Two yacht captains, a long-time mate die.
A16 Pura Vida
Stew gives English, gets much more in return. B10
Should yachts do like airplanes? A18 Vol.7, No.6
HAZWOPER, HAZ what?
An unspoken topic: death on board
TRAGEDY IN THE MED
The serious training with the funny name By Dorie Cox Whether working their way up to a bigger yacht or upgrading their license, many yacht crew are eager for the next thing. Since the April 20 BP Deepwater Horizon disaster, the opportunity to do something new – or simply to do something in this recession – has prompted several yacht captains and crew to join the troops combatting oil in the Gulf of Mexico. To be in the thick of things, though, they needed a new kind of training not required in the yachting industry, certification in hazardous waste operations and emergency response standard training, known as HAZWOPER. “It’s beneficial and I got a lot out of it, but it’s not like I’m going to encounter those scenarios tomorrow,” Capt. Menkin Nelson said of her recent HAZWOPER course in Ft. Lauderdale. “Everyone in the class, barring one guy who was a land-based engineer, was intending to go to the Gulf.” The HAZWOPER course teaches participants how to analyze a
See HAZWOPER, page A8
Roberto Hernandez of Safety Guys gets suited up during HAZWOPER training in Ft. Lauderdale this PHOTO/DORIE COX summer.
The sling in use on a PWC. It is unclear if this was the PWC that fell. The crew in this photo were not identified in the Cayman Islands’ notice. PHOTOS FROM CAYMAN ISLANDS SHIPPING REGISTRY
Deckhand dies after fall when lifting sling fails By Lucy Chabot Reed A deckhand on a 175-foot yacht died in July when he fell about 6 feet onto a personal watercraft that was being launched. The Cayman Islands Shipping Registry issued a notice, which did not name the megayacht or the deckhand, about the accident. According to the notice, the yacht was at anchor in the South of France and the crew was launching the PWC. When it reached deck height, “a deckhand boarded the craft to ride with it to the water, in order to release the lifting slings and bring the PWC round to the stern of the yacht.” Once aboard, the deckhand held onto the crane’s cable and lowering resumed. Almost immediately, according to the notice, the inboard lifting slings failed and the PWC fell into the water. The deckhand could not hold onto the cable and also fell, hitting the PWC face down and sustaining serious chest injuries. He was taken to a local hospital but
Thousands of yacht crew span oceans around the globe, but the deaths of a few reverberate like a boulder tossed into a small pond. Be it murder, suicide or accident, any death in yachting gets captains and crew thinking about how they are affected. “Death is From the Bridge something that’s Dorie Cox not usually talked about,” a captain said at this month’s Triton From the Bridge luncheon as we discussed how captains handle a death on the job. “The commercial industry has guidelines on what to do, but we have none,” another captain said. “We have procedures for everything else -- mayday, pan-pan -- but there is no format to follow for this.” “The industry is really light on this subject,” said a third. “There should be standard protocol.” 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 A16. When someone dies in a television drama, the authorities arrive, process
See BRIDGE, page A14
TRITON SURVEY The failed cables. died. The notice indicated that the steel lifting slings were found to be corroded near the crimped eye connection to the spreader beam. Officials from the Cayman Islands would not talk further about the incident. To read the Cayman Islands’ full notice, read this story on our Web site (www.the-triton.com/ node/8788). A 2006 Triton article about preventing this sort of accident is reprinted on page A6.
Do you have a negative impression of yacht crew who have lots of short-term jobs on their resumes? Yes, candidate obviously can’t keep a job – 11.8% Yes, unless resume lists preference for freelance – 38.8%
No, short or seasonal; jobs are common – 49.4% – Story, C1
A September 2010 WHATâ€™S INSIDE
Cool shades: $100. Super smiles: Free. Catching up with PHOTO/CAPT. TOM SERIO friends: Priceless. See pages C2-3.
Advertiser directory Boats / Brokers Business Briefs Calendar of events Columns: Fitness In the Galley Latitude Adjustment Nutrition Personal Finance Onboard Emergencies Photography Rules of the Road
C16 A13 A10 B14 C14 C1 A3 C8 C15 B2 B12 B1
Stew Cues Crew News Fuel prices Marinas / Shipyards Networking Q and A Networking photos News Photo Gallery Puzzles Technology briefs Triton spotter Triton survey Write to Be Heard
C5 A1,16,B1 B5 B8-9 C4 C2-3 A4,B5 A12 C16 B4 B15 C1 A18-19
Bugs, weddings, babies: is yachting cool or what? We start with an interesting report from our Midwest travelers Tedd and Mary Ellen Greenwald aboard M/Y Go Fourth: “Rumor has it that there are a few bugs up in the Great Lakes. That’s not exactly true; there are a few million.” The little critters are Mayflys and Latitude they cover Adjustment every square Lucy Chabot Reed nanometer of deck and boat, Capt. Greenwald said from the Grosse Pointe Club in Michigan. They crawl under the cushions and into every nook
them on our decks,” he said. After seven years aboard M/Y Commercial Break, Capt. Jerry Samuelson left the yacht this summer to join M/Y Betty, the 125-foot Royal Denship. Just his second job in 20 years, Commercial Break sold last year, but Samuelson stayed on with the new owner for about seven months. “It was just time for a change,” he said. “My back ground is long-term, family captain.” Capt. Sherry Burger has been babysitting a 187-foot wooden pirate ship called the Pearl. She was scheduled to get the boat on a transport ship for the Caribbean where some investors plan to turn her into a restaurant in St. Vincent. Capt. Hope Fiene has been working on the 12-passenger ship Sea Wolf in Glacier Bay National Park this summer. “We travel with guests on six days of kayaking and hiking, looking for bears, whales, goats, local birds, flora and fauna and many more sights,” she wrote. “I can’t stress the value added to yachts traveling in this area to find a local naturalist to come on board who will make sure you get the full value of your visit here.”
‘You just wade through them, squish, squish,’ Capt. Greenwald wrote in.’ PHOTOS/CAPT. TEDD GREENWALD
and cranny on the boat. I go around with a dust buster and suck them up then release them off the boat. Hexagenia are born with out a digestive system, he said, so they are born, they mate and they die. In the evening, they dance rhythmically in tall vertical columns. “They don’t bite but are just a nuisance in the world we share with
With only one day off for their wedding, Chef Tracey Mills and Capt. David Gunn were married on Grand Cayman on March 13, but then it was back to work. Friends gathered on Spott’s Beach for a “thongs and sarongs” theme reception. “All of the crew, our owners and our parrot, Indigo, were there,” Capt. Gunn said. In addition to friends in the industry who flew in for the occasion, a number of friends on island from when David lived there in the late 90s attended. The couple said it was a casual day with a whole roasted pig, turtle stew and oxtail for the dinner served on the beach. Their previous boat, M/Y Pastime, has sold, so both are now in the market for a new boat. Capt. Shawn Bragg and his wife, Chanda, welcomed their first child into the world on July 27, Louis Martin Bragg, 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.
September 2010 A
A September 2010 NEWS BRIEFS
Non-EU-flagged yachts OK to charter in the EU Non-EU yachts can charter in EU
specialist for the marine resources section of Natural Resources Planning and Management Division of Broward County. There are 13 steps to changing a manatee rule and the group is near halfway through at the draft proposal stage. The process can take more than a year. Two final hearings were scheduled for Aug. 23 and Aug. 27. – Dorie Cox
Italy’s Supreme Court of Cassation ruled in late July that the arrest in February of a non-EU flagged yacht over alleged customs regulation violations was unlawful, according to a statement by Moore Stephens Consulting Limited. The yacht, flying a Cayman flag, had been arrested in Livorno. Moore Stephens released a statement at the time noting that any ICW bridge schedules closings arrest of a yacht in the EU on the sole Palm Beach’s Parker Bridge (U.S. 1) pretext that it was flying a non-EU over the Intacoastal Waterway is flag would have no basis in EU VAT or on scheduled half-hour, single-leaf customs law. operations until repairs are completed, The court’s ruling stated that the which is expected by Oct. 31. flag of a yacht chartering in Italy has The bridge is in no relevance to its northern Palm Beach operation and that it is Palm Beach’s and is the first (when perfectly possible for a bridge over the traveling north) when non-EU flagged vessel the ICW veers inland to legitimately operate ICW is on half1013.7). a charter business in hour, single-leaf (mile A double-leaf opening European waters. operations until requires a four-hour The key stipulation notice to the bridge is that the owning Oct. 31. tender, according to an company must have a advisory by the Marine business establishment Industries Association of South Florida. in the EU and must account for tax Vertical clearance on the down on the yacht and its transactions in span has been reduced by 2 feet due to accordance with the VAT rules, the scaffolding for the painting operations. statement said. For more information, visit www. moorestephensyachts.com NOAA hurricane update: the same The Atlantic Basin remains on track for an active hurricane season, Earthquake rattles Italian beach according to an update from the An earthquake hit the islands off United States’ National Oceanic and Sicily on the afternoon of Aug. 16, Atmospheric Administration’s Climate according to Italian government and Prediction Center, a division of the news reports. National Weather Service. On Lipari, the quake, which Also, La Niña has formed in the measured 4.5 on the Richter scale, sent tropical Pacific. This favors lower wind rocks tumbling onto a beach popular shear over the Atlantic Basin, allowing with tourists. Injuries were reported. storm clouds to grow and organize. Other climate factors pointing to an Manatee speed zones discussed active hurricane season are warmerOfficials have been holding public than-average water in the tropical hearings in South Florida to determine Atlantic and Caribbean, and the if changes should be made to manateetropical multi-decadal signal, which inspired boat speeds along the since 1995 has brought favorable ocean Intracoastal Waterway. and atmospheric conditions in unison, At a hearing in mid-August, leading to more active seasons. residents and marine industry Across the entire Atlantic Basin for representatives asked questions the whole season – June 1 to Nov. 30 and voiced their opinions about the – NOAA’s updated outlook projects, speed zones, designed to protect the with a 70 percent probability, a total of slow-moving mammals that thrive in (including Alex, Bonnie and Colin): Florida’s warm waters. 14-20 named storms (top winds of Several of the proposed changes 39 mph or higher), including: would open areas previously closed to 8-12 hurricanes (top winds of 74 boaters. mph or higher), of which: To see a draft of all the proposed 4-6 could be major hurricanes (top changes, visit www.broward.org/ winds of at least 111 mph). Manatees and click on Local Rule The upper bounds of the ranges have Review Committee on the left side. been lowered from the initial outlook in “It’s been maybe 17 years since late May, which reflected the possibility we’ve looked at the manatee zones,” of more early-season activity. said Dr. Pat Quinn, natural resource
A September 2010 FROM THE FRONT: Failed lifting sling
How is your davit? Inspect its wire rope to see This article was first printed in 2006. By Rick Thomas Snap. Ping. Pop. We’ve all heard these disconcerting sounds at one time or another while using the davit. But when should we be alarmed by the noise a working wire-rope makes? The simple answer is “always.” The wire rope component of the davit system is the weakest link. Properly sized, the wire rope should
provide plenty of safety margin for the hoisting performance designed into the davit system. A minimum factor of safety should be at least 4:1, and 5:1 or better on a classed piece of equipment. But this issue of safety factor is only really relevant at the time a replacement wire is being sourced. During the life of the davit, the wirerope should be considered a wearreplacement item requiring constant inspection and periodic replacement. Each snap, ping and pop is effectively
reducing the cable’s factor of safety. The wire rope is, in itself, a working machine. Its ultimate strength is derived by the individual wires working together in twisted strands that make up the cable. A 6-by-36 wire rope is actually 216 individual wires working together in six bundles of 36 wires. As the wire turns around the winch-drum or rides over the davit’s sheave (pulley), the wires are being pulled, stretched and, depending on the design of the winch, often flattened. Over time, this
action deteriorates the wire-rope. The snaps, pings and pops you hear are individual pieces of wire breaking. Each wire-break begins to lessen the working strength of the wire-rope and will, over time, lead to ultimate failure. Perhaps the most insidious culprit in wire-rope failure is within the compression fitting that terminates the wire-rope cable assembly. This compression fitting, often called a Nico-press fitting, is rarely inspected or considered when evaluating davit health. Yet it is the most essential component of the assembly’s integrity. Often, the compression fitting is found inset into the stainless steel or brass cable-weight, a common practice of most yacht-davit manufacturers. And often, the fitting will be covered with a section of heat-shrink tubing to protect the davit’s operators from being stuck with a sharp cable-end that can protrude from the compression fitting. Unfortunately, all of these efforts to protect the user from this swaged fitting also act to conceal this fitting from easy view. Thus, it is rare that the fitting is ever inspected. Over time, water will follow the cable into this fitting and begin to corrode the wire from within the compression fitting. Careful inspection will allow you to see the corrosion before it results in cable failure. Too often, though, it is a forensic inspection – made in an attempt to determine why the cable failed and dropped the tender – that shows that the cable corroded within the Nicopress fitting. I am often asked how frequently the cable should be inspected and replaced on a davit system. There isn’t a single response that is suitable for all davit systems. If the davit is of an older design still using a drum-type winch system, I would recommend annual replacement. The flattening of the cable and the tight turns around the winch drum dramatically shortens the lifespan of the wire rope. If you have a davit that is fit with a hydraulic linear winch system, you will enjoy a much longer cable life, as much as two to three years. The reason for the longer service life is that the wire rope never lays on itself, is always supported by the machined groove of the sheave with a proper D:d ratio, and is always left in a tension condition. If you are working with a davit that is built to class, Lloyd’s will likely want to see annual replacement, and proper records of both maintenance and cable replacement must be kept. Frequent cable replacement is simply a very inexpensive insurance policy, ultimately preventing a very expensive and dangerous cable failure. Rick Thomas is vice president of Tampa Bay-based Nautical Structures.
A September 2010 FROM THE FRONT: HAZWOPER training
Even something mundane like teak cleaner has a high chemical content HAZWOPER, from page A1 hazardous waste problem, plan a response, implement a plan, and evaluate progress, Adams said about his class. Students can get up to 40 hours of classroom and handson training in emergency response and post- emergency response certifications. A crew on a vessel leaking hazardous materials is in the emergency response level. After the leak has stopped, the description changes to post-emergency response and the training can vary substantially. Capt. Rob High left a career on megayachts two years ago to work on commercial vessels in the Gulf. He has had an eight-hour HAZWOPER awareness training course. “It is helpful, but the course is mainly for liability coverage, whether you are a beach cleaner or work directly with oil,” Capt. High said. “I knew most of the information, but it reaffirms and lets you practice. It makes you look up materials in the MSDS [material safety data sheets] and makes you more aware.” The training with the funny name is useful for everyone, even yacht crew, because hazardous materials are carried onto every boat, said Jeff Adams, an instructor and the safety training coordinator with Maritime Professional Training in Ft. Lauderdale. Chefs, stews, deckhands, mates, engineer and captains work with chemicals every day. “Teak cleaners have acid, disinfectants have bleach and cleaning products have ammonia,” Adams said. “And all these things could mix up with one wave.” “I brought teak cleaner into class when we did pH testing,” Capt. Nelson said. “I think the instructor was shocked by the acid levels. Lots of crew
Roberto Hernandez and Pastor Flores, both of Safety Guys, “handle” hazardous materials during the HAZWOPER training in Ft. Lauderdale this PHOTO/DORIE COX summer. are using this stuff barefoot, they’re breathing it and putting their hands in it.” The oil spill in the Gulf has gotten crew talking about the training, and just who must have it. The main criteria that determines if crew need HAZWOPER is if they might be dealing with emergency spills or just “incidental releases.” An incidental release is just that, an incident where hazardous material might be released into the environment. An example would be when diesel spills into the water at the fuel dock. Because this sort of spill is usually stopped immediately, it does not have the potential to become an emergency within a short period of time, therefore the protocols of HAZWOPER training – analyze, plan, respond and evaluate – do not need to be implemented. On the other hand, crew on commercial vessels working directly
with hazardous materials such as vessels involved in the spill and cleanup in the Gulf would most likely need the training before they can work aboard. Most of the rules about who needs the training fall under title 29 of the Code of Federal Regulations (CFR), chapter 1910.120, said Raymond Nel, vice president of Safety Guys, a company that provides safety conditions for companies, primarily scaffolding for construction sites. It offers the HAZWOPER training in Ft. Lauderdale. The proximity of chemicals and the fumes they expel in confined spaces on ships and yachts means anyone could benefit from the training. “Take the case of the three guys that died in Port Everglades when exposed to argon gas in the confined space of the ship,” Nel said, referring to the May 2008 accident. One man collapsed after being overcome, and two others died
trying to get him to safety. “Chemical awareness is vital.” Some crew, however, question if the training is necessary, and even if it is, whether authorities or employers are really verifying crew have it. One captain who served relief for several weeks this summer in Macondo Prospect, Mississippi Canyon Block 252 (MC252) -- commonly referred to as ground zero of the BP explosion -didn’t have the training before taking his job in the wheelhouse. “I assumed the people on deck had the training, but I didn’t have it,” said this captain, who asked to remain anonymous because he had not yet been paid for the relief work. Capt. Karen Anderson, who runs the tugboat Summer Star as a support ship for decontamination barges along the Gulf coast, said the company she works for does not require HAZWOPER training for crew along the coast, 100 miles from the actual spill. Still, crew who have taken the training said it was helpful, not only in helping set their resume apart but also in boosting their own personal safety knowledge. The training is available at maritime academies, some maritime schools, through safetyoriented businesses such as Safety Guys, and even online. The online versions do not offer the hands-on component recommended by the U.S.’s Occupational Safety and Health Administration (OSHA). “I know guys on yachts not wearing gloves and using hydrochloric acid and benzene,” Capt. High said by phone from the Gulf. “People should know this stuff.” Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at firstname.lastname@example.org.
