sunrise
March 31 Seafarers’ House Port
Everglades 5K Run/Walk, Port Everglades, Ft. Lauderdale. 6:30 pm start for a Twilight 5K Run/Walk through Port Everglades past some of the largest cruise ships in the world. For information contact Seafarers’ House at email@example.com or visit seafarershouse.org.
MAKING PLANS April 11 Triton Expo, Ft. Lauderdale. Join the Triton, 30 display tables of marine industry professionals and captains and crew at Lauderdale Marine Center. The Expo is the place to make new connections, find old friends and enhance your career. Stay tuned for details at www.the-triton.com.
www.the-triton.com SPOTTED: Panama, South Dakota
Capt. Chance Strickland and Stew Anna Strickland of M/Y Steadfast stay busy while watching the fuel come aboard in the explosives anchorage in the Gulf of Panama last year. Steadfast is a 122-foot Barratucci, a wooden sportfish built in Long Beach, Calif. The couple and the yacht spend much PHOTO PROVIDED of their time in Central America.
Capt. John Wampler carried his Triton on a motorcycle adventure through the western United States and sent a photo from Mount Rushmore in the Black Hills of South Dakota. “One thing I enjoy about being a contract captain is not only all of the places around the world my work takes me, but the time I can enjoy between trips,” Wampler said. “Like my journey to the Sturgis Rally last October. “I was visiting one of my yacht owners who is a Harley Davidson dealer in Sioux City, Iowa, and has a house near Sturgis. I enjoyed three different Harleys to ride and rode to places like Sundance, Devil’s Tower in Wyoming, Mt. Rushmore and the scene of Col. George Custer’s Last Stand at the Little PHOTO PROVIDED Big Horn, as well as the Badlands National Park.”
Where have you taken your Triton recently? Send photos to firstname.lastname@example.org.
March 2012 B15
Ensure a good night’s sleep
Tow the line for your fitness
Photos from RPM Diesel
Join Elite and Kemplon
The intricate science of your fine linens
Wrap rope around a rail for health
Hire cheaply? You get what you pay for
TRITON SURVEY: DO YOU KNOW HOW TO SAIL?
Though most of the industry works on motoryachts, most in our survey agreed that yacht crew should have some basic sailing time among their experiences. Several made the argument that sailing crew, such as these PHOTO/MIKE PRICE seen here from last year’s St. Bart’s Bucket, make better crew.
Knowing wind, tide and currents is invaluable By Lucy Chabot Reed After last month’s education in advice for young yacht crew, we noticed some common thoughts: “go sailing,” “study the craft,” “get your sea legs,” “learn how to handle lines.” It sounded like captains (who happened to be the majority of our respondents) preferred their crew to be sailors, or at least to know the basics of sailing before taking a job on their motoryacht. We thought that might come from their own experience of decades ago, when power boaters were once all run by sailors. So we asked captains and crew Do you know how to sail? By that, we meant simply if our respondents could make a boat without a motor move through the water. A strong majority of our 275 respondents – 65 percent – not only said that they can sail, but that they were skilled enough to sail around the
world if they wanted to. “I got into the yachting industry as a result of of racing around the buoys,” said the captain of a power yacht 120140 feet. “It taught me everything I currently know about wind, tide and currents. The knowledge I learned sailing has helped me innumerable times in difficult situations whilst docking and transiting rivers. Sailing gives you a feel for the elements you just don’t get at the helm of a large power vessel.” “Three of the five crew on our boat are serious sailors,” said the captain of a power yacht 100-120 feet. “Each summer our program pays for a membership at Sail Newport in Newport, R.I. We match race the J-22s. Usually we can find another yacht or two with sailors aboard and we try to get several boat crews on the water at the same time. For my wife and I, our sailing background helps keep us grounded in the midst of all the excess
we see in yachting.” About 26 percent more of our respondents know at least the basics of sailing, meaning that 91.2 percent of our respondents know how to sail. About 2.6 percent hedged on the “not really” line and about 6.3 percent said they had never learned. “Sailing is a fun way to cross an ocean, challenging and peaceful,” said the captain of a sailing yacht 80-100 feet who can sail around the world if he/she wanted to. “I do power also so it’s just another way of being on the water. To each his own, I say.” Of those yachties who can sail, most learned as children, with 53.4 percent remembering learning as a kid and about 9.7 saying “I have always known.” Nearly 30 percent more learned as a young adult. “All my best crew started as sailors,” said the captain of a power yacht 80-
See SURVEY, page C10
You get what you pay for. How many times have we heard that? Let me say, it is true when it applies to many positions on board a yacht, that is for certain. Experience can make a huge difference on board. Let’s take a scenario: Say, an owner has just taken possession of his dream yacht, a Culinary Waves beautiful 170-foot motoryacht. Does Mary Beth Lawton Johnson he hire a captain who just last year was a first mate or does he spend the extra money to attain a captain with more than 20 years experience, no accidents and longevity with a former employer? It might be a hard decision for someone who is working within a budget but it shouldn’t be. There are no guarantees, but the goal is not to have a major accident, all the while keeping the guests safe, the yacht safe, and the crew safe without incident. Likewise, the owner wouldn’t put a car mechanic in the engine room, so why do they think little about putting unqualified and untested people to work for them in the galley? This person cooks the food the owner will put into his mouth and body. Perhaps he has a disease or condition that requires knowledge and skill. If his wife or one of this guests came on board and was allergic to the proteins in milk, he should want someone with experience who has handled that before, not the betterlooking or less-experienced chef who will cost a bit less to hire. What gets me is that most owners don’t under-hire for the captain position -- insurance companies won’t
See WAVES, page C7
NETWORKING LAST MONTH: RPM Diesel
ore than 200 captains, crew and industry folks joined us for Triton networking on the first Wednesday in February at RPM Diesel in Ft. Lauderdale. The weather was lovely, the wine cold and the barbecue delicious. Tours and raffle prizes made for a fun PHOTOS/TOM SERIO evening for everyone.
