The Triton 200405

May 2004 Vol. 1, No. 2

Fires destroy Janie II, other yachts in several blazes

By Lucy Chabot Reed A fire destroyed the 136-foot Mefasa Janie II on April 15. Two of her six-member crew were treated for smoke inhalation in attempting to extinguish the blaze, but no one was injured, Capt. Steve Ernest said.

According to William Amador, fire marshall with the Town of Palm Beach, the Janie II was returning

from a week in the Bahamas at about 6:30 that Thursday evening. As she approached the dock at Sailfish Club in Palm Beach, a stewardess smelled smoke from the starboard aft stateroom. She and another crew member used four fire extinguishers to try to put out the fire but were unsuccessful, Amador said.

“The captain called it, and he was right,” Amador said about Ernest’s

decision to get his crew off the yacht.

“There’s no reason to put yourself in danger. If you can’t put it out and you attempted once, you need to get off.

A vessel is an unsafe, unstable area” in a fire.

Amador could not say what caused the fire on Janie II until his investigation is complete. The most common causes of fires on boats are age, shore power cables and

overloaded circuits, he said.

“One of the biggest concerns we have is getting close enough to be able to battle the blaze,” he said, adding that the yacht had about 5,000 gallons of diesel fuel onboard.

After burning for about four hours, the Janie II sank. She was raised April 20 and is docked at Cracker Boy See FIRE, page 8

Triton captains put it in writing

M/Y Paraiso boards a Dockwise Yacht Transport vessel for Savona, Italy, in preparation of the Med season. DYT has few yachts that are booked specifically for the Olympics in Athens this summer.

PHOTO/LUCY REED

Price hikes, rules keep charters from Olympics

By Lucy Chabot Reed It will be smooth sailing in Athens this summer for charter yachts flying Greek flags and carrying Greek nationals as captain and crew.

For everyone else, however, charter business for the 28th Olympic Games is falling far short of expectations.

“We’ve got nobody, [except] a

few 100-footers,” said Jeff Last, sales manager for Dockwise Yacht Transport. “We had high hopes, but there’s nothing. I don’t expect any business out of the Olympics.”

In an effort to protect its own charter business, Greece has reserved a majority of slips at its three main megayacht marinas for Greek-flagged yachts. Foreign-flagged yachts can

Visit Project USA on pages 10-11 and 15

sail to Athens, but they must begin and end their charter trips outside Greek waters, according to several charter brokers.

So while, technically, it is possible for foreign-flagged yachts to visit Athens for the Olympics from Aug. 13-29, it may be difficult to schedule the area as a port of call simply

Find out how this yacht grew 33 feet, page 13.

See OLYMPICS, page 8

Welcome back to the Bridge.

Each month, The Triton invites 10 captains to talk about an industry issue or trend. While the group is identified as a whole, individual comments remain anonymous to encourage frank and open discourse.

The discussion was facilitated by Triton Editor Lucy Chabot Reed.

In April, 11 captains gathered to talk about the trend toward – and the need for – employment agreements.

One captain handed out his one-page agreement with nine points outlining his rights and responsibilities as they pertain to things such as health insurance, salary and time off.

He wanted to know if other captains used agreements and what they thought of his. After a few beats of silence, a veteran captain spoke up.

“I’ve been in this industry 20 years and I’ve never had one,” the captain said. “I make it clear in the interview what my terms are and I work on a handshake. I really emphasize the time on/time off so I don’t work until I drop dead.”

“I have had a handshake agreement with my owner for six years,” another See THE BRIDGE, page 7

WHAT’S INSIDE

2 The Triton

Fuel prices

Feature

Page Feature

May 2004

Page Feature

Page

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

Region Duty-free*/duty paid U.S. East Coast Fort Lauderdale, Fla. 321/NA Savannah, Ga. 300/NA Newport, R.I. 353/NA Caribbean St. Thomas, USVI 419/NA Trinidad 325/NA Antigua 408/NA North Atlantic Bermuda 393/NA Cape Verde 300/NA Azores 340/NA Canary Islands 324/NA Mediterranean Gibraltar 290/NA Barcelona, Spain 468/840 Palma de Mallorca, Spain NA/850 Antibes, France 336/986 San Remo, Italy 504/1,106 Naples, Italy 450/1,083 Venice, Italy 462/1,100 Corfu, Greece 794/NA Piraeus, Greece 788/NA Istanbul, Turkey 295/NA Malta 290/NA Tunis, Tunisia 376/NA Oceania Auckland, New Zealand 322/NA Sydney, Australia 320/NA Fiji 334/NA *When available according to customs.

