In that?
Getting in a liferaft not what you think. B1
Do over
U.S. small vessel security plan needs a rewrite.
And away we go Party season begins.
A18-19 Vol.6, No. 8
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A6
November 2009
Inexperie nced crew typically are harder to manage A conversation about crew management can take any number of different tracks. You could discuss how much time it takes, the techniques that work (and don’t), even training or coaching methods. Ours didn’t start on any of those tracks. It got derailed when From the Bridge one captain at our Lucy Chabot Reed monthly lunch
brought up first mates. “I spend about 25 percent of my time managing crew,” this captain said. “I pawn it all off on the mate.” “I made that mistake,” another captain said. “My mate made it worse.” “Well, you have to have the right guy,” replied the first. And therein opened the door on a conversation that took a winding path into the world of experience (or lack thereof) and licenses. 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 A12. “Mates are difficult to find who know what they are doing,” a captain said. “None of them know the rules of the road as they should. They might be good, but they’re lacking in the maturity to be a leader. It’s difficult to find people with that experience and the ticket. They need a lot more
training. These captains, many of whom had been in the industry for decades and recalled a time when it took years to move into the ranks of captain, derided the fact that the recent easy access to captain’s licenses has basically eliminated the strong first mate candidate who not only knows about yachting, but has spent time managing people.
See BRIDGE, page A12
M/Y ALLEGRIA AT The point of no return
Halfway across the Atlantic in late September with the crew of M/Y Allegria. Capt. Bernard Charon is at right.
He’s everywhere, but hard to find Elmer Strauss built his businesses behind the scenes By Dorie Cox To physically find Elmer Strauss, you have to trudge through a storage hall to reach his desk. But to find his influence, yachties need only look around Ft. Lauderdale at some of the biggest and longest-running names in the industry: Cable Marine, Boat Owners Warehouse, BOW Strauss Worldwide, DS Hull and Yacht Equipment and Parts. Because his name is not on any signs, yacht captains and crew might
not realize he’s the man they have done business with over the past 30 years. But they have. So why is his name not on a marquee? “He finds the stars and lets them shine,” said Kristy Fox, now a broker who has worked with crew in South Florida for more than 10 years. She got her start with Strauss when she met him at Cable Marine. Strauss has always hired like-minded and competent people to run his marinas, retail stores and parts and service companies. He puts them in charge and steps back, fostering the
See STRAUSS, page A14
PHOTO COURTESY OF CAPT. BERNARD CHARON
TRITON SURVEY:
A closer look at crew management In The Triton’s broadest-ranging survey yet, we delved into more than two dozen aspects of crew management, including style, performance reviews, job descriptions, ethics statements and training for captains. C1
What percentage of your job is spent managing crew? > 90% 75- < 60- 90% 10% 75% 50-60% 10-25% 40-50% 25-40%
Which management style most closely fits yours? Military – 14% Corporate – 14.9%
Sports – 3.3%
Informal – 67.8%
A November 2009 WHATâ&#x20AC;&#x2122;S INSIDE
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Take your pick, page C2
Guests at our 3rd annual poker run talked boats PHOTO/JON ROSS PHOTOGRAPHY and bikes at Roscioli.
Advertiser directory C23 Boats / Brokers A17 Business Briefs A8 Calendar of events B21-22 Career News C1 Columns: In the Galley C1 In the Stars B20 Fitness C18 Latitude Adjustment A3 Nutrition C7 Personal Finance C17 Onboard Emergencies B3 Photography B12
Rules of the Road Stew Cues Cruising Grounds Dockmaster Fuel prices Marinas / Yards Networking Q/A Networking photos News Photo Gallery Technology briefs Triton spotter Triton survey Write to Be Heard
B1 C6 B15 B3 B5 B6-10 C4-5 C2-3 A6-10 A18-19 B4 B23 C1 A20-23
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LATITUTE ADJUSTMENT
Autumn in Ft. Lauderdale: We love the visits, all the news I love this time of year. Captains and crew are everywhere, and hundreds of them pop in to say hi when they pick up their tickets for our big boat show party (which has passed; see photos from that on page A18-19). We bumped into Capt. Scotty Miller, formerly of M/Y Lady Jenn, who took over Latitude command of the Adjustment Lucy Chabot Reed 35m Benetti M/Y Grand Coroto in midOctober. Yes, Capt. Miller is alive and well. He left Ft. Lauderdale two years ago in a gale aboard a little wooden sailboat. Rumors circulated for a while that he didn’t make it to where he was headed, but he certainly did. He and his wife have since settled in New Zealand and Capt. Miller was teaching there until this job came up. Now he’s back. In our office, Capt. Miller bumped into Capt. Bill Hawes, who is now skipper of M/Y Destination Fox Harb’r Too, the 161-foot (49m) Trinity. Hawes stopped by for 10 tickets to the party for himself and the crew. Capt. David Sloate left M/Y Royal Eagle this summer to take over M/Y Aghassi, the 145-foot Christensen that used to be Primadonna. When we spoke in late September, Capt. Sloate was preparing to take the boat to Chattanooga and then a bit up the Tenn Tom before heading south for a short cruise in the Caribbean. The yacht is headed to Seattle for next summer. “We have a great crew and the plans are all set,” Sloate said. “Yachting is moving again. The economy is better and people are using their boats.” The yacht was recently reflagged to carry the U.S. flag so we’ll keep an eye – and an ear – out for news from Aghassi. Capt. Scott Barsin has taken
over M/Y Royal Eagle, which was at Rybovich in October. Look for them in the show. After more than six years on the M/Y Portofino, Capt. Les Annan has taken command of M/Y Paradigm, a 115-foot Benetti classic. Capt. Annan will continue to run a mid-size crew of seven, but instead of sitting quietly in South Florida, he and the crew will get under way for the Caribbean this winter, beginning with the Antigua charter show in early December. Watch for her around the Bahamas as well. Capt. John Campbell, below, has taken some time off the bridge to market his skills as a mariner who can write and take photographs. Campbell, who Triton readers may recognize as a frequent contributor (his
PHOTO/LANA CAMPBELL
latest report begins on page B15), has spent more than 20 years in command of other people’s boats, not to mention the time he sailed his own. But he’s also the author of five books, including “In Darwin’s Wake: Revisiting Beagle’s South American anchorages”, and “A Yachtsman’s Guide to the Collision Rules.” His photography – which he has practiced almost as long as his sailing – is showcased in all his books,
See LATITUDE, page A4
November 2009 A
A November 2009 LATITUDE ADJUSTMENT
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Along with the good, a little bad news must also fall LATITUDE, from page A3 including “Walking in Antigua” and the “brochure” he created to market his new business, “Memories … More than just photographs”. (The brochure is a 32-page book filled with images and a convincing CV of Campbell’s skills. Campbell’s vision is to accompany owners or charter guests on their “trip of a lifetime” and document the trip in photographs and words, culminating in a book at the end. While many captains create souvenir books of photographs of trips or even
builds, Campbell says the words make all the difference. Who am I to disagree? For more details, visit www. seascribe.eu. Mixed with the yin, there must be some yang. Capt. Ken Bracewell of M/Y Rena was married this year. In October, his new bride, Alison, was diagnosed with breast cancer. “We have been very open to let people know about our situation; in particular as it is Breast Cancer
Awareness Month,” Capt. Bracewell wrote to us in October. “Perhaps realizing that this can happen to a healthy peer of 38 years old will prompt more of Bracewell your readers to get a mammogram and be diligent with self checks. (Incidentally, Alison found hers with a self-check.)”
Friends and family have started a group on Facebook, Pink Ribbon for Alison, to build a team and raise money for the Avon Walk for Breast Cancer, a two-day, 39-mile walk in cities around the country. Alison’s team is Big Al’s I.B.T.C. (itty bitty titty committee). The boss has been incredibly supportive, Bracewell said. When he learned of the lump, he offered an introduction to a friend who works at the Dana-Farber Cancer Institute in Boston. “When the mammogram came back suspicious, he immediately called his friend (the day before his daughter’s wedding),” Bracewell said. “Within a few days (unbelievably fast) we were in Boston for a biopsy.” When the diagnosis came back, the boss told Bracewell to take care of his wife. “Do not worry about the boat at all,” Bracewell recounted. “I trust you and your judgment will be paramount through all of this.” Not having to worry about your job makes a world of difference. Now you can focus on getting well. You and Alison are in our prayers. Capt. Brendan P. O’Brien is raising money for cancer awareness, too. Triton readers may recall that in the spring, O’Brien rode his bicycle in the 150-mile, two-day ride to raise money and awareness for Multiple Schlerosis. This time, it’s for men’s health issues through the Movember movement. O’Brien Haven’t yet heard of Movember? I hadn’t either. It’s a mustache-growing charity event held the whole month of November to change the face of men’s health, particularly prostate cancer and testicular cancer. Here’s the deal, guys. Shave clean on Nov. 1 and spend the month growing facial hair. Get people to sponsor you and donate that money to charity. There’s a social networking aspect to the movement, with a Web site where you can friend people and watch their progress. O’Brien, who took over M/Y Lady Jenn after Capt. Miller left, has started Yachties 4 Movember (http://us.movember.com/ register/9753) to encourage other yachties to join the fight. With so many yachts in yards or sitting still this fall, O’Brien is sure that yachties can make a difference. “Rarely do men care about their health or listen to their bodies,” he wrote in an e-mail.
See LATITUDE, page A5
The Triton
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LATITUDE ADJUSTMENT
November 2009 A
Crew, and crew supporters, start their own businesses LATITUDE, from page A24 “Next month has been renamed by one charity to do just this, bring awareness to some health issues for men. It is a fun play on words and helps raise money by sponsoring men growing a mustachio, a set of handlebars or just a plain mo.” Girls, you can be a Mo Sista and support a dude growing his moustache. All the info is online. By the way, his September wedding to Chief Stew Martine van der Velde went off without a hitch – despite the presence of the umbrellas – in a quaint village in Holland.
The three-day event drew family and friends from around the world, some dressed up as polar bears. (If you need more details, ask Capt. O’Brien.) Capt. Gunnar Watson reported in that he has moved down island and started a small motel with his partner, Leah, in St. Thomas. “I hacked a hiking path down to the secluded beach near the house, so it’s only a 10 minute walk down,” he said. “We have made lots of new friends, and we have been going boating, fishing, diving and exploring the islands.” Check out more at www. villamarbellasuites. Watson com. Capt. Watson is also available for work in the islands, or for deliveries. Samantha Nicholas, who many crew may know from her years as a crew placement agent with Camper and Nicholson in Ft. Lauderdale, has started her own placement business, The Connected Crew Company. Nicholas was a chef in Europe for more than a dozen years before moving to South Florida and working in crew
placement for nearly five years. Her new business helps captains find their perfect crew and helps crew find their perfect jobs. She promises to take time and make strong matches. For more information, call +1-954-825-1475 or visit www. theconnectedcrewcompany.com. Now for something completely different. Capt. Wendy Umla lost her cat, Bugsy, after nearly 20 years. It may seem odd to include that news here among the comings and goings of yacht crew, but Bugsy was sort of like a part of the crew onboard M/Y Castaway. If you have seen the boat around, you likely have met Bugsy. When the owner first found out about Bugsy, he insisted Umla bring
him on trips. “Bugsy was the most non-cat cat you could ever know,” Umla said. “He loved the water, grew up on the beach and was often seen going for walks on his leash when we were on the boat. “He especially liked the Bahamas, but had friends at every marina we went to.” He passed away in her arms after their summer in the Chesapeake. “I will miss him terribly.” Sometimes our pets know us better than our human friends. We’re sorry you lost a friend. Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at lucy@the-triton.com.
A November 2009
NEWS
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Auditor criticizes DHS small vessel security plan as ineffective By Lucy Chabot Reed The U.S. Department of Homeland Security’s Small Vessel Security Strategy has been criticized as not being effective to protect Americans from what government officials believe is a threat from small vessels. “DHS has not provided a comprehensive strategy for addressing small vessel threats,” DHS Inspector General Richard Skinner wrote in the 19-page audit released in October. “Neither its Small Vessel Security Strategy nor its draft Implementation Plan effectively addresses all the desirable characteristics and elements of a national strategy. In addition, the department has not evaluated the effectiveness of critical programs that are expected to serve anticipated results.” DHS is the agency that oversees Customs and Border Protection as well as the U.S. Coast Guard. Two years ago, The Triton was invited to the Small Vessel Security Summit to help government officials gather information for its security strategy, which it submitted earlier this year. (See story on page A1, July 2007.) One of the chief complaints in the audit is that the strategy relies on existing programs that may not be up to the task to collect and disseminate
information, including America’s vessels,” the audit reported. “Boaters Waterway Watch and CBP’s pleasure who know the reporting requirements boat reporting system. may be deterred from self-reporting “Because of minimal public awareness, because CBP cannot always quickly inability to track calls, and limited and effectively process arrivals, participation, the thereby causing America’s Waterway long delays. CBP CBP’s reporting Watch program is states that because unable to effectively of the limited system for pleasure support the Small number of CBP vessels was also Vessel Security officers manning the criticized. Strategy’s goals,” the phone lines, boaters audit reported. may experience CBP’s reporting extended waiting and system for pleasure vessels was also processing times. These delays deter criticized. numerous boaters from calling in to “The Pleasure Boat Reporting report their arrival, and many who do System program requires small vessel call hang up without completing the boaters traveling from a foreign reporting process. country to self-report their arrival to “CBP’s policies regarding its the United States immediately,” the response to the failure to report foreign report stated. “However, both the boat arrivals may need strengthening,” Strategy and CBP officers state that the audit continued. “Under the Tariff the Pleasure Boat Reporting System is Act of 1930, any operator of a small ineffective and the data it gathers are vessel who fails to report immediately not accurate. the vessel’s arrival is liable for a civil CBP analyzed the program and penalty of $5,000 for the first violation determined that 10-25 percent of and $10,000 for each subsequent boaters actually self-report their violation, and the small vessel used in arrivals when returning from foreign connection with the violation(s) may ports. be seized. “These undocumented arrivals could “However, CBP’s policies allow lead to a potentially large number of officers the discretion to issue first dangerous people and things illicitly time violators a warning letter. CBP entering the country using small officers said that in FY 2008, one
port issued 137 warning letters to first-time violators. Without the consistent application of more serious consequences, small vessel boaters may not feel compelled to self-report, and the Pleasure Boat Reporting System will continue to have inaccurate data to target high-risk small vessels. “To improve small vessel operations data, the draft Implementation Plan lists numerous short- and long-term actions for improving the methods of data gathering. One action includes requiring small vessel operators traveling to the United States from a foreign seaport to provide notice of arrival 1 hour prior to departure from an overseas port. Although this may help alert CBP officers of incoming vessels, without addressing the issues of public awareness, processing delays, and inconsistent enforcement of serious consequences, these actions may be ineffective in meeting the Small Vessel Security Strategy’s goals.” DHS officials objected to the criticisms of the existing programs. “The OIG’s assertion that some of these programs are ineffective is not substantiated and is beyond the scope of this audit.” Lucy Chabot Reed is editor of The Triton. Comments on this article are welcome at lucy@the-triton.com.
A November 2009 BUSINESS BRIEFS
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Leonard lands at Genesis; Capt. Magney to help IMA Yachts Bill Leonard has been named U.S. operation production manager for Genesis Yachtline. Leonard was most recently vice president of shipyard sales for MerrillStevens in Miami and previously vice president of service for Benetti in the warranty department. “I will serve as the pivotal link between the manufacturing site Leonard in Pisa, Italy, our
projects in the United States and the Italian workers in the U.S.,” Leonard said. He brings seven years of engineering experience, five years as a USCG captain and fluency in Italian to his new position. For more visit www. genesisyachtline.com or call +1 954294-2436.
Jeppesen sells Nobletec
Signet S.A. announced an agreement with Jeppesen Marine for the purchase of its Nobeltec division, a provider of marine navigation software products. Nobeltec will become part
of the portfolio that includes Furuno Electric Company and the ownership of MaxSea & MapMedia. “We envision a bright future and partnership for MaxSea and Nobeltec and are excited about the innovations and technologies that will be forthcoming,” said Brice Pryszo, founder and president of Signet. “Both Nobeltec and MaxSea have long, rich histories of technological innovations; we are truly thrilled to see what our partnership will bring to the marine navigation market.” For more, visit www.nobeltec.com.
Vortech relocates
Vortech Systems has moved from its 17th Street location to a new office at Lauderdale Marine Center in Ft. Lauderdale (unit J106). The new location will bring Vortech Systems closer to clients and allow for display of its eco-friendly products, dehumidifiers and air purification products, including the patented Micro Mist treatment. For more information in the United States, visit www.vortechsys.com or call +1 954-610-3263. In Europe, contact Heinen & Hopman at www.heinenhopman.com or +32 93 225 96 68.
New yacht business launched
MYNT, a new full-service yacht
company, announced a vessel maintenance program with a labor rate of $55 an hour as well as vessel management services. For details, visit www.myntyachts. com or call +1 954-646-0400.
Captain takes land job
IMA Yachts has hired Capt. Herb Magney to help the company implement its business development strategies as it launches its new Owner Advocacy brand at the Fort Lauderdale International Boat Magney Show. For more call +1-954-583-1377 or visit www.imayachts.com.
C-PORT taps Cardone
Tina Cardone, public affairs director with TowBoatU.S. in Ft. Lauderdale has been appointed director of government affairs with the Conference of Professional Operators for Response Towing, C-PORT. C-PORT is a liaison between the marine assistance industry and public agencies. Cardone started her career in the marine industry in 1987.
A10 November 2009 NEWS BRIEFS
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Two die when maxi yacht hits rocks in Australia race Two veteran sailors were killed in Australia in October when their maxi yacht, the 24.4m Shockwave V, hit the rocks off New South Wales, sweeping them off deck. Andrew “Shorty” Short, 48, and navigator Sally Gordon, 47, were pulled from the water unconscious but could not be revived. Fifteen other crew members survived the crash. Short was the owner and skipper of Shockwave. The yacht hit the rocks about 3 a.m. during the 92nm race from Sydney to Flinders Islet and back. Officials do not yet know what caused Shockwave to hit the rocks. Short bought the yacht in 2008 and completed Newport to Bermuda race before sailing her home to Australia. He has also participated in several SydneyHobart races.
Beach, Professional BoatBuilder magazine and the National Marine Manufacturers Association (NMMA), decided to move to escape high costs of everything from exhibit space and hotel rooms to dinners and martinis, according to a statement and reports. Attendance was down 18 percent last year and organizers expected a similar drop this year. IBEX 2009 was held in mid-October. IBEX 2010 will be held Sept. 28-30 in Louisville, Ky. Show producers expect to see a 20 percent reduction in costs associated with attending the show.
Stanford hurt in jailhouse fight
Teen sailor Jessica Watson, 16, departed Sydney on Oct. 18 on her attempt to become the youngest person to circumnavigate the globe solo. Her 33-foot (10m) yacht, Ella’s Pink Lady, collided with a cargo ship near Brisbane in August on her way to Sydney to begin the journey. In August, a Dutch court ruled 13year-old Laura Dekkers could not made a similar attempt and placed her in the care of social services.
Allen Stanford, facing trial for allegedly running a $7 billion pyramid scheme through his Antigua-based bank, has suffered two black eyes and a broken nose in a fight in prison, according to The Times of London. He was admitted to the hospital with a concussion on Sept. 24. Stanford, who denies the charges against him, was discharged and sent back to the Joe Corley Detention Facility in Conroe, Texas. He had asked to be moved from the privately run prison to a federal prison 40 miles away in Houston. He was arrested June 18 and faces up to 375 years in prison if convicted of all 21 charges.
Quick clearance at FLL airport
Radiation scanner at Friday Harbor
Aussie teen sets off on solo trip
U.S. Customs and Border Protection has added the Hollywood/Ft. Lauderdale International Airport to its Global Entry pilot program. The program enables pre-approved travelers to skip passport processing lines and clear customs at an electronic kiosk. At the kiosk, travelers insert their passport or permanent resident card into a document reader, provide digital fingerprints for comparison with fingerprints on file, answer customs declaration questions on the kiosk’s touch-screen, and then present a transaction receipt to U.S. Customs and Border Protection officers before leaving the inspection area. Only U.S. citizens and permanent residents may be part of the program. Citizens of the Netherlands may apply under a special reciprocal arrangement that links Global Entry with the Privium program in Amsterdam. Global Entry is available at 20 U.S. airports. More than 22,000 members have enrolled in the program, which began on June 6, 2008.