March 2012 C
C March 2012 NETWORKING THIS MONTH: Elite Marine
Network with Elite Marine, a Ft. Lauderdale air/water company On the first Wednesday in March, The Triton is networking with Elite Marine Yacht Services, an 8-year-old yacht air conditioning business. All yacht crew and industry business people are welcome to join us on March 7 from 6-8 p.m. at Elite’s showroom and warehouse in Ft. Lauderdale for food, beverages and top-notch networking. Until then, learn more about Elite from company president Ben Koppenhoefer. Q. So what’s Elite Marine all about? It’s hard to tell from the name. When we named Koppenhoefer this company Elite Marine, we wanted it to mean something. Even though the word elite is somewhat of a generic term, it describes what we are all about. We’re an air conditioning and water maker company that sets the bar very high for customer service, industry knowledge and quality of workmanship. Q. There are a lot of companies in the industry that do what you do. Why should yachts choose your company? We’re exceptional with chilled water
refits and we’re highly focused on indoor air quality. We’ve solved ongoing air quality problems for yachts that have resulted in maintenance savings for the boat as well as creating and maintaining a healthy environment for crew and onboard guests. We design and install equipment for great reliability and ease of service. We’re a master dealer for Marine Air equipment and a long-time Cruisair dealer. We’re remodeling our new location to make room for a huge amount of inventory and we’re launching our parts department to give our dealers and customers a convenient location to source parts and equipment. Q. Are Elite Air Conditioning and Spot Zero related? Yes, they are related. We took our years of experience with reverse osmosis desalination and created the Spot Zero fresh water reverse osmosis system. This is a great solution to the problems that dock water supplies impose on yacht finishes. When the popularity of the process began skyrocketing in 2010, we separated the two entities to form Elite Marine Air Conditioning and Spot Zero. Q. How long has Elite been in business?
Elite Marine was founded in 2004 by me, Ben Koppenhoefer. At that time, I was the sole employee and since then I have hand-picked each employee and technician. We now have a happy and dedicated crew of 11 employees. You can see that in both our service and customer satisfaction. Q. Tell us more about your technicians. Our service manager is Jack Robinson, a retired U.S. Navy engineer who specializes in air conditioning, refrigeration and engine room operations. First and foremost, he runs a tight ship. He directs two senior technicians who oversee Elite Marine and daily tasks. The senior technicians have more than 10 years in the marine industry. We have a lead installer that directly supervises medium-sized projects and all new installations. His workmanship is almost an art form. We have a fabricator who prepares products for refitting. He is a master at design and has an extensive, 30-year career in yachting. We have several mid-level technicians who are led by the seniors. Three of them served as crew members and four hold captain’s licenses. We know what captains want, need and expect when providing all service calls
to any size vessel. Q. Who will crew talk to if they call Elite? Our office manager, Michele Caspari, is a dedicated yachting professional. You can always count on her to answer the phone, be informative and get right back to you. She’s our representative in the Marina Mile 84 Association. Once your service has been scheduled, our service manager and senior technicians take over. We stress “communication” as the utmost, highest priority. Q. Can you help yachts that are not in Ft. Lauderdale? We’re available to be dispatched anywhere in the world at a moment’s notice. Our passports are full of stamps from all over the Caribbean as well as South America. Q. Where is your office? Both companies are located sideby-side in the heart of Marina Mile/SR 84 in Ft. Lauderdale. We are looking forward to March 7 when we can give everyone a tour of our facilities, warehouse and newly remodeled showroom. Find Elite two blocks south of Lester’s Diner at 2786 S.W. Third Ave. (33315). For more information, contact the company at +1 954-763-9677 or info@ elitemarineyachts.com.
NETWORKING THIS MONTH: Kemplon Engineering
Come network with The Triton and Kemplon at its new shop Our mid-month networking event this month will be held in the new home of Kemplon Engineering, a Ft. Lauderdale-based refit and repair company that provides mechanical and hydraulics services to yachts. Founded by former yacht Chief Eng. Jeff Kemp and former Stew Colette O’Hanlon, Kemp the seven-yearold company has been a frequent host to our networking events and always throws a great event. Be sure to join us on Wednesday, March 21, from 6-8 p.m. at the companies new offices, 223 S.W. 28th St. in Ft. Lauderdale (33315). Q. So tell us about your new digs. We have relocated behind Lester’s Diner off State Road 84. Just head south on Second Avenue and then take a right just by National Marine onto Southwest 28th Street. Q. Is it bigger and better since the move? Well, it is bigger. We outgrew our old shop, which was 2,500 square feet. We are now in a 7,000-square-foot facility with a 3,000-square-foot yard. As for better; each year we work hard to improve on the previous year, so better is always the goal. Q. And for our readers who have never been to a Kemplon-hosted Triton event, tell us about your company. We recently changed our name from Kemplon Marine to Kemplon Engineering to highlight better what we do. We provide all sorts of mechanical and hydraulics services to yachts. We also do heavy rigging, certified welding, fabrication and machining of parts, plumbing and pipefitting. It’s really the custom metal fabrication and precision machining that has become our specialty over the past few years. Q. What is the most important thing for yacht captains and engineers to know about your company? The most important thing to know is that we do not sub out any of our work. All work is performed in house to allow smooth project management and stringent quality control. Q. Do you work with yachts in the Med and the Caribbean, or just here in Ft. Lauderdale? Yes, we do work with yachts outside of South Florida, but not just by traveling to the vessels. Customers often send us drawings or templates of parts to be fabricated. Then we do the
work here in Ft. Lauderdale and ship the parts back to the yacht. Engineers will either install their new parts themselves or we will fly a technician to their location to do the installation, whichever they prefer. Q. How do your technicians stay up-to-date with their skills? Constant training. Most of the projects we are involved in are on classed vessels so proper training and certifications are extremely important. Q. Other than your new headquarters, what else is new at Kemplon? Due to the growth of our business over the past two years, we are hiring. We’re looking to fill several key positions in the company. One is for a lead project manager and we are specifically looking for a chief engineer who no longer wants to travel. This will be a great opportunity for someone to continue to do the work they enjoy in a land-based capacity. Q. There is an engineer blog on your newly revamped Web site. What can crew find there? They will find industry news, information on upcoming events throughout the year such as METS and boat shows, and conversations on engineering topics. We also feature profiles of engineers currently working on yachts. Q: You spent a lot of time working on yachts. Do you miss it yet? Do you think you ever will? I spent six years as a chief engineer on yachts and I do miss certain aspects of yachting, such as the travel and the people you meet. On the other hand, though, it’s really nice to be able come home at night and to see my daughter every day. Q: We’ve heard more than one person refer to you as Jeff Kemplon. It’s cool that you are so tightly associated with your business. But to set the record straight, where does the name Kemplon come from? My last name is Kemp and my partner is Collette O’Hanlon. Find Kemplon Engineering at 223 S.W. 28th St. in Ft. Lauderdale (33315). For more information contact the company at +1 954-522-6526 and visit their website at kemplonmarine.com.
Triton networking events are open to everyone in the yachting industry. They are designed to encourage networking, so bring business cards and come with the intention of meeting new people. You never know where those connections will take you.