Bridge No. 2 1 Bridge No. 1 debate 6 Calendar of events 26 Classifieds 28 Crossword puzzle 26 Crossword answers 30 Directory of advertisers 29 Feature: Lauderdale Propeller 13

In the Galley: Chef profile Recipe Horoscopes In the Stars In the Yard Just the ticket Manager’s Makeover News briefs Personal finance

25 25 24 27 13 22 23 9 23

Photo gallery Project USA: LYC update Security Shipyard Forum Yacht coatings Technology briefs Travel Where to find us Opinions

12 10 10 11 15 17 24 30 31

Vol. 1, No. 2.

The Triton is a privately owned, free, monthly newspaper owned by Triton Publishing Group, Inc. Copyright 2004 Triton Publishing Group, Inc. All rights reserved.

Publisher David Reed Sales/Business Development Kristy Fox Business Manager Margaret Garvia Editor Lucy Chabot Reed Contributing Editors Lawrence Hollyfield, Michael Miller Contributors Diane Bradford, The Bridge, Mark Fry, Ashley Tittle Goldstein, Don Grimme, Steve Pica, Necee Regis, Michael Thiessen, Jess Webb

The Triton P.O. Box 22278 Fort Lauderdale, FL 33335 (954) 525-0029 www.the-triton.com editorial@the-triton.com sales@the-triton.com

May 2004

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4 The Triton

CORRECTIONS

May 2004

First issue not quite flawless Tried as we did, the first issue of The Triton had a few mistakes.

We’d like to thank the readers who graciously pointed them out. It is constructive feedback from careful readers that will make us better.

It is our intention to be objective and accurate in every aspect of this newspaper. Please let us know when you think we have fallen short of that goal (editorial@the-triton.com).

Names of Bridge captains switched AYI owner not a former broker The names of captains Don Stanbro and Rocky Whetstone were transposed in the cutline accompanying a photograph on page 4 in the April issue.

The photograph identified the nine captains at The Triton’s inaugural Bridge luncheon. We reprint the photograph here with the captains correctly identified.

The captains are (above from left): Michael Murphy, Marcus VanOort, Charles Papa, Paul Canavan, Don Stanbro, Herb Magney, Rocky Whetstone, Ian James and Brian Koch.

Listed phone number incorrect The phone number for Camper & Nicholsons/BSA crew placement division was incorrect in a list on page 16. The correct phone number is (954) 760-5801.

Kristen Cavallini Soothill, the new owner of American Yacht Institute in Fort Lauderdale, was never a yacht broker in her career. A story on page 5 last month reported otherwise.

Also, the person she bought it from owned it for nine months. A chronology of events in that story indicated otherwise.

Lobster catch didn’t break the law Capt. Ernie Smith of M/V My Way caught lobsters in the U.S. Virgin Islands before diving the HMS Rhone off Salt Island.

Because of an editing error, information accompanying a photograph on page 10 indicated otherwise.

As several readers pointed out, the HMS Rhone is in a national park and is a protected site. It is illegal to remove anything from it.

May 2004

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6 The Triton

BRIDGE REACTION

May 2004

Lack of experience on yachts ends up costing more than it saves Last month, the Bridge discussed the issue of younger, less experienced captains landing jobs on large yachts.

Here are a few more opinions: I am 52 and I have been a licensed captain for 31 years. I hold USCG 3,000-tons Oceans and MCA Class IV 3,000-tons Unlimited Navigation licenses.