A10 September 2010 BUSINESS BRIEFS
Alexseal moves; manufacturer goes retail; PYA hosts event Alexseal in U.S. moves to S.C.
Alexseal Yacht Coatings, the paint system manufactured by Germanbased Mankiewicz Gebr. & Co., has moved its U.S. operations from St. Louis, Mo., to Charleston, S.C. Mankiewicz has renovated a 24,000square-foot building to include a stateof-the-art lab for product development, a spray booth, wire-guided forklifts, and enough surrounding land to more than double production when needed. Mankiewicz will use the new location to also serve the U.S. aviation, automotive, medical and industrial markets. The new facility is at 415 Jessen Lane, Charleston, SC 29492. New phone is +1 843-654-7755. For more information, visit www. alexseal.com.
Lighting manufacturer goes retail
Lighting manufacturer Designer Lighting Solutions has opened a retail showroom off 17th Street in Ft. Lauderdale to showcase its product line, which includes interior and exterior courtesy, emergency, overhead and reading lighting; deck, dock and landscape lighting; underwater lighting for yachts, ponds and fountains; and the latest options in LED, halogen and metal halide. Find the showroom at 1635 Miami Road, Suite 8, or online at designerlightingsolutions.com.
PYA to host event in Monaco
The fourth annual Meeting of the Associations between the International Superyacht Society (ISS) and the Professional Yachtsmen’s Association (PYA) will take place Sept. 22, the opening day of the Monaco Yacht Show, at the Yacht Club de Monaco at 5 p.m. “A few years ago, you might have got by without needing to attend mixers but now forging meaningful businessto-business relationships is perhaps the jewel in the marketing crown,” said Andrew Schofield, PYA’s president. The PYA has also added two new corporate members that offer discounts to its members. Heli Air Monaco runs helicopters between Nice and Monaco every 15 minutes and is licensed to land directly on yacht heli decks. The seven-minute flights normally cost 120 euros; PYA members get them for 70 euros. Yacht consultants Regs4yachts offers PYA members a 25 percent discount on Web-based access to its standard digital maritime regulations service. The service is a database of the regulatory information that applies to the yachts of the Red Ensign, Malta, or Marshall Islands flags. For more info, visit www.pya.org.
Yacht Chandlers adds two vets
Ed Brillinger and Scott Dodgin from Marine Industry Supply have joined the sales team with Yacht Chandlers, a provisioner in Ft. Lauderdale. Brillinger owned MIS and Dodgin was an outside sales person.
Grateful Palate adds events
More changes are happening at the Grateful Palate in Ft. Lauderdale. In addition to a new manager – Adam Irvine came on last August while the restaurant was in renovation – the restaurant and yacht provisioner has added specialty events to attract more local customers. Frequently recurring events include Pinot and Picasso, an afternoon of painting and wine tasting, and Pooches and Pinot, where dogs are boarded next door while the humans sample wine. Since Irvine joined the company, the restaurant installed a cruvinet wine system to keep wines by the glass fresher longer. It also has hired an inhouse sommelier, Grace Abell. The Grateful Palate still offers its provisioning service, and Executive Chef David Learmonth, a former yacht chef, is still director of yacht provisioning. Although the in-store selection of unique and international items is gone, the company still offers those items to its yacht clients. For more information visit www. thegratefulpalate.net. – Cook/Stew Sara Ventiera
TowBoatUS Lauderdale hires
John W. Smith has joined TowBoatUS Fort Lauderdale’s sales and marketing team focusing on business development. He fills the post most recently filled by Brad Cunningham who left to rejoin ProDive, the recreational dive company in Ft. Lauderdale. Smith brings more than 15 years of maritime sales and marketing experience, most recently as advertising sales manager with Maritime Reporter and with Marine News and Marine Technology Reporter. Smith served in the U.S. Coast Guard as a law enforcement officer in the 1980s.
TowBoatUS in N.C. has new owner Capt. Lee Sykes has recently purchased TowBoatUS Beaufort, N.C., from Capt. Rod Hoell. A captain with the company for four years, Sykes is a native of North Carolina and a former charter fishing business owner. TowBoatUS Beaufort is based in Knasty Harbor behind Pivars Island and adjacent to the Beaufort drawbridge. The business has five response vessels.
HTH Worldwide lIGY Marinas Maritime Professional Training lMHG Marine Benefits lProStock Marine lTowBoatU.S. lYacht Day Workers lYacht Entertainment Systems
A12 September 2010 PHOTO GALLERY
Relentless in our pursuit to catch this crew, Mate Laird Riddell and Bosun Clint Bolton kept working while posing onboard M/Y Relentless, a 147-foot Trinity. Back from the Turks and Caicos, the yacht will have some PHOTO/TOM SERIO yard time before heading for the Bahamas.
First Officer Josh Kay and dayworker Thomas Layard of M/Y Triumphant Lady put their best photo face on despite withering heat. The 155-foot Sterling yacht just came out of a three-year refit. Sheâ€™ll be local to Ft. Lauderdale this summer, then off to the Caribbean. PHOTO/ CAPT. TOM SERIO
S/F Flamingo Daze is a spanking new 92-foot Sea Force IX, kept clean by Mate Richard Hurtz. Look for this striking blue hull in the Bahamas soon, then around Costa Rica. PHOTO/CAPT. TOM SERIO
Eng. David Lenit is successful with the new wiring harness for the main engines aboard M/Y At Last in the PHOTO/CAPT. HERB MAGNEY Bahamas this summer. At least thatâ€™s what the captain says.
Stepping away from their chores for a moment, Capt. Carlos Castella Cane and Chef Trish Fozman gave smiles for our shutterbug on M/Y Carpe Diem. Fresh from a fourmonth paint job at Marina Mile Yacht Center, look for this 100-foot Broward around South Florida and PHOTO/ CAPT. TOM SERIO the Bahamas.
It was no picnic for Deck/Stew Robyn Mackay as she sanded Capt. Gunnar Watson got the better deal on this day as we found him the swim platform on the 131working inside while Eng. Buzz Midgett, right, toiled in the heat. Watson foot Heesen M/Y Brazil. The yacht runs the 120-foot Heesen M/Y Sun Ark. After yard time at Derecktor Florida is getting ready for the boat show. refurbishing the bottom and engines, they will head to the Caribbean. Hold onto that umbrella, Robyn. PHOTO/ CAPT. TOM SERIO PHOTO/CAPT. TOM SERIO
BOATS / BROKERS
September 2010 A13
Derecktor launches M/Y Cakewalk; brokers keep selling Derecktor Shipyards has launched the 281-foot (85.6m) M/Y Cakewalk, the largest yacht (by volume) ever built in the United States. The six-deck, 2,998-ton vessel launched Aug. 8 from Derecktor’s facility in Bridgeport, Conn. Cakewalk was designed by Tim Heywood Designs with naval architecture by Azure Naval Architecture. Interior design was by Dalton Designs. She has a 47-foot (14.3m) beam, draws 13 feet (4m) and has a 5,000nm range. “She is what we knew she could be all along,” said Capt. Bill Zinser, build captain for the yacht and leader of the owners’ team. “It makes all the hard work, all the long days, worth it. We have great owners and we worked with a great group at Derecktor. We can’t wait to show her off to the world.” The yacht will remain at Derecktor for the next few weeks undergoing final outfitting and sea trials. She is scheduled to make her debut at the Ft. Lauderdale International Boat Show in October. Camper and Nicholsons (CNI) has sold several yachts, including the 164-foot (49.9m) Feadship M/Y High Chaparral by broker Alex Lees Buckley, and the 132-foot (40m) Heesen M/Y Jangada by broker Charles Ehrart. The brokerage has added the 140foot (43m) CRN M/Y Emerald Star to its central agency listings for sale with Toby Walker and Jeremy Comport, the 143-foot (43.6m) Benetti M/Y Idyllwild with Jean Marie Recamier, and the 86foot (26.2m) Horizon S/Y Xanadu with Bob O’Brien. The marketing division added to its charter fleet the 138-foot (42m) M/Y Calliope, launched from the Holland Jachtbouw yard earlier this summer, and the 85-foot (26m) Rive M/Y Jurata. Several of CNI’s vessels will be heading to the Indian Ocean this winter instead of heading back to the Caribbean, including the 184-foot (56m) M/Y Galaxy (returning via the Pacific on a six-month trip), the 211foot (64.5m) M/Y Silver Angel, the 197foot (60m) M/Y Cloud 9, and the 184foot (56m) S/Y Panthalassa. The company has also released the third edition of its (super)Yachting Index, which looks at the year 2009 in terms of building, sales and charter activity. “The main area of business that was affected by the downturn in 2009 was new construction,” wrote Jillian Montgomery, CEO of Camper & Nicholsons International, in a preface to the index. The dramatic halt in new orders – from 241 in 2008 to 90 in 2009 – likely contributed to the sales sector’s activity in 2009. “Although down in volume when compared with 2008 and down in value when compared with 2007, the
brokerage market was and still is an area of business that remains very active,” Montgomery wrote. The charter business, according to the index, was off 30 percent, bringing it back to the levels of 2005-2006, “a time when the industry was booming,” Montgomery wrote. To view the index, visit www.camper andnicholsons.com/files/superyachtindex/index.htm. Merle Wood & Associates sold two megayachts in July: the 193-foot Austal M/Y Outback, and the 154-foot Heesen M/Y Elandess II. The brokerage also added the 117-foot Delta M/Y Annastar to its central agency listings for sale. Fraser Yachts in July sold M/Y Pure White, a 111-foot (34m) yacht built by
Arno. The firm also recently added the following central agency listings for sale: M/Y Antinea, a 143-foot (44m) custom yacht with David Legrand in Monaco; M/Y Crystal II, a 117-foot (36m) custom yacht with James Nason and Patrick McConnell in San Diego; and M/Y China, the 110-foot (33.5m) Kingship with Richard Earp in Monaco. China’s 50m berth in Cap d’Ail is also for sale for 4,950,000 euros. The brokerage has added the following to its charter fleet: M/Y Exuma, a 164-foot (50m) yacht built by Picchiotti/Perini in the Western and Eastern Mediterranean, M/Y H2Ome, a 144-foot (44m) yacht built by MMGI, and M/Y Heartbeat of Life, a 93-foot (28m) Heesen in the Western Mediterranean. Broker Mario Velonà at
OCI Monaco has sold a new 40m Sanlorenzo. Hull No. 109, sister ship to 4H and Onyx and again under the build supervision of Ocean Independence, is due to be delivered by the end of July 2011. Churchill Yacht Partners has added the 105-foot ketch S/Y Apache to its charter fleet. Apache will be in the Antigua Charter Show in early December and will be available in the Caribbean this winter and New England next summer. Ocean Independence has added West Coast Marine Yacht Services (WCMYS) of Mumbai, India, to its network of offices. WCMYS manages the largest number of pleasure crafts in India and has been handling visiting superyachts since 2000.
A14 September 2010 FROM THE BRIDGE: Death on board
Autopsy rules complicate death in Bahamas BRIDGE, from page A1 the body, handle crowd control and do the paperwork. But things are different on a yacht. “In the U.S., on land, I would call 9-1-1,” a captain said. “You do that and it starts to take care of itself, but that doesn’t happen at sea. It’s up to you.” “If it happens at the dock in your home port, then it’s easier,” another captain said. On land or at the dock in a home country, captains said they would call local emergency services like anyone else. Under way, captains said they would first call the local coast guard. “Then the owner,” a captain said. “If it’s a guest and there is a management company, I’d call them,” another captain said. “If it’s a crew member that dies, then I think it’s my responsibility to make the calls,” said a third. “I think a guest’s death would be a lot easier to deal with than a crew’s,” another said. “We’re like family.” Death quite often is a shock, even without unknown variables, but the captains said when out of the home port, it is more challenging. “I have a standing rule on my boat: Put an oxygen mask on the body and call med-evac, get him out; no one dies
in the Bahamas,” a captain said. “There is a Bahamian law they have to autopsy the body, and we’re not going to go through that.” Logistical issues dealing with jurisdictions, nationalities, flag state laws, and international governing bodies – all standard yacht concerns – are exacerbated when there is a death, and they often supersede the more immediate emotional concerns. “You have to know about local laws,” a captain said. “You may want to pull into a different port.” “When you pull into a country, the health form asks if anyone died on the boat,” another captain said. “You’re going to have to explain what happened and have a body.” Another captain disagreed, citing a situation such as a slow-moving sailboat in the middle of a long crossing. “You have to throw the body over,” this captain said. “You just can’t keep a dead body on board. Do you want to know what a dead body smells like?” “No, no, please,” responded the captains as they were eating lunch. One captain had a captain friend who dealt with the death of a guest while under way. The crew pulled all the food out of the freezer and packed bags of frozen meats and bags of frozen
peas around the body, wrapping the deceased like a mummy. They would change it out every day, he said. Another captain at lunch knew of a captain working for a French owner who didn’t arrive for breakfast one morning. Crew found the owner dead from a heart attack. The port they were in would not take the body and the captain was instructed to keep it until the paperwork was completed. “They made a deal with the local fish market and put the dead guy on ice at the fish shop,” the captain said. “Eventually the captain had to fly back to France with the body, hand it over and then fly back to the boat.” Another captain told a story he heard in which there was no body to bring back from a trip. It was a yacht where one of the guests disembarked, leaving her husband onboard. Later, the husband was drinking and fell off the back of the boat, not to be found. “If the wife had not already met the crew and knew they were professional, that could have turned really bad for the crew, coming into port without her husband,” the captain said. In lieu of required protocol, captains discussed creating their own. One captain said that land-based emergency
See BRIDGE, A15
www.the-triton.com FROM THE BRIDGE: Death on board
Attendees of The Triton’s September Bridge luncheon were, from left, David Gunn of M/Y Pastime, Fred Swisher of M/Y Luck A Lee II, Mark Schwegman of M/Y La Dolce Vita, Clive Reid of M/Y Double D’s, Stephen Smyth (freelance), Rob Messenger of M/Y Tamara K, Kent Kohlberger of M/Y Goose Bumps, and David Burns of M/Y Gaudeamus. PHOTO/DORIE COX
‘He (the owner) doesn’t want any medical stuff on board’ BRIDGE, from page A14 systems, such as the United States’ 91-1 emergency service number, have tested procedures and he suggested the captains look into that protocol to adopt pertinent parts. “We have all of us in this room and not one person can come up with what to do if someone dies,” said a captain on the severity of the topic and the lack of answers in the industry. “No one wants a dead body. Not a captain, not the boat, not the country, no one.” “I would like to hear more from the Coast Guard or something on this topic,” another captain said. If it does happen, several captains said medical procedures must be adhered to, authorities must be contacted and panic prevented. They said it is important to make sure all crew are prepared before an emergency situation, because as one captain pointed out, many crew are young and haven’t been exposed to death, which created a lively discussion. “We’ve never had a death, but we easily could have,” a captain said. “I think you should talk about it with crew and divide tasks. There must be someone to deal with all of it.” “You just need to talk about it, you really don’t need to practice something like this,” another said. “Have you ever seen a dead body?” said a third. “I think a lot of crew would freak. It’s different in real-life to handle a body.” “I think most people would clam up, they don’t want to go near it,” another said. “For one thing, someone needs to deal with the family screaming and crying,” said yet another captain. “Imagine having a mom trying to get to her kid. You need someone handling that.” Another captain suggested taking
photos and documenting everything possible. “That’s something you might not think of at the time,” he said. “No matter how much training crew has, you don’t know what will happen at the moment,” another captain said. One captain said he has tried to prepare for potential medical issues on board. “Statistically, my group has much higher odds of someone dying,” he said. “He [the owner] doesn’t want any medical stuff on board. He says when it is his time, it’s his time. But what about his wife and friend of 45 years? What about me? I’ve broached the issue several times, but...” Whatever transpires, when captains find themselves with a dead person on board, they realize they are responsible. The best they can do is use all the medical training they have and make their best decisions, several captains agreed. “You are going to be held accountable up to your ability,” a captain said. “Let’s say you’re a dive master. Even if you are not doing it, you are responsible because you have the knowledge.” After spending an hour talking seriously about this topic, several in the group ended the luncheon with humor. When asked what they might do now that they have begun thinking about having a death onboard, one captain said, “I’m going to buy more oxygen masks.” Said another: “I’m going to put in a bigger fridge.” Dorie Cox is associate editor of The Triton. Comments on this story are welcome at email@example.com. If you make your living working as a yacht captain, e-mail firstname.lastname@example.org for an invitation to our monthly Bridge luncheon.