March 2012 C
C March 2012 NUTRITION: Take It In
Start a new tradition with superfood greens for St. Patrick’s Day March is the month where lovers of things Irish celebrate St. Patrick’s Day. Create a new tradition and eat the green, too. Yes, that could mean green cabbage with your corned beef, carrots and potatoes. But there are other superfood greens you can pile on your plate, too. 1. Cabbage. Take It In CholesterolCarol Bareuther reduction and cancer-prevention are two potent properties of this cruciferous vegetable. Cholesterollowering benefits come from cabbage’s rich dietary fiber content. Steaming cabbage makes the fiber compounds more available and better able to bind
with bile acids in our intestines where they will ultimately be eliminated. Bile acids that get reabsorbed are delivered via the blood stream back to the liver where they can be used to make cholesterol. Eating cabbage uncooked, such as in coleslaw, is healthful, too. For example, cancer-preventing antioxidants such as vitamin C are sensitive to heat. One cup of chopped raw cabbage provides 33 milligrams of vitamin C while the same amount boiled contains only 28 milligrams, or a 15 percent loss of vitamin C. Daily recommendations for vitamin C range from 45 milligrams by the World Health Organization to 90 milligrams by the U.S.’s National Academy of Sciences. Different types of cabbage such as red and savoy as well as green contain substances called glucosinolates.
Glucosinolates have been linked to prevention of cancers such as stomach, colon, , lung, prostate and breast. 2. Broccoli. Another member of the cruciferous family, broccoli has been linked to boosting immune function, lowering the risk for cataracts, protecting against heart disease, building bone mass and even fighting birth defects – this last thanks to an abundance of folic acid. A new study published by New Zealand researchers shows that broccoli, as well as blueberries, can help cure inflammatory bowel disease. Results of this study showed that when mice were fed a diet supplemented with broccoli or blueberries, the levels of E. coli and other harmful bacteria in the animal’s gut were significantly reduced. This reduction led to significantly less inflammation of the colon.
3. Granny Smith apples. An apple a day really does keep the doctor away. Apples are fat-, cholesterol- and sodium-free, so they promote heart health. They have lots of dietary fiber that keeps the digestive track healthy. Apples are also potassium-rich, which can help to maintain normal blood pressure. According to the U.S. Apple Association, research also suggests that the nutrients in apples can assist in weight loss, brain health and stroke prevention. A new study published last year by Italian researchers shows that highfiber foods, such as apples, may help reduce the risk of pancreatic cancer by as much as 60 percent. This beneficial finding was linked to the soluble type of fiber in apples. Beans, citrus fruit, barley and oatmeal also have this type of fiber.For those who like a sweet-tart taste, Granny Smith apples are the best. 4. Spinach. This deep green leafy vegetable is a powerhouse when it comes to disease-preventing nutrients and other healthful compounds. For example, spinach is rich in vitamins such as A and C, minerals such as iron, phytonutrients such as carotenoids (beta-carotene and lutein) and flavonoids, and even a plant-based form of omega-3 fatty acids. This adds up to heart protection, cancer prevention, and even preservation against sight-related problems such as age-related macular degeneration. Results of a study looking at nearly 100,000 older adults and published earlier this year by researchers at the American Cancer Society revealed that those who eat plenty of foods with flavonoids are less likely to die of heart disease or stroke. Flavonoids can fight inflammation and act as antioxidants. Foods rich in flavonoids include spinach as well as berries, citrus, nuts, soy foods, dark chocolate, tea and wine. 5. Kiwifruit. Golf ball-sized, green-fleshed kiwifruit is one of the most nutritionally dense fruits. In fact, one large kiwi supplies a full day’s requirement of vitamin C. These fruits also provide vitamin A, vitamin E, folic acid, potassium, dietary fiber and a host of phytonutrients such as carotenoids and polyphenols. Even the tiny seeds contain an oil rich in the omega-3-fatty acid alpha-linoleic acid. Don’t forget to try the kiwi’s fuzzless golden-fleshed cousin. A study published last year in the British Journal of Nutrition showed that eating this fruit may cure the common cold. Adults who ate four golden kiwi reduced head congestion from 4.7 days to less than one day and sore throat from 5.4 days to two days. These results are definitely nothing to sneeze at. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at email@example.com.
IN THE GALLEY: The Crew’s Mess
THE CREW’S MESS In this new monthly feature, Capt. John Wampler shares his tried-and-true dishes for crew to prepare for each other. Nothing fancy, but nutritious and tasty. Cooking like this might even let the chef take a day off.
Boneless Lemon Garlic Chicken with Capers By Capt. John Wampler
4 boneless, skinless chicken breast halves 4 teaspoons flour salt and pepper 2 teaspoons oil 1/2 cup chicken broth 1 teaspoon garlic, minced 2 teaspoons lemon juice 1 teaspoon butter Flatten chicken slightly. Dust with flour, salt and pepper. Fry in hot oil 5 minutes each side. Remove chicken from pan. To pan, add broth, garlic, lemon juice and butter. Cook to reduction. Pour over chicken.
PHOTO/Capt. John Wampler
Garnish with capers. Serve with heart of lettuce salad, rice and toasted vermicelli. Capt. John Wampler has worked on yachts for more than 25 years. A veteran of the U.S. Coast Guard, his hobbies include flying, trap and skeet shooting, golf and, of course, cooking. Contact him through www.yachtaide. com. Comments on this column are welcome at firstname.lastname@example.org.
Economy hinders yacht chefs, too WAVES, from page C1 allow it. Why do they take chances with their food, especially when they are heading to a foreign country where the support system is less than they are used to? Experience teaches us chefs what to do in those situations, what to use to prepare that special diet, and how to make it. So why is it so hard for owners to understand this and pay stronger salaries to the one crew member who arguably has the most direct link to their health and safety? Due to the economy, owners are settling for – and paying for – less. Have
chef salaries been trimmed so that others on board can be paid more, or is it simply due to cutbacks? I have heard both things happening these days. With the economy the way it is, finding a job as a full-time yacht chef is becoming harder and harder, especially if you are older than 40. The majority of crew are quite young, and simply lesser paid. I don’t fault young crew who work for less just to gain experience, especially on local boats. We all did that as we built our careers. But a decade ago, we knew there were better jobs out
See WAVES, page C8
March 2012 C
C March 2012 IN THE GALLEY: Culinary Waves
Stuffed Chili with Quinoa and Lisanatti Cheese 8 peppers, roasted. To achieve a smoky flavor, either use Liquid Smoke or cook over hard wood on a grill or in an oven. Size matters 12 oz. cheese (real or alternative) 1 oz. salt 2.5 cups cooked quinoa Pumpkin seeds, lightly toasted 6 oz. Farmers Cheese as garnish Our recipe this month comes from guest Chef Alex Forsythe, a freelance yacht chef and founder of 1ECS, Executive Chef Services, a consortium of chefs who collaborate and come together for special causes but also are available individually. He recently appeared at Macy’s Cellar Kitchen in New York City with this recipe. Don’t forget you have a complete protein with the quinoa, but feel free to add an animal protein as you wish.