We all have heard the increasingly common stories of young, “green” captains running their new command up on reefs or getting into maneuvering situations causing damage to their yachts or others.

But there is frequently a much more costly problem happening. A seasoned professional captain will be much more aware of the maintenance issues required on larger boats and will have in place schedules to address them. A good captain will save multiples of his salary by

staying on top of the maintenance.

One example is paying attention to the zincs on aluminum boats. A “hot” marina or even a “hot” boat nearby can evaporate the zincs on an aluminum Broward in weeks. I’ve been running aluminum boats for 31 years and dive on my boats every three months as well as have hull potential meters mounted throughout. None of my owners have had to spend a fortune on hull plating, etc.

I, too, have lost jobs to much younger captains with short resumes. I think the factors were salaries and perhaps young, good-looking people. Another factor is that the average age of megayacht owners has dropped drastically. These people may find it difficult giving orders to a captain several years older than they are.

As to the comment about smaller boats being harder to run and big boats being easy, this is hogwash. It all depends

on the boat. Anyone who says it is harder to take a 40 footer up the New River [in Fort Lauderdale] than a 140 footer is obviously out-of-touch.

I’ve run 38-foot dive boats up to 246foot supply vessels. The hardest boat was a grossly underpowered 96-foot yacht built in 1946 and converted to a larger yacht. With no bow thruster and immense windage, it was always a handful.

A big boat with wing stations, thrusters and powerful engines is typically easy to drive, but small boats are equally as easy. I’m running the smallest vessel I have run in a decade, a 75-foot, 28-year-old Broward without a thruster that docks on the New River – always on the port side, regardless of current flow. When I have a strong ebb on my stern, this boat is a handful.

Capt. Bob Hartman M/Y Bottom Line

I am Australian and had to prove four years sea time before going to college for four months, then sitting through three sets of oral exams to earn my first license. After proving a further two years sea time, it was back to college for three months (full time in both cases).

Well, that was 18 years ago and I’ve been working on yachts for eight years.

I have a very competent mate who was leaning toward running an 80-foot boat after only working on yachts for two years. I have been trying to persuade him to get on a larger, busy charter yacht to gain more experience as mate because we don’t travel much.

I have no doubt that given the right conditions he will make a great captain.

Yes, he will start off working for less and will do so until he can prove himself.

As the industry continues to grow and larger yachts require qualified crew, I see it as an act of desperation to hire younger qualified captains. Sure, some of them will weed out through the process or fail to meet the call, but as far as enough qualified crew for the industry, there are not enough Americans to support it. So us foreigners fill the gaps, some better than others, and with more experience.

That’s the same with Americans.

I feel we captains are responsible for the direction our industry is heading.

It’s up to us to train our mates as best we can, then head them in the direction of some of the other more experienced captains to further the mates’ practical education and experience.

Yes, some of them will take our jobs.

That’s just a fact of life, as it has been the last century. Many captains on the tea clippers were 22.

If we, as a collective, can direct or help steer our mates along that path, I feel we are increasing the level and standards of our chosen careers.

Name withheld

May 2004

FROM THE FRONT

The Triton 7

Captain: ‘A handshake works just fine until things get ugly’ Here’s the employment agreement that got the Bridge discussion started. It has been edited for space.

The captains of The Triton’s second Bridge luncheon included, from left: Dale Parker, Guy O’Connor, Josh Abrams, Steve Huggins, Pierre Ausset (top), Ernie Smith, Rick Tasis, Wendy Umla, Herb Magney, Mike Buzzi and Mike Travers.

PHOTO/LUCY REED THE BRIDGE, from page 1 captain said.

After a few moments collecting thoughts from around the room, it was clear that the veteran captains serving long-term commitments with single owners don’t use them – or agree much that they are needed – and captains working shorter-term jobs or for several owners thought they were necessary.

“I’ve been doing this since 1983 and it’s always been on a handshake,” a captain said. “If you were working with a management company, I’d say you’d definitely want one.”

One captain reminded the group that a good employment agreement protects the owner as well.

“A handshake works just fine until things get ugly,” this captain said.