September 2010 A15
A16 September 2010
Long-time mate collapses walking on beach First Mate Absalon Galapon Agustin Jr. of M/Y Rebecca died July 24 while taking an evening walk on the beach on Stocking Island in the Exumas. His death was attributed to heart disease, said his crew mate and friend, Chef Mary Beth Lawton Johnson. He was 41. Mr. Agustin worked as a deckhand, steward and bosun on M/Y Taipan, a 172-foot CRN, as well as other large yachts and ships before joining Rebecca as chief stew. He recently attained his captain’s ticket and was named first mate. Lawton Johnson, a regular columnist with The Triton, considers Mr. Agustin one of the finest mariners she has ever met. “He was always concerned for safety first, and was humble, kind and very considerate, putting others ahead of his needs; I trusted him with my life,” she said, noting that they had worked
together for 12 years. “He was a part of my family. You don’t spend as much time with someone day in and day out without becoming close. He is missed and loved by the crew and is irreplaceable.” Mr. Agustin was born and raised in the Philippines. He is survived by a wife, Jojie, in Savannah, and two children in the Philippines, “as well as lots of family and friends.” Lawton Johnson accompanied the body of her crew mate to Savannah. “One of the highest respects I could have shown him for all of his years of dedication to not only me but to others was to accompany his body home so that his family could have closure,” she said. A funeral was held in Savannah on July 31. His body will be buried in the Philippines. – Lucy Reed
First Mate Absalon Agustin of M/Y Rebecca, collapsed on a beach in the Exumas. PHOTO/MARY BETH LAWTON JOHSON
Captain dies in head-on car collision By Lucy Chabot Reed Capt. Tom Wilson was killed in a crash on I-75 in South Florida in the early morning hours of July 24. He was driving south in the northbound lanes and hit a semitrailer truck. He was 41. “He was a great, great captain,” said Capt. George McKenzie who worked two years as mate under Capt. Wilson aboard M/Y Miss Rose. McKenzie now runs the 85-foot Lazarra Endless Love. “He was so good at what he did,” McKenzie said. “He taught me everything. I wouldn’t be a captain today if it wasn’t for him.” His friends knew Capt. Wilson as Tommy Two Foods because he preferred two simple foods: French fries and buttered pasta. “The chefs loved him on the boat,” McKenzie said.
But his limited repertoire of food belied a well-rounded and experienced captain who was as comfortable in the engine room as in the bridge. McKenzie
‘He was not a cellphone captain. If the yacht needed washing, he was out there with you. If we were on charter, everyone helped to get the job done. ’
— Capt. George McKenzie M/Y Endless Love
described Capt. Wilson as a hard worker who more often than not was performing all duties aboard alongside his crew.
“He was not a cellphone captain,” he said, referring to captains who call others to make repairs or even maintain the exterior. “If the yacht needed washing, he was out there with you,” he said. “If we were on charter, everyone helped to get the job done. He was always there with you.” McKenzie said Capt. Wilson’s yachting friends were confused about the accident, finding it hard to believe he would have been driving the wrong way on such a major highway. Capt. Wilson went through what McKenzie called a “really hard divorce” about two years ago. “I thought he had moved on, but I guess it was still really hard on him.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at email@example.com.
Long-time captain succumbs to liver failure Capt. Bill Listing died in April in the Royal Darwin Hospital (Northern Territory, Australia), Renal Care Unit, of liver failure. He was 56. Capt. Listing was working for the Singapore-based Ammships Pte, and he called from there a week or so before he died to say he and some other crew members had come down with food poisoning. The next word from DJ Parker, at whose crew house in Ft. Lauderdale he had stayed prior to shipping out, was that he had passed away. Capt. Listing was a highly experienced Master Mariner and engineer, running commercial tugs and supply and research vessels worldwide for the past 15 years. Prior
to that, yachts were his main forte. He supervised the build of such well known sailing yachts as the 61-foot Oyster Talisman, and M/Y Glenda Rae/Blade, a Pool Chafee, rebuilt in Ft. Lauderdale. Capt. Listing owned a crew house on 12th Street, which he acquired after three years running Seascape, a live-aboard dive/charter vessel in the British Virgin Islands. He dreamed of owning a bar on the beach in Thailand. Marriage to a Thai girl with three children seemed like the dream come true, but the bar was to be his undoing. Capt. Listing was born on Long Island and earned a bachelor’s degree from the University of Hartford in mechanical engineering. Pacific
Maritime Academy in Honolulu provided himl with marine engineering and navigation expertise. He was an associate member of the Society of Naval Architects and Marine Engineers (SNAME) and a PADI scuba Instructor. His brother, Larry, remembers the good times they had in Hawaii while Capt. Listing worked for various engineering companies there, and the culinary creations he prepared for the family, which they always looked forward to. Capt. Listing is survived by his wife and her three children in Thailand, his brother Larry in California, and his sisters: Beth, Barbara (his twin) and Kathy. – David Hendry
A18 September 2010 WRITE TO BE HEARD
A View from the Air: Shouldn’t yachts file pre-float plans? By Bob Howie Jay Coyle, well-known to readers of Yachting magazine, has put forth the idea that a “pre-float” inspection before casting off is as wise for yacht captains as the “pre-flight” inspection is for pilots. Coyle’s definitely on to something here. Checking filters, tank pressures, overpressure tabs to make sure they’re still in place, fire extinguishers to make sure they’re still charged, fluid levels (especially engine oil levels), air intakes, exhaust ports, hydraulic lines to make sure they’re not leaking, brake-wear tabs, tire treads, geardoor hinges, landing gear uplocks, vents, ports, lights, control services, engine inlets, turbine blades, probes, inspection panels, electronics bays, windows, windshields, wipers … yachts or aircraft, they both have them. Concern over any of these items can – or, at least should – cause delays or even cancellations. With aircraft, there are several dozen cockpit checks between engine start and takeoff and any failure there can be a show-stopper, too. Pilots are prohibited by regulation from taking off with what the FAA describes as “known mechanical deficiencies,” so pilots might be afforded a protection yacht captains lack. But, what price comes at the expense of not doing preflight or prefloat checks; of not taking the time to look in all the dark, cramped little spaces from whence most problems wrought by inattention or wrought by inconvenience may come? Inattention to detail and/or haste has brought down more than one airplane and sunk more than one ship. A Delta L1011 once crashed into the Everglades because of it and a rush job
Airplane pilots run through an exhausting list of checks before they even start the engines. Even though most yachts captains likely do the same, the author wonders if they should be required to. COPYRIGHT JON WASON; IMAGE FROM BIGSTOCKPHOTO.COM
at the yard contributed to problems that eventually sank the nuclear submarine U.S.S. Scorpion. There is pressure, of course, to meet the mission, but safety must always trump convenience. Most times, passengers are polite
about it; sometimes, not so much. Sometimes passengers try to bully the crew into going, citing such things as a dinner party that just cannot be missed. Such was the case a few years ago when a Gulfstream III crashed on a
dark, snowy approach to Aspen. An overbearing passenger was bullying the crew to land in bad weather, all caught on the cockpit voice recorder tape. Eighteen people missed the party that night. A yacht once sank in the Mediterranean after the passengers disregarded the captain’s advice about an approaching storm and ordered the captain to cast off. Aircraft are often required to file detailed flight plans so somebody on the ground always knows where the plane should be at any given time. If the route changes, the flight plans are updated. Does the same go for yachts? Sure, there are itineraries before departure, but if the itinerary changes, does anyone back at the dock know? Shouldn’t they? Aircraft regularly check in as they change sectors; do yachts update lats and longs? Don’t fall complacent by thinking a mayday message or SATSAR epirbs will suffice in an emergency. The U.S.S. Indianapolis, the Navy’s heavy cruiser that delivered the atomic bombs that ended World War II, was three days on the bottom of the Pacific – the victim of a Japanese torpedo – before anyone noticed her missing. Going above and beyond during pre-float and preflight inspections demands more attention to detail and more time of an already harried crew, that’s true. Avoiding the potential consequences, though, could well be time best spent. Bob Howie is assistant chief pilot with Wing Aviation Charter Services in Houston, Texas. He spent 13 years as a writer with the Houston Chronicle, and is a lifelong boat owner. Comments on this essay are welcome at firstname.lastname@example.org.
WRITE TO BE HEARD
September 2010 A19
Death of deckhand elicits condolences to family, friends
A Legend of Fort Lauderdale Yacht broker extraordinaire Frank Gordon turns 70 A kid from Brooklyn living in a four- facts, figures, location, condition and story walk up with open windows and owner history into a three-ring binder no fans falls in love with boats and a system that proceeds the central listing dream. He begins a career by moving system of today. boats around in Sheepshead Bay, New Other brokers begin to value his York. methods. A passerby watches as he docks a If you were looking for a yacht in Ft. boat and asks, “Are you a captain?” and Lauderdale, you called Frank Gordon. the kid says “no.” So begins the brokerage sharing “I like the way you handle a boat,” central system – all by phone and mail, says the passerby, the owner of a and all stored in three-ring binders. Trumpy. “Would Technology you like to work introduces the With record-keeping for me?” fax machine and “Yes, but I am more dealers skills and accurate not a captain,” share listings. accounting, he posted the kid says. The Frank grows facts, figures, location, owner says, “I’ll well into the buy you a hat.” 1980s with his condition and owner So begins the system and history into a threeadventure of national exposure ring binder system that Frank Gordon to all around the that spans five country. He trains proceeds the central decades. many brokers in listing system of today. He arrives in his career, many Ft. Lauderdale of whom have and he describes spun off to begin it as “paradise.” With a desire never to their own brokerages. return to Brooklyn, he begins a career You can still find brokers in many in the yacht brokerage business. parts of the country who will say Frank What does he bring with him that Gordon was one of the few that would gives him the skill and knowledge of help another broker when they started a growing and fascination industry? out. Good business sense, honesty and a Frank Gordon celebrated his 70th passive-aggressive way about him that birthday on Aug. 5 and still loves selling over the years have afforded thousands boats … a dream come true. of repeat customers. Happy Birthday, Frank, and many With his record-keeping skills and more. accurate way of accounting, he posted John Pribik
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First to be said: My sincere condolences to family and friends of the crew member. [“Deckhand dies when PWC liftng cable breaks,” first printed online July 29] A solution is better care with scheduled maintenance, yes. But as the late Systems Thinker Russell Ackoff said in his book “Systems Thinking for Curious Managers,” there are four ways of treating a problem: absolution, resolution, solution and dissolution. And the greatest of these is dissolution. “To solve a problem involves a change in behavior of the organization that has the problem, but leaves the nature of the organization or its environment unchanged.” Better scheduled maintenance and new cables? Maybe, but there are still other ways to fall. To dissolve it is “ to redesign the organization that has the problem or its environment so the problem is eliminated and cannot reappear.” Better maintenance and better adherence to policy and procedures are a start, but with an open form of communication in crew resource management. Perhaps there was a sudden need to ride the PWC while it is being lowered but with the type of sling that is shown in the notice from the Cayman Islands Shipping Registry, there is also risk of slippage. Surely the idea is safety first, possible damage to vessel second. This accident seems like it was preventable, as are most accidents that are linked to the human element. The situation needs not only better understanding of the risks associated with the operation of heavy equipment, but open communication. There is always someone whose risk tolerance is lower than others, and they should feel open to speak up. Whatever the case, it happened and it is a sad day for all, but let us learn from it and pass those lessons onto others. Simon Harvey Founder, N2 A tragedy. Hopefully this will reiterate to captains and crew the absolute necessity for attention to detail whilst doing scheduled Contributors Carol Bareuther, Stew Franki Black, Mark A. Cline, Jake DesVergers, Beth Greenwald, Capt. Tedd Greenwald, David Hendry, Bob Howie, Chef Mary Beth Lawton Johnson, Stew Alene Keenan, Capt. Herb Magney, Keith Murray, Steve Pica, Alison Rese, Rossmare Intl., James Schot, Capt. Tom Serio, Capt. John Wampler, Paul Warren
maintenance. Unfortunately, these types of accidents do happen a lot, but fortunately, there is usually not a loss of life or serious injury. I have seen WaveRunners fall and hit mere inches from crew. Scary, that. Capt. Scott Redlhammer M/V Fredrikstad
Take a stand against plastic waste
I just got off a boat called M/Y Casual Water after being on it for a couple of months. The captain is John Greenwood. The reason I am letting you know all this is because after working in the industry and feeling rather sad about the way we treat the waters with our lack of recycling, etc., I was very happy to see Capt. Greenwood make all the crew have their own reusable bottles. He did not allow anyone to drink from a plastic bottle that would just be thrown away to join the great plastic soup in the Pacific. We also used cloth towels to clean the counters instead of paper towels and recycled everything from wine bottles to magazines. I have never been on a boat so aware of taking care of our planet. After working on Casual Water I felt I could continue working in the industry with my head held high and know we can all make a difference to our beloved Earth. Thank you, Capt. Greenwood. Deck/Eng. Robin Murray formerly of M/Y Casual Water
Switch radars to standby, please
Why do yachts at anchor leave their radars on all the time? I use the radar to detect if we are dragging anchor as well. However, I set it up and put it in standby and when I want to view it I hit transmit and check it and then go back to standby. Sitting on charter outside of St. Barths this New Year’s Eve, I counted more than 30 boats with their radars on all night. Surly that cannot be good for everyone to be outside and getting hit by all that radiation. Captains, do us all a favor and put your radar on standby when it’s not being viewed. Thank you. Capt. Les Annan M/Y Paradigm
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Freelance Stew Franki Black took some of her hard-earned yachting wages and gave back with a six-month volunteer stint teaching English in remote PHOTO FROM FRANKI BLACK villages in Costa Rica. Here, she teaches in Santa Theresa. (That’s her at the white board at left.) For more, see page B10.
Yacht crew plans to make waves with its new tool Nick and Wendy Benge of the M/Y Evviva bring ‘vibrating toothbrush for your boat’ to yachties. By Dorie Cox Barnacles and bio-fouling have been part of Nick and Wendy Benge’s lives for years as crew of M/Y Evviva. They plan to combat the encrusters and help others clean hulls through a new business venture, marketing the Waveblade. “It is complicated technology,” Wendy (Buck) Benge said. “It’s like a vibrating toothbrush for your boat.” The Benges are touting the multipurpose tool as “the world’s first marine, hand-held power barnacle remover.” It weighs about four pounds, is submersible up to 15 feet and retails for $350, she said. “It works by vibration, the frequency does the work,” she said. “You wrap your hand around the conical shape and hold it from behind the knuckle protector when removing barnacles.” Nick Benge is first mate and co-
captain on M/Y Evviva and Wendy Benge, former full-time crew, now acts as U.S. director of sales for Waveblade, as well as relief crew on the yacht. The entrepreneurial couple met three years ago and will have been married a year in October. The family project began when Nick Benge’s father met the inventor of the technology and started investing in it about seven years ago. With a degree in environmental geology, Benge has always been hands on. He remembers scraping barnacles as a kid with his mom. He knows it’s a time-consuming job and that’s just one reason he believes in their business. “It can keep yachts from being hauled for cleaning and from having new bottom paint,” he said. “It’s nontoxic and vessels will save on fuel with clean hulls.”