IBEX moves to Kentucky
The International Boatbuilders’ Exhibition and Conference (IBEX) will relocate to Louisville, Ky, beginning next year. After seven years in Miami
U.S. Customs and Border Protection has deployed a mobile Radiation Portal Monitor at the Friday Harbor port of entry on San Juan Island in Washington State. The truck-mounted RPM is a completely self contained, passive monitoring device that permits screening for dangerous radiological devices or materials that might be smuggled into the United States in vehicles arriving aboard the international ferry. “Radiation Portal Monitors are a great addition in our layered approach to securing the nation’s border while facilitating legitimate travelers and trade,” said Port Director Barry Clement. “They enable us to detect one of the greatest potential threats to our country without undue delay or hardship to the traveling public.” CBP employs mobile RPMs as part of its strategy to prevent terrorists and their weapons from entering the country. CBP has permanent RPMs located along the land border environment and in various seaports. The mobile RPM enables this technology to be moved from port to port, making the screening process more efficient.
A12 November 2009 FROM THE BRIDGE: Crew Management
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‘I did 10 years a s a deckhand. You don’t see that anymore’ BRIDGE, from page A1 “There’s been an explosion in the last 20 years of licenses,” one captain said. “They [first mates] don’t have the depth of experience they used to.” “They all want to be a captain in five years,” another said. “I did 10 years as a deckhand. You don’t see that anymore.” So if you aren’t delegating to the first mate, how do you manage crew? These captains, several of whom could be described as having a successful yachting career, didn’t really have an answer. It was as if it came naturally to them and they couldn’t put the how into words. “I’m always in the mix,” one captain said, by way of explaining. “I’m in the crew mess with the crew, not upstairs with the gods. It’s not like management when you all live together; it’s a social thing, a loosey-goosey thing. They know what’s right and wrong.” “People know their jobs,” another captain said. “They know what to do; let them do their jobs.” It was a mix around the table
Attendees of The Triton’s November Bridge luncheon were, from left, Charlie Kiss, Glynn Smith of M/Y Katharine, Kirk Swingley (freelance), Charles Crace, Clive Rogerson, Arthur DesRoches (freelance), Steve McDonald of M/Y Noble House, and Lee Rosbach (freelance). PHOTO/LUCY REED of captains who hold regular crew meetings and those who don’t. “On larger boats, you need them, but on smaller boats, you don’t,” a captain said. “You’re right in the middle of everything. You talk to them, see them every day.” “Lunch is a good time for meetings,” another captain said, and others
agreed. “The flow of information is the important thing,” said a third. “The previous captain used information as power. He would tell the crew 15 minutes before leaving the dock where they were going. “I talk to the crew all the time,” he said. “When the boss calls to say what do you think of this, I tell the crew we’re thinking of doing this. The hard thing is getting information back from crew. If the pump is broken and is off the boat, I need to know that, because I’m the one talking to the boss who might want to take the boat out for dinner.” Thinking about our captains survey this month on the same topic (see story on page C1), I asked if they welcome feedback from crew. “They better be careful,” one captain chuckled. “I didn’t get honest feedback, no,” another said. “I praised them when they needed it, but I don’t think I got honest feedback from them.” “That takes time,” said a third. “The
first mate that I had for four years, he could tell me anything, and I valued his input. But that’s me. I talk about things to some degree, and I make group decisions. I try to involve the crew as much as I can. “You need to be careful with that,” another captain said. “I included the mate once in the navigation process. We had some weather and were going to alter course, so I asked his advice, how we should go. He looked at me like ‘you don’t know what you’re doing, do you?’” These captains were adamant that crew need more training and coaching. Several were especially hard on deckhands who didn’t know much about being a mariner. “We’re interviewing crew, and they tell you they’ve done watches and can handle it,” one captain said. “Then you are on watch with them and they look only at the GPS. You have to look out the window, get a visual bearing.” “You can’t take these things for
See BRIDGE, page A13
The Triton
www.the-triton.com FROM THE BRIDGE: Crew Management
November 2009 A13
‘Having crew with degrees adds a different flavor to the crew’ BRIDGE, from page A12 granted,” another said. “They’re depending on ARPA. Because of the nature of the business and because it’s grown so quickly, you can’t leave them alone for a second.” “The buck stops with us,” said a third. “If the boat hits the rocks, it’s not them who is responsible, it’s us.” “I always make them do a watch with us so we can gauge their ability,” another captain said. “I take it upon myself. People aren’t going to spend 10 years as a deckhand. It’s different now.” “The Good Ol’ Boys who have worked their way up have ‘You get disappeared,” this kid a captain said. “Now you have who was a guys who only manager want to be at Burger captains, and yesterday.” King and “But now wants they know to be a everything,” another said. deckhand “I wouldn’t and get say that,” a paid threecaptain said. and-a-half “They’re really smart. I’m the thousand only one on my a month. I boat without ask them, a degree. They don’t ‘Can you necessarily handle know yourself everything in yachting, on deck?’ but that’s why They say training is so yes, and I important. throw them “Having crew with a line and degrees adds a say prove different flavor it. Most of to the crew,” this captain them can’t said. “As long do it.” as they learn their jobs and responsibilities. Most are in their 30s.” “That helps,” another captain said. “They’re sensible, mature, and they’re easier to manage. You can be honest with them.” The hiring process generated a lot of discussion. “I throw them a rope in the interview and tell them to tie me a bowline,” one captain said. “You get this kid who was a manager at Burger King and now wants to be a deckhand and get paid three-and-a-half thousand a month. I ask them, ‘Can you handle yourself on deck?’ They say yes, and I throw them a line and say prove it. “Most of them can’t do it.” But isn’t that part of your job, to take those BK deckies and teach them something?
“It used to be that a 180-foot yacht had 19 crew, so two of your six deckies were greenhorns,” this captain said. “I actually enjoy passing along the info I have. But 180-foot yachts today run with 15 or 16 crew. There’s no room for anyone who doesn’t know what they are doing. “I blame it all on this trend of minimalist crew,” he said. “I blame builders, brokers and the management companies. I say we should have maximum crew and give maximum service. That’s yachting.” And then someone brought up the owner and the slippery chain of command that comes when they get close with individual crew members, leaving the captain with little real authority. “I always ask in the interview, Who
does the hiring and firing?” one captain said. “If the boss says he does, I don’t want the job.” That seemed a little harsh, especially in this economy, but others agreed. “These are nice people [the owners], but they don’t understand that we have to live 24/7 with these people,” another said. One captain whose boss build a friendship with a crew member said he was lucky that the crew member was a hard worker. Despite being close to the owners, he did his job. “Having this guy onboard made the missus happy,” this captain said. “At the end of the day, I do what I can to make the missus happy. Luckily, he’s a good worker, knows his job and wants to make the owner happy. So I have to balance the level of pain with the end
result.” Another captain didn’t have it so good. “The owner brings a useless chef, and it just makes more work for everyone else,” this captain said. “But like you, I balance. He’s a loyal chef from one of the boss’ hotels. We sort it out. We’re trying to keep it pleasant for the boss.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail lucy@the-triton.com for an invitation to our monthly Bridge luncheon.
A14 November 2009 YACHTING PIONEERS: Elmer Strauss
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‘If he takes a liking to you, well, that’s it’ STRAUSS, from page A1 rise of many that might not have been given a second glance. Kelli Milliken had three kids and was going to night school 12 years ago when she answered a three-line newspaper ad, hoping for a steady 9-to-5 job. “He was a really good judge of character and gave me a chance,” she said. Now Milliken is Strauss’ right hand as controller and vice president for all the companies he owns. At 75 years old, Strauss has become used to having the upper hand and making the decisions. Being on the other side of that equation is one of the rare situations that makes him uncomfortable. He leans back in his chair to size up a reporter before talking. He’s not fond of journalists. He moves deliberately, placing his large hands, fingernails worn from a youth as a fisherman and oystershucker, in his lap. He still has the frame of the athlete; it’s just below a layer of years. At first meeting, he is guarded and watchful, waiting for the other person to divulge something personal before the conversation will flow. It is one way he sizes people up. And how he finds the gems.
“If he takes a liking to you, well, that’s it,” Fox said. That was it for Steve Baum. He followed a well-traveled path south after high school to enjoy Florida and do whatever job he could find. He started by scraping barnacles at Cable Marine. When Strauss found out he attended college at night, Strauss paid for Baum’s business management degree. Baum is now president and CEO of DS Hull in Ft. Lauderdale. “If we added them up I would say he’s helped hundreds, maybe thousands of people like me,” Baum said. “According to Elmer, this would have happened anyway,” close friend and partner George Cable of Cable Marine said. “But those people would say it was nurturing and his daily example.” “I would say he saw the big picture and hired potential,” 32-year employee Dede Cable said. “He’s been the architect of it all.” Strauss is a big man. And he’s got influence to match. In 30-year-old office photographs at Cable Marine, Strauss is easy to spot at near six feet tall with a broad chest and shoulders. Even in the midst of 40 yard, shop and office workers, he had a presence. He could have sway solely on his stature – and possibly with stories of
his arm wrestling conquests – but he has an air of being unassuming. “I haven’t acted alone,” he said deliberately, with a slight accent left over from his youth. “I’ve had lots of wonderful people in my life.” This is the man who has been integral in early Ft. Lauderdale boat shows, has helped rejuvenate the Ft. Lauderdale boat parade, has been Marine Industry Association of South Florida president and Ft. Lauderdale’s Man of Year. How has he accomplished so much? “My success has been because of the people that work with me, the employees,” Strauss said, taking off his glasses, and with a slight right-side grin added, “This also works out to be profitable.” “When you make good jobs, a byproduct is money,” Cable explained as a key to Strauss’ formula. Strauss continues to navigate the aisles of BOW as he has for decades, as employees approach to say hello with handshakes and shoulder hugs. He asks of their families by name, mutual friends are checked on and Strauss grins at mention of the recent visit of his great-grandson, grandson of daughter Terri Strauss, manager
See STRAUSS, page A16
A16 November 2009 YACHTING PIONEER: Elmer Strauss
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Fired from Miller, he took ‘best guys’ with him STRAUSS, from page A14 of BOW Worldwide Yacht Supply. He often mentions the support he gets from his family which includes six children, 10 grand-children and two great-grand kids. That’s why his employees describe him as humble, caring and giving. Most importantly, though, they say he treats everyone like family. “Like family: right, wrong or indifferent, that’s the way it’s done,” said Gary Sturm, manager at Cable Marine who Strauss hired in 1984 after meeting him at Florida Detroit Diesel. Before Florida, Strauss had lived a depression era youth in New Jersey where he shined shoes and sold newspapers to help his family. After being kicked out of high school, he went to a military academy and then to Penn State. In the 1960s he worked as an industrial engineer with Glidden Paint and next at Pacemaker Yachts, which owned Egg Harbor Yachts. With beginnings in industrial engineering and service he eventually handled quality control and was assistant to the president. Life in Ft. Lauderdale began when he was transferred to be president of Miller Yacht Sales, a company owned by Pacemaker. Strauss was fired from Miller when his attempt to take it over failed and it was sold to Fuqua Industries. Nonetheless, his marine career in Ft. Lauderdale was just beginning. In 1977, Strauss took who he thought were the best guys from Miller, including George Cable, to start Cable Marine on the property just east of Miller on Southeast 16th Street. The restaurant near there now – Bimini Boatyard – got its name because of the boats Strauss stored on the then-vacant lot. In the 1970s, companies such as West Marine were just gaining footing as the marine industry was proving a moneymaker. With a global vision of the industry, Strauss saw a way to be efficient in business and he hired the best people he could find. Needing parts for their yard, Strauss and partners started DS Hull, which was named for friends from New Jersey (Denny and Shirley) and a secretary with the last name Hull. Needing service for their boats, Strauss started Yacht Equipment and Parts. He realized he could return bids that were 30-40 percent lower when he owned the parts supplier and service provider. The business model he incorporated early in his career is taught in elementary economics today, explained Sturm. “Vertical integration,” he said. “You own the land, grow the crops, own the
Although Strauss is a behind-the-scenes owner, he enjoys being among his PHOTO/DORIE COX employees and customers. trucks and sell the crops. That’s what Elmer did.” “Elmer is a businessman’s businessman,” Cable said. Still expanding, Strauss built on work he had done while at Pacemaker. He had set up a True Value Hardware store to incorporate fast-selling boat parts. Then he bought one of the True Value franchises, which became his retail branch, now known as Boat Owners Warehouse or BOW. “When I bought the property for BOW, they said I was crazy,” Strauss said from the parking lot full of customers and work trucks. “When I bought this lot, they said I was crazier.” During this period in the early 1980s Strauss and his partners acquired and sold properties including a marine store where they built a pier for lifting boats. That property is now the Waterway Café in Palm Beach Gardens, the only restaurant with a dining area out in the Intracoastal Waterway, thanks to the permitting of that pier. “The reason not everybody does it, creating all these businesses? It takes patience and perseverance and saving capital,” Sturm explained. “You don’t take profits, you reinvest. Oh god, yeah, you need a lot of patience, a lot of time.” These traits are visible in Strauss’ quiet, immovable strength. The strength is persistent and you can practically see his mind making decisions that will no-way be changed. He’s met plenty of resistance and had failures, like ES Yacht Sales, but he has forged through with the quiet authority of a bouncer who knows he’ll never have to use his power. Over the decades, there were suggestions that Strauss’ ideas wouldn’t work. And over a corned beef sandwich at a local diner, Strauss does things his doctors suggest he shouldn’t. He
has ongoing health problems, maybe he could eat a better diet and quit the cigars, but at least he’s not stressed. Winding down from decades of high-action business, Strauss has begun to cut his working hours. Still, anyone looking for him is likely to hear “he was just here.” He can’t give up the work completely, and now spends part of his day researching politics and economics for personal newsletters and Web links to share his strong opinions. “He likes to be at-large,” Dede Cable said. “He used to stop in here two to three times a day,” Sturm said. “He would check on us. Get us to pay attention, do better on our estimates.” For a guy who has owned so many businesses, he’s never had much of an office. He prefers to borrow a desk at each of his companies. Although he’s behind-the-scenes, Strauss still likes to be among his employees and customers. “He’s good on business plans, taxes and current laws,” Sturm said. “He briefs us at meetings on upcoming conditions. And he’s right.” Milliken said Strauss can go to the yard, look around, come back and tell her the sales and statistics. “I think it’s something you’re born with,” she said. “I’m still trying to learn. We’ve had bets and I’ve lost every single time.” From behind piles of files and cabinets of paperwork, Milliken points out Strauss’ nearly empty desk. “You see his desk versus mine? And he knows more…” Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at dorie@the-triton.com.
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BOATS / BROKERS
Brokerage firms list, sell megayachts up to 212 feet Merle Wood & Associates recently sold M/Y My Shanti, a 212-foot Amels, and M/Y Allegro, a 183-foot Benetti.
The brokerage added several boats to its central agency listings, including M/Y Alfa Nero, a 269-foot Oceanco (joint listing with Edmiston), M/Y Sedation, a 143-foot Heesen (joint listing), S/Y Lady Sheila, a 130-foot Mangusta, and M/Y Savannah, a 118foot Intermarine.
performance beyond the minimum levels. Marine Group Boat Works is servicing three Perini Navi sailing yachts: the 183-foot S/Y Rosehearty, the 173-foot S/Y Tamsen, and the 158-foot S/Y Morning Glory. “While we invested a lot of time and money into creating a superyacht repair facility that rivals those in Europe and other places around the world, we wouldn’t be on the map if it wasn’t for San Diego’s blend of resources, attractions and superyacht accommodations,” said Todd Roberts, vice president of Marine Group Boat Works. Marine Group Boat Works is a full-service boat and superyacht repair facility along the San Diego Bay.
The Sacks Group Yachting Professionals has sold M/Y Rainmaker (now renamed M/Y Milk Money), a 112-foot Westport, by Barbara Stork.
International Yacht Collection made the following recent sales: M/Y Wheels, a 124-foot (37.8m) Trinity, sold by Frank Grzeszczak and Chany Sabates III; M/Y Azzura II, sold by Noell Vawter and Mark Elliott as part of a trade that included M/Y Allegro; and M/Y Freedom, a 105foot (32m) Broward, by Jon Motta. The firm added the following central listings: M/Y After You, a 130-foot (40m) Horizon by Simon Gibson and Michael Mahan; M/Y Blind Date II by Elliott and Bob McKeage; M/Y Stanley Z, a 142-foot (43.3m) Trinity by David Nichols and Kevin Bonnie; M/Y Imagine, a 112-foot (34m) Westport, by Elliott and Sabates; M/Y Trevia by Motta and Jim Eden; M/Y Shana, a 107-foot (32.6m) Workboats Northwest by Elliott; and M/Y Mr. Ed, a 97-foot (29.5m) Maiora by Nichols.
The firm also announced that M/Y Wanderlust, a 118-foot (36m) jet boat, joined its charter fleet in Florida and the Bahamas.
Northrop and Johnson announced the following central listings offered by Chuck MacMahon of Ft. Lauderdale: M/Y Betsye, an 82-foot Horizon; M/Y Cheemaun, a 75-foot Northern Marine; M/Y Evy’s Angel, a 70-foot Hatteras; and M/Y Maharani, a 62-foot Nordhavn. Rick Weisenberger of San Diego added M/Y Kahuna, an 83-foot Nordlund; M/Y Echoes, an 82-foot Northcoast; and M/Y Atrevida, a 72foot Viking.
M/Y Candyscape II and M/Y RoMa, both 62m Viareggios, and M/Y Ocean Emerald, a 41m Cantieri Navali, have been given the Green Plus certification by RINA, the Genoa-based classification society. The Green Plus is granted to new vessels for an investment in design, equipment and operational procedures that improve environmental
Aleutian Yachts, builders of steel expedition yachts from 82 to 122 feet, is building yachts under its wholly owned subsidiary, Citadel Yachts. The company recently delivered M/Y Miss Lisa, a 92-foot tri-deck expedition yacht. Citadel is building a 102-foot vessel featuring a 28-foot beam. For info, visit www.citadelyachts. com.
Fraser Yachts recently sold M/Y Percal II, a 111-foot (34m) Baglietto by Jose Arana Jr. of Ft. Lauderdale and Jose Arana Sr. of Mexico; and M/Y Safari Escape, a 105foot (32m) Benetti by Tom Allen of Seattle. The brokerage added to its new central agency listings for sale M/Y Temptation, a 123-foot (37.4m) Palmer Johnson by co-central agents Jim Wallace and Jamie Wallace of Ft. Lauderdale; M/Y Mi Cielo, a 100-foot (30.4m) Azimut by Arana; and M/Y Quan Yin, an 82-foot (25m) expedition yacht by Michael Selter of San Diego and Allen.