“What’s ugly is when the guy with the ticket seizes the boat. That’s admiralty law [if the skipper is owed money]. If you’ve got a disgruntled employee, it can get ugly real quick.”

The majority of captains were intrigued with the idea of using a written agreement to protect themselves from working too many hours, from being given too short a notice to sail, and from being let go with no warning – basically from being taken advantage of.

“I’m interviewing for jobs right now and one owner who’s used his boat five times in the past four months wants me to live on the boat all the time,” said one captain, who has a partner and home in Fort Lauderdale. “That’s disrespectful of me and my life.”

For those captains or owners uncomfortable negotiating an

agreement at the outset, there are other ways to protect the interests – and responsibilities – of both sides.

“With my last two owners, I’ve used e-mail to document everything, including repairs and crew problems,” one captain said.

Then the age-old business issue came up again: “We’ve always said if these guys [owners] ran their yachts the way they run their businesses, it would be so much better for everyone,” one captain said to nods of agreement.

“These guys don’t do anything in their businesses without a written agreement.”

Yet on a handshake they will employ an entire crew to operate a yacht with a budget of hundreds of thousands of dollars.

“They don’t have to” have written agreements, one captain said. “We haven’t made them.”

Should captains make them?

Another pause.

“They’re scared to hire a real professional,” one captain said.

“Owners have yachts to enjoy themselves,” another said. “We’ve got to be really careful not to scare them away. We can’t afford to lose even one owner. That’s a lot of jobs and millions of dollars to the industry.”

Do you think written employment agreements are a good idea? Or might they force owners to consider their pleasure more like business? Write to Editor Lucy Chabot Reed at lucy@the-triton.com and we’ll share your comments next month.

1. Any expense incurred due to the direct result of the vessel shall be paid by the vessel.

2. Transportation: If vessel supplies a vehicle, all expenses of the vehicle shall be paid by the vessel. Vehicle is only to be used for vessel business.

If vessel doesn’t supply a vehicle, the vessel shall pay auto insurance, fuel charges proportionate to the vessel’s use of vehicle, and expenses incurred during usage for the vessel.

3. Communication: If vessel supplies a phone or any type of communication device, all expenses of the device shall be paid by the vessel. If vessel doesn’t supply a phone, the vessel shall pay expenses proportionate to the vessel’s use of phone.

4. Health insurance: Vessel shall furnish or pay for health insurance premiums.

5. Time on/Time off: Due to the unique demands of the yachting industry and various vessels, there should be an understanding about an appropriate amount of time-off proportionate to the amount of time spent on the job.

6. Vacations: Vacation time shall be scheduled at a time agreeable to both parties. Adequate notice shall be given for each vacation. Four weeks vacation in the first year, plus one week for each year of employment after second year.

7. Salary: An annual salary shall be negotiated and commensurate with duties and time required on the job.

8. Reviews: In the first year, there shall be a quarterly due diligence review, then an annual performance review.

9. Bonuses: Because of the unique demands of the yachting industry, most crews will go far beyond what is expected of them. For this reason, bonuses are customary in order for crews to have an incentive.

FROM THE FRONT

8 The Triton

May 2004

Athens slips will be scarce unless yacht has Greek flag, crew OLYMPICS, from page 1 because there is limited dockage.

“There are three marinas in Athens and pretty much every slip is allocated to a Greek-flagged vessel,” said LeAnn Pliske, a charter agent with The Sacks Group in Fort Lauderdale.

Anchoring out isn’t an option either because the Athens Olympics committee will not allow it, insisting that yachts without dockage travel to neighboring islands, Pliske said.

“The Greeks have been very good at protecting their market,” she said. “And they’re protecting their waterways. There are a lot of ruins underwater. People can’t just drop anchor anywhere they want.

“A lot of people think of it as difficult, but I see it as them protecting their marketplace.

“Everybody that inquired, I booked on Greek-flagged boats,” she said. “It’s just so much easier.”

Difficulty in dealing with Greece

during the Olympics isn’t reserved just for charters.