See WAVEBLADE, page B6
STCW Code: 2010 Amendments Major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention), and its associated Code were adopted at a Diplomatic Conference in Manila, the Philippines, in June. The Rules of the Road amendments, Jake DesVergers will be known as the “Manila Amendments,” will enter into force on Jan. 1, 2012. The revisions are aimed at bringing the Convention and Code up to date with industry developments since they were initially adopted in 1978 and further revised in 1995. Several areas also deal with issues that address anticipated needs to emerge in the foreseeable future. Among the amendments adopted, there are a number of important changes to each chapter of the Convention and Code. Those areas that will potentially affect the yachting industry include: Licensing and Certification Improved measures to prevent
fraudulent practices associated with certificates of competency; Improved methods for the evaluation process for issuance of certificates; and Updated standards related to medical fitness standards for seafarers. Operations Revised requirements on hours of work and rest, which included a relaxation of the rest hour minimums into three periods versus the current two; and New requirements for the prevention of drug and alcohol abuse. Manning and Training Creation of new certifications for senior unlicensed seafarers: Able seafarer deck and Able seafarer engine. New training and certification requirements for electro-technical officers: Electro-technical officer and Electro-technical rating. New requirements related to training in new and emerging technologies, such as electronic charts and information systems (ECDIS); New requirements for marine environment awareness training / MARPOL compliance;
See RULES, page B13
B September 2010 ONBOARD EMERGENCIES: Sea Sick
Dodge UV rays to avoid getting the most common type cancer How many people do you know have In women, melanoma most often or had skin cancer? While preparing appears on the lower legs. In both men this article, I asked friends and family and women, melanoma can occur on that question. skin that hasn’t been exposed to the My father sun. had skin cancer. Melanoma may appear as a mole My friends Jim, that changes in color, size or feel, or Patti and Bill that bleeds. It may appear as a large had it. Even Bill’s brownish spot with darker speckles, or teenage son. But a small lesion with irregular borders my friend Don and may be red, white, blue or bluehad it the worst black. of all. Don had Other signs include dark lesions on to have both your palms, soles, fingertips or toes, his ear and his or on mucous membranes lining the Sea Sick eye completely mouth or nose. Keith Murray removed, Avoiding the sun isn’t really an and he is still option for anyone who makes their undergoing treatment for skin cancer living working on boats. Still, you can on other parts of his body. protect your skin from the sun. Here’s One in five Americans will how: develop skin cancer, making it the Cover up. Wear protective most common form of cancer in the clothing when you are in the sun that country, according to the Skin Cancer covers the arms, legs and neck. Wear a Foundation. hat that shades the head, face, neck and The World Health Organization ears. estimates that 65,161 people die each Wear sunglasses that protect the year worldwide from sun exposure, eyes from UV light. mostly from Use sunscreen malignant skin with a sun cancer. protection factor Melanoma may The amazing (SPF) of 30 or higher. appear as a mole that Be sure to cover all thing is that research shows that most skin that might be changes in color, size skin cancers can be exposed to the sun. or feel, or that bleeds. Ideally, apply the prevented if people protected themselves lotion 15 minutes It may appear as a from UV light. before heading out large brownish spot The two most for the day. As you common types of sweat, swim or dry with darker speckles, skin cancer are basal yourself off, you or a small lesion with cell and squamous may need to reapply cell carcinomas. irregular borders and sunscreen. Both types are highly Avoid may be red, white, curable. sunlamps, tanning Melanoma, the beds and other blue or blue-black. third most common artificial sources of skin cancer, is more UV light. dangerous, especially The American among young people. From 65 percent Cancer Society recommends a skin to 90 percent of melanomas are caused cancer-related checkup and counseling by exposure to ultraviolet (UV) light or about sun exposure as part of any sunlight. periodic health examination for men Basal cell carcinoma usually occurs and women beginning at age 20. on sun-exposed areas of the body, such Certain prescription and over-theas the face, ears or scalp. Basal cell counter drugs can make your skin carcinoma may look like a waxy, pearly more sensitive to sunlight, including bump or a flat, flesh colored or brown antibiotics; cholesterol, high blood scar-like lesion. pressure and diabetes medications; and Squamous cell carcinoma usually ibuprofen such as Advil or Motrin. occurs on sun-exposed areas of the body, such as the lips, face, ears and Keith Murray, a former Florida hands. Squamous cell carcinoma may firefighter EMT, is the owner of The appear as a firm red nodule or as a flat CPR School which provides onboard lesion with a scaly, crusted surface. CPR, AED First Aid Safety Training for Melanoma may develop anywhere yacht captains and crew as well as AED on the body. It may occur in normal Sales and Service. Contact The CPR skin or in an existing mole that School at +1-561-762-0500 or www. becomes cancerous. TheCPRSchool.com. Comments on this In men, melanoma most often column are welcome at editorial@theappears on the torso, head or neck. triton.com.
B September 2010 TECHNOLOGY BRIEFS
Solution to hot halogens; VSAT bandwidth increases sixfold Imtra debuts LED downlights
Massachusetts-based Imtra, a manufacturer of marine products, has introduced 120-volt LED downlights that can replace 35-watt halogen lights on megayachts. The flush-mount LED spots feature integrated current-regulated drive electronics that accept 120VAC linevoltage. Matching the output and color
temperature of typical 35-watt bulbs, the new spots consume less than 11 watts of power and offer boat owners a 45-degree illumination angle, according to a company press release. The lights have a mounting depth of less than three inches and can be either screw-mounted for rigid ceilings or secured with spring traps for paneled ceilings. They are also compatible with dimmers. Imtra’s thermal management system has all but eliminated radiated heat and will power down the unit in the event of high ambient heat conditions
or overheating. The lights have a 50,000-hour, full-brightness life span and have a 5-year limited parts and labor warranty. Suggested retail price is $209, each and are available at marine retailers and provisioners such as National Marine Suppliers. For more info, visit www.imtra.com.
KVH boosts mini-VSAT bandwidth The addition of a full satellite transponder as well as a new spread spectrum waveform means that KVH Industries of Rhode Island and its partner, ViaSat, expanded the mini-
VSAT Broadband network’s capacity in the waters of North America, the Gulf of Mexico, and Central America by more than 500 percent. “The additional capacity is especially critical in the Gulf of Mexico, where many mini-VSAT Broadband-equipped vessels are participating in oil spill recovery efforts,” said Brent C. Bruun, KVH’s vice president of satellite sales and business development. The company’s global network is delivered by 11 satellite transponders and eight secure Earth stations. It offers voice service and Internet access as fast as 512 Kbps (upload) and 2 Mbps (download). It plans to ship its 1000th system “very soon,” according to a press release.
Fischer Panda has new generator
Fischer Panda has introduced a new 6kW freshwater-cooled generator: the 6500 AC marine generator.
Powered by the twin cylinder Kubota diesel engine and Fischer Panda’s asynchronous water-cooled generator end, the 6500 features the new Voltage Control Stability system enabling the generator to produce up to 54 amps (6.5kW) of continuous stable AC power and a peak of 58 amps (7.0kW). The 6500 is, on average, 30-40 percent more fuel efficient than a comparative-sized gas generator while producing more amperage, said Chad Godwin, Fischer Panda U.S.’s director of sales and marketing. For more information, visit www. fischerpanda.com.
Interlux launches paint Web site
Yacht paint manufacturer Interlux has launched a new Web site at www. yachtpaint.com that makes it easier to choose product, find technical data and get support for projects, according to a company release. The “Paint Your Boat” feature allows users to see how different colors look on a hull. An enhanced “Ask The Expert” section provides easier access to the experience of Interlux technical service staff. Painters can get detailed information about Interlux yacht paint systems, calculate VOCs and find a local distributor.
IN THE MED
Marinas, businesses around Palma continue to expand By Alison Rese
the corner from its original location in Santa Catalina just opposite the Early last year, the Balearic Port market. Authority in Palma de Mallorca agreed Blue Water Yachting, both a training to increase the land and sea surface school and a placement agency, opened space occupied by Servicious Tecnicos a firefighting facility in 2009. Portuarios (STP), which manages a “Besides making Blue Water the only major dry dock, haul out and repair company on the island who now does it facility for vessels in the Palma area. all, logistically it just makes completing The addition of this space represents STCW training on Mallorca so much storage for the equivalent of seven easier,” trainer Steve Hosking said. yachts 35m-52m, and nine new dock “This can now be achieved in a week spaces for boats up to 42m. instead of – as was previously the case The expansion made STP one - having to find the time to go off to of the largest repair yards in the Barcelona to complete the firefighting Mediterranean, used by about 300 segment. We can also custom the companies and providing work training to make it more relevant for more than 1,000. Last summer, to crew on luxury yachts versus Metalnox expanded service to the commercial vessels.” yard. Unlike subcontractors in the Blue Water Yachting has facilities in United States, “subcontractors” at Portals Nous, Mallorca and Antibes. STP individual companies operate At the beginning of the winter from their own premises within this season last year, Aigua Sea School government facility. expanded to run theory workshops Across the water in Ibiza, the port each Tuesday and Thursday. will undergo a total transformation, “The idea of the workshops came expected to be to us when we complete by 2014. were talking to a With a proposed couple of students One of the largest budget of about who’d taken a projects to have been 81 million euros, theory course a consideration is while back and undertaken on the being given to a were looking at island of Mallorca in new marina just advancing their recent years is the west of the new practical training,” commercial dock Principal Linda expansion of the Porto and ferry terminal. Revill said. “They Adriano marina. The If it goes ahead, it had the course will form the first completion expansion includes 82 part of a project certificate but new berths for yachts using reclaimed there were some up to 60m, adding to land on the island specific areas and allow for an in which they its existing 404 slips for update of the required revision boats up to 18m. Paseo Maritimo in before they felt Ibiza Town. comfortable to One of move on to the the largest projects to have been next step. undertaken on the island of Mallorca “As they just couldn’t find the time in recent years is the expansion of the to commit to another whole five days Porto Adriano marina. Porto Adriano training, we agreed to go over the is 30 km southwest of Palma in the sectors they needed with them and so Bay of Palma. Led by renowned French the theory workshop idea was born.” industrial designer Phillipe Starck, the E3 Systems of Portals also expanded expansion includes 82 new berths for to run a VSAT workshop and course. yachts up to 60m, adding to its existing “Yacht communications are 404 slips for boats up to 18m. The fiveadvancing at such an alarming rate star Port Adriano Hotel overlooks the that these courses are becoming almost marina. essential to keep ahead of the game,” Phase one of Porto Adriano said Diane Franklin, E3’s sales and was completed in May. The entire marketing manager. expansion is expected to be complete The company’s first course was by January. run by MTN senior trainer Richard Expansion of a different nature Pimental. Participants were all awarded has been tagged within some clever an official VSAT operator’s certificate. companies in the marine sector. Despite the economic downtrend, Alison Rese is a yacht chef and freelance 2009 saw one of the best years ever at writer based in Palma. Comments on Deckers Uniforms for Yachts, which this story are welcome at editorial@ moved to larger premises just around the-triton.com.
September 2010 B
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Aug. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Aug. 15, 2009
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 615/655 Savannah, Ga. 600/NA Newport, R.I. 605/NA Caribbean St. Thomas, USVI 740/NA St. Maarten 820/NA Antigua 925/NA Valparaiso 645/NA North Atlantic Bermuda (Ireland Island) 780/NA Cape Verde 625/NA Azores 660/NA Canary Islands 650/720 Mediterranean Gibraltar 640/NA Barcelona, Spain 645/1,410 Palma de Mallorca, Spain NA/1,440 Antibes, France 660/1,485 San Remo, Italy 825/1,715 Naples, Italy 750/1,360 Venice, Italy 770/1,425 Corfu, Greece 715/1,380 Piraeus, Greece 695/1,360 Istanbul, Turkey 690/NA Malta 830/1,580 Tunis, Tunisia 635/NA Bizerte, Tunisia 640/NA Oceania Auckland, New Zealand 680/NA Sydney, Australia 695/NA Fiji 750/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 565/604 Savannah, Ga. 548/NA Newport, R.I. 609/NA Caribbean St. Thomas, USVI 615/NA St. Maarten 734/NA Antigua 629/NA Valparaiso 767/NA North Atlantic Bermuda (Ireland Island) 675/NA Cape Verde 580/NA Azores 543/NA Canary Islands 577/753 Mediterranean Gibraltar 568/NA Barcelona, Spain 641/1,336 Palma de Mallorca, Spain NA/1,302 Antibes, France 637/1,524 San Remo, Italy 816/1,679 Naples, Italy 758/1,624 Venice, Italy 730/1,469 Corfu, Greece 730/1,631 Piraeus, Greece 712/1,614 Istanbul, Turkey 578/NA Malta 587/1302 Bizerte, Tunisia 567/NA Tunis, Tunisia 559/NA Oceania Auckland, New Zealand NA/610 Sydney, Australia NA/602 Fiji NA/623
*When available according to local customs.
*When available according to local customs.
B September 2010 FROM THE TECH FRONT: Waveblade
‘It will sell really well once people hold it’ WAVEBLADE, from page B1 It’s safe on all types of material: fiberglass, steel, wood, anything, he said by phone from their home in Port Angeles, Wash., where M/Y Evviva was built. “It will sell really well once people hold it,” he said. “They don’t quite understand how it works until they see it. And then they say ‘wow.’” “We’ve had divers test it and their body memory made them want to apply pressure, but it’s used completely differently,” Wendy Benge said. “It’s like when you’re sawing through wood; it works better with a light touch. You can hear and feel the movement, but you can’t see the blade move.” “It’s a no-brainer of an idea,” said Capt. Matt Barnett. “Surprise, it makes sense.” The former yachtie, now running commercial passenger vessels in Washington, has used the tool and said cleaning a hull takes a lot of physical energy, but not with this. “With the vibration and flexible blade, you’re not exerting big muscles, so you don’t get so tired,” he said. Floating buildings have some of the same issues yachts have, said Trip Rumberger, owner of Greenway Sound Marine Resort in the Broughton Islands in British Columbia, Canada. He used his Waveblade to clean the PVC pipes that keep his marina afloat. “All of our buildings are in the water,” he said. “Our flotation tubes were covered in mussels and we needed to get that weight off the buildings. I did it [used the Waveblade] from our barge in the water and the buildings came up. They rose up out of the water.” He stripped half-inch PVC pipe and saw no damage. “Here, we don’t have barnacles; we have mussels and they get thick,” he
Nick and Wendy Benge of M/Y Evviva say once crew see the Waveblade in PHOTO FROM NICK AND WENDY BENGE action, they will say ‘wow’. said. “It worked like magic. That thing is cool.” It makes a little bit of noise sort of like a food processor, but Rumberger said he just plugged it into the cigarette lighter and cleaned about 20 feet of pipe as fast as he could move. The Waveblade has two blade options: stainless steel for underwater use and the more flexible black steel for dry use. The Benges are distributing about 3,000 units manufactured in China around the United States and by another distributor in the U.K. “I am a business virgin,” Wendy Benge said of her inexperience in the retail market, “but I think it will become the standard for hull maintenance.” Aside from benefiting the yachting community, the Benges would like to see Nick Benge’s 75-year-old father’s
investment finally pay off so he can retire. As for themselves, they would like to be able to fulfill other goals outside of yachting. They have a dream of helping poor communities be self-sufficient and have begun working on a plan to help impoverished people in Afghanistan use chickens as a way out of poverty. “They’re simple, comforting and relaxing; no wonder everything eats them,” Wendy Benge said, as the brood, named after beheaded queens, scratch around the yard at their home. “It would also be a blessing for all of us to be able to do more of the things we want to do in the future.” Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at firstname.lastname@example.org.
Bradford Marine, Lean Marine, Gold Coast Marine, Trinity Yachts, Quantum Marine
B September 2010 MARINAS / SHIPYARDS
Dredging opens Manatee Pocket to more, bigger boats By Franki Black For the folks of Manatee Pocket in Port Salerno, Fla., recent financial hardships have stemmed more from shallow channel depths than from the nation’s economic recession. Shallow waters have significantly led to a decrease in the number of recreational and fishing vessels that used to drive the local economy. In July, all that started to change. A long-awaited dredging project began that will allow larger vessels back into Manatee Pocket, a quaint area with waterside restaurants, galleries and marinas. “It is the ideal half-way stop for vessels cruising up and down the Intracoastal or East Coast, due to its proximity to the Atlantic and its direct access to the Okeechobee waterway,” said Darryl Schmiermund, general manager of Hinckley Yacht Services. “The major problem we have faced for many years is the severe sediment build-up, which only allows for a maximum boat draft of 5 feet, 5 inches. Boat access is completely reliant on tidal conditions.” Six years ago, residents and business owners created a committee known as the Manatee Bunch to spearhead a dredging project that would clean and deepen the channel. Martin County commissioners gave the go-ahead
this summer and dredging started July 22 under a Dickerson Florida Construction contract. The project should take 12-14 months and the final result will boast a clean and marked channel with a width of 100 feet and a depth of 10 feet. An estimated 280,000 cubic yards of material is expected to be removed. Art Cox, owner of A&J Boatworks, has been involved in the project since 2004. The ecological benefits of bringing back aquatic and bird life and probably even more significant than the economic benefits, he said. “I am ecstatic about the progress of the project,” he said. “We are expecting many more boats and once the project is complete, larger boats can return to this area with confidence. I think the moon and stars must be on our side.” Schmiermund is certain that boats with drafts of 6 feet, 8 inches will be able to access the pocket at all times. “We are very excited about the project because a deeper and more accessible channel means an increase in boating activity, which will boost our local economy,” he said. “The area will be greatly improved.” For more information, visit www. manateepocketproject.com. Franki Black is a freelance stew and writer. Comments on this story are welcome at email@example.com.