After the pepper has been washed, season with olive oil, salt and pepper, and roast in the oven or over hard wood. (Worst case, spray with liquid smoke.) Wear gloves when handling hot peppers. Make a “T” cut along the pepper and remove seeds gingerly. Stuff your mix in the entire pepper, add cheese. Bake and/or smoke for 30 minutes at 300 degrees; brown if you like at 425 for the last 8 minutes. My garnish would be fried yucca and a slice of starfruit. A great salsa uses these roasted peppers and contains equal parts of tomatoes, onions, and garlic and one hot pepper. When the pepper turns black, remove, place in paper bag to remove skin easily and blend in food processor on pulse setting. Chef Alex Forsythe has a cookbook due out this summer, Streamlined Cuisine, a remake of the famous 1939 cookbook by Irma S. Rombauer. www.streamlinedcuisine.com.
Don’t forget that the ‘right fit’ reigns supreme in a workplace WAVES, from page C7
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were even a few years ago. That would be OK, if more owners recognized the there, better boats, more professional importance of experience and hired for programs, a real career. it anyway. I know even yacht owners But since the downturn in the have to make financial sacrifices, but economy, crew agency job postings for they should be careful when it comes chefs often note to the food safety that culinary onboard. training is not In yachting, Experience in a chef necessary, that it’s usually less they will take a can mean the difference about the salary stew/cook for a and more about between knowing how chef ’s position. the right fit. The to provision within Experience in right fit can come pennies on a budget a chef can mean without a lot of the difference money, or it might and buying three times between knowing because the budget to have anything be how to provision owner finally woke and everything onboard, up to the idea of within pennies on a budget and “you get what you just in case. buying three pay for.” That, in times budget to itself, does not have anything and everything onboard, guarantee that you will have a great just in case. Experience knows what chef. But if you look closely, that chef substitutions to use in case the item the boss just hired will have experience being a specific dietary request is that shows when the pressure is on. requested but is not available and how it works in a diet. Mary Beth Lawton Johnson is a certified Experience comes with age, with the executive pastry chef and Chef de hands-on knowledge of having done it Cuisine and has worked on yachts for for years, not a few seasons. 20 years. Comments on this column are Chef salaries today are not what they welcome at email@example.com.
INTERIOR: Stew Cues
Stews must understand bed linens to clean them January has come and gone, and many of us have missed out on the Annual White Sale. Truth be told, many of us were probably not even aware there was an Annual White Sale. Back in the day, linens, towels and home goods went on sale in January every year. The history of this dates back to 1878 when Philadelphia’s John Wanamaker Stew Cues discounted all Alene Keenan white linens in his department store. Why only white? Because colored linens did not exist before the late 1950s. As a yacht stew, a basic knowledge of fabrics in general and bed and table linens in particular is essential. We need to know how to launder each type of fabric and how to remove spots and treat stains without damaging or altering it. A large portion of laundry duty includes sheets. They are usually cotton or linen, with the occasional synthetic thrown in for good measure. Cotton and linen are soft, breathable, and easy to care for. Most cotton is preshrunk, but should still be washed in cool-to-warm water and dried on lowto-medium heat to avoid permanent shrinkage. Several components of fabric construction come into play when choosing and caring for sheets. First of all is thread count, which is the number of threads, both vertical and horizontal, woven into one square inch of fabric. This gets a lot of attention, however, many manufacturers wish the whole concept of thread count would just go away. Thread-count is a metric used by marketing people to create interest and impress with high numbers. The type and grade of cotton as well as the construction type of the weave greatly affect a sheet’s softness and durability. Longer fibers are better because they create stronger and finer yarns. Next is the fabric ply, which is the number of yarns wrapped together in a single thread. “Plying” creates thicker threads, which affect hand feel, durability and care requirements. Finer threads allow for a higher thread count producing a softer feel and more elegant drape. To achieve higher thread counts, 2ply threads may be used and multiple yarns, called picks, are inserted into the horizontal threads. The best fabrics are single-ply with a single pick, but the highest thread count you can get with this method is 400. Anything above that is achieved with 2-ply yarns and multiple picks. In other words, 300 thread count
with a 2-ply yarn equals 600 thread count. The highest count made in the United States is 310, while European manufacturers go much higher. It is
After a fabric is woven, it has to be finished. This includes singeing and mercerizing. Singeing burns off the tiny fuzz that can later turn into pilling on your sheets and clothing. Mercerizing is a treatment conducted under tension to increase strength, luster, and affinity for dye. interesting to note that most of the very famous and reputable bed linen companies worldwide use sheeting fabrics of between 200 and 600 threadcount. After a fabric is woven, it has to be finished. This includes singeing and mercerizing. Singeing burns off the tiny fuzz that can later turn into pilling on your sheets and clothing. Mercerizing is a treatment conducted under tension to increase strength, luster, and affinity for dye. When cleaning, never use bleach or detergents with optical brighteners; they will weaken the fabric. Any detergent that boasts “whiter and brighter” contains an optical brightener, and it is too harsh for fine fabrics. Excessive heat also weakens fibers, so do not wash in very hot water, do not over-dry, and do not iron on high heat setting. When washing expensive sheets and table linens, use a gentle cycle and run an extra rinse to remove all soap residue. Allow plenty of room for movement inside the washer; do not overstuff the machine. Remember that cotton and linen are easier to iron if they are slightly damp, so try to factor that into your schedule. For spots, rub mild detergent into the spot and use a very soft brush (I like to use a baby hairbrush), working from the back of the fabric to gently loosen soil. Certain foods, makeup, self-tanner and blood can stain and require special treatment. Refer to a comprehensive stain removal guide, just as in treating carpet stains. Heat sets stains, so soak fabrics in cool water, wash on cool, and do not machine dry until the stain is removed. I have used a weak hydrogen peroxide/water solution applied with a cotton bud for stains on whites with some success. Remember that whenever you use a harsh chemical you
run the risk of damaging the fabric, so be certain it is worth the risk. Last but not least, do not wash sheets and towels together, as this leads to pilling, and do not use fabric softener. It adds a waxy oil to the fabric, and to the dryer. It is also one of the most common allergens, and many people are strongly affected by these chemicals. Well, there you have it, a quick guide to caring for the beautiful and expensive linens you are responsible for onboard a yacht. The cost of linens can range from hundreds to thousands of dollars per bed set. Major European and American retailers, such as Pratesi, Frette, Anichini, Yves Delormes, Peacock Alley, Bellino,and Sferra have earned their reputations; many of these companies have been producing luxury fabrics for many years. Such items are a substantial investment for the owner of the yacht, and they are counting on you to protect that investment. Alene Keenan has been a megayacht stewardess for 20 years. She offers interior crew training classes, workshops, seminars, and onboard training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Comments on this column are welcome at editorial@ the-triton.com.