“We tried to get a chunk of a [Greek] marina for 50 yachts,” said Jim Gilbert, editor of ShowBoats International magazine. “We wanted helicopter transport, the whole thing. But they [the Greek organizing committee] are totally disorganized.

There’s no follow-through. Dealing with Greece is going to be too impossible.”

Another factor in the flat Olympics business is that costs for charters have risen. In some cases, the daily rates for these vessels, promoted as floating accommodations, are more than double their normal 2004 rates.

And that’s the price to leave the yacht at the dock. The cost of a captain and crew isn’t included.

“Australia made the same mistakes” when it hosted the Olympics in 2000, said Larry Ebbs, operations manager at International Yacht Collection in Fort Lauderdale.

“When they saw people weren’t coming, they tried to change, but it was too little, too late. … It’s not anyone’s fault. Yachting is not a criteria of the Olympic Committee.

Have we tried to gear up for it? Yes. Are we disappointed? Yes.” Athens won the right to host the Games in late 1997, but construction of many projects didn’t begin until 2002. Time constraints have caused several projects to be scrapped, according to news reports, including the roof for the swimming stadium and the rail system linking Athens International Airport to the city.

Two of the three road bridges planned for Kifissias Avenue, which links the city with the main Olympic sports complex, were also canceled, according to Sports Venue Technology.

And because of the train bombings in Madrid in March, NATO will provide sea and air security for the Olympics. Seven countries, including the United States and Britain, will

contribute to the security, expected to cost more than $800 million -three times what it cost in Sydney.

Other than Athens in late August, the summer charter season to the Med looks good.

“It was a little slow last year because of the war [in Iraq], but this year people want to go back to the Med,” said Pliske of The Sacks Group.

“They want to cruise the Riviera, Italy, and especially Croatia.”

Supporting businesses also see a good season ahead.

“We sold out a June ship in a week, and June is late for us,” said Last of Dockwise Yacht Transport. “The charter season in the Med is going to be high. But for the Olympics, nothing.

“We had two vessels scheduled to Sydney, but only four yachts went. I see Greece happening the same way.”

Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

For captain, seeing yacht on fire ‘like watching your business burn’ FIRE, from page 1

Janie II burned for four hours before sinking.

PHOTO/PALM BEACH FIRE RESCUE

Marina in Riviera Beach, Amador said.

Built in 1991 for King Juan Carlos I of Spain, the Janie II has had the same owner for two years, Amador said. According to its Web site, the yacht had an aluminum hull and twin diesel engines. It also had 15 fire, heat and smoke detectors; two fire extinguishers; and three Seawater firefighting stations, one each in the engine room, foredeck and aft deck.

The yacht had a major interior refit in 1999 and had four guest

staterooms as well as a master suite with an office/library, full bath and separate shower.

Watching the fire from the dock, Ernest told the Palm Beach Post, “It’s like watching your business burn up.” He declined to talk about the fire afterward, except to confirm that his crew were unharmed.

Four other yachts were damaged or destroyed by fires in March and April.

On April 5, the New Zealand Herald reported that a welder or gas cutter may have caused a fire that damaged a 191-foot (58m) yacht undergoing a refit at Port Nelson.

The former HMS Bulldog is salvageable and will be rechristened the Alyssa M II, the paper reported.

It is owned by a Hong Kong businessman who is rebuilding it to replace the 119-foot (36m) yacht Alyssa M. A fire destroyed an 83-foot yacht on Florida’s west coast on March 24.

The three crew members on board were forced to jump into the Gulf of Mexico and were rescued by a passing boat. The fire, believed to have begun in the engine room, sank the boat.

On March 11, a fire destroyed Lady Tring, a yacht at the Manila Yacht Club in Ermita, Manila. And a week earlier, on March 3, a fire ravaged the 58-foot The Destiny in Tampa Bay. Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

NEWS BRIEFS

May 2004

U.S. crew-list visa being eliminated On March 18, an Interim Final Rule was published by the U.S. Department of State to eliminate crew-list visas, which would be effective on June 16.

The rule is open for comments until May 17.