St. Pete calls for proposals to constuct megayacht marina By Paul Warren The city of St. Petersburg on Florida’s West Coast is asking for development proposals to build and operate a megayacht and research vessel marina. The marina would be in the Port of St. Petersburg, which is south of downtown and adjacent to the University of South Florida campus and the Albert Whitted general aviation airport. USF’s College of Marine Science operates two research vessels (a 71-footer and a 115-footer) out of Bayboro Harbor, where the proposed marina would be located. Bayboro Harbor has an average 21foot depth and an entrance channel from Tampa Bay, which also has a controlling depth of 21 feet. Twelve marine research and law enforcement entities are based in the port, including the region’s U.S. Coast Guard. The port’s docks have hosted the 303-foot M/Y Tatoosh and the 284-foot M/Y EcstaSea, among others. A July 2009 letter from Capt. Grant Hunter of Tatoosh, included among the city’s
request for proposal documents, calls the port’s facilities and services “to a level appropriate for a Super Yacht.” Herk Strumpf, a marina management consultant at Marina Management Services of Boca Raton, said he sees “no defined market” for megayachts in St. Petersburg. Instead, the city serves well as a special events market for the Honda Grand Prix and football games, he said. To his point, one megayacht that spends its summers in Florida’s Panhandle only occasionally pulls into St. Petersburg. Usually, it heads straight to Key West before heading up to winter in Palm Beach, its captain said. The city is accepting proposals until Nov. 5. A pre-submittal conference and port tour will be held Sept. 8. The city is hoping to draw commercial marina developers to construct and operate the facility under a 10-year contract. Capt. Paul Warren is a boating and travel writer based in the Tampa Bay area. Comments on this story are welcome at firstname.lastname@example.org.
MARINAS / SHIPYARDS
Marinas, shipyards bought; one yard waiting to get busy Investors buy Barcelona marina
Salamanca Capital Investments has purchased Barcelona Marina, known as Marina Port Vell, according to a company statement. News reports put the value of the deal at 30 million euros. Salamanca intends to turn the marina “into Europe’s pre-eminent superyacht base,” competing directly with Monaco as a destination, and will handle yachts up to 185 meters. Redevelopment is expected to begin this fall and be complete next summer. “Currently, the marina is home to some 400 boats,” said Uri Nachoom, executive director of Salamanca Group. “In due course, through design optimization, this will include more than 45 superyachts of more than 50 metres in length.” Salamanca is set to announce the launch of its Maritime Services Business that will support the marina and offer marine-related services globally, according to the news release. “Although Spain faces a number of difficulties, we absolutely believe in Barcelona and are convinced that luxury yachting is a growth business,” Salamanca CEO Martin Bellamy said. “Not only is Barcelona ideally situated, the marina is well protected and Barcelona has the infrastructure to attract boat owners and their crews. We hope to rival the best marinas in the world. While Monaco has an established reputation, we believe Barcelona has even more to offer.” Salamanca bought the marina from Global Via, whose parent company, FCC, is one of Spain’s largest construction companies.
Jacksonville yard bought
Atlantic Marine, the megayacht repair facility in Jacksonville, Fla., has been purchased by one of the largest defense companies in the world. BAE Systems purchased Atlantic on July 20, according to Atlantic VP Kevin Wilson. Financial terms of the deal were not disclosed, but it includes both Atlantic yards in the southeast, the one in Jacksonville and one in Mobile, Ala. “The different things [that megayacht captains and crew may see] are positive things,” Wilson said. “We have an industry leader that has purchased us for the long-term, purchased us for our strength and versatility.” Wilson was in Ft. Lauderdale in August to meet with clients and customers to quash a rumor that the yard is getting out of the yacht business as a result of the sale. “That is not the case,” Wilson said. Instead, BAE Systems Southeast Shipyards joins four other BAE yards in the United States, including one in San Diego that has megayacht business,
he said. BAE also has yards in Norfolk, Hawaii, and San Francisco. “BAE continues to aggressively pursue the megayacht repair market,” said Herschel Vinyard, a former vice president with Atlantic who is serving as the new company’s spokesman. “We’ve built a strong megayacht repair business in North Florida and we’re going to continue that.” – Lucy Reed
No permit keeps dry dock quiet
Knight & Carver Yacht Center in San Diego has to wait another month before a regional water board will meet to give it a permit to operate its new 4,000-ton dry dock, according to a story in San Diego’s Union-Tribune newspaper. The San Diego Regional Water Quality Board had to cancel its August meeting – the third in five months – because of a lack of a quorum. Three of the nine seats are vacant in California Gov. Arnold Schwarzenegger’s attempt to cut costs, the newspaper reported. Knight & Carver acquired the dry dock in July, and said at the time that it expected operations to begin this month, presumably once this permit was obtained. It also indicated that it had a commitment for a megayacht refit project that would involve the dry dock scheduled. It was unclear if that job was in jeopardy.
Big Game Club adds dive center
Artist and conservationist Guy Harvey has teamed up with dive authority Neal Watson to offer dive centers at Guy Harvey Outpost resort properties. The first dive center is scheduled to open in mid-October at the Bimini Big Game Club, a Guy Harvey Resort & Marina. Watson, a member of the Dive Equipment & Marketing Association’s Hall of Fame, opened his first dive operation in Bimini in 1975 before expanding throughout the Bahamas and Caribbean under the Neal Watson Undersea Adventures brand. Dive Bimini will open upon arrival of its 60-foot dive boat, a two-deck, glass bottomed boat certified for 100 passengers. In addition to equipment rentals and air fills, the center will offer instruction for PADI scuba certifications as well as open water referrals and specialty classes. Bimini Big Game Club re-opened this summer as a Guy Harvey Outpost Resort & Marina after a $3.5 million renovation. Located in Alice Town on North Bimini’s southern tip, the club includes a 75-slip marina capable of accommodating boats up to 145 feet. By spring, a full service fuel dock is expected to be operational. For more information, visit www. BigGameClubBimini.com.
September 2010 B
B10 September 2010 CRUISING GROUNDS: Costa Rica
A Taste of the Pure Life The joy of giving, the warmth of Costa Ricans made this adventure so worthwhile. By Franki Black
Karaoke night: Just hours after landing, the blonde, English-speaking girl was swept off for karaoke night with her host and her friends. PHOTOS FROM FRANKI BLACK
The lure of yachting is not only the travel opportunities, but also the monetary rewards gained from countless hours on the job. As a result, many yacht crew have the ability to combine their adventurous spirits with some money in the pocket, which often leads to interesting and rewarding stories. Here is mine. Last summer, I completed my first stew job aboard M/Y Princess Sarah, a 142-foot Richmond, and decided to put my hard-earned money toward a lifelong ambition: teaching English in a developing country. I applied for a voluntary position in Costa Rica through an organization called Aliarse and after a two-week training course, I was well on my way to realizing my dream. The first thing that struck me in Costa Rica was the attitude of the locals. Most responses in Costa Rica include the term pura vida, which is pure life in Spanish. Anything from “have a good day” to “your house is on fire” is likely to be followed by pura vida. This may be a contributing factor to The New Economics Foundation rating Costa Rica as “the happiest nation in the world” in 2009. After a long and mountainous journey that included a bus and a ferry ride, I stopped in Montezuma, a small, hippie-like town on the Guanacaste Peninsula. On arrival I met my host family, a young couple who lived high up at a tree-top zip-lining operation in the jungle. My hospitable host, Kimberly, considered my travel-worn appearance and immediately invited
To be a volunteer teacher Costa Rican English for Sustainable Tourism (CREST) is a government initiative aimed at improving the economic competitiveness of Costa Rica by enhancing the level of English proficiency among professionals in the tourism sector. English-speaking volunteers are welcomed from all around the world to participate for six-month sessions. After a two-week orientation course volunteers are placed in rural communities throughout Costa Rica. Food and board are provided. To find out more, visit www.aliarse.com.
me for an evening of outdoor karaoke with her friends. They embraced me with tequila and the only English song they could find on their karaoke repertoire. All eyes were on the blonde English-speaking arrival as I sang into the damp air and soaked up my new home. I knew I had arrived. It took two weeks of nagging the local town council to organize a gathering of potential students. We finally met on the second story of an open-air restaurant. Chinese lanterns were the source of light and a strong ocean breeze filled the space. There were about 30 foreign faces staring at me, looking for answers, and all I could think was “I can’t speak a word of Spanish.” Luckily, I’ve always had the ability to hide my anxiety and that was as good a time as ever to put my self-protective abilities to use. Through
Technology is not needed for learning.
See TEACHING, page B11
CRUISING GROUNDS: Costa Rica
September 2010 B11
More English teachers would be welcomed in Costa Rica TEACHING, from page B10
organically grown fruits. My newly acquired students were one-on-one conversations I established more of a challenge compared to the that the overall grasp on English was jubilant Montezuma bunch. Many basic, but relatively manageable. felt self-conscious about practicing Classes eventually took off and we English in front of their peers, so I had fell into an evening routine. As any to broaden my curriculum in creative teacher would know, some classes ways. A real issue was the lighting at are easier than others due to varying night. The make-shift white board levels of enthusiasm. My favorite was lit by a single bulb, which simply class seemed to grow in size by the did not cut it for students constantly lesson. It included Javier, the bluestraining their eyes to see the board. I eyed, peace-loving Rastafarian; Laura, found myself in a constant battle with the sweet and intelligent homebody; the local authorities to provide the Jose, the town juggler; and Armando, bare essentials and in the end, with an elderly gentleman who prided two weeks left on my contract; we were himself in his Indian heritage. It was finally moved to a regular classroom. a smorgasbord of characters and Through it all I realized how hungry as time went by I learned to love my students were to learn English them all. We faced many hardships and this knowledge always kept me – from failing electricity to a lack of motivated. After all, the purpose of transportation for the “teacha” to a volunteering was to serve my students. locked classroom door – but through It was never going to be as convenient it all my students kept coming back for as life in America, but the Costa Rican more. When the rain came bucketing way of life is beautiful in its own way. down, turning the Montezuma’s roads During my farewell week I was into virtual mudslides, my students flourished with letters of thanks and still miraculously appreciation. Many appeared, and when students wrote “I I was filled with I had no means of love you” and little gratitude and after transportation to souvenirs were our classes, they eagerly handed reading a note from eagerly raised funds to me to ensure the local council that for my taxi ride. that I would not said, ‘You really made Three months forget them. The into my contract, local town baker a difference to these just as I was a large cake people’s lives,” I knew I made starting to get that said “Thank’s had achieved my goal. into the swing of Good Luck” and things, an officialmany classes looking truck pulled orchestrated into the driveway outside my room. parties that saw us snacking on Out stepped Marinez, who informed everything from beans to chicken to me that more than 80 students – all rice pudding. I was filled with gratitude demanding my services – were waiting and after reading a note from the local for me in Montezuma’s neighboring council that said, “You really made town. Word had spread and before a difference to these people’s lives,” I there was time to protest, I was carted knew I had achieved my goal. off to sparse and dusty Santa Theresa. Costa Rica seeped into my veins. The real rustic teaching experience was There were parts that I loved and about to begin. parts that saddened me. I saw the less As we approached the Santa Theresa glamorous side of small town living “classroom,” I noticed that it was in in what many people see merely as a fact a large outdoor shed and that 80 tropical paradise. Many local teenage intimidating students were indeed girls were pregnant, while the fathers of awaiting me. I was really nervous. their unborn children prowled around Through the chaos we managed to town in search of the next tourist. arrange a schedule and I soon realized Many husbands had mistresses and I would spend the remaining three many families were broken. in Costa Rica gallivanting on rocky But for all of its trials, I loved roads between Montezuma and teaching English in Costa Rica. My Santa Theresa to meet a significantly students introduced me to the warm, increased number of students. I was humorous, playful and caring nature moved to a slightly less glamorous of Costa Ricans and more importantly house in Santa Theresa, which proved they taught me that the simple beneficial in improving my Spanish. acquisition of a hammock may be the My new host, Rosa, and her family answer to all the worries in the world. could not utter a word of English, but they adequately demonstrated the Franki Black is a freelance stew and art of subsistence farming through a writer. Comments on this story are collection of early-rising roosters and welcome at email@example.com.
While it can’t match America for its conveniences, Costa Rica’s way of life is PHOTO FROM FRANKI BLACK beautiful in its own way.
B12 September 2010 PHOTOGRAPHY: Photo Exposé
Digital photos have more data in lighter areas, not the dark Welcome aboard photo enthusiasts. In the past few articles, I introduced you to understanding the new camera light meter of the digital age – the histogram. I mentioned in these histogram discussions that it is best to place exposures slightly right of center. In other words, unlike film (remember film?) for which Photo Exposé it was better to James Schot underexpose for the shadows and over develop for the highlights, for digital it is better to slightly over expose … I said slightly. I could simply tell you this is how it is, but I think it’s interesting and worthwhile to give you an abbreviated explanation as to why. To begin, all computer-based processing begins with the basic binary digit, or bit. Digital sensors and images are made from bits. Each bit can have two values, a “0” or a “1”. All cameras can use a JPG format (some also have RAW and TIFF formats available) to process and capture images. This format has a bit depth of 8 bits that can address 256 levels of luminosity. This is arrived at by taking the 2 values (“0” and ”1”) to the power of 8, or 2x2x2x2x2x2x2x2, which multiplies out to 256. This luminosity (tonal) range is represented in this chart.
A good exposure at its best may capture five stops of light compared to the human eye, which can capture far more. When we shoot JPG (not RAW) as all pocket cameras can, we know JPGs contain 256 bits or tone levels. You can see by the diagram above, which is made up of five f/stops, that the lightest f/stop contains half of the 256 bits or 128 bit levels available in a JPG. The next f/stop has half of those 128 remaining levels or 64 bits, and so forth, with the last (darkest) f/stop having only the 8 bit levels remaining. This means when you bring your digital photo into your computer to manipulate, retouch and enhance with image processing software, the lightest areas provide the most bits (128) to work with. Making adjustments with programs such as PhotoShop can be
destructive to a photograph. Therefore, in summary, if corrections need to be made, there is more bit depth/information in the light areas to play with and potentially sacrifice, as opposed to the dark areas, with the darkest having little information with only 8 bit levels. What has been explained so far offers a perfect-lead in as to why RAW (and TIFF) formats are more powerful than the JPG format. The latter has a bit depth of 8. RAW files have a bit depths of 12 (and 14 working up to 16). Let’s expand the formula of 2 to the 12th power or 2x2x2x2x2x2x2x2x2x2x2x2 = 4096 levels of luminosity. This far exceeds the 256 levels offered by the JPG format and provides a lot more information to work with. You may have seen in your camera or computer monitor manuals that the images or screen are capable of displaying up to 16,777,216 colors. Wow, that’s a lot. We know from this figure, it is a JPG file. How? Images in color photography, your color computer monitor and your television screen are all made from the colors red, green and blue. Multiply their individual luminosity levels together, 256x256x256, and you will come to the figure of 16 million colors. If we calculate the red, green and blue luminosity levels of an image with a depth of 12 bits (4096x4096x4096) we come up with billions of colors (and levels of color). Of course, we can’t discern all these colors, but the more information retained, the more bit levels and colors we are able to sacrifice in processing our images without losing control of the overall quality. More is better. The same goes for pixel resolution of our image sensors … bigger bits and more bits are better. No doubt there is a point when increasing these numbers becomes negligible and will serve only to inflate the size of the files, increase the memory requirements to store them, and add to the extra time it takes to save and upload them, without there being any extra benefits derived. If and when this threshold will be reached is beyond me. It’s summertime, the living is easy, and it time for fun in the sun with permission to go ashore. James Schot has a studio gallery in Ft. Lauderdale. He has been a professional photographer for 35 years, for more visit www.jamesschotgallerystudio.com. Comments on this column are welcome at firstname.lastname@example.org.
www.the-triton.com FROM THE TECH FRONT: Rules of the Road
Licensing agencies still unsure what will change RULES, from page B1
Maritime Center has not made any official announcements, but in various New requirements for training in meetings has stated that the industry leadership and teamwork; should expect changes. These will New requirements for security include training areas in celestial training, as well as provisions to ensure navigation, visual signaling, bridge that seafarers are properly trained to resource management, ECDIS, and new cope if their ship comes under attack competencies for Able Seaman (deck by pirates; and engine). Introduction of modern training The UK’s Maritime and Coastguard methodology including distance Agency (MCA) stated that the learning and Web-based learning; amendments are under review by New training guidance for personnel various committees. The most critical serving on board ships operating in question, which went unanswered to polar waters; and date, relates to the “Y” license tract. New training guidance for personnel The majority of these licenses are operating Dynamic Positioning not compliant with the STCW Code, Systems. but accepted as equivalencies for Speaking at the close of the use on pleasure vessels. How these successful Conference, IMO Secretaryamendments will affect their use General Efthimios on commercial E. Mitropoulos yachts is yet to said that the be determined. The most critical adoption of the Questions into question, which went revised STCW various Red had brought Ensign registries, unanswered to date, to a successful including the relates to the “Y” license conclusion the Cayman Islands tract. The majority concerted effort and Isle of Man, undertaken of these licenses were referred to by so many the MCA. are not compliant – government and The Australian with the STCW Code, industry alike, Maritime Safety but accepted as dedicated seafarer Authority (AMSA) representative states that the equivalencies for use bodies, maritime amendments are on pleasure vessels. training being reviewed How these amendments and refined for institutions, and the many entry into the will affect their use on other interested commercial yachts is yet Marine Orders organizations – Part 3. The to be determined. – over a four-year revisions are period. anticipated for “The immediate release before task at hand is to promulgate the year’s end. standards of maritime excellence On the yachting registry front, we have just come to adopt amongst inquires into the Marshall Islands, those working at the sharp end of the Malta, and St. Vincent and the industry and to promote their proper Grenadines were met with similar implementation and enforcement responses: The amendments are under through the usual means of enacting review with changes to the associated legislation and introducing enabling national legislatures expected before measures in maritime administrations the start of 2011. Expect to see updates and training establishments,” Mr. in The Triton as they become available. Mitropoulos said. The Conference has been a key Capt. Jake DesVergers currently highlight in the IMO-designated “Year serves as Chief Surveyor for the of the Seafarer,” which aims to provide International Yacht Bureau (IYB), an the maritime community with an organization that provides inspection opportunity to pay tribute to seafarers services to private and commercial from all over the world for their yachts on behalf of several flag-state unique contribution to society and in administrations. A deck officer recognition of the vital part they play graduate of the US Merchant Marine in the facilitation of global trade in a Academy at Kings Point, he previously hazardous environment. sailed as Master on merchant ships, While the new amendments clearly acted as Designated Person for a indicate a change to the international shipping company, and served as regulations, how will these changes regional manager for an international affect the individual license holder? classification society. Contact him at The U.S. Coast Guard’s National 954-596-2728 or www.yachtbureau.org.