March 2012 C
C10 March 2012 TRITON SURVEY: Sailing skills in yachting
Do you know how to sail? No, I never learned – 6.3% I know the basics – 9.2% Yes, I can get from place to place – 16.9%
Not really – 2.6%
Yes, I could sail around the world – 65.1%
If you can sail, when did you learn? I’ve always known how – 9.7%
As a young adult (older than 15) – 29.6%
Learned on the job – 7.3%
As a kid (under 15) – 53.4%
If you don’t know how to sail, do you want to learn?
No – 50.0% (average career tenure 19.7 years)
Yes – 50.0% (average career tenure 9.1 years)
If you do know how ever go sailing?
No, I work on a power boat and don’t make time – 35.4% Yes, I work a sailboat sails – 17.
Crew with sailing experience have an edge in ‘heavy weather and close-qua SURVEY, from page C1 100 feet who learned as a kid. “Crew who have only operated power vessels are poor at heavy weather and close-quarters vessel handling.” Just 7.3 percent of our sailing yachties learned on the job. “To learn while on board would require the use of the vessel’s tender and toys,” said the chief stew on a power yacht larger than 200 feet. “While this is acceptable on board some boats and with some owners and captains, many are hesitant to risk the ship’s assets as training tools. To be allowed time off for training may be granted to certain crew, but would not be considered ‘a necessary requirement’ for all crew, especially the interior crew.” But here’s where things get interesting. Do you think it’s important for power boat crew to know how to sail? The answers were split two-thirds yes, one-third no. “There is seamanship that becomes inherent in a child and teenager that trumps what an adult can learn,” said the captain of a power yacht of 140-160 feet who was raised in a sailing family. “Sailing involves
a broader skill set such as rigging (often under tremendous loads) and understanding effects of wind, waves, current and motion that a motor-only person usually does not know. “Our industry is seriously lacking seamanship,” this captain said. “Seamanship is the basics; sailing is part of that. Without seamanship we would have no safety. So yes, sailing skills are important and should be mandatory at least for deck positions.” “Sailors have a much better understanding of seamanship, weather, and general boat handling skills,” said the chief engineer on a power yacht of 140-160 feet. “I am consistently the only person onboard with any marlinspike abilities. I have many times given lessons on basics such as tying bowlines, hitches, etc. Most deckhands and mates do not have the knowledge to splice braided lines. All crew should spend at least one year onboard a sailing vessel.” “It’s largely irrelevant on a 60m power boat,” said the captain of a power yacht of 120-140 feet who has the skills to sail around the world. “There is an argument to be made that it helps with seamanship, but that can also be learned on a small power boat, fishing boat, tug or some other type of
commercial vessel.” “Understanding the wind and the water is crucial when doing any boating,” said a deckhand on a power yacht less than 80 feet. “Mother Nature is not predictable and must have our respect.” “If you really know how to sail, like in Maine with substantial tidal flows, fog, etc., you are much more aware of sea conditions, how they affect a vessel’s movement (and that of vessels nearby) and just how quickly those conditions can change,” said the chef on a power yacht of 160-180 feet. “After sailing for awhile, one develops an intuition about how things might unfold and be more able to anticipate a dangerous situation and take preventative measures. “Also, sailing is about the journey more than the destination,” this chef said. “In an age of ego and greed, I believe that sailing tends to keep one right-sized. When it hits the fan, I’ll put my life in the hands of a real sailor every time.” “I don’t feel it’s necessary for crew on a motor yacht to know how to sail,” said the captain of a power yacht of 80-100 feet who knows how to sail. “While it adds greatly to their experience, they could get along without that knowledge.”
“Why do they teach yachties to tie figure-eight knot or a square knot (re they seldom, if ever, use?” said the en on a power yacht of 180-200 feet. “Sa know why and do. Why do Annapoli Midshipmen sail? The U.S. Navy has used sailboats in years. “Knowing how to sail makes any b handler more aware of wind, sea and current,” said the captain of a motorof 80-100 feet. “Absolute dependence engines and a thruster or two leads t venal, unnatural operators.” “Why would sailing help at runnin motor yacht?” said the captain of a p yacht of 80-100 feet who knows how “I actually think it may be a hindranc some cases.” “Sailing has everything to do with yachting,” said the first mate on a po yacht of 100-120 feet. “It’s wind, wate current, fetch, etc. If you lose power, is your vessel going to drift if there ar and shallows to your lee and 15kts on windward rail? Lots of yachties cann answer that question. Scary eh?” “The necessity to understand you environment and learn to work withi instead of just overpowering it with b
w to sail, do you
TRITON SURVEY: Sailing skills in yachting
Do you wish you worked on a sailing yacht?
March 2012 C11
Does the yacht carry a sailing dinghy? (Laser, Sunfish, etc.)
Do you think it’s important for crew on power boats to know how to sail?
ot really – 3.8% 67.2% Yes, every chance I get on my time off – 43.9%
Yes – 22.9% Yes – 38.8% No – 61.2%
No – 77.1%
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stern thrusters teaches most people how to handle yachts/vessels of any description much better, and more importantly in a much safer manner,” said the captain of a motor-sailor in excess of 200 feet. “In the end, the average crew member on a large sailing yacht has worked on a vessel that has all the same toys, provides all the same hotel and guest services, in half the space with twice the effort needed to maintain two completely separate forms of propulsion. I actively recruit ex-sailors as they are miles ahead of the best deckhands, stews, bosuns or mates off of motoryachts.” “It’s more important when working on power boats to know how to fix the engines than to sail,” said the first mate on a power yacht of 100-120 feet. “On larger vessels many of the crew, especially interior, concentrate their skills more on service and maintenance,” said the chief stew on a power yacht larger than 200 feet. “The concept that all crew should be knowledgable in regards to sailing and even tender driving is more related to smaller boats, where crew often work in all departments. While understanding
See SURVEY, page C12
10-19 years 20-29 years
‘It teaches crew basic seamanship skills’ A few more thoughts on why sailing experience is important for power boat crew: l
In knowing how to sail properly, a crew member is familiar with line handling, safety and survival at sea, and is usually more hands on with regard to engineering basics. He/she can read the weather and sea conditions and probably knows the basics of navigating. He/she is probably already comfortable with life in confined spaces with other crew members and knows that every item has its own place on a boat and how to secure properly for sea. l
Really helps for interaction on the water and in crowded harbors and areas. l
Sailing teaches you the basics of set and drift and how the wind will affect any boat on the water. It also teaches you the limitations that sailboats face when you encounter
them at sea. It’s not so much the ability to sail a boat, but the considerations involved in doing so that matter. l
It teaches crew basic seamanship skills. Also avoids crew looking at high-tech equipment instead of just looking out the window. l
Yes, because you never know when you will need the knowledge gained by working with wind and weather alone. Reading the sea surface is an extremely useful skill to have at one’s fingers. l
Sailing a small boat teaches acute awareness of the marine environment, wind, seas, current. If you can learn to handle a Laser in a blow, you will have gained invaluable seamanship skills. l
Wind, wind, wind. You can feel it, but do you get it? I was a relief captain on a 69m freighter/reefer ship and taught the officers how to
stop pitching and yawling simply by altering course to a more windfriendly one. It took a moment or two when I called the bridge to ‘alter course so the captain can sleep, please.’ The chief mate on watch asked, ‘Um, uh, which way captain?’ ‘Just so the slam banging stops. Either way is fine; you decide.’ He figured it out and it was like a giant lightbulb came on. He also figured out how much faster we were going and enjoyed learning our lay line and the term ready about. Now he teaches many crew how to ‘get the wind.’ After nine years as a chief, he is now a captain who is properly sailing aboard freighters. l
It is an excellent skill for young kids to learn, and therefore, a patient and knowledgeable crew member is a real asset. l
Going to weather is a skill one learns early on in sailboat operation.