Pursuant to Section 101(a)(15)(D) of the Immigration and Nationality Act (INA), “aliens serving in good faith as crewmen on board a vessel (other than a fishing vessel having its home port or an operating base in the United States, unless temporarily landing in Guam) or aircraft” are exempted from being “deemed immigrants.”

Section 221(f) “permits an alien to enter...on the basis of a crew manifest that has been visaed by a consular officer.”

This section does not specify that the entire crew manifest be admitted, and authorizes a consular officer to “deny admission to any individual alien...”

Previously, based upon these sections, there was a crew-list visa.

However, citing security reasons, the U.S. Department of State plans to eliminate the crew-list visa with the following new rule: “each crewmember ... will be required to complete the nonimmigrant visa application forms, submit a valid passport and undergo an interview and background checks.”

To view the proposed new rule, visit www.gpoaccess.gov/fr/index. html, and search for “22 CFR Part 41.”

Yacht seized in investment scheme The New Jersey Attorney General’s Office arrested a New Jersey man April 5 for civil fraud for bilking at least 170 people out of $55 million in fake securities, according to a story in The Star Ledger, a newspaper in New Jersey.

Among the man’s assets the state seized was the $2 million yacht Private Equity.

Hebert Figueroa, 60, and others promoted investments in the defense industry, the paper reported.

“Essentially these defendants preyed upon the patriotism of British citizens and others by suggesting the investor would be supporting the war in Iraq and the war on terrorism,” Attorney General Peter Harvey said.

Private Equity is a 62-foot yacht and was docked in Miami.

Three bad U.S. hurricanes expected The 2004 Atlantic hurricane season is expected to be an active one, with more named storms than normal (14 instead of less than 10), more hurricanes than normal (eight instead of six), more intense hurricanes than normal (three

instead of two), and more intense hurricane days than normal (eight instead of five), according to storm researcher William Gray.

Gray also warned that the chances of at least one intense hurricane making landfall in the United States is 71 percent, higher than the average of 52 percent.

For the East Coast, including Florida, the probability of an intense hurricane making landfall is 52 percent, compared with an average likelihood of 31 percent.

Higher hurricane numbers over the past seven to nine years indicate the United States has entered a period of increased storms that will last two or three decades, said Philip Klotzbach, an atmospheric research scientist at Colorado State University and a colleague of Gray.

The change correlates to an increase in surface temperatures in the North Atlantic (50-60 degrees N, 10-50 degrees W) and a decline in surface pressure in the tropical Atlantic.

Gray and the other CSU scientists didn’t attribute the changes to human-caused global warming.

Bradford Marine adds wireless Bradford Marine, the world’s largest undercover yacht repair facility, has introduced high-speed wireless Internet access (Wi-Fi) service to its Ft. Lauderdale shipyard.

The service is being provided by YachtSpots, a wireless broadband provider that provides highspeed, wireless Internet access to marinas and other facilities on the Intracoastal Waterway from the Carolinas to the Florida Keys.

Burger begins $5M expansion Burger Boat Company began a $5 million expansion in January that will add a 42,000-square-foot manufacturing complex.

The building, scheduled for completion in August, will contain two 100 x 210-foot bays that can house a pair of 165-foot vessels each.

It will include heated concrete floors and overhead bridge cranes the full width and length.

Burger President/CEO David Ross said the new facility will “immediately be consumed with” the scheduled construction of Mirgab V, a 144-foot (43.75 meter) tri-deck for a Kuwaiti family as well as a 150-foot (46 meter) tri-deck for a U.S. family, both larger than the company has ever built.

This building is the second part of a three-phase expansion program at Burger. The first phase, completed in 2000, added two 150 x 50-foot bays and two 175 x 60-foot bays in a 36,000-square-foot building.

The Triton 9

DYT offers cargo insurance

at (912)352-4931 or (912)313-8179.

Beginning this month, Dockwise Yacht Transport will offer its customers cargo insurance that may end up being about half what it currently costs to get the insurance on the market.