September 2010 B13
B14 September 2010 CALENDAR OF EVENTS
Jazz on the river in Ft. Lauderdale; shrimp and grits in Jekyll Island Sept. 1 The Triton’s monthly
networking event (the first Wednesday of every month from 6-8 p.m.), this month with Ward’s Marine Electric to celebrate their 60th anniversary. No RSVP necessary. www.the-triton.com
Sept. 2 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. RSVP to Associate Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited.
Sept. 5 SunTrust Sunday Jazz Brunch
(first Sunday of every month) on the New River in downtown Ft. Lauderdale. Hispanic Heritage Month. 11 a.m.-2 p.m., free. www.fortlauderdale.gov.
Sept. 8-13 33rd annual Cannes
International Boat and Yacht Show, France. Two weeks before Monaco and for smaller yachts. www.salonnautiquecannes.com
Sept. 9 ABBRA roundtable discussion
on problems and solutions within the marine industry, Jarrett Bay Boatworks, Beaufort, N.C. Free. RSVP to +1 401247-0318, email@example.com.
Sept. 10-12 St. Barths Bucket Regatta. A fun, non-racing regatta open to
EVENT OF MONTH Sept. 22-25 20th annual Monaco Yacht Show Port Hercules, Monaco This anniversary show features 100 yachts from 25m to 90m, 30 of which were delivered in 2010. 500 exhibitors are expected, as well as 27,000 attendees, including David yachts over 100 feet (31m). www.newportbucket.com
Sept. 16-19 11th annual YachtFest,
Shelter Island Marina, San Diego. The U.S. West Coast’s largest yacht show, includes an exhibit hall. www.yachtfest.com
Sept. 16-19 Rolex Big Boat Series,
St. Francis Yacht Club, San Francisco. Attracts thousands of world-caliber sailors. www.stfyc.com
Sept. 16-19 40th annual Newport
International Boat Show, Newport, R.I. Concurrent with the 15th annual Yachting Magazine Brokerage Boat Show. www.newportboatshow.com.
Sept. 17 17th annual Marine
and Lucy Reed of The Triton. The show brings together ship-builders, designers, equipment suppliers, brokers and service providers. The event of the show: Perini Navi’s introduction of its first motoryacht, the 50m Vitruvius Exuma. www.monacoyachtshow.org
lunch and drinks. On State Road 84 between U.S.1 and Andrews Avenue. www.sailorman.com
Sept. 28-30 The International Builders Exhibition and Conference (IBEX) has joined with the Marine Aftermarket Accessories Trade Show (MAATS) to create one trade event with OEM and aftermarket parts and accessories. www.ibexshow.com
Sept. 29-Oct. 30 International Marine Industries Association of South Florida (MIASF) Golf Tournament. www.miasf.org
Electronics Conference and Expo, Seattle, Wash. www.NMEA.org
Sept. 17-19 Jekyll Island Shrimp and
Show, Genoa, Italy, at Fiera de Genova. www.genoaboatshow.com
Grits Festival, Jekyll Island, Ga. Features a cook-off, shrimp boat tours, arts and crafts vendors, live entertainment. www.jekyllisland.com
Sept. 17-19 2nd annual Martin
County Nautical Flea Market and Seafood Festival, Stuart, Fla. 400 marine and nautical vendor booths, live music, seafood and new and used boats. flnauticalfleamarket.com
Sept. 25 11th annual sale and auction
at Sailorman in Ft. Lauderdale. Two no-minimum auctions of new, used and surplus marine stuff. Complimentary
Oct. 2-10 50th International Boat
MAKING PLANS Oct. 13 Triton Boat Show Kick-off Party Kick off the Ft. Lauderdale boat show season with a Triton-style Oktoberfest at the Downtowner Saloon. All yachting industry folks are welcome. See more details on page A11 and at www.the-triton. com. RSVP requested.
SPOTTED: New York City
September 2010 B15
Triton Spotter Where in the world is The Triton? Well, in this case, pilots Bob Howie and Tim Berwick, pictured, of Wing Aviation Charter Services in Houston, take time out in Times Square in New York City in August to read a passage or two out of the current issue. Observant readers might spot the fact that this copy of The Triton is in the new “magazine” format. Howie didn’t have the full-size issue, so he visited www.the-triton.com, printed out a couple of pages, taped them together in the appropriate order and — viola -- instant issue. Clever, huh? “A Canon G10 digital camera set to ISO 400, fill-flash balanced to the ambient daylight exposure and a bit of nip-n-tuck in Photoshop for shadow/ highlight control with a smidge of color saturation tossed in for good measure and, like that sign thing, ‘Here’s your shot!’” Howie said.
Where have you taken your Triton recently? Send photos to firstname.lastname@example.org. If we print yours, you get a cool Triton T-shirt.
Bob Howie is assistant chief pilot with Wing Aviation Charter Services. He spent 13 years as a writer with the Houston Chronicle, and is a lifelong boat owner. He has written several stories comparing the aviation and marine industries so we consider him The Triton’s resident aviation expert.
Service begins with a team
Poker Run and at Marina Bay
Celebrate 60 years with Ward’s Marine
It’s the only way to deliver luxury
Second-guessing crew isn’t good trait for manager
TRITON SURVEY: FREELANCE CREW
Captains support dedicated freelance crew with a ‘hit-the-ground-running level of experience’, not crew who PHOTO FROM STEW FRANKI BLACK take temporary jobs only until the next full-time post comes along.
Careful using ‘freelance’ if you aren’t Present a placement agent with a resume featuring a series of shortterm jobs and a crew member is likely to get an earful about how difficult they will be to place. When it happened yet again to yacht Chef Adam Mazzocchetti, he asked us to find out why that is. We didn’t poll placement agents, but we did ask megayacht captains what they think of freelancers, and the answer surprised us. Among the 87 megayacht captains who took our survey this month, opinions were pretty evenly split on whether those staccato resumes hurt eager job candidates. Do you have a negative impression of yacht crew who have lots of short-term jobs on their
Water provides great resistance training.
By Lucy Chabot Reed
resumes? Almost half – 49.2 percent – said they didn’t, that short or seasonal jobs are common in yachting. “By concentrating on the ‘rule’ that longevity is king, the industry has its blinders on when looking at crew members’ work history,” one captain wrote. “Freelancers fill an important place in the industry by providing their services at short notice. It’s not always easy to find such professionalism available for a short period so I’d like to think that people could see short stints as a valuable asset, and to not always regard these in a negative way.” “The right freelance crew – reliable, committed, hit-the-ground-running level of experience – gives everybody flexibility, from the owner on down,” said a captain in yachting more than
20 years. “I freelance as captain, and I aim to jump in without making a splash, get the job done without making waves, and step out without leaving a ripple.” Nearly 39 percent of respondents did have a negative impression, though, but it is one that might be fixed if freelancers who really preferred freelance work and weren’t just waiting for something better to come along reworked their resumes to reflect that preference. “My experience is that crew (captains included) take the ‘freelance’ position while they are looking for the next great position,” said a captain in yachting more than 25 years. “This is fine, but be honest about what you are doing. I have hired a number of ‘freelance’ captains to fill in for me.
See SURVEY, page C10
Once crew are trained in delivering and exacting the owner’s wants and standards, an interior manager should not have to second guess them. The work should be done perfectly, each and every time. You should not have to ask a second time or question why they did it another way. As chef and interior manager, Culinary Waves when it is not done Mary Beth my way -- which is Lawton Johnson the captain’s and the owner’s way -it is a direct reflection (and not a good one) of me as a manager. I have not done my job if a situation ends up this way. Do other managers experience this? It happens to me, mostly because of safety issues and my compulsive desire to have everything perfect. But when it carried over into my personal life to someone who has far more experience than I will ever have as a ocean-going yachtsman, I had to stop and rethink my managerial skills. On July 24, I did something I had never done before as a professional mariner. I second guessed the first mate’s aptitude for safety. I asked Absalon Agustin a couple of times before he walked out the salon door if he had a radio. He died that day, walking on the beach. Was it a premonition to ask about the radio or was I second guessing him? I never had done this before because Agustin always wore his radio. He was so safety conscious, and risked his life for several other people during the time I knew him. He had experience and knew what to do.
See WAVES, page C6
C September 2010 NETWORKING LAST MONTH: Marina Bay
ore than 300 yacht captains, crew and industry folks joined us at Marina Bay on the first Wednesday in August to wrap up our 4th annual poker run and network by the pool. Who says thereâ€™s no one in Ft. Lauderdale in summer? Find lots more photos in the Gallery section of the-triton.com.
NETWORKING LAST MONTH: The Triton’s 4th annual Poker Run
achties played 245 hands of poker on the first Wednesday in August and raised $1,500 for The Triton’s scholarship fund at Broward College. Crew and industry folks rode motorcycles, scooters, bicycles and vintage Volkswagen vans. And it ended with networking, of course. Congrats to our winners: Capt. Kyle Costello, who won a two-tank dive for two from Pro Dive, for drawing five aces; Capt. Jonathan Pearson, who won a $50 gift certificate from Bluewater Books and Charts, also for five aces; Butch Risker, who won a week’s dockage at Marina Bay, for five queens; and Capt. Jeff Neuwirth, who won a $50 gift certificate to Mediterranean Market, with five nines. Capt. Paul “Whale” Weakley was presented a special gift for his help “encouraging” fellow captains and crew – even some working in the Med – to play a few hands of poker and contribute to a worthy educational fund.
C September 2010 NETWORKING THIS MONTH: Ward’s Marine
Ward’s Marine Electrical stands on six decades of success We are honored to hold our September networking event at Ward’s Marine Electrical as the company celebrates 60 years in business. After just 6 years for The Triton, we are humbled when we consider what it takes to not only stay in business but be successful for so many years. Join us on Sept. 1 from 6-8 p.m. at Ward’s at 617 S.W. Third Ave. in Ft. Lauderdale. (From 17th Street, take Andrews Avenue Hebert north to Southwest Seventh Street, make a left, cross the railroad tracks and make a right. www.wardsmarine.com) There will be music and food, a tour of Ward’s facility, and lots of great networking. Until then, get to know a little more about Ward’s from Chief Operating Officer Kristina Hebert, who also happens to be the company founder’s granddaughter. Q. We met you in these pages when you hosted one of our events last year, but tell us again a little about Ward’s Marine Electric. Last year’s event was such a success we knew we wanted to do it again. This year, it’s especially significant as we celebrate our 60th anniversary. My
grandfather started this company in 1950 literally out of his garage and that’s something we are really proud of. We have grown from a small homebased business to having two locations, one in Ft. Lauderdale and one in Riviera Beach, and 20 mobile units. Our divisions have expanded as well. We can perform all levels of an electrical refit in-house from service to sales and from manufacturing to production. Q. There is something special to staying in business 60 years. What gives your company an edge? We have been truly blessed to watch our Ward’s Marine family grow the past 60 years. What really works for us is the emphasis we place on safety, customer service and loyalty. Our family works to provide customers not only with our expertise, but also with respect and understanding of their specific needs. Fifty-five percent of our employees have been here more than 10 years, and 26 percent more than 20 years. Q. Some of our guests at last year’s event were surprised to learn that Ward’s does so many different things, even though it sounds like you do just one: electric. That’s one of our biggest challenges, to educate every customer on all of the services we provide. Yes, we do marine electric, but this isn’t a small field. So many aspects go into designing
a complete marine electric package, such as comprehensive electrical and corrosion surveys, engineering and design, panel production and assembly, onboard installations and modifications, and housing the inventory to support these efforts. That’s why we like doing this event. It gives our customers and your readers a chance to come to an open house and see that it’s not just one thing we do; it’s everything we do. Q. Have you noticed any trends on yachts in the past year or two with the recession? Are owners/crew putting off repairs or upgrades, or is electrical one of those things you can’t postpone? Electrical repairs and upgrades have remained steady despite the recession. What has changed is perhaps the scope of the work or the length of the wish list. Again, safety is our No. 1 priority and that holds true for captains and engineers as well. Q. Do you have any new products or services we should know about? There are always new products and services. We work with many vendors who are always staying ahead of the curve. Many times our showroom is a test site for new retail products, as it allows for a greater variation of the marine market to try them. In our segment of the industry
the regulations and rules change and advance with technology. Because of this, our service department is focused on training and education and adds new services to comply. Q. Do you train yachties who want to be proficient in your systems? We provide training on all switchboards we design and manufacture. During commissioning we have a detailed walk-through of the unit’s capabilities, safety measures and maintenance recommendations. Q. You spend a lot of time working with trade associations both here in South Florida and on the national level in Washington. Why is the broader industry so important to you? The success of our industry depends on future generations. We must always look ahead, remove obstacles and challenges, and create incentives for the sustainability and growth of our industry. Trade associations, local and national, are vital and provide us with unity and strength in numbers. I am not only a third generation member of leadership in Ward’s Marine, I am also a third generation board member and leader in the industry. I encourage everyone to get involved at whatever level you can. After 60 years we are a true testament that if you give to your industry, it will give back to you.