November 2009 A17
A18 November 2009 TRITON 6th ANNUAL BOAT SHOW KICK-OFF PARTY
M
ore than 2,500 captains, crew and industry folks joined us for our 6th annual Boat Show Kick-off party on Oct. 15. It was a great night to unwind, catch up with friends and bump into people we haven’t seen all year. Special thanks go out to all the crew who dressed up in their fun outfits from the 1950s for our Happy Days theme. See you all at the show. – Lucy Reed
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PHOTOS BY CAPT. TOM SERIO
November 2009 A19
A20 November 2009 WRITE TO BE HEARD
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Need to contact a water taxi in the United States? Be aware that they don’t have to carry VHF radios We spent the summer in the Chesapeake, enjoying the weather, the crabs, and not so much ... the jellyfish (which actually weren’t too bad this year). Some of the “normal” maritime life includes sailboats in abundance, cargo ships, cruise ships, navy ships, weekend warriors, water taxis, pirate ships and dingies. Imagine my surprise when I saw ahead of me a water taxi not making way, just sitting in the channel. I tried to contact him on the radio to find out his intentions, and no one answered. He just sat on the starboard side of the harbor, directly in the path of several vessels, mine being the largest. Not once did I see his head turn to look if anyone was around him. I could see that he was looking toward one of the stops, but no communication or acknowledgment at all. The speed limit in the harbor is 6kts. The water taxis frequently “wake” us as they pass by the docks, anxious to get to their next stop and stay on schedule. I have tried to contact them on the VHF before with no response. So I decided to telephone the company that runs the water taxis there to ask if they maybe monitored a
This is not a USCG issue. It is actually an FCC regulation. The Coast Guard has recently made a formal recommendation to the FCC to change this. I was told that the best thing that we as captains and mariners can do is to contact our congressman and ask them to get involved. different frequency. I was told that they are not required to carry VHF radios at all. I called USCG Sector Baltimore to make sure I heard that right. Five telephone calls later, I spoke to the Sector Commander, Capt. O’Malley. He was a bit surprised at my question, maybe even concerned. He took my name and number and promised someone would get back to me. A few hours later, I was speaking to someone on his behalf. Indeed, CFR
47, part 80.933, states that “subject U.S. vessels less than 50 gross tons which are navigated not more than 300 meters (1,000 feet) from the nearest land at mean low tide are exempt from the provisions of Title III, Part III of the Communications Act.” That means they are exempt from the U.S. law requiring VHF. Since they are not mandatory, this particular water taxi company thinks that makes VHF radios unnecessary. If one of the taxis has a radio on board, it’s the skipper’s personal radio. This is not a USCG issue. It is actually an FCC regulation. The Coast Guard has recently made a formal recommendation to the FCC to change this. I was told that the best thing that we as captains and mariners can do is to contact our congressman and ask them to get involved. Perhaps it would only take the awareness of our congressman to help? Please keep this in mind when you’re inland in the United States. Although the ferries and water taxis have the right of way, if you are unsure of their intentions, you may not be able to contact them on a radio. Capt. Wendy G. Umla M/Y Castaway
Flag doesn’t determine competance LETTERS, from page A23 long, 20-foot draft oil barges through New York harbor, the East River and Long Island Sound every day. He never required a pilot. Since New York requires a pilot on any foreign flag yacht 100 feet or over, he must now use a pilot to take him through these same waters on his 100foot long, 6-foot draft private yacht. Yacht B is a 160-foot U.S.-flagged private yacht. The captain is on the first issue of his license and this is his first command. He has never seen New York before. He never drove a boat by himself before he got this job. Since the yacht carries a U.S. flag, it does not require a pilot and the virgin captain gets turned loose with his new megayacht in the middle of New York harbor, bound up the East River headed for Hell’s Gate looking for his next new adventure. I am hoping that Pilot Surface can illustrate how this situation, in his words, “protects the environment of the state as well as the vessel, its crew and passengers.” My “ego” is based on the safe and efficient performance of my job and I gladly request a pilot anywhere I feel less than 100 percent comfortable. I do not need Pilot Surface telling me that the status of the guests on board or the flag on the stern of the yacht renders me unable to continue do
the job I have been doing for 30 years without his assistance. Capt. Bill Hipple M/Y Lady Kath
Crew tools article lacked one topic
Capt. Herb Magney’s article [“Do you have the crew tools to succeed?” September 2009, page C1] was great and a big help to crew as well as newcomers to the industry. The insightful tips are something we should all practice in any profession. I have been out of the yachting industry as crew for more than six years and have been working in the corporate world. I can say with all honesty that most of what Herb writes about can apply in any job setting. The only tip that I found missing is formal training. I am a huge advocate of continuing education. It is important and becoming more and more important in these challenging times. Yachting is a legitimate, professional industry that needs to continue to grow and become more professional. Not only does schooling help the student but it also helps to improve and legitimize the workplace. I appreciate all of the great advice and have passed this article on to friends and family looking to join the yachting world. Aran Swart Triple S Consultancy
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November 2009 A21
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WRITE TO BE HEARD
November 2009 A23
Whaling: out of step with our morals, knowledge In response to Nigel Beatty’s essay, “Movie about dolphin killings doesn’t tell whole story of Japan” in the October issue [page A20], I am disappointed that someone has publicly condemned a film based on their own cultural misconceptions and personal ego. From reading his essay, it’s easy to conclude that Capt. Beatty seeks to take blame away from the Japanese fishermen who ruthlessly kill these animals and shift it to American and Canadian cultural arrogance. He says “The Japanese culture is far more advanced than the cultures of some of the filmmakers.” I cannot even try to argue that American and Canadian cultures are more or less civilized than the Japanese. This is a big waste of time and undermines everything I’ve ever learned about cultural sensitivity. Yes, I realize that Japanese whaling was “pioneered more than 700 years ago...” Old habits are hard to break. But also understand that whaling was once the lifeblood of the American economy. The Nantucket and Cape Cod whalers of the mid-18th century were the best in the world and generated great revenues. Profits from whaling funded much of the American Revolution. During these times, the sea was seen as an endless resource. Now, hard evidence has proven that the ocean is not as bountiful as it once was and is under tremendous threat. Though whaling helped create
In this case, the ego comes from the pilot
ILLUSTRATION BY STEVE PICA
the United States of America, it is now widely seen as morally wrong and scientifically disastrous to the global environment. As we progress as human beings, we outgrow traditions that are no longer in harmony with our collective knowledge and morality. Whaling is such a tradition. We are at a point where cultural change is established in a three-step process. First the general public must be awakened to an issue. “The Cove” informed us of the problem in Taiji. Second, individuals must continuously pressure lawmakers to enact official regulations. Third, culture will gradually change to accommodate new regulations. This is normally slow, as culture doesn’t
change overnight. But in a modern world of Internet and cell phones, awakening and political pressure can be accomplished faster than ever. I’m sorry it saddens Capt. Beatty that we want to stop the dolphin slaughter in Taiji. We mean no disrespect to you or the citizens of Japan. Please watch the entire film and reconsider your opinion. You and I both work on the sea and, therefore, both realize the need to protect our oceans. Without them, we’d have no culture at all. I give credit to everyone who took the time to see this film in its entirety and encourage those who read this to explore the issue further at www. thecovemovie.com. Capt. Patrick Nason
If there is a problem with ego, in the pilot versus no pilot issue, it seems to me that it is on Pilot David Surface’s side. [Write to Be Heard, October 2009, page A22] He seems to indicate that without him a yacht cannot safely navigate in his area. His statement inferring that a 100-foot yacht carrying charter guests has the same navigation requirements and limitations of the Queen Mary is ludicrous at best and a real stretch to justify his importance. The driving force behind the pilot-foryachts issue is that it produces a new source of income whether the service is needed or not. From what I read in the January issue, the overall opinion of the captains at the luncheon was that they use and welcome pilots when they are in unfamiliar waters. I totally agree. However, when traveling in waters that they know well and have transited many times, the status of the guests on board, the size of the yacht and the flag on the stern have nothing to do with the captain’s ability to safely operate the yacht, with or without a pilot. Perhaps Pilot Surface can explain the logic in this scenario: Yacht A is a 100-foot foreign flagged private pleasure vessel. It has an American captain on the fifth issue of his 1,600ton master’s license, who is also master of towing vessels. Prior to running yachts he worked for a major towing company in New York for 15 years. He towed 500-foot
See LETTERS, page A20
News of suicide elicits sympathy and a source of grief assistance Editor’s Note: After reading about the suicide of deckhand Debra Flanagan in last month’s issue, we received several condolence letters for her captain and crew mates. Here are two: First, I offer my condolences for your loss. Unfortunately suicide, as they say, is a permanent solution to a temporary problem. The wake of grief, confusion
and questions that are left to the living “victims” of a suicide is pure agony. A helpful and well-written article that helped us a few years ago when one of our co-workers committed suicide is at www.thisisawar.com/ GriefSuicide.htm. An excerpt that helped me a great deal was: “Lean into the grief. You can’t go around it, over it, or under it. You Editor Lucy Chabot Reed, lucy@the-triton.com
Publisher David Reed, david@the-triton.com Advertising Sales Peg Soffen, peg@the-triton.com Mike Price, mike@the-triton.com
News staff Dorie Cox Lawrence Hollyfield Production Manager Patty Weinert, patty@the-triton.com The Captain’s Mate Mike Price, mike@the-triton.com
have to go through it to survive. It is important to face the full force of pain. Be careful not to get stuck at some phase. Keep working on your grief.” Jeff Erdmann Bollman Yachts As an employee of Boston Yacht Haven Marina, this sad situation also touches our hearts. M/Y Cherosa Contributors Carol M. Bareuther, Capt. John Campbell, Capt. Bernard Charon, Capt. Dave Cherington, Mark A. Cline, Jake DesVergers, Beth Greenwald, Capt. Tedd Greenwald, Jack Horkheimer, Chef Mary Beth Lawton Johnson, Alene Keenan, Keith Murray, Don Patton, Steve Pica, Jon Ross, Rossmare Intl., James Schot, Capt. Tom Serio, Capt. Wendy Umla
stayed with us for a few weeks earlier this season. I remember Debra Flanagan. She was kind and we befriended each other for the time they were here. We want to pay condolences to her family and the M/Y Cherosa. Capt. Eric Edscorn wrote a beautiful and gracious article. Kathleen Meade Boston Yacht Haven Marina Vol. 6, No. 8.
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Contact us at: Mailing address: 757 S.E. 17th St., #1119 Visit us at: 111B S. W. 23rd St. Ft. Lauderdale, FL 33315 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com
Recognize depression
Hands on dock guys
Beef Island marina OK
Better than Portofino
It could prevent a crisis, save a life
Making megas fit.
Judge kills golf course, though
One captain’s tour of Liguria.
B2
Section B
B3
B8
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November 2009
Don’t dismiss commercial registration
Life rafts important before you need them
Salt water, humidity, sun and heat can damage rafts and kits By Dorie Cox When Capt. Pete Mathieson ran yachts, he used to take his crew to the recertification of the yacht’s life rafts. “They got to climb in and check out the safety devices and emergency supplies,” he said. “They commented that they got a certain amount of reassurance with that familiarity.” Most crew members never get to see the inside of a life raft – if they are lucky – but there may be no other piece of safety equipment as important. Aside from the few hours in the STCW training module, crew rarely see what is inside that white box on deck. Each time Mathieson took his crew to see one, the service guys told him he was the only captain who ever did that. Laws governing life rafts vary by flag state and requirements for the type of craft depend on the vessel’s use. But all life rafts are supposed to be certified at a shop licensed to handle it and the technician must be certified to inspect and re-pack each brand. “It’s like packing a parachute and it’s just as important,” said Todd Loar, who was a certified technician with Marine Aviation Products in Ft. Lauderdale, which has since gone out of business. When in for inspection, each life raft is opened, the CO2 canister is unhooked and the craft inflated to test seams. Every step is documented and
B15
Todd Loar examines the emergency supplies from an out-of-date and dePHOTOS/DORIE COX flating life raft. dated in a highly regulated process. Included with the raft is a kit of emergency supplies. When rafts are inspected, each item is checked and replaced if out of date. Life rafts are usually equipped with flares, a signal mirror, whistle and flashlight. They generally have paddles, a floating knife, fishing supplies and a repair kit. For the occupants there is drinking water, seasickness pills and a basic first aid kit. Some life rafts add bailers, glow sticks, extra flashlight batteries, sponges, storage bags, a sea anchor and a rescue throw ring. On the outside most have lights,
See LIFE RAFT, page B11
Supplies included corroded batteries and damp, damaged flares from the emergency kit.
As we sit smack in the middle of another boat show season, we must acknowledge that this industry of ours, focused solely on the pursuit of pleasure, is a multibilliondollar quest. Many aspects affect an owner’s choice in a yacht. Aside from Rules of the Road the purely cosmetic and Jake DesVergers recreational issues, a large portion of a yacht’s existence depends upon its legal structure. Included in that framework is the yacht’s intended use and domicile, namely its registration. The factors that contribute to the choice of flag registration for a yacht can be many. Certainly, the legal aspects and tax implications are high on the list. Will the yacht operate predominantly in U.S. waters, Europe or worldwide? Let us not forget perception, politics, nationalism and personal contacts. Although sometimes it may appear that way, an owner’s decision for registering a yacht is not simply picking the flag with the prettiest colors. One option that is always discussed with captains, brokers, documentation agents, attorneys and all others associated with our industry: Should the yacht be registered as private or commercial? Unless an owner has the intention to charter the yacht, the prevalent answer is usually a thunderous, “private only.” Why is this? There is a spectrum of answers ranging from “too expensive” to
See RULES, page B13
B November 2009 ONBOARD EMERGENCIES: Suicide awareness
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Recognizing depression is first step in healing For the past two years I have been helping a family member in his early 40s with severe depression. To an outsider he seemed fine: good job, wife, two beautiful daughters, but he was not happy. He was self medicating with alcohol, and lots of it. The more he drank, the more depressed he became, and the Sea Sick more depressed Keith Murray he was, the more he drank. During this downward spiral, he wrecked his car, lost his job and was asked by his wife to move out of the family home. During this same time, he tried to commit suicide three times, the most recent time was just a few weeks ago while in a psychiatric hospital. Fortunately none of these attempted suicides were successful nor did they cause any permanent damage. Exhaustively we have tried almost every option. He has been admitted to numerous alcohol treatment programs, halfway houses, dual diagnosis programs and psychiatric hospitals. He has met with doctors, psychiatrists, psychologists, counselors, addiction specialists, and interventionists. He
tried traditional and non-traditional treatments such as medications, AA meetings, vitamins, exercise, and biofeedback/neuro-feedback. He is how undergoing electroshock treatment, also known as electroconvulsive therapy or ECT. When the doctors first told us they wanted to use electroshock therapy, we immediately thought of the movie “One Flew Over the Cuckoo’s Nest.” In the 1975 film, Jack Nicholson’s character, Randle Patrick McMurphy, was given this treatment as punishment. Today’s electroshock is different than it was in the 1960s with much better results and far fewer side effects. As of this writing, all I can state is that he is in a safe place, and appears to be making progress. We are hopeful that this could be “the one” that helps him. Fortunately for our family, all suicide attempts were close to home, close to hospitals and we were able to quickly get medical treatment. If these had happened at sea, the outcome could have been totally different and would have definitely been more complicated. Recognizing depression either in yourself or someone else is the first step. According to the National Institute of Mental Health, symptoms of depression may include the following: Appetite loss or overeating Difficulty concentrating, remembering details, and making decisions Fatigue and decreased energy Feelings of guilt, worthlessness, and/ or helplessness Feelings of hopelessness and/or pessimism Insomnia, early-morning wakefulness, or excessive sleeping Irritability, restlessness Loss of interest in activities or hobbies once pleasurable, including sex Persistent aches or pains, headaches, cramps, or digestive problems that do not ease even with treatment Persistent sad, anxious or empty feelings Thoughts of suicide, suicide attempts About 18.8 million American adults, or about 9.5 percent of the U.S. population age 18 and older, have some form of depression. Women are almost twice as likely as men to be diagnosed with it. Women between the ages of 25-44 are most often affected by depression with a major cause being the inability to express or handle anger. Depression can affect anyone, regardless of age, location or social position. This means that depression could just as easily affect the yacht’s owner or the captain as any other member of the crew. As with my family member, depression can also be coupled with anxiety disorders and substance abuse. I have seen the medications prescribed
for anxiety become part of the problem as these anxiety medications can easily be abused. People suffering from depression or anxiety for long periods of time are significantly more likely to have cardiovascular disease, diabetes, asthma and obesity. They typically lead an unhealthy lifestyle, not exercising, smoking, and drinking heavily. Depression carries a high risk of suicide. Anyone who expresses suicidal thoughts should be taken seriously. Do not hesitate to call the local suicide hotline immediately. In the United States, call 1-800-SUICIDE for help. Here are some of the warning signs for depressed people who may be contemplating suicide: Talking or thinking about death frequently Sudden change from being sad to being calm or happy Tempting fate by taking unnecessary risks (having a “death wish”) Not sleeping, not eating, sad and withdrawn Lose of interest in all activities Making comments about being stupid, hopeless, helpless, or worthless Creating a will, giving away prized possessions and getting affairs in order Comments such as “It would be better if I were dead” or “I wish I were never born” Talking about suicide and violence If you, a crew member or guest onboard suffer from depression, seek early treatment while on dry land. At sea, resources are more limited. Keep a close watch on anyone who may be suicidal but it is impossible to monitor someone at all times. Preventing suicide is much easier than having to treat a failed attempt at sea. Review your medical/first aid kit now. Look to see what you need to stop bleeding or what you would use to treat poisoning from drug overdose. Make certain your oxygen cylinders are full and your masks are in good condition. You can’t plan when or if someone will commit suicide but being prepared to handle any and all medical emergencies is the best way to be safe at sea. In summary, the first step is recognizing the signs of depression. Step 2, convincing yourself or the depressed person to get treatment. Step 3, don’t give up on treatment. Keep working at feeling better. It’s been two years and my family has not given up hope. It’s not easy, but in the end it will be worth it. Keith Murray, a former Florida firefighter EMT, is the owner of The CPR School, a CPR, AED and first-aid training company that provides onboard training for yacht captains and crew. Contact him at +1-561-762-0500 or keith@theCPRschool.com. Comments on this column are welcome at editorial@ the-triton.com.
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www.the-triton.com DOCKMASTER SPOTLIGHT: Sunrise Harbor, Ft. Lauderdale
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It takes two to juggle megayacht dockage in 9 feet of draft By Dorie Cox Marina manager Brad St. Coeur’s job is a puzzle. Each day he and dockmaster Mike Voelker draw little yachts on the marina map at Sunrise Harbor Marina in Ft. Lauderdale. “The only way to do this is to handwrite it,” St. Coeur said. About 2,500 linear feet of dockage is divided among four docks at this Westrec marina on the Intracoastal Waterway a few miles north of Port Everglades. The docks range from 100420 feet and with dockage on both sides, the configurations seem limitless. Each day a reservation changes, yachts say they need to board on the starboard side instead, or they may need the deeper dock. There are constant adjustments, St. Coeur said from his office overlooking a waterway busy with fishermen, tugboats, water taxis, visitors in the nearby state park and Sunrise Boulevard’s bridge. “It is a challenge to fulfill all the yachts’ needs and maximize revenues at the same time,” he said. Aside from each yacht’s individual needs, they must consider inside water depth is 7.5 feet and the controlling depth at the ICW is 9 feet. St. Coeur and Voelker run through a list of questions with each captain before the yacht arrives to give their
A long-time Westrec Marinas employee, Brad St. Coeur took over as manager PHOTO/DORIE COX at Sunrise Harbor in Ft. Lauderdale last year. plans a head start. St. Coeur grew up on Cape Cod and spent two years with Woods Hole Oceanographic Institute. As second mate on a research vessel, St. Couer traveled to the Azores, Bahamas, Caribbean, west Africa, Galapagos and transited the Panama Canal. Later, he was a captain on a yacht in Cape Cod and managed three marinas between 1985-1999.
Most recently, he was dockmaster at Harbour Towne Marina in Dania Beach, Fla. With his training as a certified marina manager, Westrec moved him to Sunrise Harbor Marina to focus on the needs of megayachts. The marina was built in 2001 and especially caters to larger yachts. As yachts have gotten longer and more sophisticated, it has necessitated upgrading the electrical systems on the
docks; but the builders planned well, St. Coeur said, because the power was in place and only the receptacles needed to be upgraded. He is a past chairman of the board for the Clean Marina Partnership of Florida and continues as a committee member. He got all Westrec marinas certified as Clean Marinas. Harbour Towne Marina was the first to be Clean Marina and Clean Boatyard. St. Coeur has also been a past chairman of National Marina Day and he is on the editorial board for Association of Marina Industries for the 2010 International Marina and Boatyard Conference. But the activity he feels most proud of is helping create Helping Hands of Harbour Towne, a charity that raises money for a child in South Florida with a life-threatening medical condition. Each year the marina hosts a fishing tournament, and in the past few years has presented the children and their families with more than $39,000. “We have had the children come to the events we had for them and later we have lost them,” St. Coeur said. “It is very emotional, but it is so rewarding.” Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at dorie@the-triton.com.