See COMMENTS, page C13
C12 March 2012 TRITON SURVEY: Sailing skills in yachting
‘A large sailing yacht is more complicated’ SURVEY, from page C11 the principals behind sailing and tender driving can be useful, it is not a necessity for all crew.” Many of the respondents who answered “no” to this question acknowledged that while the skills one gains from sailing aren’t “important,” they can be helpful. “Properly trained yacht officers will have the complete skill set required to safely navigate in any situation,” said the captain of a sailing yacht of 140-160 feet. “While I don’t think it’s necessary, I do think that having a sailing background does offer additional advantages. Running a large sailing yacht requires all the skills required to run a similar power yacht but then requires the additional skills. Mechanically, a large sailing yacht is more complicated than a power yacht.” “It’s not important, but knowing how the wind can move a sailboat can help,” said the captain of a power yacht smaller than 80 feet who has been in the industry more than 15 years. “Plenty of seamanship applies, including what to expect from that 80foot sailboat crossing your bow,” said the captain of a power yacht 120-140 feet. “Sailing heals the soul. Time spent sailing is not deducted from one’s span of life.” A few respondents noted that the benefit came less from the actual sailing than the experience of having lived and worked on a small boat. Crew who sail “don’t get sea sick, they are used to small quarters, they are more tidy, they know how to handle lines and they have more sea sense,” said the captain of a motor-sailor of 100-120 feet. “The thing about sailing is the camaraderie and teamwork, which leads to a sense of accomplishment,” said the captain of a power yacht less than 80 feet. “Reaching a port after a storm, working together through thick and thin. Power boaters tend to not understand this, including nuevo owners and green crew with unjustly entitled attitudes.”
Experience affects perspective
We thought we might discover that the longer a respondent had been in yachting, the more they might think sailing skills would be important, but that only barely turned out to be true. As our respondents gained more tenure, their belief that sailing skills are pertinent grew from 58.5 percent (for those in the industry less than 10 years) to 64.4 percent (for those in 10-19 years) to 67.2 percent (for those in the industry more than 20 years). We also thought there might be a group of yacht crew who, once in the business – perhaps by the “tripped into it” route – would want to learn how to
sail as an adult. So we asked If you don’t know how to sail, do you want to learn? Our non-sailors were evenly split by yes and no. When we looked closer, it was interesting to discover that the group who wanted to learn had spent about half as much time in yachting. Our “no” group were yachting veterans of nearly 20 years, on average; those who wanted to learn had been in less than 10 years. “Learn to sail and you will learn to appreciate and respect mother ocean to a whole new regard,” said the first mate on a power yacht of 100-120 feet. Looking at the very fine slice of respondents who knew the basics, about 60 percent wanted to learn more; 40 percent did not. For those sailors out there, we were curious to learn Do you ever go sailing? The largest group (43.9 percent) said yes, every chance I get. “Sailing is just such a luxurious experience, not in terms of what you have on the gorgeous sailboats out there, but rather in the feeling of freedom and being able to harness the raw power of the universe,” said the chef of a power yacht of140-160 feet. “Some of my best memories ever are sailing in the Caribbean at night with the typical 15 knots of breeze, a full moon and myriad stars all around with no sound but the schwoosh, schwoosh, schwoosh of a perfectly trimmed yacht moving effortlessly through the water, leaving a trail of phosphorescence in her wake.” But almost as large was the group that said no, I work on a power boat and don’t make time to sail (35.4 percent). “On the power yacht, I was able to bring my sailboard, although I rarely got to use it,” said the captain of a yacht between 80-100 feet. “Just having it aboard seemed less confining.” Just 17 percent of our respondents work on a sailing yacht and so sailed as part of their jobs. And less than 4 percent noted that their sailing yacht job never took them sailing.
Fewer job opportunities
So then we were curious to learn would you rather work on a sailing yacht. Most, 61.2 percent, said no. “There was more opportunity to drive larger yachts in power,” a captain said. “How many sailing yachts are larger than my current command of 230 feet?” “I grew up sailing,” said the captain of a power yacht less than 80 feet. “Sailing is important. But would I rather work on a sailing yacht? No. It’s one passion that I haven’t tried to make money at and I want to keep it pure and as a retreat from the chaos this job can bring.” “I started as a sailing captain and made the switch to power to earn more money,” said the captain of a power yacht of 140-160 feet. “It was a hard transition as most power boat owners
don’t want to talk to sailors. That makes no sense as you need to be more skilled in general to run a large sailing yacht.” And it didn’t matter how long they had been in yachting. We thought maybe younger crew would want the chance to work on sailing yachts, but both the yes and no groups averaged about 19 years in the industry. Part of the issue here might be that a yacht’s collection of toys is mostly motorized nowadays, making it harder for crew to have access to simple little sailboats. So we asked Does the yacht carry a sailing dinghy? More than threequarters said theirs does not. “In my book every yacht should have some sort of sailing dingy or tender for guests,” said the captain of a power yacht of 140-160 feet. “Having a 36-foot classic aboard your 100m is perfect when you cannot get into port and you can quietly sail the anchorage. The more owners who get hooked on sailing, the better for the whole industry.” “I am ready to change out a PWC for a Laser,” said a captain in the industry more than 30 years. “It’s just a much better choice from a safety and environmental point of view.”
Sailing speaks to passion
When we asked our respondents to share their thoughts about sailing as it relates to yachting, we got an earful. “If you’ve worked on sailing yachts, this industry is a way of life and generally something you have wanted to do for a while,” said the captain of a sailing yacht of 80-100 feet. “Power crew seem to find the industry by accident and don’t really care much beyond the next check. Sailors look forward to going to sea; to power boaters, it just means another washdown.” “Nothing better in the world than taking off and not needing engines, just listening to the sound of the sea and the wind pushing you,” said a deckhand on a power yacht of 120-140 feet. “My last three bosses have been Russians and sailing isn’t a very big thing to them,” said the engineer on a power yacht of 180-200 feet. “If it doesn’t have a motor, they’re not interested. Jet ski: Da. Sea Bob: Da. Sailboat: Nyet.” “Sailing, like golf, is mainly a mental test,” said the captain of a power yacht less than 80 feet who has the skill to sail around the world. “It is beneficial both mentally and physically and can be enjoyed for your entire lifetime.” Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at lucy@the-triton. com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.