INTERIOR: Stew Cues
Trust in teamwork to provide consistently excellent service When working on yachts, we often hear about the importance of teamwork. One of my favorite annoying expressions is “There’s no “I” in team”, always delivered as a reproach when someone does something that someone else considers to be selfish, which is almost as popular as the old “That’s why they pay us the big bucks.” Stew Cues Just what is Alene Keenan teamwork all about? We are in the luxury business, and “luxury” is transferred to people through people, an entire team of people. It’s our job to ensure that service is delivered universally so we can create a memorable experience for our guests. The only way we can create the best benefits for each guest is to provide consistently excellent service. To do this, we have to know we can rely on each member of our team to do whatever it takes to get the job done, regardless of whether a task is directly linked to an individual’s job description. The most important thing to remember is that service starts with me – every “me” on the team. To demonstrate leadership, senior crew must be just as willing to pitch in and do the frontline work as we expect our junior crew to be. It’s all about lateral service and cross-training. If we all understand what our fellow crew mates’ jobs entail, we have greater empathy and respect for each other. Cross-training prevents departments from becoming isolated from each other. There’s none of that “not my job, mon” attitude. Everybody does whatever it takes to get the job done; and the job is to deliver a memorable luxury experience each and every day. Along the way, it is helpful for senior team members to invest time in a mentoring process to develop the talents of other team members. It is a matter of combining technical skills with the unique philosophy of the boat, and finding a way to measure competency and determine how good each team member is at his/her jobs. Seventy percent of learning occurs on the job. Are the skills they learn delivered consistently to guests? One of the biggest components of good leadership is recognizing each person’s individual talent in terms of their innate abilities and then giving them a little room to envision what they want most to contribute to the team. In other words, let them grow in the direction of their interests. This is the tricky part, the trust part. How much trust is too much? I recently worked with someone new to the industry who said she felt like she
worked in a restaurant and lived in the kitchen. We tend to forget how thin our boundaries are in this industry. There is barely any separation between any pieces of our lives, and it is inevitable that there will be breakdowns. How supportive the environment is will determine whether you can stand the heat or should get out of the kitchen. Trust flows from the top down. Crew need to trust leadership to create a workplace where they feel they belong, to believe their work makes a difference, and to feel good about contributing. This is no small task. Leaders are human, too, and are subject to breakdown. But having a reputation for respecting and empowering people goes a long way. Honesty contributes much toward building trust. It may seem that the truth is
sometimes better withheld. (We all accept that sometimes we are on a need-to-know basis; if there is anything we need to know, someone will tell us.) But trust erodes when communication lacks honesty. A true leader knows how to balance this power. Distrust destroys morale and impacts service. One bad mood can quickly ruin everybody’s day, sending some scrambling to figure what they did wrong and who is at fault. When leadership can’t be trusted to sort things out, co-workers often work against each other as a means of self-protection. Let the drama begin. It pays to remember that we are all human and we will make mistakes every day. Empowering through trust instills a sense of pride. Crew members know that deep down inside they are respected
and protected and that their particular talents have not gone unnoticed. You can’t micromanage memorable outcomes. You have to step back and trust that through teamwork and with guidance, your crew will be empowered to use their talents and training to consistently deliver the kind of service that will create a luxurious, memorable experience for your guests every time. Alene Keenan has been a megayacht stewardess for 19 years. She has recently begun teaching a 10-day intensive silver service course at Maritime Professional Training in Ft. Lauderdale. She also offers onboard training through her company, Stewardess Solutions (www. stewardesssolutions.com). Comments on this column are welcome at editorial@ the-triton.com.
C September 2010 IN THE GALLEY: Culinary Waves
Capt. Wampler’s Simple Pizza By Capt. John Wampler Here is a quick and easy personal pizza made from ingredients already in your refrigerator or pantry.
On a non-stick perforated pizza pan, place one large tortilla. Lay out 1 cup of the mozzarella cheese and cover with the second tortilla. Spread on 1/2 cup of jarred spaghetti sauce and then cover with the remaining cup of shredded cheese. Finish with your favorite toppings such as pepperoni and bacon, ham and pineapple, or leftover meats and vegetables from last night’s dinner. In a pre-heated oven at 380 degrees, place pizza on a center rack and set timer for 15 minutes.
A beautiful thing about pizzas: You can top them however you PHOTO/CAPT. JOHN WAMPLER choose. Once finished, place on a wooden cutting board and let cool for 5 minutes. Slice into eight slices and enjoy.
Industry newcomers need time to understand safety demands WAVES, from page C1
Ingredients: 2 large burrito tortillas 2 cups shredded mozzarella cheese 1/2 cup jarred spaghetti sauce Favorite toppings
But the day he died, I second guessed his abilities, and after 14 years with us, I had never questioned him before, ever. I can’t stop thinking about why I second guessed him, which got me thinking about all the times I’ve done that to other crew, and how others have done that to me. Have you ever second guessed another crew member’s capabilities, had to remind them of their duties, or checked behind them to see if their job was done right? I have. It takes a long time for newcomers to the industry to really believe how dangerous our jobs can be, to understand the safety implications involved, and to learn to recognize what needs to be done. Until I feel comfortable in a new crew member’s ability, I will re-ask and re-question, even once they have met all of the qualifications. This is not the best tactic to use as a manager. A checklist would be better. Then why do I and countless others seem to second guess our crew? To be in control? A show of power or ego? I would have to say yes to all of the above. Second guessing is not a good quality in managers. From an experienced bluewater sailor of 20 years who worked the deck and helm to being a dual-degreed chef, I need to know the abilities of new crew in maintaining a safe working environment and whether they know the correct way to do their job. Once I feel comfortable with their abilities, I give them free reign. Unfortunately, it doesn’t stop there. I need to lessen the
reigns and let go. When my chef abilities were second guessed by a new stew years ago, I got angry. (If the shoe fits, I need to wear it right?) If she were on another yacht, she would have been either talked to or fired. But management these days is no longer the dictator vs. the scared employee. Instead, we are often viewed as a team, working together to achieve the team’s goals. This is how it is now on yachts. There are yachts that run on a military standard, but for the most part, the industry is changing toward team goals, so we old timers need to adapt if we are going to survive. Over a 20-year career, I have had some of the best stews (and also the kind who put fine stemware down the garbage disposal). One of the best I have ever worked with died recently of heart trouble while we were in the Bahamas. I never once questioned his abilities once he was shown how to do the job. I never questioned his ability as a seaman either. I trusted my life with this man and I watched him save a life. Our mate, Capt. Absalon G. Agustin, was one of the finest mariners I have ever met. And the only time I second guessed him was on the day he died. I asked if he had his VHF radio on him, and I told him to be careful and safe. That was the last time I spoke to him and it was a second guess. Turns out that he had left his radio onboard so it would not get wet, but even if he had had it, we could not have saved him. I do it to my husband, the captain, probably because I have worked with him for my 20-year career and I know him like a book. When something is out of the norm, I question it or ask him about it. If something was out of the normal sequence of events onboard, would you second guess what was happening or rely that it will be done? What happens if it is not done and the owner comes to you? At some point, though, you have to let go and learn to trust others. If the work is not done, that is when you sit down with the employee and discuss their job duties and performance. But if they do their job well, there is no need to second guess their abilities, until they prove otherwise. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. (www. themegayachtchef.com) Comments on this column are welcome at editorial@ the-triton.com.
C September 2010 NUTRITION: Take It In
Poppy seeds can trigger false positive in drug tests Those innocent-looking little black Poppy seeds are also used in many poppy seeds on your morning bagel can manufactured foods. They are a main spell big trouble if you eat them and ingredient in Clif Bar’s lemon poppy take a urine-based drug test the same seed bar. All this said, poppy seeds are day. Why? You just pretty popular in foods found around might wind up with the world. a false positive for The problem, as far as drug testing opiates. goes, is that eating poppy seeds the day There are some -- and some literature points up to 72 90 species of poppy. hours -- before a drug test can cause a One, Papaver false positive for opiates. Opiates are somniferum, is one of the Substance Abuse and Mental used to make Health Services Administration’s both drugs five drugs tested for in the standard Take It In (think opiates National Institutes of Drug Abuse Carol Bareuther like morphine testing. and codeine) and food (think poppy In reality, a false positive in drug seeds). Poppy seeds are tiny seeds, testing caused by poppy seeds is a true most commonly black but there are positive. There are no unambiguous also white, that have been harvested markers available to differentiate from the opium poppy for thousands poppy food ingestion from heroin or of years. The ancient Sumerians pharmaceutical morphine use. The cultivated them as did the Egyptians only thing false about it is that the testwho used them as a sedative as early as taker is at fault for eating something, 1500 BC. not smoking, snorting or shooting it. Over the ages, poppy seeds have The likelihood of false positive been used as a remedy for insomnia test results from eating poppy seeds and infertility, a good luck charm for has decreased since 1998 when the wealth, and even rumored for magical federal test threshold for morphine powers to render someone invisible. and codeine was raised from 300 Poppy seeds are nanograms per indeed nutritious. milliliter to 2,000 One tablespoon ng/mL. There is research to provides only 45 Still, there is show that it’s possible to research to show calories along with nearly 2 grams of eat enough poppy seeds that it’s possible to protein and an eat enough poppy to cross this higher equal amount of seeds to cross limit of detection and carbohydrates, this higher limit about 15 percent of detection and get nailed. Also, some of the daily get nailed. Also, toxicology labs may requirement for some toxicology calcium, and labs may still still use a cutoff level of good amounts use a cutoff level 300 ng/mL, which could of the minerals of 300 ng/mL, potassium, which could prove prove problematic on a magnesium and problematic on a regional basis. phosphorous. regional basis. Poppy seeds are So, what can also fat, sodium you do to be sure and cholesterol free. these delicious little seeds don’t get A nutty taste and crunchy texture you in trouble? Play it safe and don’t has led poppy seeds to be incorporated eat them before drug testing. There’s into a number of dishes. In general, always blueberry, cinnamon raisin or they’re used as a spice, decorative just plain plain bagels out there. garnish and a main flavoring in foods If drug testing is random and you ranging from baked goods to main just ate a sandwich on a poppy seed dishes and desserts. For example, while roll, alert the test company to the Americans might go for poppy seed possibility of a false positive and ask for rolls and bagels, central Europeans a re-take. enjoy a poppy seed-filled strudel at Don’t expect the “poppy seed Christmas. defense” to come to your rescue if Germans and Poles use poppy seeds you’re a real party animal because other in a variety of breads. New Zealanders signs of drug use are sure to leave their eat poppy seed crackers. Jews nosh on telltales. pastries filled with a poppy seed paste during Purim (which occurs in the Carol Bareuther is a registered dietitian spring). And Indians cook with white and a regular contributor to The Triton. poppy seeds as part of their regular Comments on this column are welcome spice repertoire. at email@example.com.
C10 September 2010 TRITON SURVEY: Freelance crew
Do you hire freelance crew?
Will owners accept temporary, freelance crew?
If you hire freelancers, what is the primary reason? Insurance requires it Saves money – 3.7%
No – 5.7%
Gives crew time off – 11.0% Provide better service – 13.4%
No (full-timers only) – 27.4% Yes – 94.3%
Yes – 72.6%
Some positions not always needed – 69.5%
Is ‘freelance’ a code job’? No, at least they are working – 8.1%
No, freelancers can b as full-time crew – 6
The best freelance crew members ‘will have lots of offers for return re SURVEY, from page C1 They have done exceptionally well and often say “if you ever need me again...” When I try to book them for six months in the future, I always get the reply, ‘Oh, I will have to wait and see what is happening closer to those dates.’ “This is not a professional freelance captain to me,” this captain said. “This is someone looking for a full-time placement or the longest term position they can negotiate. I have also had candidates commit to me and then blow me off a week before they are supposed to arrive because they found a better/longer-term offer. Maybe I am old fashioned, but when you commit to someone, you keep your commitment.” Just 11.8 percent believed that a resume with lots of short-term jobs meant that the candidate couldn’t keep a job. We tried to find similarities among those 10 respondents in terms of tenure in yachting but could not. They ran the gamut in terms of years of experience. Several captains stopped us here
to note that there is an important difference between yacht crew who work freelance as a preference and those who simply call themselves freelance because they don’t have fulltime work. A true freelancer, they say, won’t take a full-time job. One captain brought up an interesting nuance of freelance, which to him/her meant temporary. Instead, this captain has respect for relief crew. “Many freelancers have certain traits that are disruptive to the smooth dynamics of running a professional yacht,” said this captain, who has been in yachting more than 20 years. “Permanent relief crew are usually more professional. If you are a good freelance crew member, you will have lots of offers for return relief work. Chefs are in demand, and I pay my relief chefs extremely well.” So can some people’s negative connotation of real freelance crew be eliminated simply by changing the word to “relief ” crew instead? We didn’t ask this question, but wish we had. Some believe that “freelance” is code for “can’t hold a job”. We
wondered if captains agreed. The majority of captains (77.9 percent) hold little grudge against crew who consider themselves “freelance,” acknowledging that freelancers can be just as professional as full-time crew and that at least they were working. “I have used freelance crew who have left a job and have a strong enough work ethic they don’t just sit around waiting for a new job,” said a captain in yachting 11-15 years. “They work until a permanent position is found.” That leaves 22.1 percent of captains who do believe freelancers are hiding behind that word, especially if they aren’t advancing their career or are willing to take long-term positions. “One of the issues of the freelance industry is it is partially full of people who don’t know what they want or can’t keep a job,” a captain said. “So, whether the good freelancers care to admit it, their pool is filled with some less-than-desirable prospects, and the good ones suffer. Good freelancers are in high demand and hard to find.” Thirteen captains (15.1 percent
of respondents in this poll) thought that yes, freelance is clearly code for “can’t hold a job”. We looked more closely at these respondents and again discovered no similarities in terms of tenure in yachting. We did discover that among those 13 captains, none had ever knowingly taken a temporary job. Next, we wanted to know, regardless of personal beliefs about freelancers, do you hire freelance crew? The vast majority – 94.3 percent – do, and pretty much for the positions that we would expect: interior/stew, chef, bosun/deck and first officer/mate, in that order of most common. “Freelance crew are a necessity in this industry,” said a captain in the industry more than 10 years. “There is a huge difference in crew who choose to freelance and those who are regularly leaving permanent positions after a short period. The crew agencies need to stop passing judgment on freelance crew. Read their CVs more closely and recognize that most of the true freelancers are repetitively called back to the same boats. Hence, great
crew mem And na why: If yo is the pri Most ( to fill in p some of th “Freela when extr limited ba have used when nee Freelan responden better ser trips. And fre to give ful percent o Only a because t full-time c insurance crew (2.4 Among don’t hire the prima
e for ‘can’t hold a Yes, if career stagnant – 7.0% Yes, for the most part – 15.1%
TRITON SURVEY: Freelance crew
Have you ever taken a knowingly temporary job on a yacht?
be as professional 69.8%
mbers filling a niche.” aturally, we wanted to know ou hire freelance crew, what imary reason? (69.5 percent) hire freelancers positions the yacht needs only he time. ance crew can be a great asset ra help is needed on a timeasis,” a veteran captain said. “I d freelancers and would again eded.” ncers give 13.4 percent of nts the ability to provide rvice during charters/owner’s
eelancers allow the yacht ll-time crew time off for 11 of respondents. few said they hire freelancers they are less expensive than crew (3.7 percent) or because e requires a certain number of percent). g the few respondents who e freelancers (about 5 percent), ary reason is that it takes too
See SURVEY, page C12
Will the owner hire a freelance chef?