B November 2009 TECHNOLOGY NEWS
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A tribute to my friend, Tom Dinan, who made yachts work By Don Patton This is a tribute to a real icon of the hard-working class in our industry, Tom Dinan, who recently passed away after a long illness caused by a severe car accident that he was in, which was not his fault. Tom was vice president and superintendent of Merrill Stevens Dry Dock in Miami. He was a World War II hero on destroyers in the Pacific, a hard hat diver. He retired as a Navy chief and then went to work in what used to be called Dade Dry Dock Downtown Miami, a division of Merrill Stevens Dry Dock. Few of you will remember that but they could really haul the large, deep-draft yachts with tall rigs of days gone by. From there, Tom went to Merrill Stevens Dry Dock and was there for some 30-odd years. I’m sure many captains and crew who ever met or knew Tom as I did will always have great respect for him and his knowledge and leadership. He was a man that I would call quite often for knowledge, experience and advice. Tom was a man’s man, no nonsense, tough as nails, but he got the job done. He was in the office at 5 a.m. feeding his dog, Shipyard, and making coffee for those who lingered in long after he had arrived. This kind of work ethic was always Tom’s. Many times I would visit and there would be a bunch of guys sitting in the outer office. “What are you guys doing here?” and they’d reply “Ah, just waiting to go in and shoot the breeze with Tom,
or go to lunch.” He was well loved and liked, not only by his peers, but by the people who worked for him and under him, and his superiors and, without question, his loving family. He had two great sons and a daughter who, after Tom’s wife passed away, would be there every day to look after Tom. I write this brief article because I feel far too much emphasis is made on the glamorous side of our industry and not enough on the people who really make it work, which are those who work in the repair yards, the build yards, and the shipyards that are the real backbone of the industry, along with the fine crew of today who are now manning the fine yachts and vessels that we are all involved with. All too often, men like Tom pass away and are soon forgotten. I could name dozens of them, but few like Tom. He was a special individual, totally dedicated to his work and family. As an industry, we should not forget men like Tom Dinan and those who support it from the working man’s side. Let’s face it. None of us would be much without men like Tom. Those of you who never had the opportunity to know Tom, you missed out on something rather unique. He would tell you exactly how it was, straight from the shoulder. No BS in his make up but with one hell of a good sense of humor along with it. Don Patton is president of Patton Marine in Miami. Comments on this article are welcome at editorial@thetriton.com.
KVH partners to offer cell, emergency service at sea KVH Industries and On-Waves Ehf have partnered to provide cell phone service at sea. Using KVH’s mini-VSAT Broadband network, TracPhone V7 satellite communications system and On-Waves’ maritime cell phone service, crew can use their cell phones to talk anywhere in the world. Crew can purchase a dedicated SIM card, put it in their cell phone and use it at sea for a fixed price per minute. For customers using their own cellular service, On-Waves has maritime roaming agreements with 450 GSM and CDMA service providers. The equipment includes a picocell, a small piece of hardware mounted on the exterior of the ship, and compact below decks hardware to transmit calls over the mini-VSAT Broadband network. In other KVH news, plans have been announced for African coverage for its
mini-VSAT Broadband service to go live before the end of the year using the Telesat T-11N satellite. Also KVH TracPhone FleetBroadband Systems announced a new safety service for mariners, 505 Emergency Calling, launched by Inmarsat for all FleetBroadband users. By dialing 505 from a TracPhone telephone, users can activate the 24hour service, which routes calls to Coast Guard rescue centers worldwide. There is no subscription or call charge and it is activated by dialing 505 from a KVH TracPhone FleetBroadband system. Voice calls will be connected via Inmarsat directly to a 24-hour operational Coast Guard Rescue co-ordination center located strategically around the globe. Visit www.kvh.com for more details. See TECH BRIEFS, page B5
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TECHNOLOGY BRIEFS
Sea-Fire detection systems to work with alarm monitors TECH BRIEFS, from page B4
Fire, alarms systems work together
Sea-Fire Marine and Böning Automationstechnologie have agreed to create an interface that integrates Sea-Fire detection systems with Böning ship alarm and monitoring systems. “Onboard fires are a nightmare for boat owners and crew,” Sea-Fire president Ernie Ellis said. “This partnership produces an advanced system that not only detects fires for early warning, but pinpoints its location, enabling users to react more quickly in dangerous situations.” Detected fire and status information appears on a touch screen with deck plan graphics. For details, visit www. sea-fire.com, or stop by booth 355 in the International Yacht Builders Pavilion at the Ft. Lauderdale International Boat Show.
Blinding laser halts pirates
The SeaLase, a military-grade laser that temporarily blinds, is available to deter pirate attacks. It has a range of 4 km and becomes harder to look at the closer an attacker comes. At a distance of 1 km, attackers develop strong nausea and can no longer see, according to Lasersec Systems, the Finnish company that developed the lasers for commercial use. “We don’t have guns, so we need non-lethal systems to defend yachts,” Lasersec CEO Scott Buchter told CNN. Buchter said the loss of eyesight the laser inflicts is only temporary. For more, visit lasersec-systems.com.
YachtSpot finds marine wi-fi
Global Satellite USA, announced the launch of YachtSpot Marine WiFi for quick, secure, and easy-to-use wireless access to the Internet, ideal for boatyards, installers, megayacht owners and crew. To log on, open a Web browser, click to scan, then select a hotspot and connect. YachtSpot connects wirelessly to marina or near shore WiFi hotspots using 802.11 b/g and shares that connection between all of the yacht’s laptops, desktops, servers, PDAs, VOIP phones, and devices using an Internet connection. YachtSpot is similar in functionality to a broadband router with Ethernet which can be shared using a switch or a wireless access point. The external interface is a wireless client which connects to WiFi hotspots. YachtSpot provides security to the onboard network. It is not a bridge, like a wireless access point, which shares its IP range with the entire marina, but a router which uses ‘network address translation’. The onboard network on
the yacht will be separated and fire walled from the marina’s network and has its own IP range. For more details visit www.globalsatellite.us.
Night vision camera not green
The Ultra Low Light PM Daylight AV Dome Camera from boat security supplier Paradox Marine turns night into day for security and surveillance monitoring onboard. Using a new lowlight technology, this marine grade camera eliminates the need for infrared LEDs that turn the view a monochrome green at night. Instead with as little as 0.001 LUX, the Ultra Low Light PM Daylight AV Dome Camera makes it look like daytime in the middle of the night. For details visit www. paradoxmarine.com.
New grease made for heavy duty
The B’laster Chemical Company introduced a new product in its line of lubricants and penetrants, White Lithium Grease. A white grease with low odor, this product offers long-lasting lubrication and protection for a wide range of applications and conditions for home, auto, industrial, marine and farming industries. Features of the B’laster White Lithium Grease include good adhesion, low friction, and moisture protection. It is good in heavy-duty applications on open lube points and high load applications including gears, shafts, heavy duty chains, axles, bearings, fan motors, couplings, plumbing fixtures, and hundreds of other applications. Visit www.blasterproducts.com.
Life vest light now stronger
ACR HemiLight series has launched a smaller, lighter version with greater visibility due to an all-directional LED. The HemiLight 2 Survivor Light has a marinetough design that meets all USCG and SOLAS requirements and DOT and IATA rules for safe transport. Its rounded edges help maintain the integrity of inflatable life jackets and attachment loops accommodate up to 2-inch (5cm) webbing. The unit is water activated and has a manual switch to deactivate. Suggested retail price is $24. Visit www.acrelectronics.com.
Today’s fuel prices
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One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Oct. 15,2008
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 551/588 Savannah, Ga. 527/NA Newport, R.I. 629/NA Caribbean St. Thomas, USVI 667/NA St. Maarten 770/NA Antigua 692/NA Valparaiso 640/NA North Atlantic Bermuda (Ireland Island) 674/NA Cape Verde 606/NA Azores 581/NA Canary Islands 608/868 Mediterranean Gibraltar 564/NA Barcelona, Spain 691/1,470 Palma de Mallorca, Spain NA/1,395 Antibes, France 632/1,522 San Remo, Italy 743/1,669 Naples, Italy 725/1,627 Venice, Italy 711/1,615 Corfu, Greece 659/1,479 Piraeus, Greece 643/1,457 Istanbul, Turkey 607/NA Malta 603/1367 Bizerte, Tunisia 596/NA Tunis, Tunisia 587/NA Oceania Auckland, New Zealand 607/NA Sydney, Australia 605/NA Fiji 659/NA *When available according to local customs.
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 760/811 Savannah, Ga. 756/NA Newport, R.I. 821/NA Caribbean St. Thomas, USVI 1164/NA St. Maarten 1149/NA Antigua 1146/NA Valparaiso 1081/NA North Atlantic Bermuda (Ireland Island) 1045/NA Cape Verde 1090/NA Azores 875/NA Canary Islands 699/874 Mediterranean Gibraltar 754/NA Barcelona, Spain 786/1,534 Palma de Mallorca, Spain N/A/1,522 Antibes, France 824/1,731 San Remo, Italy 905/1,862 Naples, Italy 889/1,813 Venice, Italy 947/1,794 Corfu, Greece 851/1,547 Piraeus, Greece 833/1,529 Istanbul, Turkey 903/NA Malta 702/829 Bizerte, Tunisia 878/NA Tunis, Tunisia 873/NA Oceania Auckland, New Zealand 755/NA Sydney, Australia 763/NA Fiji 797/NA *When available according to customs.
B November 2009 MARINAS: Grenada
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New slips will welcome yachts to 90m.
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PHOTO FROM CN PORT LOUIS MARINA
Port Louis expanding, set to open 120 more slips in 2009
By Carol Bareuther
Expanded slip space and services are what crews will find this season at Port Louis, Grenada’s $560 million marina, resort and spa maritime village complex, located in the lagoon opposite the island’s capital of St. George’s. “We are adding 120 berths in 2009, bringing our total number to 170 by the first of December,” said Clyde Rawls, who was general manager of the Camper & Nicholsons’ Port Louis Marina until late October. “These berths will range in size from 12m to 90m, composed of both fixed and floating docks, offering a very diverse mix for our guests.” All berths will have electricity and water. The island power grid is 50hz, but the marina will offer limited 60hz as well. A pump out system is available for all sized vessels. Rawls said he anticipates fueling capabilities to be available by early 2010, with in-berth high-speed (100+ gal/min) service for megayachts. In the meantime, the marina is accessible to tanker trucks for fuel delivery. Construction was also under way this summer on new luxury restrooms on the shore side, as well as a laundry facility. These are expected to be completed by December. The Victory Bar and Grill, a swimming pool, gift shop, boutique, liquor store and marine repair and tour service are open for business. When complete, between late 2011 and early 2012, the marina will provide 389 slips for yachts up to 300 feet. In addition, the Port Louis complex is slated to include residential units ranging from individual homes to apartments, a 120-room luxury hotel, a 120-room mid-range hotel and a luxury spa. Initial plans called for a revitalization of the southern end of the lagoon area, including the reclamation and renovation of the seafront.
A local citizens group is concerned with what Camper & Nicholsons will do with the lagoon and Lagoon Park. Local fishermen have historically used the lagoon as a safe haven, while liveaboard cruisers have enjoyed it as a free place to anchor close to town. The citizens group would like to see the adjoining Lagoon Park land protected as green space or a public recreational area. A complete buildout of the docks would virtually fill the lagoon. However, this area has been far from pristine. In 2007, British entrepreneur Peter de Savary, chairman and founder of Port Louis, embarked on a $3 million clean-up of the lagoon area, removing large amounts of junk from the site including scrap metal, sunken and abandoned boats, and the remains of the old Grenada Yacht Services dock. “Our function is as an umbrella organization to work with government and the private sector to support investment in Grenada’s yachting industry,” said Laura Fletcher, president of the Marine and Yachting Association of Grenada (MAYAG) and owner, with husband Jason, of Grenada Marine Services. In 2001, the United Nation’s Economic Commission for Latin America and the Caribbean published a report that spotlighted the high levels of revenue earned from the previously “invisible” yachting visitors. “I believe there’s more work to be done in fostering an understanding of the yachting industry among the local citizens,” Fletcher said. “Oftentimes, it’s viewed that foreigners are coming in and taking everything. However, there are several ways the local community and economy benefits. “For that reason, the last thing we want are empty docks.” Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editorial@the-triton.com.
B November 2009 MARINAS / SHIPYARDS
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Developer, islanders claim victory in Beef Island case By Carol M. Bareuther A luxury resort, marina and golf complex proposed for Beef Island in the British Virgin Islands is still on the drawing board, albeit without the golf course, according to a ruling handed down Sept. 21 by Justice Indra Hariprashad-Charles of the Eastern Caribbean Supreme Court. Beef Island, the BVIs’ sixth largest island at 918 acres, is located east of Tortola and connected to it by a short two-lane bridge. It is best known as the site of the Terrance B. Lettsome International Airport. This sparsely populated island was once used for cattle grazing, hence its name. Hong Kong investor Raymond Hung bought the island more than a decade ago and announced in 2006 that he intended to build the $80 million Beef Island Golf & Country Club Resort on 650 of its acres. This would be the largest development ever built in the territory. A two-year legal battle began in July 2007 when, according to a statement by the Virgin Islands Environmental Council (VIEC), a group of “concerned residents” filed an application in the High Court seeking review of the January 2007 planning approval to build the development. Of chief concern was the fact that the golf course and marina were located next to and partially within the Hans Creek Fisheries Protected area. The case drew high-profile backers. The Ocean River Institute, a U.S.based charity, assisted the fight as did Sir Richard Branson who provided discounted airline tickets for the legal team. Branson owns nearby Necker Island. The case was even touted as a
poster child for what islanders could do to halt runaway development. In the September ruling, Justice Hariprashad-Charles blocked the golf course, ruling that Hans Creek is a protected area. However, she did not rule against the master plan for the rest of the resort, including the marina. Both the VIEC and the developer, Quorum Island BVI Ltd., have claimed victory. “The VIEC wishes to make it clear that this victory does not prohibit all future development on Beef Island,” the group said in a statement. “However, it does make it significantly more difficult for a scheme that is detrimental to the environment to be approved.” Te developer also released a statement on the ruling. “The Judge also specifically recognized that there were two planning applications, one covering the master plan and one covering the golf course,” the statement from Quorum Island BVI Ltd said. “The honorable judge identified several components of the proposed master plan, namely the hotel, inner marina, residential development, commercial development and infrastructural development, which may not have an adverse impact on Hans Creek and may not give rise to illegality. “We remain fully committed to the development of a project that will return the British Virgin Islands to its position as a top tourist destination worldwide and renew our commitment to do so in an environmentally sensitive manner.” Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editorial@the-triton.com.
New docks at Lauderdale, Newport Beach marinas Bellingham Marine has completed work on both the east and west coasts of the United States. Lauderdale Marina, originally opened in 1948 and located near 17th Street Causeway in Ft. Lauderdale, recently replaced its existing concrete fixed dock with 151 feet of Unifloat concrete floating dock, including 36inch freeboard for large fuel operations on one side and a heavy duty bumper fender system on the opposite side to accommodate smaller vessels. The existing fuel system was retrofitted while the electrical, fire protection and pumpout systems were upgraded. In addition to relocating four of the fuel dispensers, a fifth was
designed into the new dock, allowing the marina to offer another fueling station in the future. The electrical system was upgraded with the addition of 100amp service for temporary moorage of boats up to 200 feet. Lauderdale’s complete fuel dock measures 350 feet in length and offers 12 dispensers. On the West Coast, Balboa Marina in Newport Beach, Calif., reopened this summer after a year-long, $8 million renovation. The marina, owned and operated by The Irvine Company was built in 1964. The reconstruction included
See MARINAS, page B10
B10 November 2009 MARINAS / SHIPYARDS
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Lauderdale Marina in Ft. Lauderdale replaced fixed docks with floating docks, its electrical system upgraded and the fuel pumps relocated.
IGY adds Hudson marina; Palm Beach docks reopen MARINAS, from page B8
It is located near the Holland Tunnel and is 15 minutes from Newark International Airport. Visit www.igy-newport.com.
Palm Beach marina to reopen
A year-long renovation at Newport Beachâ&#x20AC;&#x2122;s Balboa Marina was completed this summer. demolition of the floating dock structures, dredging, seawall repair, sheet piling installation, landside work and construction of a new dock. The marina accommodates boats up to 60 feet and has 105 double berth slips with side tie space for larger vessels.
IGY takes over marina on Hudson
Palm Harbor Marina on the Intracoastal Waterway near the Flagler Drive bridge in Palm Beach has completed its renovation and will reopen this month. The marina now has concrete floating docks with extra-wide gangways and full length finger-pier, color coordinated railing systems, inslip pump outs, and single and threephase power options. Capable of hosting 200 yachts from 50 feet to 250 feet in length, the marina will provide dockage assistance with attendants on duty seven days a week, 24/7 security, fuel docks with gasoline and hi-speed diesel pumps, and complimentary parking. Amenities include complimentary wi-fi, available high-speed Internet, a concierge service, a lounge, fitness center, recreation room and bathing facilities. Visit www.palmharbor-marina.com
Island Global Yachting (IGY) has added Newport Yacht Club & Marina to its family of marinas. Shipyard branches out to wind Situated in Jersey City across Christensen Shipyards in Vancouver, the Hudson River from downtown Wash., received a $1 million grant for Manhattan, the marina offers 154 its sister company to transform part of berths, including 12 for megayachts up to 200 feet, with amenities, services and the boat manufacturing plant to small wind turbine production. a marina village. The company, The marina features Renewable Energy inner basin parallel The $1 million Composite Solutions, docks for megayachts, is using the grant to grant is to enter transient finger slips for enter the wind turbine vessels up to 60 feet and the wind turbine and hydrokinetic a helipad. and hydrokinetic energy component Newport Yacht energy business. manufacturing Club & Marina offers business, according to numerous restaurants, a story on Soundings two luxury hotels, a Trade Only. 12-screen movie theater and nearly The American Recovery and 200 on-site stores, including four Reinvestment Act has given more than department stores. $20 million in grants and loans for With its own subway station, the energy efficiency, renewable energy and marina is a 10-minute commute from clean technology programs. midtown Manhattan.