TRITON SURVEY: Sailing skills in yachting
March 2012 C13
‘Savvy captains prefer to hire crew who have a background in sailing’ COMMENTS, from page C11 Motor yachts have a considerable amount of sail area. I have learned how to use it to an advantage. The best line handling, aside from commercial fishing and tug boats, is learned sailing. l
Savvy captains prefer to hire crew who have a background in sailing. It is not so much the skills of sailing that are sought after, but the experience that sailing crew have gained by working as a team. This translates effectively into being a much more courteous person in general toward other crew and this demeanour also displays itself in how these crew treat guests. Unfortunately, most captains do not know how to recognize these core traits that make excellent crew and thus hire for other, superficial reasons which do not contribute to a team environment. l
The mind set of sailors and power boaters are world apart, one might use the metaphor between hiking in the woods and driving an ATV; to understand the sea environment, one must enter into that world, not ride upon it. l
It’s the basics of our industry. Two hundred years ago, everything was sail. With a basic knowledge of sailing, you could guide a motor vessel (to some degree) with the engines off. l
The ocean is a powerful mistress. If you’re on the Titanic, you can usually get away with bashing your way across an ocean, but for anything smaller, passage making is all about working with the ocean. The more you know about working with the ocean, the safer you (and your passengers and crew) will be. l
Actual sailing is like being part of a wonderful symphony using natural forces -- the wind and the water -- to move along. It’s pretty powerful stuff and not at all the same as “sailing” on a motor yacht. l
Crew who grew up sailing are more useful as they are more in tune with the wind and what it can do. Tender launching and tender drivers gain skills more quickly from thier sailing experience. How to approach a yacht downwind or upwind can make them safer and smarter operators with owners and guests aboard. l
Once you have been offshore in a sailing yacht, deliveries on a power boat suddenly look straight forward. You would have to be very closed minded to not see the benefits of knowing how to sail. l
The water can be a very dangerous place. It is critical that crew members
have a strong awareness of this, regardless of position on board. Experience on the water is the only way to get this. The closer to it, the better. Starting in dinghies and capsizing in force 6 and trying to right the boat in cold water is a great insight into the water. l
As a former sail training chief officer, it is fundamental to get your seamanship knowledge. This is only obtained on sailing vessels. No wonder most merchant navies of the world insist that merchant mariners do time on square riggers. l
It’s important to know some basics about sailboats, even if just to answer guests’ questions. You don’t want to look stupid if guests or their children ask you a simple question and you don’t know a ketch from a sloop. It also opens up more job opportunities if you are familiar with sailboats, even for a chef or stew. l
I always look for good crew with that “boat sense” usually found with experienced sailors. I have found a few. I wish there were more. Sailing was the basis of our profession and as such should be a required skill to go beyond junior deckhand. In fact, learn to paddle a canoe, row a boat, sail a dingy. Capsize and right all three. This is not difficult. Once you can do this, only then do you advance to power. l
It is important when navigating through traffic to be able to see the sailing yachts that may cross you and anticipate what they will do. If you have no idea what the sailing yacht’s limitations are how in the world can you make an informed decision as to a safe crossing? l
Why would any serious mariner want to limit themselves to just one avenue of possible employment options? There is an old-fashioned and out-of-date rumor that sailing yachts do not pay as well as motoryachts. That died a slow death back in the 1980s and ’90s when professional sailors were sought after and paid well. It has only gotten better with each season and the increased production of all those sailing yachts. l
Sailboats are often small and cramped. To enjoy sailing as a teenager ought to instill some tolerance and standards of common living. l
Even if you never intend to sail, it sure helps to have a thorough understanding of the capabilities and limitations of sailing vessels. l
It helps enormously, but many
excellent crew have never sailed. A few more thoughts on why sailing experience is not so important for power boat crew: l
You can’t sail a 180-foot power boat, but it does help to know the basics in order to understand some of the idiotic moves made by sailboats in confined conditions. l
I have worked on more than 80 yachts in a freelance capacity in 15 years, both sail and power. It is absolutely not important to know how to sail if you work on a power boat. l
It’s two different beasts. It’s knowing the Rules of the Road, the weather, the sea and common sense that really count. l
With modern electronics it has become unnecessary. l
Why learn something you don’t use? l
The basics of seamanship will always be the same, course will always have to be adjusted to accommodate sea direction, set, and drift, just like sailing. But all of that rigging knowledge is a waste of time for yachting. Just think
how much polishing the would-be crew member could do with all that time. l
Does a fixed wing pilot need to know how to fly a helicopter or a glider pilot need to know how to fly a jet? l
The only reason for the skill on a power yacht would be if the yacht carries some small sailboats (i.e. Lasers or similar) and you need a crew member who can instruct, sail, maintain, etc. Otherwise there is no need for the skills. l
Yachting is getting more and more specialized all the time and sailing is a very small part of the whole picture. It can give you an almost natural instinct of the sea but you have to spend many years at it when you are young. A lot of people learn only the motor side of things and if this is the area they work in there is nothing wrong with this. l
The relaxed attitude does not fit well in motor yachts. Although there are some fine sailboats that are well maintained, there are many more that are not. The only navigation skills that are different are figuring out the best angle of the wind and course to take for it. We go from A to B without visiting C,D, E and friggin F.
C14 March 2012 FITNESS: Keep It Up
Leftover line is a great training tool to build muscle, endurance Have you ever thought about using some extra line that may be hanging around the boat for something other than its intended purpose? The line actually makes a great training apparatus to increase muscular strength and endurance, as well as improve cardiovascular endurance. It is most ideal Keep It Up to have between Beth Greenwald 40-50 feet of line at least 1.5-2 inches thick in diameter. Keep in mind these are just the recommended dimensions, not the required dimensions, use what is available to you. Ensure that your designated workout area has a post,
pole or rail, something that you can use as your anchor point and wrap the line around to get to equal lengths on each side. Now you are ready… hold on tight. Begin the workout by facing your anchor point. Try to complete 15-30 seconds of each of the given exercises. Keep the intensity of the exercise up by moving the line as fast as you can. Sounds easy right? Take a 30 -60 second rest in between exercises… trust me…. you will need it. Complete the set 2-3 times. Alternating Waves Hold one end of the line in each hand. Alternate lifting and lowering the right and left arms, to make continuous waves in the line. Alternating circles Hold onto an
end of the line in each hand. Alternate moving the arms in outward circular motions. Your right arm will be moving
in a clockwise direction, the left arm in a counterclockwise direction. Double waves Create waves in the line using the right and left arms simultaneously. Double circles Move both arms simultaneously in the outward circular motion. Two hand lift and slam Hold both ends of the line in both hands and give yourself some additional slack by taking 1-2 steps forward, closer to the anchor point. Begin with the line on the right side of your body. Lift both arms up, over the head and slam the line down on the left hand side of the body. As soon as the line hits the ground lift and slam it on the other side. Keep repeating the motion as quickly as possible.