No, I only want full-time jobs – 23.1% Yes, it was the only work I could find at the time – 60.3%
What main requirement would you have of a freelance chef network? None – 12.3%
No – 13.1%
Yes, I prefer those jobs – 16.7%
Yes – 86.9%
Good rates Good selection of – 12.3% candidates – 38.3% Preferred candidate available – Background/ 14.8% security checks on candidates – 22.2%
‘Owners seem to think things are going to be alright’ A few comments from survey respondents: n
My partner and I have recently gone the freelance route after 10 exhausting years in the industry. We use our 41-foot liveaboard sailboat to get from one seasonal area to another. This way we are in the vicinity of the action and our “in-betweenjobs” accommodation doesn’t break the bank. Best of all, we finally have the time and opportunity to see some of the offthe-beaten-track cruising areas along the U.S. East Coast that the big boats never see. And finally family and friends can visit with us in our home. Freelance can work, and the industry should stop thinking that all freelance crew are beach-bums. We’re every bit as professional as full-time crew. The industry loses so many skilled and experienced people who leave because they “want their lives back.” Freelance work keeps these hard-won years of experience in the industry: a win-win situation for the freelance crew, owners and the industry as a whole. We wish there was an agency that took freelance crew under its wing as a core business, one that would weed out the holiday job seekers from the dedicated,
experienced, trustworthy of us who work freelance full time. n
Some of the [survey] questions do not allow the whole story. I have taken on a temp job for the season because it fit into my schedule. Some of the yes/no questions really are not black and white. More often, there are many other reasons for not needing freelance crew. For example, the owner feels that his yacht is crewed efficiently. Trainability of a freelance crew member can be another variable. n
Short-term employment is an important subject and our industry must dispel the myth that crew with a lot of quality freelance work on their CVs are unreliable or undesirable. It is just that, a myth. It would be ridiculous and irresponsible for me to sit on my butt just waiting for that full-time dream job. They are few and far between. n
There is a misconception that freelance captains are not desirable for long-term employment. I beg to differ. In my case, my vessel was sold 20+ years ago and I started doing contract charters and deliveries. After all this time, I have operated hundreds
of vessels all over the world. And here is what the owner is missing: a yacht captain who has run just about every yacht system out there and cruised most of the yacht grounds around the world. A freelance captain is more “hands-on” with regard to vessel systems. A freelance captain can step aboard and in short order, have the vessel up and running. n
Not all boats today run with a full compliment of crew. My first gig in yachting was on a 103-footer back in the 1990s. There was a captain, engineer, mate, stew and chef for a total of five full-time crew. You’d be hard pressed to find a 100-footer today with four full-time crew, maybe even three. By running short on fulltime crew, the industry has in and of itself created a demand for freelance crew. n
Freelance does not sit well with some. I have hired freelance crew and luckily was not left with a bad taste. Fortunately, I was not in a bind and had plenty of time to review resumes. With insurance requirements becoming increasingly more difficult, freelance crew might find it to be
See COMMENTS, page C13
TRITON SURVEY: Freelance crew C12 September 2010
View of longevity changes ‘with a recession’ SURVEY, from page C11 much effort to retrain someone new all the time. Only one captain said it was because the owner wants consistency in his crew. Which leads us to our next question: Do owners want only long-term crew or will they accept temporary, freelance crew? The majority (72.6 percent) said owners will accept temporary crew. “It used to be the case that longevity was a primary factor to see whether one would be reliable and stand by his or her word,” said a captain in the industry more than 10 years. “With a recession, that picture changes somewhat as some owners particularly ask to shorten the crew to a minimum and hire again as needed to keep the cost down. So obviously the demand creates the freelancer in the first place. As long as a long-term position is not offered, I would find it unfair to put much emphasis on proven longevity.” Still, more than a quarter of respondents (27.4 percent) said owners want long-term crew. In an effort to get more understanding of captains’ beliefs about freelancers, we asked a few questions that are totally subjective. Are freelance crew less reliable than full-time crew? Nearly three-quarters (73.5 percent) said no; 26.5 said yes. “Many times freelance crew come on fresh and work harder and longer than full-time crew,” another captain said. “They know their end date, so they work hard until then for a good reference and referrals.” “My objections to freelance crew are not just limited to those listed,” said a captain of yachts from 133 to 201 feet with crew compliments of seven to 21. “Freelance crew are, by
their nature, looking for their next job and not thinking of the one they took temporarily. Since they are not staying, they tend to leave their mess to the next temporary or permanent crew.” Are freelance crew less adaptable/trainable to your vessel than full-time crew?: Again, about three-quarters (76.5 percent) said no; 23.5 said yes. “Quite often freelancers are as good or better than permanent crew,” said a captain on yachts more than 10 years. “They always have to perform over 100 percent or they don’t get call backs or referrals.” “I find that in general freelancers are harder to deal with, work with and train than full-time crew,” said a captain on yachts more than 20 years. “If they are truly freelance by choice and intend to stay that way (not looking to work into a permanent position) many of them have the ‘I was looking for a job when I found this one and I can find another after this’ attitude. You find yourself handling them with kid gloves so they don’t get mad and quit. Someone who is looking to find a permanent position is much more likely to go out of their way to do a good job.” One of Chef Adam’s main points was that from a business perspective, freelancers can be more affordable for the yacht in the long run since they are only hired for the infrequent times the owner is aboard. We were curious to see if captains agreed with that stance, so we asked Are freelancers more/less expensive to hire for the length of their stay than full-time crew? A full 60 percent acknowledged that they were more expensive; leaving 39.2 percent to say they were less expensive. We wanted to compare that to this question: Are freelancers more/less expensive in the long term than full-
time crew? A slight majority of 53.7 percent thought they were less expensive in the long term than full-time crew. More than 46 percent thought they were more expensive. “Our program does not warrant a full-time chef,” said a captain in the industry 6-10 years. “We have been lucky to use the same freelance, culinarytrained chef for more than 10 months on nearly every trip with the owner aboard. He integrates with the full-time crew and follows the protocol of the yacht without question. The owner has almost come to expect the same chef aboard, but does not get upset if he is obligated elsewhere. It is far more cost effective and productive, to our program, to hire freelance.” “Obviously, the use of freelancers becomes more cost effective the less a vessel is used,” said a captain in yachting more than 15 years. “If owners are temporarily cutting back on the use of the yacht because of the economy, being a ‘regular’ freelancer could lead to a fulltime position when things get back to normal.” We crunched these results to discover that of those captains who think freelancers are more expensive in the short term, most (62.5 percent) also think they are also more expensive in the long term. And of the captains who answered both questions, the largest group (38.5 percent) thought freelance crew were always more expensive, both in the short-term and in the long-term. Just fewer than 30 percent thought they were always less expensive, and just more than 30 percent thought the expense was mixed. In looking specifically at the chef ’s position, we asked Will the owner hire a freelance chef? Nearly all captains (86.9 percent) said
In the short- and longterm, compare the costs of freelancers to full-time crew. Freelancers Freelancers always less always more expensive expensive – 29.5% – 38.5% Depends on whether hiring is for the short term or the long term – 32.1%
Statistics/graphics by Lawrence Hollyfield
the owner would. Chef Adam has toyed with the idea of creating a network of freelance chefs, so we asked captains If there was such a network, what would be a priority requirement for you to use it? More than 60 percent said it would depend on the verified quality of the candidates presented. “I would prefer to use the same person over and over,” one captain said. “If they are working with multiple yachts they may not be available when you need them. The concept is somewhat like job rotation ... a great concept on paper, but difficult to pull off.” “Freelance crew serve their purpose,” said a captain in yachting 6-10 years. “They help yachts run effectively. If there was a network of just freelance crew, it would be useful. I would expect it to be more experienced crew who can just step on a yacht and do the job with little or no training. Highquality freelance crew can charge premium rates, but there has to be some guarantee that they are as advertised. Freelance inexperienced crew, I try to avoid.” Since we asked captains about their opinions about freelance crew, we were curious to know if they had ever worked freelance themselves, so we asked Have you ever taken a knowingly temporary job on a yacht? More than 60 percent had, but only because it was the only job they could find at the time. The next largest group at 23.1 percent said they hadn’t because they only want full-time employment. Just 16.7 percent of respondents prefer to work freelance positions. “I have had a freelance career for better than 30 years,” a captain wrote. “I’ve probably had 100 or more jobs in that time as captain, mate, engineer on motorboats, sailboats and ships. I prefer it. Every boat is different. It’s exciting, you meet new people and are always on the move. “It’s odd that this even came up. In the commercial marine industry, routine changes in crew avoid burnout,
See SURVEY, page C13
TRITON SURVEY: Freelance crew
Freelance chefs offer varied cuisine COMMENTS, from page C11 challenging, which is another subject The Triton might want to jump into. n
Freelance chefs I have hired -- and there have been quite a few -- have been horrible. The attitude always seems to be “I am here only for a short time; let’s party.” n
Some owners like to vary their cuisine. When hired for a season, a freelance chef allows that opportunity. It seems to me that top chefs in general are more inclined to be happy with short-term arrangements. n
Most professional people who freelance are doing so because of their home life. Also, I find that freelancing is another way of sharpening my boating skills as every vessel is different. It allows more time away from the responsibility as a captain. This can help with stress. Most captains will hold onto their jobs, whereas a chef or stew are the most common freelance jobs. n
The difference between “freelance” and “can’t hold a job” is called “checked references.” n
Freelance is a negative word because most crew want those terms. No mature, sane person would agree to work away from friends and family as long as we do. I can’t think of any other professional career that requires being away from home for 10 or 11 months of the year, no matter what the perks are. Fact is that as the yacht profession gets more professional, there must be more rotation and freelance positions so that mature crew can have a normal family life like in the commercial world. Fulltime positions at the entry level will suit the young guns that just want to travel and party. n
I have been full time my entire 30+ years but I can see where being freelance would be appealing, as long as I was making a decent living. n
There is surely a place for freelance workers, especially since owners want to cut back on full-time crew with benefits. n
Even more so than for a full-time position, an effective CV and references are key to getting hired. It’s a small industry. The person hiring probably personally knows someone who knows one of your references. n
There is nothing wrong with freelancers; often their resumes are worthless. Experience, common sense, skills and honesty are more valuable than a phony resume. Nothing speaks louder than results. n
As a freelance captain (in the past) I have had trouble recently getting fulltime, permanent positions because of the extent and variety of jobs that I have completed. A suggestion to freelancers
would be to start a company and show employment with that company in order to demonstrate longevity in the industry. The individual could then use the services description of said company to exercise options if there are a number of skills in different areas of capability/specialty. Delivery captains have the hardest time getting back to full-time positions. n
My experience hiring freelance crew for the past three years has been nothing less than fantastic. n
Some of the most professional shortterm crew I have worked with chose to do freelance work for the variety of experience and the obvious freedoms it allowed them. I have often freelanced as captain for the same reasons, and to fill gaps in permanent employment. Sometimes it is a good way to find the right boat. A well rounded and adaptable crew member is the best, whether they are permanent or temporary. n
I hired a freelance captain-chef/stew team on a friend’s recommendation. This was the only way for our team to go on a long vacation. They fell in perfectly with the yacht’s charter program. I would not hesitate to do this again next year. n
I have been freelancing for several years. I have had my share of long-term jobs (3-10 years) and now enjoy using my experience to provide relief for harassed permanent crew who seldom get any time off, even for supposed leave due. I try to fit in with the captain’s operational system and only rock the boat if I see something that I consider to be wrong or dangerous. In the past, I have run boats where the additional work-load in “boss aboard” mode requires use of freelance crew who are not required at other times. In such situations you tend to gather a
‘As a Med-only yacht, we can’t justify a fulltime chef unless the owner is onboard, which is for 10 weeks a year.’ following of freelancers you know and trust. n
As a Med-only yacht, we can’t justify a full-time chef unless the owner is onboard, which is for 10 weeks a year. Freelance chefs give us the flexibility to operate efficiently for him. On that basis, we’re happy to pay a bit extra for that flexibility. Freelance crew are not all the same. Sometimes they are perfect; sometimes they are incompetent. I worked freelance for many years just doing deliveries, projects and relief work because honestly, I couldn’t stand to be employed full time by most people. It also allowed me to charge a premium rate for my services as often I would be coming in to cure a problem. I finally came across an owner I liked enough to take a full-time position with and have been here a year and a half. n
Freelance crew are normally as good as, if not better than, full-time crew, as long as they are busy. There are many reasons for crew wanting to be freelance vs. permanent. I have used some good freelance crew in the past and have not had any bad experiences, though every person has their strengths and weaknesses. n
Every boat is different and has any number of reasons for hiring short-term crew. We took on two short-term crew (cook/stew and stew) when our regular crew could not join us for a Bahama cruise. The owner was fine, left it up to me and seemed happy enough with the result. It could have gone the other way
New crew can bring ‘sunshine’ SURVEY, from page C12 permit schooling, maintain family ties, and myriad other conditions. Why would yachting have an issue with this? “Are there people out there who believe a program of 11 months on, one month off is really an ideal career for anyone?” this captain continued. “Can it even be regarded as a healthy working condition? I often wonder about the mental stability of someone who hasn’t taken leave in 18 months. What kind of life is that anyway, socially crippled, no family, few friends? “A change in crew can bring a ray of sunshine into a drab routine, or at least stir things up. And change is good. It reminds us that there is a life after yachting.” Taken as a whole, the survey seems to reveal that yacht captains -- the ones who usually do the hiring on yachts - don’t look down upon freelance crew, and indeed seek them out for temporary positions, perhaps now more than ever. “It has been my opinion that we sailors tend to be a transient group, a happy bunch always moving from yacht to yacht, port to port,” one respondent wrote. “Yacht crew agents, on the other hand, tend to be more fixed in one place. Perhaps it’s the agents who are losing contact with their industry.” 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.
C14 September 2010 FITNESS: Take It In
When workouts get too hot, seek cool benefits in water Water exercise is a great compliment to any fitness routine. The coolness factor of a water workout is much greater, as water cools the body more efficiently. Therefore, if you are someone who enjoys exercising outdoors, water workouts are great for the humid summer months. Some additional benefits of water Keep It Up exercise include: Beth Greenwald l low impact, which is easy on joints and is great for rehabilitating an injury; l provides a safe exercise environment for those with certain chronic conditions such as arthritis, osteoporosis, obesity, diabetes and back pain; and l great form of exercise for women who are pregnant. As your body goes deeper into water you experience its viscous properties, providing resistance in all directions. To increase resistance â€“ move faster and work harder. Although shown in the water, these exercises may also be done on land if an aquatic environment is not accessible.
hands open, bend your elbows, bringing your hands up to your shoulders and then back to starting position in a flowing, nonstop movement. Complete 30 repetitions.
Alternate walking or jogging quickly for one minute, with high knee lifts for 30 seconds. Continue for a total of 6-7 minutes. Try to complete the following circuit three times:
Wall push ups
Stand with legs together and hold onto the pool wall for support. Bend your right knee, and keep your right thigh parallel with the left, bringing your heel close to your butt and then back down to starting position. Complete 15-20 reps on each leg. Stand up straight and begin with your arms bent at 90 degrees, fingers spread apart, palms facing the bottom of the pool. Push your arms down until your hands are beside your hips. Return to starting position and complete 30 repetitions.
Keeping feet together, jump from side to side as quickly as possible. Complete 30-40 hops.
Keeping knees bent throughout run, follow a pattern of out, out, in, in, with your feet, simulating running through tires. Continue for 1 minute.
Bicycle Using the side of the pool, hop up to raise yourself as high as you can while straightening your arms. Hold this starting position for 2-3 seconds, and then lower yourself until your elbows are about 90 degrees. Raise yourself back up, straightening your arms. Complete 10-15 repetitions.
Stand up straight and begin with your palms facing forward, arms straight down at the hips. With your
With your back against the side of the pool, place your arms on the edge. Keep your core muscles strong, lift your legs and pedal in a bicycling motion for 2 minutes. 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 Fort 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
Politics impact tax rates, which impact financial plans I was fortunate this summer to are government grants and loans for spend three weeks with family in living expenses while in college. Denmark. The trip gave me a better Tax on groceries is about 20 percent, understanding of where we may be so many people choose to make heading with dinners at home. It is considered more taxes and more of a privilege to go out for dinner as governmental taxes on everything is high. I did not control of see many fast food places as even those traditionally are a luxury. (A Big Mac combo meal private activities. costs about $9). This article Costs for energy such as natural is not intended gas, water and electricity are also to be political high. The climate does not require air so read it from conditioning in summer and everyone Yachting Capital a financial seems to have wood fire options for Mark A. Cline perspective. winter. We all know The general opinion is that if the that political decisions heavily impact government wants to change behavior, financial decisions we make, so it just increases taxes. In Copenhagen, complete separation is not possible bicycles appear to outnumber cars. between politics and finance. Not only is it expensive to park, but gas Our vacation gave us time both in costs more than $7 a gallon. Denmark and Sweden. Both countries The November elections will greatly have a dominant socialistic society. identify the will of U.S. people. As I Both countries have been around a lot work hard to help people plan for their longer than the United States. retirement, much is in the air. We seem As an entrepreneur who pays for to be heading toward more socialistic health care insurance, I do see the policies but the polls indicate the appeal of having free medical care general voting public does not totally and having the government take care approve of this direction. of you. This seems to work in these If the new Congress does not vote to countries but extend the Bush will it work in the administration tax largest and best laws, the impact The general health care system on financial opinion is that if the in the world? planning will be government wants to With a significant. population in the Many longchange behavior, it United States of term investments just increases taxes. In 308 million people, pay dividends, a Copenhagen, bicycles it is difficult distribution of appear to outnumber to compare the profits of a Denmarkâ€™s business. This cars (parking is system with ours. is typically done expensive; gas costs Denmark has a on a monthly more than $7 a gallon). population of basis. These come about 5.5 million from individual people. The companies such as redistribution of wealth seems to work GM, GE, Pepsi, etc. that donâ€™t have high for Denmark. Again as an entrepreneur, growth necessarily but have steadier it would be difficult for me to survive profits. The current tax rate for these its level of taxes. People who own dividends is 15 percent. The expected companies in Denmark are just like new tax would be 39 percent. U.S. business owners. They constantly Dividends are a part of retirement look for legal ways to pay fewer taxes income for many U.S. senior citizens, and reduce their expenses to improve and they are also a large voting block. profitability. The idea that more of their retirement Scandinavian people believe jante income will pay for government loven, no one is better than anyone spending is turning our normally nice, else. Income taxes range from 50 quiet elders much more vocal. percent of income to 69 percent of Information in this column is not income. After talking with people from intended to be specific advice for different social levels, I learned that anyone. You should use the information there is not near as much of excess and to help you work with a professional extravagance as in the States. regarding your specific financial goals. All those extra taxes go to social programs, mostly medical, which Capt. Mark A. Cline is a chartered includes subsidizing dental and senior financial planner and mortgage eye care. Another major benefit is broker in Ft. Lauderdale. Comments on education. Everyone can go to college; this column are welcome at +1-954-764there are no private colleges. And there 2929 or through www.clinefinancial.net.
C16 September 2010 CROSSWORD/SUDOKUS
Try these puzzles based on numbers. There is only one rule for number puzzles: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once. Don’t worry, you don’t need arithmetic. Nothing has to add up to anything else. All you need is reasoning and logic.
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C18 September 2010 BUSINESS CARD ADVERTISERS
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