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Reading instructions in the boat? It’s too late LIFE RAFT, from page B1 reflective tape, righting lines, rainwater catcher and some include an inflatable floor and boarding platforms. But daily exposure to salt water, humidity, sun and heat can cause unseen damage to items inside the life raft case. “Think about storing something in a can on your porch in the sun for a season. Even your batteries in your own home flashlight go bad, so imagine inside that case,” Loar said. Loar recently deployed an out-ofdate life raft as nearby shop workers gathered to watch. Most people had never seen an actual life raft inflate and they didn’t expect to see it deflate so quickly. The adhesive holding the raft together gave way and the inflatable canopy dropped to the ground. “Imagine that happening when your Old adhesive that no longer holds the inflatable canopy onto the life raft yacht is on fire,” Loar said. PHOTO/DORIE COX illustrates how materials degrade over time. Pulling the emergency supply bag fell in line to puke,” he said. “Most training, securing the vessel in the from the craft, he held up flares damp of these guys were seasoned seamen event of leaks, and fire training are from humidity inside sealed plastic, who had never been seasick. There is imperative, he said. flashlights with corroded batteries, nothing good about being in a life raft. “Training is the most important bandages with gooey adhesive and Even the smell of the rubber puts you thing.” expired medications. off.” The log book and instructions By the time crew end up in a life Dorie Cox is a staff reporter and were in French, but the instructions raft, something serious has happened associate editor with The Triton. included English translations. aboard. Crew and guests have gone Comments on this story are welcome at But as Loar said, “If you’re reading through a litany of emotions related dorie@the-triton.com. the instructions in the boat, it’s too to the life-threatening event, including late.” In capital letters the two-page paper panic and shock. Some people cry, some become heroes, he said. But no included: Be careful. Do not forget one really knows how they will react anyone. And other helpful advice such until they are in the test. as: Your life depends on the life raft’s Yacht crew staying inflated. usually handle Throw out or ‘Think about storing these situations secure all sharp something in a can on better because objects which may they are used your porch in the sun puncture the raft. to being in To improve such for a season. Even your confined areas problems of the batteries in your own with little privacy, degradation of life Vogelsgesang said. home flashlight go bad, rafts and supplies, They have already Brian Bohne, so imagine inside that worked together general manager case.’ and hopefully have of Inflatable — Todd Loar trained together. Services and 84 But guests rarely Boat Works, said are prepared for many manufacturers now vacuum bag such an emergency. life rafts and their contents to better “The biggest part and the part most protect and preserve them. people don’t want to talk about has For further improvements he to be addressed right away: bodily suggested that manufacturers supply functions,” he said. “People are going to mechanical-based systems such as be injured, sick and need to pee. It can sealing clamps or leak stoppers, instead be dangerous to pee in your pants. You of glue-based systems in repair kits and must go over the side and you are going that lithium batteries be required. to have to accept help from people to Crawling in a life raft in a display at hold onto you while you do. You can die the boat show is worthwhile, but there if you don’t expel.” are some lessons to be learned from On the yacht, the captain can do a crew who have been in one at sea. lot to foster positive mental attitudes Capt. Michael Vogelsgesang took well before an emergency, Vogelsgesang a three-week survival-at-sea training said. That attitude can make all the course with the German Navy. He has difference under duress. worked on large yachts and served as a Of course, the best course of action merchant marine. “It took 5 minutes for the first guy to is to prevent having to use the raft in the first place. Serious emergency puke and within 20 minutes everyone
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B12 November 2009 PHOTOGRAPHY: Photo Exposé
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Controlling depth of field allows for better control of the photo Welcome aboard photo enthusiasts. We are on the eighth edition going down the list of camera specifications for the (randomly chosen) Lumix DMC-FX150 camera, manufactured by Panasonic, displayed on such Web sites as dpreview.com. Continuing to explain what each specification means, we ended last time with Metering: Photo Exposé Intelligent multiJames Schot segment and move on to: Aperture priority: No Controlling the aperture means having the ability to control the depth of field (DOF). When you focus on a subject – your spouse,
From left to right, out of focus 2 feet back; focused on center; out of focus 1.5 feet in front. All photos were taken with a 70mm lens at 1/40 second with aperture set at f/4 – wide open with the least depth of field. PHOTO/JAMES SCHOT
child, friend or another boat – what remains in focus in front of and behind this subject is the DOF. In an earlier edition it was noted this camera’s aperture range is f/2.8 to f/5.6. This is a three-stop range (f/2.8, f/4, f/5.6). This is not a very dynamic range. More advanced cameras customarily will run a range from f/2.8 to f/22 or seven f/stops, allowing for greater control over depth of field, with f/2.8
(the largest aperture) having the least DOF and f/22 (the smallest aperture) having the greatest DOF. You might ask why this is important when all that really matters is your subject is in focus. Even if you don’t care about having creative control, wouldn’t having a better photograph of your subject be worth the control? Often what is in the foreground and background can be unpleasant and/or
distracting to viewing the primary subject. For instance, you may want to photograph your child surrounded by other children. You may want to capture the entire scene, but have your child sharply focused and the center of attention, while the other children are out of focus, less recognizable, i.e. less prominent. This is the control that is given to you with use of the aperture. Selecting this aperture priority fixes the f/stop, leaving only the shutter speed to be adjusted by the camera meter for the correct exposure. Unfortunately with this and most pocket cameras, this type of control is limited, even if it was available to us (which it is not in this Lumix). The limitation is due to two reasons. One has already been pointed out: the threestop range. This range favors a lesser DOF, and this will favor the ability to separate a focused subject from the foreground and background. Another technical anomaly typical of pocket cameras has the opposite or contradictory effect of lower-larger aperture settings. This has to do with the smaller (than normal 35mm) size capturing device that enables/requires these cameras to use shorter focal length lenses. This technical aspect is called a conversion factor and it is expressed by numerals like 1.5X. It is not given in pocket camera specifications as lenses are not interchangeable, and therefore this information is not useful. The lens for each pocket camera is designed for that model and it has a short focal length to meet the converging requirements of the smaller sensor. This benefits the overall small construction, but at the same time results in increasing the DOF, opposing the effects of the low f/stop range. In other words, even at f/2.8 the DOF is greater than expected. With the Lumix’s limited aperture range specifications, this camera not having priority control may not have effective significance. My Leica has aperture and shutter priority modes. It has a four-stop range from f/2.8 to f/8. Even though the range is not broad there is some degree of DOF control. Even though the Lumix has no aperture priority I entered into this discussion to emphasize what aperture control does and enables. The shutter priority has a greater range in all pocket cameras; therefore its effects are more substantial. Next time we will explore how so and see if this Lumix offers this control option, but for now I’ll take permission to come ashore. James Schot has been a professional photographer for 30 years and owns James Schot Gallery and Photo Studio. Comments on this column are welcome at james@bestschot.com.
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www.the-triton.com FROM THE TECH FRONT: Rules of the Road
November 2009
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Commercial expenses will be offset by tax reductions RULES, from page B1 “no interest in chartering” and, the best of all, “too much paperwork.” In this lethargic economy, even the most affluent of yacht owners is searching for a return on investment from everything, including their hobbies and entertainment. Let’s take a look at some of the more popular responses on commercial certification and clarify the points.
Too expensive
Certainly, expenses and fees are on the top of everyone’s list. Let us remember that most yacht owners did not achieve their success by being foolish. This is especially true when it comes to finances. Running a yacht, either private or commercial, is not cheap. For a commercial yacht, there are additional costs involved in safety equipment, required third-party inspections, registration and legal fees. However, solely considering the amount of tax that is levied on the value of a private yacht, plus the future taxes on her fuel, those costs are almost immediately recouped. In some cases, the first day of a charter and/or the savings at her first fueling will recoup those costs. The inherent increased resale value for a commercially certified yacht is also a factor.
Owner: no intention of chartering
Having a yacht certified for commercial operations does not obligate an owner to charter the yacht. When, where, and if an owner so decides is completely at the owner’s discretion. Having a yacht meet the standards of commercial certification is a statement to the level of safety implemented on board. It is also a tremendous positive when the time comes for her resale. Compare it to used car sales. Does one have a higher level of confidence when purchasing a certified, pre-owned vehicle, in comparison to the same car you saw down the road at someone’s house? Unlike a private yacht, commercial yachts are inspected annually. This promotes continual improvement and assures a consistent standard. Commercial certification provides a third-party, objective view of the condition of the yacht.
Too much paperwork
This is the most popular response. Running a yacht is a business. No company today can be operated without some type of management system or operating procedures. If it does, then it is not functioning correctly. However, too much administration can be an indication of micromanagement or inexperience. If a
captain and crew are being inundated with paperwork, then something is wrong. A simple and professional administrative system, when implemented properly, will save any yacht, either private or commercial, a considerable amount of money. Operating a commercially certified yacht does not create paperwork disproportionate to its advantages.
Manning
Depending upon the flag of registry, this can be an issue. If the yacht operates under a national flag, such as the United States, cabotage laws require that the yacht is manned with U.S. citizens and no more than 25 percent legal residents. Open registries, such as the Cayman Islands and Marshall Islands, allow for certain countries on the IMO-approved STCW Code “white list.” This permits a more international crew. Remember that certification discussed here is different from qualification. Licenses, certificates and the standards enforced by the STCW Code are just that, an internationally recognized minimum standard. Officer licenses and crew training certificates are not a guarantee of quality. Quality comes with experience. Personnel certification on a commercial yacht is a must, but why would an owner hire someone that has not met a minimum standard?
The yacht is not classed
This has always been a huge hurdle for yachts wanting to achieve commercial certification. There are many well-built and well-maintained yachts that, because of their hull construction or age, are not able to meet the standards of a classification society’s rules. The costs for putting a yacht “in class” can also be substantial, not to mention the time involved. The prerequisite for a yacht to be classed is a requirement of the UK MCA’s Large Yacht Code. This safety code is a national standard for British yachts only. It is enforced by the Red Ensign flags (UK, Cayman Islands, Isle of Man, Bermuda, etc). While highly popular and internationally recognized, being “MCA” is not the only option for a yacht. Several other flags have their own commercial yacht codes. Currently, the most popular option involves the Marshall Islands. Others include the St. Vincent & the Grenadines and newcomer to the yachting industry, Belize. These “non-Red Ensign yachts” are also commercially certified and receive the same rights and privileges. They are not certified as “MCA” solely because they are not British flagged.
It is equally important to note that other flags’ yacht codes have recognized the many unclassed, but excellent yachts that previously could not operate commercially. Their codes allow for certain unclassed yachts to be certified as a commercial yacht. This is particularly true for yachts below 500 gross tons. While not as well-known or marketed, these non-UK national standards for commercial yachts are equivalent and equally recognized internationally. The options are there. They only need to be researched. Commercially certifying a yacht has traditionally been a taboo subject for all but the largest of yachts seeking to charter. Breaking this chain of incorrect, pass down, verbal history for “impossibility”
is imperative for elevating the quality standard within our industry to the next level. Capt. Jake DesVergers is chief surveyor for International Yacht Bureau (IYB), an organization that provides inspection services to private and commercial yachts on behalf of several flag administrations, including the Marshall Islands. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@the-triton.com.
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CRUISING GROUNDS: Liguria
Liguria is king of the coast if you’re talking Northwest Italy By John Campbell If you talk to people about the northwest of Italy, most folk will think you mean Tuscany, or Toscana as the Italians would have it. They have heard of Tuscany mainly because of Florence, with its plethora of churches and arty things, and Pisa, with its ubiquitous tower, yet few seem to have heard of Liguria, which lies to the north and west of Tuscany. From a sailor’s point of view, Liguria has a lot more to offer than Tuscany. Sanremo at the western end is a friendly town, has a very efficient marina and is a good place to get work done. Sanremo is often the first stop for yachts coming from the west. The main marina is Porto Sole. It does get busy, but the friendly and extraordinarily helpful staff will squeeze you in if it is at all possible. (portosole@uno.it, +39 0184 5371) There are three shipyards capable of hauling yachts in Sanremo. The largest is Cantiere Navale Riviera. They are able to haul yachts up to 60 meters and can do most work. We have hauled there three times and have always been well satisfied. (info@cantierenavaleriviera. com, +39 0184 505117) Sanremo is an easy place to get fuel. We have used Serizio Mare many times. They are located just inside the port, between Porto Sole and Porto Vecchio. They can take vessels up to about 100 meters. The manager, Frederico, is helpful. (+39 0184 546363, +39 0184 505 123, info@sanremosm.com) Sanremo is also the home of the agents All Services. We have used them extensively for help not only in Sanremo, but also elsewhere in Liguria. Vivien Goldsmith is a fount of knowledge and what she does not know about Liguria she can find out. They not only offer the usual agency services of clearance and berths, etc., but they also offer an efficient provisioning service if you need that special thing and do not have time to shop. (vivien@ allservices.net, +39 0184 533533) There is a scattering of marinas between Sanremo and Genoa. Marina Aregai near Santo Stefano is a nice enough marina for smaller boats, but it is in the middle of nowhere. Without a car, or at least a bike, it is a rather boring place to be. (+39 0184 481006) Imperia is undergoing building work and promises to be a better place to berth soon. Imperia is an unspoiled old city built on the side of a mountain, and is an interesting spot, off the normal tourist map. To find out the latest situation for berths, call the port office on +39 0183 60977 or try an e-mail at info@portodimperia. it. All Services from Sanremo has an office there now, and it may be worth
contacting them for an update if you cannot get the information from the port itself. (vivien@allservices.net) Genoa is a big city. It is worth a visit to explore the old town, despite an unreasonable amount of paperwork that a visit there entails. There are a couple of marinas right in the old town, and a new one that has been recently built out near the airport. This is handy for meeting people but a long way
See LIGURIA, page B16
November 2009
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Portovenere has tall, narrow, pastel-tinted houses that cling to the sides of the hill encircling the small harbor. Cars are kept away from town, making it wonderful to amble through the narrow streets.
PHOTO/ CAPT. JOHN CAMPBELL
B16 November 2009 CRUISING GROUNDS: Liguria
Sanremo is a friendly town, has a very efficient marina and is a good place to get work done. It often the first stop for yachts coming from the west. PHOTO/ CAPT. JOHN CAMPBELL
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Marina Molo Vecchio is Genoa’s biggest marina LIGURIA, from page B15 from town, and several people have complained about the noise, not just of the planes coming and going, but of the regular explosions that are used to chase birds off the runways. This marina can take boats up to 70 meters. (+39 0106 143420, info@marinagenova. it) The biggest marina in Genoa is the
Marina Molo Vecchio, just to the south of the aquarium. It has berths up to 150 meters, but is often fully booked far ahead. (+39 0102 7011, mmv@mmv. it) This marina is home to one of the original yacht agencies, Pesto. If you need a berth here, it is perhaps better to contact Pesto for help. (+39 010 270 1305, pesto@pesto.it) Pesto also has an office in Portofino. To the north of Molo Vecchio is the Marina Porto Antico. This cannot take the very large yachts, but may have space if Molo Vecchio is full. (+39 010 2518552, mpa@marinaportoatico.it) For hauling or repairs, Amico has its huge facility to the southeast of Molo Vecchio. There is little that this yard cannot haul, repair or make. (+39 010 2470067, amico.yard@amico.it) While in Genoa, make sure to visit the aquarium. It is one of the best I have ever seen. The Maritime Museum is also worth a visit, as is the old town. Portofino, about 15 miles to the southeast is very pretty, but in the summer it is ram-jammed full of people wanting to see and be seen. To get a berth in the tiny port in the summer, you will need an agent, a lot of luck and possibly a large “fee” to stand any chance at all. It is forbidden to anchor outside the port. Rapallo I have always liked. It is a no-nonsense market town, with a nice old town. One remarkable feature of the architecture of Rapallo is the large number of buildings that are painted with trompe l’oeil. There is a large marina for smaller boats, Porto Carlo Riva (+39 0185 6891, info@ portocarloriva.it) If there is no space, or your boat is too big for the marina, it is easy to anchor off the town, or elsewhere in the bay. Between Rapallo and Portofino is the town of Santa Margherita Ligure. It, too, has a small marina and there is scope to anchor nearby the town. It is less cosmopolitan than Rapallo, but less “chic” than Portofino. It has a Victorian feel to it, and a good selection of restaurants. There is a signed walking route to Portofino from Santa Margherita. It is about 6 kms and a pretty walk along the coast if you feel you have to see Portofino but cannot get a berth there. To the southeast of Rapallo are the twin towns of Chiavari and Lavagna, laying either side of the mouth of the river. Each has its own marina, with that of Lavagna being slightly larger. Both are rather industrial towns and there are several boat-building companies in this area, so it is a good place for supplies, but not great for sight-seeing. There is plenty of space
See LIGURIA, page B17
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CRUISING GROUNDS: Liguria
November 2009
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Riomaggiore may have a substandard harbor but it earns praise for being PHOTO/CAPT. JOHN CAMPBELL attractive.
Cinque Terre ‘the jewel in the metaphorical crown of Liguria’ LIGURIA, from page B16 to anchor off either marina, depending on the wind direction, but when approaching, be careful of a few poorly marked fish-farms that are anchored off the towns. (Incidentally, I was warned by an Italian friend to be careful writing or pronouncing Chiavari. If you get one letter wrong, it becomes a rude word relating to what a non-Italian friend terms “women’s bits.”) The marina at Chiavari is officially called Marina Amm. Luigi Gatti. It is pretty much limited to boats of 25 meters or less. (+39 0185 364081, info@ marina-chiavari.it) Lavagna Marina is also mainly for smaller boats, but sometimes they will let a bigger yacht squeeze in alongside the outer wall. (+39 0185 312626, info@portodilavagna.com) Even if you cannot get into either marina, they do provide good shelter for anchoring, provided the wind is not from the west. Further to the southeast is the area called Cinque Terre. In my opinion, this is the jewel in the metaphorical crown of Liguria. Cinque Terre literally means Five Lands, but really it boils down to five villages: from north to south, Monterosso al Mare, Vernazza, Corniglia, Manarola and Riomaggiore.
The five villages, the hills around them and the coast between them all form the national park of the Cinque Terre. This is listed by UNESCO as a World Heritage Site. The good part of this is that the area is protected and will be preserved forever. The bad part, selfishly, is that you cannot anchor off the coast in this area. However, all is not lost. All the towns except Corniglia, which is at the top of a flight of 368 steps, are easily accessible by tender, or indeed by the ferries that run regularly from La Spezia and sometimes from Portovenere and Rapallo. There are many Web sites covering the Cinque Terre; www. cinqueterreonline.com gives a lot of general information, www. parconazionale5terre.it/images/AMP. jpg shows the boundaries of the protected area where anchoring is not allowed. Monterosso can be reached relatively easily by road, and this has resulted in much more development than the other four villages, which are almost impossible to drive to. Although there is a well preserved old town in Monterosso, reached via a tunnel from the newer part of town, and a nice
See LIGURIA, page B18
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B18 November 2009 CRUISING GROUNDS: Liguria
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A look down the main street in Manarola.
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PHOTO/CAPT. JOHN CAMPBELL
Walking path can be steep among Cinque Terreâ&#x20AC;&#x2122;s villages LIGURIA, from page B17 beach and promenade, to me, it is the least attractive of the five villages. Although Monterosso is the only village that you can drive to, if you cannot or do not want to visit the others by boat, all can be reached by train. There is a regular train service between La Spezia and Rapallo, with some trains coming from Genoa as well. It is an interesting ride. Much of the way is through a series of tunnels carved through the high, steep cliffs. From time to time the train pops out of the tunnel, like it needs to catch a breath, before diving deep underground again. Vernazza has the largest harbour after Monterosso, but that is still quite small as harbors go. There is a fleet of small fishing boats that lay on moorings across the harbor. There is a piazza built right beside the harbor, and in the winter, or if inclement weather threatens, then all the fishing boats are pulled up into rows outside the church. The main catch of the boats here are the anchovies, for which the area is renowned. You can walk between all the villages. There is a path that varies from easy to quite steep. For some sections of the path you need to buy a ticket; these are available from tourist information offices and the railway stations. Whether coming from north or south, to get to the next village, Corniglia, you have to brave a flight of 368 steps. It is the only village without its own harbor. There are some small vineyards in the mountains around the village and they make their own special wine here. The next village south is Manarola, and it has the smallest harbor with a narrow entrance. Really, it is little
more than a landing place, somewhat sheltered in a gulley, with a small, rough breakwater across the entrance. If there is any swell running, it would not be safe to enter by boat at all. However, since it is beside the sea, the village has a fishing fleet. The boats are stored on a broad ledge above the landing, and are launched by crane as required. Those that do not have space on the ledge are stored on trolleys along the main street, in front of the shops. The village itself huddles on a small area of relatively flat land, with the steep mountains close behind. The southernmost village, Riomaggiore, is my favorite. Although it has perhaps the worst of all the harbors, little more than a slipway in fact, to me it is the prettiest. The pastelcolored houses appear to be heaped one on top of the other, as they cling to the impossibly steep cliffs. Against the odds, they too have a fishing fleet. There is no space for storage at the waterâ&#x20AC;&#x2122;s edge, so the boats are lined up on wooden steps along the very steep main street. When it is time to go fishing, and the swell is not too big, they are wheeled to the slipway and slid down into the sea. Although they are not easy to reach, and despite the fact that there are lots of tourists in the height of the summer, the Cinque Terre is well worth a visit. I plan to go back one day with time enough to complete the walk along the cliffs, between all the villages. Farther south, coming toward the end of Liguria, is the Gulf of La Spezia. The Italians call it the Gulf of Poets, thanks to the goings-on of the poets Lord Byron and Percy Shelley in the early 19th century. Shelly had a house in Lerici, on the eastern shore, and
See LIGURIA, page B19
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CRUISING GROUNDS: Liguria
One remarkable feature of the architecture of Rapallo is the large number of buildings that are painted with trompe lâ&#x20AC;&#x2122;oeil. The shutters in this photo are real, but the rest is painted. PHOTO/CAPT. JOHN CAMPBELL
Liguria is worth lingering over LIGURIA, from page B18 Byron was a regular visitor. Byron is commemorated by a plaque near the castle in Portovenere, commemorating the time that he swum from Portovenere to Lerici to visit Shelley. Portovenere is at the southwestern tip of the gulf. It is one of my favorite towns. The tall, narrow, pastel-tinted houses cling to the sides of the hill encircling the small harbor. Cars are kept away from town and it is wonderful to amble through the narrow streets, making your way gently up the hill to the castle and 12th century church. The port can take vessels up to 50 meters on the south side of the harbor, but it is not easy to get a berth. You can try calling (+39 0187 793042) but you may have more luck if you use an agent. If you cannot get a berth, you will have to anchor out. The area immediately in front of the harbor is now a protected area, and anchoring is forbidden, but there is plenty of space farther out. Portovenere is well worth a visit, and to my eyes, it is as pretty as Portofino, but without the swarms of people and outrageous prices. Much of the western side of the gulf is given over to a naval base, and several enticing bays are unfortunately off limits. There is a big marina in La Spezia called Porto Lotti. It lies at the head of the gulf, handy for the city. It can cater to vessels up to about 60 meters, but it is often full. (+39 0187 5321)
There are several smaller marinas close to La Spezia, but they tend to be more for small, local boats. If you cannot find a berth, it is usually possible to find a sheltered anchorage not too far away, depending on the direction of the wind. La Spezia is a big and bustling town. I imagine it has some nice areas hidden away somewhere, but I find it a bit too big and too commercial to be interesting. However, there are several large yacht-building companies in the area, and there is little in the way of supplies or parts that cannot be sourced in and around La Spezia. Once farther south, we get into Tuscany, with its well-know tourist areas. Liguria is well worth lingering over; there is something for everybody. Do not leave this corner of Liguria without trying their pesto, which is said to have originated in Genoa. One of the specialities of the area around La Spezia is a type of gnocchi called trofie. They are supposedly all hand-made and have pointed ends. Trofie are usually served smothered in pesto sauce. I am getting hungry just thinking about it. Capt. John Campbell has been yacht captain for more than 20 years and a sailor all his life. The author of five books, he recently moved ashore to start his own business making memory books for yacht owners and charter guests. For more, visit www.seascribe.eu. Comments on this story are welcome at editorial@ the-triton.com.