Snakes Hold onto an end of the line in each hand. With your arms down, in front of the body, simultaneously shake them outward and inward to create a snakelike movement in the line. 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 firstname.lastname@example.org. Comments on this column are welcome at email@example.com.
PERSONAL FINANCE: Yachting Capital
It’s hard to anticipate changes, but make a contingency plan This time of year I have been talking both work, have separate checking to a lot more clients and potential accounts and credit cards in only their new clients. Recently I was thinking names. In the case of a separation, each about the different circumstances party is solely responsible for their and different accounts. hands people With any joint accounts, obviously have been dealt both parties are responsible. If one of in their lives. the partners defaults or runs up a debt As a financial and refuses to make good on it, this adviser, you see harms both parties. The reality is that how much these no matter who made the debt, lenders circumstances will go after both parties for the whole involve and affect amount. their finances. What I have seen work well is to Yachting Capital An effective determine who is responsible for Mark A. Cline adviser must also expenses and who will most likely earn be somewhat of more income. Also, come up with a a counselor to help organize finances. balanced approach of who contributes For me, this has developed over time. how much toward the joint household. You cannot ignore your personal, If it is easier, create a joint account to family and business life experiences take care of joint expenses and both when helping others. Years of these contribute each month. This approach experiences gives you a pretty good will leave both with individual accounts idea what works and what does not to spend how they choose. work. In the case of Sharing these joint investments, An effective adviser experiences with make sure you clients adds understand the must also be somewhat another dimension different types of of a counselor to help to the quality of accounts you can organize finances. the outcome of establish. There is their financial Joint with Right planning. of Survivorship Some of these (JWROS), circumstances result from divorces, meaning that both hold the investment death, children and more. Let’s cover a together. If one dies, then the survivor common situation discussed by clients automatically becomes sole owner of just starting to get serious about their the investment. investments and finances. Joint Tenants in Common (JTIC) In the case of marriage, there are means that both parties hold the some things you should think about, investment together equally or as a discuss, and do before you walk down designated proportion of 50/50 or the aisle. My parents are on their first 60/40, etc. If one of the investors dies and only marriage, married since high the joint investor is only entitled to school. They deal with their finances their designated portion. The other the old-fashioned way. Everything is investor’s shares go directly to the held in a joint account and usually one beneficiary or their estate. Make sure person takes care of all the finances, this is your intention. This is common but they discuss and agree on all major for second marriages, especially ones decisions. that have children from previous With divorce now ending more than marriages. 50 percent of all marriages, potential This would be a good time to sit distribution should be discussed down with someone and map out your before marriage. Unfortunately, any short- and long-term financial plans. partnership can result in a nasty fight. Talk to several people and ask a lot of The more money involved, the nastier I questions. You don’t have to divulge all have seen the fight. Unless you discuss your specifics up front until you feel this on the way into a relationship comfortable with the adviser. -- including a business partnership Information in this column is not -- it can lead to disaster. This is called intended to be specific advice for planning an exit strategy. anyone. You should use the information We all go into any relationship or to help you work with a professional partnership with the intention that it regarding your specific financial will last forever. While some do make objectives. it happen forever, it does take two working together to make it happen. Capt. Mark A. Cline is a chartered This is a topic that should be discussed senior financial planner. Contact him in the beginning; what if? How will at +1 954-764-2929 or through www. you separate everything or divide clinefinancial.net. Comments on this everything equally? column are welcome at editorial@ Many couples, especially ones where the-triton.com.
March 2012 C15
C16 March 2012 BUSINESS CARD ADVERTISERS
ADVERTISER DIRECTORY Company
Alexseal Yacht Coatings A18 Aluminum Distributing B14 Antibes Yachtwear B9 Argonautica Custom Yacht Interiors C6 ARW Maritime C9 Atlass Insurance B8 Beer’s Group A16 Bellingham Marine (Port Denarau Marina) B2 Bohicket Marina and Market A12 Bradford Marine A3 Brownie’s Yacht Diver A17 Business card advertisers C16-19 The Business Point C14 C&N Yacht Refinishing A2 Cable Marine B7 Cerion Energy B3 Coastline Marine A11 Crew Insurance Services B15 Dennis Conner’s North Cove Marina A6 Diamond Diesel Fuel Polishing C7
Divers Discount C8 Dockwise Yacht Transport A15, C4 FenderHooks A10 Fibrenew Leather Repairs B9 Global Yacht Fuel A10 Gran Peninsula Yacht Center C6 HTH Worldwide (Geo Blue) B6 International Registries (Marshall Islands) C11 Irwin Law Firm B4 ISS GMT Global Marine Travel A5 JC’s Carpet Cleaning A11 Lauderdale Diver A8 Lauderdale Propeller A15 Lifeline Inflatables C9 LXR Luxury Marinas A9 Mail Boxes Etc. (Now the UPS Store) C15 Marine VSAT B9 Marina Bay Resort B15 Marine Industry Cares Foundation C14 Maritime Professional Training C20
Matthew’s Marine A/C MHG Insurance Brokers National Marine Suppliers Neptune Group Newsworthy Café Northeast Maritime Institute Overtemp Marine Palladium Technologies Patton Marine Peterson Fuel Delivery Pioneer Linens Professional Marine Duct Cleaning Professional Tank Cleaning & Sandblasting ProStock Marine Quiksigns Renaissance Marina River Supply River Services Royale Palm Yacht Basin Rossmare International Bunkering Sailorman
B13 B16 A7 B13 B11 C2 B4 C10 C5 B13 C12 C8 A12 A4 C15 B11 B4 A16 B13 A2
Seafarer Marine Seahorse Marine Training Sea School Slackers Bar & Grill Smart Move Accomodations Spot Zero Reverse Osmosis SunPro Marine Sunrise Harbor TESS Electrical Thomas Marine Systems TowBoatU.S Trac Ecological Marine Products Tradewinds Radio Turtle Cove Marina West Marine Megayacht Supply Westrec Marinas Yacht Decor Yacht Entertainment Systems Yacht Equipment & Parts
A8 A10 B4 C7 B5 B11 B12 A13 C3 A10 B5 B14 C13 B12 B10 A14 A12 B15 A20
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