DYT President Clemens van der Werf said that until now, vessels on transport had to buy cargo insurance on top of the freight cost to transport a yacht. In most cases, that insurance can cost 0.2 percent of the value of the yacht, or thousands of dollars.

Through a relationship with an insurer, van der Werf said DYT will offer the insurance at about 0.1 percent, or abut half. Not all details of the program were available by presstime.

“We’re going to be able to offer them an all-in-one price,” he said.

“They’ll be able to save a lot of money.”

For information, visit www.yachttransport.com.

USCG Notice to Mariners only online

Thunderbolt returns to repair/refit Thunderbolt Marine has re-joined the yacht repair and refit business at its Thunderbolt, Ga., facility. The company left the business in 1986 and leased its site to other companies, including Palmer Johnson Savannah, which was there from 1992-2003.

“We have the ideal location, the equipment, the staff, and the attention to detail that our customers demand,” Thunderbolt General Manager Roger Morton said.

The facility includes a 7.6-acrebasin that maintains 14 feet at low tide and 21 feet at high tide; a 1,200ton capacity Syncrolift that can lift vessels up to 180 feet; a 60-ton, selfpropelled portable trailer; and a 160ton travel lift. It also has 2,100 feet of floating concrete docks.

Thunderbolt Marine bought the 28-acre site in 1965 and operated a boatyard and marina there from 1972-1986, when it began leasing the facility to other businesses.

For information, call Roger Morton

To reduce costs, the U.S. Coast Guard has stopped printing and mailing the Local Notices to Mariners and has made the notices available only over the Internet.

To sign up for the electronic versions of the notices, visit the U.S. Coast Guard Navigation Center’s Web site at www.navcen.uscg.gov/lnm/ default.htm.

Internet delivery of the notices, which include safety information, is part of a larger U.S. Coast Guard effort to streamline the collection and dissemination of navigation safety information, according to the USCG.

America’s Cup racing begins this fall The first three “acts” in the fouryear story of the 32nd America’s Cup will take place during September and October, with three regattas to be sailed at two venues.

“We see the America’s Cup as a play, whose theatre is Europe, whose main venue is Valencia, and whose story will unfold, as in a play, across a number of acts,” said Michel Bonnefous, the CEO of AC Management, organizer of the America’s Cup. The 32nd America’s Cup is set to begin on Sept. 5 with the Marseille Louis Vuitton Act 1. Eighteen teams from nine countries will compete for sailing’s most coveted prize.

Work is expected to begin soon on the Port of Valencia to be ready for teams in October, said Jose Salinas, general manager of Valencia 2007.

Race organizers also announced they will provide competing teams a Meteorological Data System, a shared weather data system that can eliminate the need for teams to purchase their own data.

According to Regatta Director Dyer Jones, MDS will make the weather over a small portion of the Mediterranean Sea the most analyzed microclimate in the world. Teams are expected to use the data to help in the designs of their boats.

PROJECT USA

10 The Triton

Project USA 2004 was a three-day conference held March 30 to April 1 in Fort Lauderdale.

Eighteen professional papers and topics were discussed in both presentation and panel formats.

Hosted by The Yacht Report, the event followed on the heels of Project Amsterdam and the first Project USA held in 2003.

It was held at Bahia Mar Beach Resort and included about 200 captains, engineers, owner’s representatives, managers, designers and technical staff from many yachting companies.

Presented here are stories from three of the sessions. A fourth is covered on page 15 in the “Getting Under Way” section.

May 2004

MCA code review wants 10 hours rest a day

By Lucy Chabot Reed Revisions to the UK’s Maritime and Coastguard Agency’s Large Yacht Code are expected to include manning restrictions that could cause problems for the charter industry.

In providing an update to the progress of the code revision at Project USA on March 31, the MCA’s Tony Drury said the code would require each crew member aboard a UK-registered vessel to have 10 hours rest in any 24-hour period. The rest could be taken in two parts, with one part no less than six continuous hours of rest.

The code also calls for 77 hours rest in any seven-day period. “Work” under this code is defined as being at the employer’s disposal to work, said Drury, deputy chief examiner of the MCA’s Seafarers Training and Certification branch. There are allowances for stand-by and on-call, and short breaks are not considered rest, he said.