November 2009
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B20 November 2009 IN THE STARS
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Sinister sisters for Halloween; Meteor shower in November By Jack Horkheimer Many people have the mistaken notion that there is a full Moon every year on Halloween, when in fact we won’t have a full Moon on Halloween again until 2020. So every year I like to point out something that is even spookier than a witch and a full Moon: Every Halloween you can see seven sinister sisters flying across the sky at midnight. At midnight on Halloween night (Oct. 31) face south. If you look almost overhead you will see the tiny cluster of stars called The Pleiades, more popularly known as the Seven Sisters. To cultures long ago, whenever the seven sisters reached their highest point at midnight, which happens every year at the end of October and beginning of November, this was seen
as a sort of cosmic signal telling people to honor their ancestors. There was also a popular belief that great natural catastrophes had occurred on some of the nights when The Pleiades culminated at midnight. In fact some legends claim that the Great Flood and the Ten Plagues of Egypt, even the legendary sinking of Atlantis, occurred when The Pleiades culminated at midnight. This belief was so widespread that the Aztec and Maya conducted ceremonies when The Pleiades culminated at midnight because they believed that the world had already been destroyed and recreated not once but four times when the Seven Sisters were overhead at midnight. Even the pyramid of the sun at Teotihuacan, Mexico, was oriented to the setting of The Pleiades as were
all of the city’s west-facing streets. Coincidentally, many ancient Greek temples were also lined up with the setting or rising of the Seven Sisters. Now although The Pleiades no longer reach their highest point exactly at midnight on the same nights as they did in ancient times, nevertheless, they are still almost at their highest every Halloween as a modern reminder that our ancestors were deeply moved by the cosmos and used cosmic coincidences to determine important religious and ceremonial events in their lives.
Saturn’s rings return
A few weeks later in mid-November, an aging waning crescent Moon will slowly shrink and pay a visit to the prettiest ringed planet, Saturn. On Thursday morning, Nov. 12, about 30 minutes before sunrise,
face southeast where you will see an exquisite 25-day-old crescent Moon. Just off to its left, you will see Saturn, the planet whose lost rings have now returned. The reason I say that is because twice in Saturn’s 30-year orbit about the Sun, about every 15 years, our Earth and Saturn line up in such a way that its rings completely disappear from view for a few nights. But then, as both planets keep moving and changing their aspect to one another, we see more and more of Saturn’s rings. The rings completely disappeared in September. Before September we saw the bottom or southern side of Saturn’s rings for several years. Now, we are just starting a several year, ever-expanding view of the top or northern side of Saturn’s rings. On Friday morning, Nov 13, a slightly skinnier Moon will be well past Saturn and on its way to the brightest star in Virgo the virgin, Spica, which may be hard to see in twilight. But if you wait 24 hours more, you can use the Moon to find it because on Saturday the 14th an even skinnier Moon will be almost beside it. Finally, on Sunday morning the 15th, one of the skinniest Moons you’ll ever see (if you have a clear, flat horizon) will be just to the side of the brightest planet of them all, Venus.
Meteor shower
Every November we are treated to a meteor shower that appears to originate from Leo the Lion. So we call this event the Leonid meteor shower. Last year it was a dud because of bright moonlight. But this year, ta da!, no moonlight will interfere. If you get far from city lights and it’s clear out you should be able to catch quite a few. The best time to look is between midnight and dawn on Tuesday, Nov. 17. At about 3 a.m., face east where halfway up from the horizon you’ll see the stars that make up Leo the Lion. The front part of Leo is marked by stars that trace out a backwards question mark. Leo’s rear is marked by three stars that form a triangle. This year you’ll see a bright light above Leo’s head that usually isn’t there, planet No. 4, rouge-gold Mars. You can expect to see 15 to 20 meteors per hour or even more. Lay back in a sleeping bag with your feet pointing east and scan the sky back and forth. Do not use a telescope or binoculars. This is strictly a naked eye event, which is my favorite kind. Keep looking up! Jack Horkheimer is executive director of the Miami Museum of Science. This is the script for his weekly television show co-produced by the museum and WPBT Channel 2 in Miami. It is seen on public television stations around the world. For more information about stars, visit www.jackstargazer.com.
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CALENDAR OF EVENTS
BVI Charter Yacht Show Nov. 5-8 Through Nov. 2 The 50th annual Fort
Lauderdale International Boat Show, the marine industry’s largest boat show in the world in terms of space and attendees. www.showmanagement.com
Through Nov. 8 24th annual Ft.
Lauderdale International Film Festival, the longest film festival in the world and one of the most important regional shows in the United States. www.fliff. com
Nov. 1 Sunday Jazz Brunch, Ft.
Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Salute to Veteran’s Day: Big Band Era Music performed by local musicians, Frank Hubbell’s Swing Quartet, Harvey Nevins Trio, George Orr and the Hot Rod Band. www.fortlauderdale.gov/festivals.
Nov. 3-6 Marine Corrosion
Certification at Broward College Marine Trades Training Center at Miramar, Fla. Covers general theory to properties of marine building materials, corrosion control, and more. Call +1 410-990-4460 with questions or visit www.abycinc.org/calendar for more classes.
Nov. 4 Networking Triton style (the
first Wednesday of every month), 6-8 p.m., with AdBit’s at King’s Head Pub in Dania Beach, Fla. See more details on
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EVENT OF MONTH
page C4. No RSVP necessary.
Nov. 5 The Triton Bridge luncheon,
noon, Ft. Lauderdale. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. Yacht captains only, please. If you make your living running someone else’s yacht, contact Editor Lucy Reed at lucy@the-triton.com for an invite. Space is limited.
Nov. 5-8 28th Charter Yacht Society
annual BVI Charter Show, Village Cay Marina, Tortola. www.bvicrewedyachts. com
Nov. 6-7 9th annual South Jersey Big Bass Open. www.southjerseymarina. com, www.southjerseytournaments. com
Nov. 7-15 48th annual Barcelona
International Boat Show, Gran Via Exhibition Center. Last year hosted 600 exhibitors from 19 countries, 2,000 boats, 270 large yachts and 150,000 visitors. +34 93 233 2363, www. salonnautico.com
Nov. 8-15 26th annual Miami Book
Fair International, the largest in the United States with more than 350 authors and a half million visitors. Recognized as the nation’s finest literary festival. (Street fair is Nov. 13-
The Triton Expo, our third, is free to crew.
FILE PHOTO
Triton Expo Nov. 11, 12-7 p.m., Bahia Mar Resort, Ft. Lauderdale
Building on our previous two crew expositions, The Triton is hosting its third the week after FLIBS. Free to crew, come by to visit with vendors who can make your work life easier; catch up with all your crew agents in one place for convenient résumé and job search updates; learn from yachting veterans in crew seminars about everything from onboard life to stretching your great salary for years to come. www.the-triton.com 15) On the streets surrounding MiamiDade College. +1 305-237-3258, www. miamibookfair.com
Nov. 10-12 International Business Training workshop for the marine
industry, three Florida locations. This workshop highlights “How to comply with regulations, Free Trade Agreements and Evaluating
See CALENDAR, page B22
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Ladies, Let’s Go Fishing hits Islamorada in mid-November CALENDAR, from page B21 Potential Business Partners.” Covers international trade laws and regulations, analysis of free trade agreements, export controls, international trade shows and exhibitions, and conducting business meetings. +1 305-808-3660
Nov. 12 Monthly networking with
U.S. Superyacht Association, Roscioli Yachting Center, Ft. Lauderdale. Ken Keechl, Broward County Mayor-Elect will speak. 1-800-208-5801, +1 954-9271085, info@ussuperyacht.com
Nov 13-15 Ladies,
Let’s Go Fishing! in Islamorada, Fla. Registration of $145 for weekend seminar includes welcome reception, seminars, handson training and use of equipment, lunch, goody bag, and more. +1 954475-9068, www. ladiesletsgofishing. com
MAKING PLANS NFL Super Bowl Feb. 7, Miami
Symposium on Yacht Design and Yacht Construction organized by HISWA Association, Delft University of Technology and Amsterdam RAI. www.hiswasymposium.com
Nov. 18 Networking Triton style
(occasionally held also on the third Wednesday of the month), 6-8 p.m., with Mary’s Crew House in Ft. Lauderdale. See page C5 for more details. No RSVP necessary.
Nov. 26 Thanksgiving Day, an
American holiday of thanks. Most businesses and government offices will be closed this Thursday and Friday.
Dec. 3-6
Marine Service Management The 44th playing of the Super (MSM) course, Bowl, the National Football Ft. Lauderdale. League’s championship game, Course offered returns to South Florida this through a season. This is the ninth time the partnership with game will be played on the Miami the International Dolphins’ home field. Previous Marina Institute games were played in South Florida (IMI), the training in 2007, 1999, 1989, 1979, 1976, subsidiary of the 1971, 1969 and 1968. Association of www.nfl.com/superbowl/44 Marina Industries Nov. 14 2nd (AMI). www. annual Fort abbra.org/serviceYachtie-Da management, +1 401-247-0318 International Film Festival. Organized by Crew Unlimited and C U Yacht Dec. 4-7 5th annual St. Maarten Charters, a film festival of short Charter Show in Simpson Bay. films shot by yacht captains and The show is sponsored by the crew. Judging is in these categories: Mediterranean Yacht Brokers Talent/Drama, Comedy, Extreme, and Association (MYBA) and the St. People’s Choice. All crew registered Maarten Marine Trades Association. with Crew Unlimited can vote. Winning www.mybacaribbeanshow.com films will be shown at this “yachtie black tie” event at Cinema Paradiso Dec. 6 SunTrust Sunday Jazz Brunch in Ft. Lauderdale. Winners receive on Ft. Lauderdale’s scenic Riverwalk. cash prizes and an “Oscar.” www. Free, live, outdoor concert series brings crewunlimited.com, +1 954-462-4624 the area’s best local jazz artists. Listen to the soulful sounds on four different Nov. 16 15th Global Superyacht Forum, stages on the first Sunday of each Amsterdam. Superyacht industry month from 11 a.m. to 2 p.m. www. conference to focus on ownership, fortlauderdale.gov/festivals business and technology and design with networking opportunities. 350 Dec. 7-11 48th annual Antigua of the superyacht industry’s key Charter Yacht Show, Antigua, in individuals expected to attend. www. Falmouth and English Harbors with superyachtevents.com/gsf shuttle service between marinas. www. antiguayachtshow.com Nov. 17-19 Marine Equipment Trade Show (METS), Amsterdam. World’s Dec. 12 Winterfest Boat Parade, Ft. largest trade exhibition of marine Lauderdale. The 38th annual boat equipment, materials and systems parade will stage on the New River. This for the international marine leisure year’s theme: “That’s Entertainment.” industry organised by Amsterdam Parade highlights include the SmartLife RAI under the auspices of ICOMIA Grand Marshal Showboat (Grand (International Council of Marine Floridian), Florida Panther’s Ice Skating Industry Associations). For trade only. Rink, and the Santa Showboat. Private www.metstrade.com boat entry just $35. www.winterfestparade.com Nov. 17-18 20th International HISWA
The Triton
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SPOTTED
Triton Spotters Capt. Dave and Laura Cherington took a “fantastic motorcycle tour” of the United States this summer, from Ft. Lauderdale to Michigan’s Upper Peninsula and back. “We stopped off at the Indianapolis Motor Speedway to see the MotoGP (motorcycle grand prix).”
Co-Captain/Chef Mary Ellen Flowers of M/Y Go Fourth, a 91-foot Burger, takes a break with her Triton while waiting at the Welland Canal, Lock 7, to drop down to Lake Ontario. Go Forth was heading to Ft. Lauderdale via the Erie Canal. M/Y Unity ahead of her was taking the St. Lawrence.
Eng. Peter Williams of M/Y Heavenly Daze joins the tourists above Monaco during this year’s show. At least he knows where the interesting stuff is.
Where have you and your Triton been lately? Send photos to lucy@the-triton.com. If we print yours, you get a T-shirt.
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October networking
November networking
Roe, roe basics
Stength and cardio in one
With Kemplon and Roscioli
With Adbit’s and Mary’s
Judge caviar by rarity, salt.
Quick swaps really work.
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Don’t ignore a substance abuse problem
TRITON SURVEY: CREW MANAGEMENT
crew understand from Day One that there is only one dictator, the captain,” said a captain who preferred a military style of management. “As captains, we set the tone on the vessel,” said a captain in yachting nearly 30 years. “There are always differences in opinion from everyone on almost every issue. I encourage open discussions and voicing of opinions on any topic outside of work, but when involved with the vessel operations or policies, direction has to be clear. Direct and lead from the top.” Just 3.3 percent considered themselves of a sports style in which individual mentoring/coaching was predominant and team-building exercises worked to manage crew. “All of the techniques should be used,” wrote in a captain who chose informal as his management style
Drugs and alcohol affect every race, creed, and societal level from socialites and businessmen to ex-presidents and yacht chefs. There isn’t a yachtie out there who hasn’t known someone who has not paid the price of a hangover or had to face some consequence from their drinking. This column is for the chefs Culinary Waves who might have a Mary Beth substance abuse Lawton Johnson problem, whether they recognize it or not. Addiction is no longer a taboo subject. It is out in the open. Remember a few years ago when it was “hip” to go to rehab? People now realize that addiction is a disease, not a state of mind or developed from living situations. Recently, I spoke to a captain friend who told about a freelance chef who did more than three weeks worth of charters on his yacht. By the end of the conversation, I was saddened to hear about the antics of the chef. During the charters, the chef had screamed at the captain’s wife several times, making her cry, ran around the boat as if on speed, and drank 20 pots of coffee every day. The chef collapsed toward the end of the three weeks, not finishing the charter. This chef had to get a refill for prescription medication after getting onboard. The chef was insistent. So the captain arranged for the yacht to refill the prescription, not realizing what was in store: several pill-frenzy flashes that were not normal reactions to a harmless refill on medication. (By the way, I must note that this
See SURVEY, page C10
See WAVES, page C8
COPYRIGHT Natalya Tkachenko; IMAGE FROM BIGSTOCKPHOTO.COM
What kind of manager are you? By Lucy Chabot Reed Stories from captains have always led us to believe that managing crew is the single most time-consuming and unpleasant part of being a yacht captain. So we were surprised this month when our survey on crew management returned and showed just one of the 121 respondents said managing crew took more than 90 percent of his time. The bulk of captains said managing crew took 10 to 40 percent of their time. By “managing crew,” we mean hands-on training, working through employment problems, and building or guiding morale and behavior. “I spend a lot of time managing,” said one of five captains (just 4 percent of the total) who chose 75-90 percent for this question. “I’m a hands-on captain having worked up through the ranks and don’t mind getting wet,
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dirty or banged up. I make sure interior and deck crew know each other’s job. They might not do it as well but they know the amount of work involved and respect each other’s job and role.” Which management style most closely fit yours? Captains were only permitted to choose one answer here. The largest group was the informal style, which 67.8 percent of responding captains chose. They address issues as they arise, aim to keep crew busy and motivated, and lead by example. The next two largest groups were about the same size – 15 percent and 14 percent, respectively. The first was the corporate style, which followed group coaching techniques and deferred to department heads for performance reviews; the other was a military style, which followed a strict chain of command led by the captain. “A yacht is at best a benevolent dictatorship and it is important that
C November 2009 NETWORKING LAST MONTH: Poker Run/ Roscioli Yachting Center
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he Triton’s third annual poker run raised $1,500 for our scholarship fund for Broward College at our second networking event in September. That’s enough to pay for two kids to go through BC’s two-year marine trades program. We started at Hall of Fame Marina and Broward Shipyard, visited with MPT, ran over to National Marine, and stopped by Diesel Services of America before ending the run at Roscioli Yachting Center, which pulled out all the stops for a fabulous two hours of networking, complete with a spread from its on-site galley and music from the YES boys. Thank you, thank you to everyone who played and rode and just had fun, especially Capt. Paul “Whale” Weakley, below, who once again strong armed his friends for a good cause. Congratulations to Capt. Aaron Pusal who won the top prize (a gift from Bush Brothers Provision Company) with five aces. See more online at www.the-triton.com.
PHOTO/JON ROSS PHOTO/DAVID REED
PHOTO/DAVID REED
PHOTO/JON ROSS
PHOTO/DAVID REED
PHOTO/DAVID REED
PHOTO/JON ROSS
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NETWORKING LAST MONTH: Kemplon Marine Engineering Services
ore than 300 captains, crew and industry pros attended our First-Wednesdayof-the-Month networking event with our sponsor, Kemplon Marine Engineering Services in Ft. Lauderdale. There were burgers and dogs, chicken legs and all the fixinâ&#x20AC;&#x2122;s, adult beverages and fabulous networking. It was a great warm-up for our big boat show party. (For photos from that, see pages A18-19.) More photos from Kemplon online at www.the-triton.com. PHOTOS/CAPT. TOM SERIO
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C November 2009 NETWORKING THIS MONTH: AdBit’s
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AdBit’s still in business in new telecommuting capacity November will be a busy networking month with The Triton. We are planning two networking events (on the first and third Wednesdays) and our Crew Expo on Nov. 11 (the second Wednesday). We kick it off with AdBit’s, a creative company that has been making yacht brochures, Web sites, imprinted items and crew résumés since 1994. Join us Nov. 4 from 6-8 p.m. at King’s Head Pub on Dania Beach Boulevard east of U.S.1 to meet Bit Grubbström and her staff, and indulge in a little post-boat show networking. Until then, learn a little more about Grubbström
Bit and AdBit’s.
(USB drives with yacht photos and info, pens, playing cards, post cards. We offer more than 850,000 items. We also do yacht brochures. We build Web sites that rock. We conduct online marketing campaigns. We create CDs or flash drives with photos, résumés and presentations. And we do some innovative and elegant stationary. We also create yacht crew résumés, a service AdBit’s has provided since 1994. Crew agencies tell us that our résumés help crew get better jobs faster. Many successful crew members and captains generously say that they owe their careers to us. I am sure they succeeded because they are good at what they do, but it is fun to know that maybe we helped a little. We also offer services for businesses. Many companies that advertise in The Triton had their logos, Web sites, brochures, ads, boat show booths, staff attire and vehicle signs done by AdBit’s.
Crew agencies tell us that our resumes help crew get better jobs faster. Many successful crew generously say they owe their careers to us. I am sure they succeeded because they are good at what they do, but it is fun to know that we helped a little.
Q. Tell us about your business. What does AdBit’s do? For yachts, we do lots of things. We do imprinted items. We can put a logo on anything. We have done it all. (We even did condoms for one yacht owner.) We can imprint boat logos on service items (such as napkins, cups, shampoo bottles, coasters, sleep masks, leather binders, beach bags, … the list is endless) as well as promotional items
Q. Didn’t you work on yachts for a while? I worked at an international advertising agency in Stockholm. One snowy winter night someone called and asked if I wanted to cook on a yacht in the Caribbean. So I quit my job, cooked on yachts for a few years, and ended up in Ft. Lauderdale. Q. So why come ashore to start this business? Someone who knew that I had worked in advertising asked me to help them with a brochure. They loved the result, and then their friends needed a brochure and then … Somehow I woke up one morning and AdBit’s had seven employees and a
2,000-square-foot office on 17th Street. Q. We have to ask. It looks like you went out of business. Last year the recession hit, our billings tumbled, and after 12 years in my big office I am now back to working out of my house, the same house were I started writing yacht crew résumés 15 years ago. Thanks to technology developments, we are able to provide the same services as before with a lot of work done remotely and with considerably lower overhead. My employees and I enjoy the casual atmosphere of working at home for now, but we are looking for a small office. Ideally we would like to rent one or two rooms in someone else’s office around 17th Street in Ft. Lauderdale (please contact me with ideas). Q. Are you leaving town? No. I have been long-distance dating someone for about a year and a half. Greg is a fun, loving and wonderful chiropractor who shares my passion for motorcycles. I have worked remotely a week or two a month, and most of my clients didn’t even notice. I can run AdBit’s no matter where I am. So little of the yachting business is done face-to-face these days. It is all e-mail and phone calls. Greg and I just got a place together in Wilmington, Del., and I will continue to fly back and forth, telecommuting. Thanks to my fabulous staff, I am sure this will work out well. I plan to use video conferencing and I am only a three-hour flight away and plan to be in Ft. Lauderdale at least 10 days each month. Wish me luck on my first winter in the cold after 21 years in Florida. Or rescue me from the cold by giving me a huge project that requires my presence. Contact Bit Grubbström and AdBit’s through www.adBits.com or call in Ft. Lauderdale at +1 954-467-8420. The toll-free number from elsewhere in the United States is 1-888-999-1110.
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NETWORKING THIS MONTH: Mary’s Crew House
Mary’s crew houses offer fun as well as quiet in Lauderdale For the first time, The Triton is taking one of its networking events to a crew house. Mary’s Crew House in Ft. Lauderdale is sponsoring this month’s second event, on the third Wednesday, Nov. 18, from 6-8 p.m. All captains, crew, our advertisers and readers are welcome to join us at the original Mary’s Crew House, 816 S.E. 12th St., which is Davie Boulevard east of U.S. 1. Parking will be tricky so come prepared to be creative. In the meantime, learn more about crew house owner Mary Gaudette. Gaudette Q. Tell us a little about the Mary in Mary’s Crew House. Before moving to Ft. Lauderdale in the summer of 2000, I lived in New Hampshire, where for 14 years I ran a licensed children’s daycare in my home. Though it may seem a stretch between that and the operation of a crew house, there are actually more similarities than differences. One has to be organized, there is a big focus on cleanliness, building and facilities have to be maintained constantly, rules need to be established and followed, and there has to be constant monitoring to ensure safety and smooth operation. In other words, we run a tight ship. When I was introduced to the concept of a crew house by a woman who had been in the industry for more than 17 years, I was fascinated by it. She encouraged me to pursue one and helped me in the beginning. I was quite overwhelmed by all that I had to learn, and all that I did not know about the yachting industry. Yet, it has turned out to be a wonderful and interesting experience and a blessing for me. Q. You operate more than one house, right? We started out with the main crew house (the one with the pool) at 816 S.E. 12th St. in October 2003, then added two houses in 2005, one owned and one leased. These two are even closer to 17th Street, one on 14th Court and one on 18th Court. The one on 18th we try to reserve for those going to school. People can study and do not have to rent a private room because it is so quiet. Many times three or four guys study together around the dining room table. We also put more mature people there, those who are past the lots-ofactivity phase. We have shared and private rooms in these houses. The main house is all shared rooms. Q. Some crew houses can be pretty strict, and others relaxed.
Where are you on the strict scale? We strive to maintain a high-quality facility where captains feel free to contact us at anytime when they are looking for day workers and/or crew, knowing that we will send good quality people. We try to hold the reputation of a “working crew house,” with serious-minded young men and women here. Not that we don’t have a lot of fun, with get-togethers and cookouts, etc. But, we refuse to become known as a “party” house or a “flop” house. Therefore, we do what needs to be done to accomplish that with rules of the house, a.k.a. Mary’s Love Letter, handed out before anyone signs in so that people understand what is expected. We monitor the places daily to ensure that things are in order, and unfortunately, must put out those who refuse to follow those rules, which ensure that everyone feels safe, secure and able to sleep at a reasonable hour to be ready for work in the morning. It appears that this is working because we continue to have a wonderful, high-quality group of people who shine when we send them for day work (we get lots of feedback from the captains). Our people are very friendly, helpful and accommodating to each other, calling and passing on day work to one another if they hear about it and are not able to take it, and they help out the new yachties. It is a very pleasant operation. Q. What do crew need to know about your reservation system? People interested can call or e-mail us for a reservation. Once someone is in a bed, we do not put them out for another reservation. They can stay for as long as they need to. The phone is answered 24 hours a day, seven days a week, or if not answered immediately, we promptly return the call. We have a Web site that anyone can look to for more information: www. maryscrewhouse.com. Q. The big story circulating around town earlier this year was about bed bugs in crew houses. Did you have to deal much with that? There are no problems with bed bugs at any of our houses. We have white metal bed frames, and all mattresses are enveloped in zippered vinyl mattress protectors underneath the linens, both of which provide a strong deterrent to bed bugs or any other type of insect infestation. In addition, we maintain a regular schedule of professional pest control, one for the outside and one for the inside. The inside pest control is nontoxic and not harmful to anyone. My advice to prevent dealing with bed bugs ... come stay at Mary’s Crew House, and you will have no worry.
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C November 2009 INTERIOR: Stew Cues
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Secret to caviar is knowing what you serve, and serving it simply Proudly Serving the Marine Community Since 1997
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ACCOMMODATIONS • Active Job Networking • Nicely Renovated • Tastefully Furnished • Ideally located near Maritime Schools, Downtown Fort Lauderdale, Crew Agencies, Marinas, Restaurants, and Nightlife
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What’s the big deal about caviar? For us in the West, caviar is often associated with luxury and wealth. While it is simple to serve, it can be expensive. At one time, 90 percent of the world’s caviar came from the United States. It was so plentiful it was served in saloons much like pretzels are today. Caviar is the Stew Cues processed, salted Alene Keenan roe (eggs) of sturgeon. (If it comes from any other fish, such as salmon or paddlefish, it must be noted on the label.) Every species of sturgeon is on the endangered list. The largest remaining population is in the Caspian Sea, shared by Russian and Iranian producers. The harvest and sale of black caviar has been banned in Russia since 2007 and extends for 10 years, except for research and breeding. The three main varieties of caviar are Beluga, Osetra and Sevruga. The most expensive (except for the extremely rare Sterlet) is Beluga. Its roe are large, ranging in color from black to pale grey, and it has a smooth, buttery flavor. Osetra is the next most expensive. It consists of medium-size eggs ranging in color from dark brown to light grey and even golden brown. It has a nutty, slightly fruity flavor. Many prefer this taste to Beluga. Sevruga has the smallest roe. It ranges from black to light gray in color. Like Beluga it has a buttery flavor but is richer and saltier. Its intense, unique flavor is highly valued. It is the least expensive of the three main varieties. Caviar is rated according to the size and color of the eggs, and the method of processing. Color is designated as 000 for light caviar, 00 for medium or 0 for dark. Light or golden caviar is also designated “Imperial” and was at one time reserved for royalty. The best caviar is generally considered light golden in color with large grains. However, the most expensive caviars are priced by rarity, not taste. There are four methods of processing caviar. Malossol is the method preferred by connoisseurs. The name means “lightly salted” and it contains from 3.5 to 5 percent salt. This term can be used to describe any high-quality caviar. The second method is “salted caviar,” also called semi-preserved. It contains up to 8 percent salt. Higher salt content contributes to longer shelf life, but flavor may be compromised. Pressed caviar is made from toosoft, damaged, and overly ripe eggs. It is treated, highly salted, and pressed
to a jam-like consistency. At one time it was the only method available for preserving caviar. Some connoisseurs prefer it because of its highly concentrated flavor and aroma. The last caviar type is pasteurized. This process involves heating and vacuum packing caviar into jars. It has a much longer shelf life, however both taste and texture may be affected. There are numerous less-expensive alternatives to caviar. As supply and production dwindled, the United States and more than a dozen countries began farming sturgeon to preserve the industry. Commonly farmed varieties are Osetra, Baerii and White Sturgeon. There are many varieties of roe taken from rivers and lakes in America. They include paddlefish, which is similar to Beluga with clear, glossy beads, light gray to golden brown in color and with a buttery flavor; hackleback, which is sweet, nutty and buttery, and has medium-size roe that is firm with a rich, glossy black color; salmon, which is bright orange in color with a distinctive popping quality in the mouth and fairly intense flavor, (it is considered kosher because salmon have scales); and whitefish, which has a golden color, mild flavor that takes well to infusing with ginger, truffle or saffron flavors, small grains and an almost crunchy characteristic. In serving caviar, the simplest ways are best. Usually, it is served cold in a small crystal bowl laid on a bed of cracked ice along with toast points or blinis. Garnishes may include crème fraiche, chopped egg yolks and whites, capers and onion. Another popular dish is caviar pie, in which various types and grades of caviar are arranged in a decorative pattern on top of a layered spread. Caviar is served with a small spoon made of natural material, such as horn, mother-of-pearl, or wood. Silver reacts with roe and adversely affects the flavor and appearance of the eggs. My most interesting experience with caviar was when I was passing hors d’oeuvres to some frisky octogenarians at a cocktail party. One gentleman happily dipped his tortilla chip into the bowl on my tray, devouring about $200 worth of caviar in one bite. I was a little shocked, but what the heck, he might have been around when eating caviar was just like eating pretzels in a dance hall. Alene Keenan has been a megayacht stewardess for 18 years. She is the founder of Stewardess Solutions, which offers training and consulting for stewardesses to improve their jobs and careers. Contact her through www. stewardesssolutions.com. Comments on this column are welcome at editorial@ the-triton.com.
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NUTRITION: Take It In
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Lean little turkey is the last to blame for overeating this holiday season Turkey stars on the holiday dinner table of nearly 88 percent of Americans at Thanksgiving, according to the New York-based National Turkey Federation. This translated into a whopping 46 million turkeys or 690 million pounds of turkey last year. Thankfully, the centerpiece of this historic meal is one healthful and nutritious bird. The turkey Take It In Carol Bareuther is a true North American native. Native Americans in New England and on the Plains captured the bird in the wild and made it a regular part of their diet. The Aztecs in Mexico were so fond of turkey that they domesticated these birds so as to have a steady supply of meat. Early European explorers took the turkey back home where it was quickly incorporated into the diet. Meanwhile, the first European inhabitants to the New World relished turkey as a food to stave off starvation. There is controversy as to whether turkey was served at the first Thanksgiving in 1621. In “The Dictionary of American Food & Drink,” author John Mariani writes that one description of the feast, written by Plymouth Colony Gov. William Bradford did not mention the turkey. However, another account, by dinner guest Gov. Edward Winslow, clearly describes how settlers were sent to go “fowling” and who “killed as much fowle as, with a little helpe beside, serve the Company almost a weeke.” Today, Americans still eat turkey. Per capita consumption was 17.6 pounds per person in 2008, making it the No. 4 most favorite protein choice by American consumers after chicken, beef and pork. Turkey is good for you, too. It’s low in fat and cholesterol while at the same time rich in high-quality protein. In fact, nutrition experts from the Harvard School of Public Health who created the Healthy Eating Pyramid group turkey with other lean proteins such as fish and egg whites. This differs from the U.S. Department of Agriculture’s Food Pyramid, which places turkey with higher fat foods such as red meats. However, turkey isn’t all the same animal when it comes to fat, depending on what part you choose. For example, there’s the white meat and the dark meat. White meat has fewer calories and fat than dark meat. There’s a biologic reason behind this and it’s due to the bird’s muscle make-up. Slow-to-contract muscle fibers – such as the kind turkeys use in their legs to run – need fat for fuel. Oxygen, which is required to burn fat, is stored in a red muscle pigment
called myoglobin. Muscles that have a Turkey products aren’t all created high concentration of slow-to-contract equally. Turkey breast that you roast fibers will naturally be reddish in in the oven, turkey breast cutlets and color. This is why leg and thigh meat turkey tenderloins are all the best bet in turkey is dark nutritionally. From and breast meat is there, fat and Turkey products aren’t calories go all the white. What about way up to a ground all created equally. skin? Eating your turkey product turkey skin-on can that is 13 percent add substantial fat. This product calories. For example, a palm-size contains up to 10 times the fat in roast serving (about 3 ounces) of roasted turkey breast and nearly double the dark meat with the skin provides 221 calories. calories. However, eating roasted white The healthfulness of turkey is also meat without the skin is only 157 dependent, of course, on how you calories. prepare it and what you eat along with
it. For example, Thanksgiving turkey often swims in gravy. This adds 20 to 30 calories per two-tablespoon serving. Turkey is also sided by heaping helpings of side dishes. There are mashed potatoes, candied yams, bread stuffing, coleslaw, broccoli and cheese, rolls and butter, and pecan pie. You really can’t blame the lean little turkey on your plate when you waddle away from the table after a meal like that. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at editorial@the-triton.com.
C November 2009 IN THE GALLEY: Recipe
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Grilled Thai Shrimp with Orange Dressing By Chef Mary Beth Lawton Johnson 2 lbs shrimp, 2/25 ct. cleaned, deveined, tails on Marinade: 1/2 cup Asian sweet chili sauce 1 heaping tablespoon Thai seasonings 1 teaspoon lemon grass, minced 1 tablespoon garlic, minced 1/2 teaspoon garlic powder 1/2 teaspoon onion powder 1 teaspoon ground ginger 1/4 teaspoon cardamom 1/4 teaspoon cayenne pepper Salt, pepper to taste 1 large lime, squeezed 1/4 cup olive oil 1/2 teaspoon orange peel Dash hot sauce Orange Dressing: 1/4 cup Asian Chili Sauce 1/2 cup orange juice 1 egg 1/ 4 cup salad oil Dash of hot sauce, such as Asian chili oil Combine the marinade items. Let shrimp marinate for at least one hour. Remove and grill. Discard marinade. Top with Orange Dressing and serve with grilled vegetables. PHOTO/MARY BETH LAWTON JOHNSON
Abusers often must hit bottom to admit that they need help WAVES, from page C1
prescribed pill regimen. Granted, the yachting industry is known for crew business of having the boat pay for parties where there is a lot of drinking. prescription meds is a definite noPerhaps some crew have too much no for a freelance chef. If you have but, in general, we are a great bunch prescribed meds of employees, for that you take every the most part Granted, the yachting day, make sure professionals who industry is known for you have enough want to do a good before you hop on job. But some crew parties where a boat.) there is a lot of drinking. cross the line and So what should some can’t cross Perhaps some crew the captain have back without help. done, given the have too much but, in So, what do chef ’s reaction you do if you work general, we are a great and behavior? with a chef who bunch of employees, Given the chef a uses prescribed drug test? Call the for the most part meds or drinks on placement agency the job? professionals who want that put up this Unless you to do a good job. But chef to complain? are the captain, some cross the line and Fire the chef? Tell the owner or the the chef he/she management some can’t cross back has an addiction company, nothing without help. problem? you do will change Unfortunately, what the chef these kinds of scenarios happen more is doing. In many cases, substance often than reported. There are chefs in abusers have to hit bottom before trouble, causing trouble onboard. they will acknowledge they need help. This is not the first time I have Sometimes it has to go as far as firing heard about chefs who either drank See WAVES, page B9 too much or were on some sort of
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IN THE GALLEY: Culinary Waves
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Legal drugs can cause as much harm as illegal ones WAVES, from page B8 them, and them getting the message clearly that they need to change. Change is pain motivated. When the pain gets to be too much, change comes. And that is at bottom for most of us. The problem is that, in the process of all this, others get hurt, the work environment suffers and if left alone, there is the risk of accidents. Accidents can kill, and when you travel in foreign countries, no telling what could happen if the chef tries to score his or her medicine from an outside source. Ultimately, that kind of behavior risks the captain’s license and the owner’s boat. The actions of the chef also might cause a reflection on yacht chefs as a whole. An owner who has had a bad experience with a chef because of addiction might not want another chef onboard. Who could blame him/her? Luckily, there is help for chefs and other crew members, but they have to recognize they have a problem, otherwise you won’t be able to help them. It has to come from within them. So this leads to another question: should the captain have a list of all prescribed medicines onboard for crew? Just a thought. Some yachts already do this. Have you thought about it? If there is medicine that is not used correctly or is not on the list, then perhaps this could be grounds for termination? Some of our crew came to us from a cruise ship and they had to pass all medicines they were taking through security. This makes sense to me. Is your captain or owner aware what prescribed drugs crew have in their possession onboard? We pay so much attention to illegal drugs, but what about the legal ones? They can cause as much harm as the illegals if the wrong person takes them or if the person has an addictive personality. Case in point: I know a chef who pops pills because of headaches and back pain. This chef claims there is severe pain. The doctor prescribed OxyContin and another pain pill. Do you think this chef takes it like a regular person does, as prescribed? No. This chef has an addiction problem. At least 15 yachts over two years were affected by this chef ’s drug use. So we have to remember the domino effect at work. One person popping pills and exhibiting erratic behavior has impacted countless yachts, captains, owners, crew, guests, vendors, etc. I am not saying every chef who pops pills is an addict. I am not saying that all prescribed meds should be under lock and key. But as adults in a profession that depends on us to make sound judgment calls and prepare food safely, we need to understand that not everyone can handle unfettered
access to Go online or prescription look in the As adults in a profession that medication. local paper or depends on us to make sound There are phone book judgment calls ... we need to chefs out where you understand that not everyone there in are. Web sites trouble. And of 12-step can handle unfettered access they need programs to prescription medication. help. have meeting There dates and are 12-step programs that work. If times. you know a chef or a crew member Give these fellow crew members who needs help and your employer is the time they need to go to meetings willing to see that he/she gets it, look at and seek recovery. If someone is going several rehabs. Most accept insurance. to get straight, their recovery has to
come first. If you can, try not to just fire them, making their addiction someone else’s problem. Addictions are poorly understood, but there is help out there for the one who suffers and wants to get well. 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.
C10 November 2009 TRITON SURVEY: CREW MANAGEMENT
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‘Management style and leadership style are living animals’ SURVEY, from page C1 for the purposes of the survey. “It is not a matter of which one and it doesn’t matter what size the yacht is. Crew meetings are necessary, leading by example is necessary and being a mentor/teacher is necessary. If a captain uses all of these techniques he/ she will be a true leader.” “Management style and leadership style are living animals,” wrote in a captain who chose the corporate style for the purposes of the survey. “You need to adjust them as you do with anything in life. I was an officer in the Navy and could not get rid of crew. I had to learn to motivate 40 different people and that cannot be done one way. You have to find what works best with each crew member. “I also learned what worked from my superiors and adapted those qualities into my own leadership and management styles,” this captain continued. So when you ask what management style best describes me I would say all of them, it depends on the situation.” We didn’t offer family as a type of management style, but several captains wrote in that that was more common on the vessels they ran. “We are strictly a family vessel, no charters or commercial operations,” wrote in a captain of the informal style group. “Crew operates as a team, gets it done with minimal fuss and/or formality. Something needs to be addressed, it gets addressed. We go to our corners, sulk and then get over it. “A good captain should not need training in common sense, which is the root of managing people,” wrote in a captain, also of the informal style, but with a sales background. “Thoughtful time invested in forming and keeping a good team is paramount
Before taking command of a yacht, had you ever managed people?
Have you ever had any formal management training (not necessarily specific to yachting)?
Should captains be required to take some form of onboard crew management training?
No – 14.2% No – 46.3% Yes – 85.8%
to maintaining a good command. It’s a careful blend of military and family that keeps the crew working efficiently and happy to be onboard.” We asked our captains their age, the length of their yachting career, the size of their boat and the size of their largest crew. The only category that seems to influence management style was the size of the crew. In general, the larger the crew, the more likely the captain followed a corporate or military manner of management. On yachts of 10 or fewer crew, more than 80 percent of captains described their style as informal. On yachts of 11 crew or more, that portion dropped to 32 percent, with 38 percent aligning with a corporate style and 26 percent following a military style. “My management style is a basic benevolent dictatorship,” said a captain in his 60s who chose the corporate style for the survey. “Crew are indoctrinated in what I expect them to do, the level of performance and attention to detail I expect, and in many cases how I want it done. I work with the departments and crew on a regular basis until I feel they understand the job and my
Yes – 53.7%
No – 57.1%
Yes – 42.9%
Statistics/graphics by Lawrence Hollyfield
expectations. Then I back off, and check regularly, praising in public, and discussing problems in private.” How often would you say you actively manage crew? (This includes teaching new skills, mentoring, coaching and correcting behavior.) The largest group (35 percent) said they actively work with their crew once or twice a day, with 20 percent doing so more frequently each day. That means 55 percent of captains actively manage their crew some each day. Twenty percent of captains said they actively work with their crew once or twice a week, with 18.3 percent doing so more frequently. One of the interesting, incongruous results came from the question: Can crew members come to you with an issue, or must they follow a chain of command? Most captains (89 percent) said crew can go directly to them and that they have an open-door policy. That leaves the remaining 11 percent (13 captains) who said crew must first go through their supervisor and follow the chain of
command. In the management style question, though, 14 percent of captains chose military with a strict chain of command. Of the 13 captains who preferred their crew to follow the chain of command, only seven followed the military or corporate style where that is common. Five of these captains described themselves under an informal style of management. “My door is always open, especially for a personal issue, but – and this is a big but – you better have exhausted the chain of command [before] you circumvent it,” said one captain of the corporate style with a military background. More than likely, though, our questions were a little incomplete. “It’s difficult to choose only one answer to many of the questions,” wrote in a captain of the corporate style. “I maintain an open-door policy. If the problem is a crewmember,
See SURVEY, page C12
C12 November 2009 TRITON SURVEY: CREW MANAGEMENT
Nearly a fifth of captains have crew meetings daily SURVEY, from page C10 then I’ll want to know if the crewmember has chatted with his supervisor. If the supervisor is the problem, then resolution takes a different style.” If you notice a crew member having a problem (either professional or personal), how do you handle it? Similarly, the results from this scenario question seemed at odds with earlier results. The largest group, nearly 75 percent, said they approach the crew member for a discussion. The smallest group – just 2.5 percent – was captains who expected the crew member’s supervisor to bring the issue to their attention, despite the 15 percent who said they follow a more corporate management style that would defer to supervisors and department heads for details about crew issues. Do you have crew meetings? We weren’t surprised to see that 89.3 percent of captains held crew meetings, but we were surprised to know they weren’t regular. The largest group – 41.4 percent – has meetings whenever circumstances dictate. Just 30.6 percent have regularly scheduled, weekly crew meetings. And nearly 20 percent have them daily, especially during trips, charters or projects. “We try and meet weekly to discuss the plans for that week, but sometimes events keep us from a formal meeting and
sometimes we meet more often,” replied one captain who has been in command of a crew of 25 or more. “The majority of the meetings in larger crew should be captain and department heads, then department heads to their respective crew members. But occasionally there is a need for the entire crew to gather, for praise or reprimand.” Do you have job descriptions? More than 80 percent of respondents said they have job descriptions. In keeping with the majority of informal management styles, half of them said the job descriptions were informal – the job is simply described to the crew member on their induction to the boat – and nearly 32 percent have formal, written job descriptions that crew members must sign upon joining the boat. “Communication is the key to any successful crew,” said one captain with informal job descriptions. “People want to know what’s happening and feel involved, not just be slaves to the job. Why they are doing a job is important to their satisfaction.” More than 18 percent said the jobs onboard fluctuate too much for one description, and therefore have no job descriptions. Do you have performance reviews? Although a majority of captains have an informal
See SURVEY, page C15
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Do you have job descriptions?
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Do you have a values or eth crew?
No, the job fluctuates too much for one description – 18.3%
Yes, they are formal and written down – 31.7%
Yes, but they are not formal – 50.0%
Management styles of captains with crews of 10 or fewer (blue) and 11 or more (red).
No – 44.1%
Do you have performance r Yes, when a crew member is underperforming– 8.3%
82%
Yes, once a year – 23.1%
38%
Yes, at the end of each season – 25.6%
26% 32% 9% Informal
Military
3% 3% 6% Corporate
Sports
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TRITON SURVEY: CREW MANAGEMENT
hics statement that guides Presence of ethics or values statements by whether they have job descriptions (red) or they do not (blue) 56% 45%
Yes – 55.9%
15% 9%
Boats are like companies: Every one is a bit different and there are good ones to work for and bad ones. No amount of legislation or mandated management training will make a bad one into a good one.
Yes, but they are not formal
Do you have crew meetings? No – 10.7%
Yes, they are formal and written down
l
l
By the time a skipper takes over a big vessel he should have acquired the people skills he/she will need to manage the vessel and her crew. l
No, the job fluctuates too much
l
l
A great book to read is “One Minute Manager” by Ken Blanchard. l
l
l
The captain should consider management training part of his professional advancement. l
l
l
All training is good. l
No, I prefer a casual chat when needed – 43.0%
l
are withdrawn and replaced, this would be useful training. l
l
l
l
l
l
Crew are the essence of the vessel. The captain is responsible to bring harmony and stability to the crew and the vessel. l
l
l
Crew need leadership and guidance. They want it and seek it and at the end of the day these are the happiest, safest, best run yachts in all aspects. A pro-active attitude toward proper management, safety practices and environmental awareness by the captain is paramount to truly have a professionally run yacht.
l
Good communication, leading by example and following the Golden Rule (do unto others as you would have them do unto you) leave little room for misunderstandings or excuses. That’s the type of management that has been successful for me during the past 15 of my 22 years as a yacht captain. l
l
There is more to being a captain than just gaining a license. Captains are already forced to prove they can operate a boat under the rules. If they are real captains, they already know how to manage crew.
l
Yes – 89.3%
C13
No amount of mandated management training can turn a bad captain good
l
30%
reviews?
h
45%
November 2009
l
If requirements designed with only cargo ships in mind
l
l
When a crew works together well, daily problems become the brunt of our laughter. Value the individual, not their work. l
l
l
As a captain your position gives you that respect initially and you keep it or lose it with your management and leadership skills. Respect plays a big part in leadership, but it was not part of your survey.
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TRITON SURVEY: CREW MANAGEMENT
Even ‘informal’ captains tend to give crew performance reviews SURVEY, from page C12 management style, a majority (57 percent) said they give their crew performance reviews. The largest group has them at the end of each season (25.6 percent) or once a year (23.1 percent). The remainder (8.3 percent) has them when a crew member underperforms. “Job descriptions and performance reviews go hand in hand,” said a captain with informal job descriptions and regular performance reviews. “You need the job description to explain to the individual what they need to do as a minimum. The performance evaluation is taking the job description and showing the individual what he does well and what he needs to work on. I try to do them once a season, but sometimes they are when required.” Still, 43 percent of respondents said they do not have regular reviews, opting instead for casual chats when needed. Do you receive feedback? Captains receive feedback a little less frequently than they give it. More than 90 percent of respondents said they receive it. Most often, a captain’s feedback comes from the owner and crew, but also from guests. Occasionally, it will come from a broker or the management company. “Feedback goes hand-in-hand with the development of your leadership/ management style,” reported one captain who gets feedback from all sources. “I accept feedback from anyone who wants to give it. It doesn’t mean I will change what I do, but you never know where a good recommendation or idea will come from, so I always listen.” In talking about crew management in the captain’s lunch last month (see story page A1), the subject of owner interference with crew issues was a big issue. So we added it to our survey. Has an owner ever hindered your ability to manage crew the way you thought best? The results were fairly evenly split, with slightly more captains (53.3 percent) saying an owner had hindered their managing abilities and 46.7 percent saying an owner never had. “The only function of the chain of command in yachting is to insure that everyone understands that their job is safety,” wrote in a captain in yachting nearly 40 years. “All of the other aspects of a crew member’s job (including the captain’s) fall within the service of the customer. I’m not going to accept the responsibility of a vessel with a crew who thinks their relationship with the owner is more important than safety.” To be fair, we also wanted to know Has an owner ever been helpful in your
See SURVEY, page C16
Do you give feedback to crew? No – 2.5%
Yes – 97.5%
As a captain, do you receive feedback? No – 9.9%
Yes – 90.1%
Has an owner ever hindered your ability to manage crew the way you thought best?
No – 46.7% Yes – 53.3%
Has an owner ever been helpful in your task of managing crew?
No – 34.5% Yes – 65.5%
November 2009
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C16 November 2009 TRITON SURVEY: CREW management
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Putting yacht details on a social networking site can get one fired SURVEY, from page C15 task of managing crew? Here, results were more strongly yes, with 65.5 percent of captains saying the owner has helped with crew issues. “Captains need to bond and stand up to their owners,” wrote in a captain in the industry almost 40 years. “Give it time to work. I have been with my owner for 19 years.” Do you have a values or ethics statement that guides crew? Again, a fairly even split, with 55.9 percent having an ethics statement, 44.1 percent without. For those with such a document, it was most often part of the crew contract or part of the job description. About 15 percent of the time, it hangs in the crew mess. “I try and provide my crew with a clear idea of what the deal really is inasmuch as I spell out my
requirements in my adverts and my handbook for crew grows every time I see another nasty habit being displayed,” wrote in a captain with more than 40 years in yachting who has spent time in academia. “I include, for example, the fact that publishing anything about the crew, owners or guests on a social networking site will result in instant dismissal. These things have to be understood as terms of employment and as such crew mustn’t feel aggrieved if they are told to leave for violating these things.” Interestingly enough, when we crunched these numbers against the results from the job descriptions question, we discovered that the captains with ethics statements are more than three times more likely to have formal job descriptions. And captains with no ethics statements
were more than three times more likely not to have job descriptions at all. Have you ever had any formal management training (not necessarily specific to yachting)? Slightly more than half (53.7 percent) said they had. Of captains with some management training, they most often came from a corporate or military career before entering yachting. A few also included the hospitality or sales industries in their backgrounds. “Crew management skills are part of what you learn as you progress into any management role,” wrote in a captain with more than 15 years in yachting. “It is not just crew management but more personnel management.” When we asked Should captains be required to take some form of onboard crew management training?, more than half (57.1 percent) said they shouldn’t.
“Those captains who can prove they have had formal management or leadership training should not be forced to take crew management training, but could do so voluntarily,” wrote in one captain with a corporate background. “Captains that have had no management/leadership training should be required to take such training as a condition of employment.” Almost 43 percent thought management training for captains should be required. We were curious who these captains were, so we crossreference these results with those from the management style question and discovered that the largest group by percentage followed the sports style of management (three of four, so 75 percent of these thought formal training should be required). Nine of the 17 captains (52.9 percent) who followed a military style thought formal training should be required. Eight of the 18 (44.4 percent) who followed a corporate style thought formal training should be required. And 31 of the 82 (37.8 percent) who have an informal style thought formal training should be required. Of the 42.9 percent who thought training should be required, these captains suggested owners or management companies should require it, and maritime schools should provide it. There were some captains who thought it was a captain’s duty to train their crew in all aspects of running a yacht, including management skills that they could then take with them as they moved up the ranks. And nearly 14 percent thought captains should simply take this on themselves. “It would be very helpful if a school offered practical, proven advice on how to manage crew,” wrote a captain in his early 60s with corporate experience. “There are civilian contractors to the military who teach management techniques in a manner really quite similar to the TV show ‘Survivor,’” wrote in a captain in his 20s with an informal style. “I have done this training in the military and can tell you there was not a single person whose life did not change as a result,” this captain continued. “The unfortunate part is that, although I have trained with several of the yachting schools, I do not believe there is a yachting-based training provider professional enough to facilitate this sort of training for the yachting fraternity.” Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at lucy@the-triton. com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our emails online at www.the-triton.com.
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PERSONAL FINANCE: Yachting Capital
Wrapping up your financial year: a great time to plan ahead We are nearing the end of another statement that recaps your activities calendar year. We are also starting for the previous three months. Look another yachting year, which typically over your quarterly statement. If starts off with the Fort Lauderdale all the transactions are on your International quarterly statement, shred all those Boat Show or as confirmations. we all know it, Then, when you get the year-end FLIBS. statement, check to make sure all Many crew the quarterly statement transactions change boats or are on it, then shred all the quarterly come into town statements. for refits, etc. All This is a good time to begin the of our schedules process and map out your financial will be filled with plan. Think about it: All the forms Yachting Capital parties, events you are gathering for your taxes are Mark A. Cline and getting the the same ones you’ll need for you own yacht ready for financial plan. the next trip or that new boat job in the Look back at prior years’ tax returns. next couple of months, not to mention Did you overpay and get a refund? the holidays. Some people see that extra money I have learned also that this seems to as a forced savings account, but that be the best time for crew to take care of is a no-interest savings. Consider their personal items while they are in instead adjusting your tax payments town. Finding the time to do this can and investing the difference. You still be difficult. So it is up to you to find have a couple of months to make an that time for your review or to start adjustment this year. planning your own If you choose retirement trip. not to take this I know this is a busy Now might task on yourself, time but you need to be a good time determine what to sit down and specifically you look after yourself as evaluate your need help in and not too many owners portfolio. There how complicated will take care of you seems to be a lot your needs are. of talk that we When talking to after you retire. are in a false high people who can in the market. help, find out how Regardless, this may still be a good many hats he/she wears. Is he/she a time to diversify your portfolio generalist or a specialist? This goes – if you haven’t already – into some for anyone you consider hiring to do investments outside the stock market. something that is out of your expertise. I have written on many of them in past Just like doctors and attorneys, they articles. (Visit www.the-triton.com and each have a specialty. click on News search at the top, and So this is a good time of year to sit scroll down to Personal Finance under down with someone and map out your Columnists.) short-term and long-term financial There are many types of alternative plan. Talk to several people and ask investments. Make sure you do your a lot of questions. You don’t have to homework and ask a lot of questions. I divulge all your specifics up front until know this is a busy time but you need you feel comfortable with the person. to look after yourself as not too many You must get that feeling of trust owners will take care of you after you before you do anything. This is so retire. important and why I tell everyone that Some helpful hints and ideas to comes through my office that privacy is help you get organized before sitting priority in my practice as I understand down with an accountant or financial how information travels in the yachting adviser: find all your statements from industry. every financial source, especially after Information in this column is not traveling all over the world; file them in intended to be specific advice for a folder, not in their envelopes; and, if anyone. You should use the information you are self employed, organize all your to help you work with a professional expenses for the year. regarding your specific financial With investment companies such as objectives. those that manage your mutual funds, you’ll get two types of statements Capt. Mark A. Cline is a chartered throughout the year. Every time you senior financial planner and mortgage have any type of transaction on your broker. He is a partner in Capital investment – whether it be a dividend Marine Alliance in Ft. Lauderdale. disbursement or new money going in – Comments on this column are welcome you will get a confirmation statement. at +1-954-764-2929 or through www. You’ll also get a quarterly capitalmarinealliance.net.
November 2009
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C18 November 2009 FITNESS: Keep It Up
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Swapping strength and cardio exercises packs powerful workout You will need two sets of dumbbells – one of moderate weight, one a bit lighter – and your jump rope for this 90-60-30 workout. Each set of exercises will follow a similar pattern: 90 seconds devoted to the strength exercises below, 60 seconds devoted to one of the cardiovascular options, and 30 Keep It Up seconds back to Beth Greenwald strength. Move quickly between each exercise. Concentrate on your form but try to fit in as many repetitions as possible. If your muscles feel fatigued, switch to the lighter set of dumbbells to finish out the set. Cardio options: Jump rope, jog in place, mountain climbers, squat jumps, side-to-side shuffle, and jumping jacks Strength exercises: 1. Bridge with chest press Lie on the ground, on your back. Bend your knees so that your feet are flat on the ground. Hold a dumbbell in each hand, with your elbows at 90 degrees, pointed away from your
body. Keep your joints stacked, knees over heels, as you raise your hips up to create a straight line from your knees to shoulders. Once in the bridge position, push the dumbbells up until your elbows are almost fully extended. Return the dumbbells to their starting position and repeat. 2. Bent-over Wide Row Keep your feet shoulder-width apart with a soft bend in the knees. Bend
forward from the hip, making sure your head is aligned with your spine. Arms down in front of the legs, keep arms extended while holding dumbbells with your palms facing toward the body. Bring arms up, leading movement with bent elbows. Squeeze shoulder blades together at their highest point. Return to starting position and repeat. 3. Front raise Use your lighter dumbbells for this exercise. Stand upright, with your feet shoulder-width apart. Your arms should be in front of you, with your palms facing your thighs. Keeping your shoulders relaxed and down (don’t let them head up toward your ears) raise your straightened arms
up until they are parallel to the ground. Lower your arms to the starting position and repeat. 4. Bicep curls Stand upright with your feet shoulder-width apart, your arms at your sides with your palms facing your body, and the dumbbells in your hands. Bend your elbows but keep upper arms at your sides.
See KEEP IT UP, page C19
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FITNESS: Keep It Up
Keep the reps up, your body moving to get the best results KEEP IT UP, from page C18
6. Around the World lunges Start with your right foot. Take a big step forward, and lower your body toward the ground. Do not let your left knee touch the ground. Your right knee should not extend beyond your toes.
As you raise the dumbbells toward your shoulders rotate your wrists toward your body. Lower with a controlled motion and repeat. 5. Tricep extensions Keep your feet shoulder-width apart with a soft bend in your knees. Lean forward slightly. With dumbbells in hands, bend your elbows 90 degrees, making sure that your upper arms remain next to your body the entire time. Extend both arms simultaneously, forming a straight line. Lower your arms to the starting position and repeat.
Push off your right foot to bring yourself back to your starting position. Take a giant step sideways, letting right knee bend and keeping left leg straight. Push off right foot to bring yourself to starting position. Take a giant step backward with your right foot and push off the foot to return to starting position. Repeat on other side. 7. Calf raises with dumbbells Stand upright, holding a dumbbell in each hand. Keeping feet close together, raise yourself up on your toes then lower back to the ground and repeat. Take a quick water break between each set. Continue three times to complete the routine. Beth Greenwald is a certified strength and conditioning specialist and conducts personal training sessions as well as group fitness boot camp classes. Contact her at +1 716-9089836 or bethgreenwald@hotmail.com. Comments on this column are welcome at editorial@the-triton.com.
November 2009
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BUSINESS CARD ADVERTISERS C20 November 2009
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November 2009
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C22 November 2009 BUSINESS CARD ADVERTISERS
WORLD OF YACHTING
The one source for all your yachting needs Here’s what we can do for you: • FIND CREW NO agency commissions or percentages no matter how many or how long you need crew members per year. • CREW Post your CV/Resume for FREE. • Order your APPAREL/UNIFORMS & much more online, phone, fax or in-person. • Custom Monogramming and Screen Printing • Find or sell a boat (or any other item!) on our boat classifieds. • GET MORE EXPOSURE Advertise with us! Post your charter brochure. • Find information on travel destinations, boatyards, flower shops, gourmet stores and more all in one place! www.worldofyachting.com 1126 S. Federal Highway, P. O. Box 230 Ft. Lauderdale, FL 33316 Toll Free: 877-98World (877-989-6753) Ph/Fax: 954-522-8742
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