This manning requirement includes all people employed on the business of the vessel, including chefs and stews, he said. Several members of the audience voiced the opinion that meeting that requirement, especially on charter yachts, would be difficult.

“There are a lot of operations outside of yachts, such as oil drilling, etc.,” Drury said. “There has to be a change of mindset. The days of doing a 24-hour shift and then doing another 24-hour shift are gone.”

“Once you’re on your feet, you’re working,” he said. “Your leisure time counts as rest. It’s a difficult thing to pin down. The onus is on the crew member to make sure he’s rested.”

The changes to the code were expected to be posted on the MCA’s Web site (www.mcga.gov.uk) in April, though it was not posted by deadline on April 19. Once posted, it will be open for comment for 12 weeks. The revised code could be published by September, Drury said.

Other changes proposed include a new distinction for short-range yachts, which are yachts that do not meet the MCA’s “unlimited” criteria, said Claude Hamilton, head of the MCA’s Code Vessel Safety branch.

This new definition will apply to new vessels up to 300 tons and existing vessels up to 500 tons. Their range is 60 miles from a safe haven, though the MCA is considering extending the range up to 90 miles for specific routes, Hamilton said.

Updates to the rescue boat section of the code include: • If the vessel is more than 500 tons,

regulations for rescue boats will follow SOLAS requirements.

• If less than 500 tons, the boat must be suitable for purpose. It must pass certification tests, though the tests were not specified.

• The rescue boat must be able to carry three people plus one person on a stretcher or lying down.

• It must have high visibility, though that also was not defined.

“Well, in my opinion, white is high visibility,” Hamilton said. He indicated that orange patches attached to the side of a tender when it is used as a rescue boat would be acceptable.

“It would be better to be able to use the tender as a rescue boat than be forced to have a second boat only used in emergencies,” he said.

Hamilton indicated that there would be more changes to MCA regulations in the future, including: • A consideration for permitting more than 12 passengers.

“If we develop a code for that, it will be based on passenger ship regulations, so it will be a passenger ship code, not a yacht code,” Hamilton said.

• Code specifically for expedition yachts.

“People are getting more adventurous, so we’ll have to keep an eye on it,” he said.

Veteran mariner takes philosophical look at reality of ISPS Code

By Lucy Chabot Reed Security and the International Ship and Port Facility Security Code remained a well-discussed topic at Project USA, inside and outside the session chambers. At least three presentations were made on the topic

with more questions being raised than answered. The international regulations go into effect July 1.

In the meantime, Patrick Estebe, head of the security consulting firm AffAirAction, offered a more philosophical approach to security.

“We are well conditioned to be

cowards, to be afraid,” he said. “It started a long time ago. We teach our children to build a brick house so we can hide when the wolf comes. We could tell them to live, to travel the oceans, and if the wolf comes, to eat him alive because you are a lion, you are fearless.

“ISPS is the collective answer to a problem; the security of the yacht is secondary,” he said. “Security on the USS Cole was much higher than anything ISPS is imposing on yachts but it didn’t matter. ISPS will not secure yachts. ISPS is about trying to avoid the risks.

“Yachting will not survive a culture of fear and a denial of trust,” he said.

Estebe has escorted yachts up the Amazon, into the South China Sea and the Malacca Straights, to the Red Sea and in the Gulf of Aden, among other places. With his company, he has trained more than 500 yacht crew members.

“We take a multidimensional approach,” he said. “It’s instinctive and is basically what each of us do anyway. It’s very intangible.”

In one exercise, he said, he puts a gun on a crew member aboard a yacht. Eighty percent of the crew know 80 percent of the time who has the gun.

“They surprise themselves.”

Typical training takes three days “so I can really work on people’s minds,” he said.

“It’s like riding a bike; once you understand the concept, you have a mind shift.”

May 2004

PROJECT USA

Panel: Brokers’ fees should be transparent

By Lucy Chabot Reed The Yacht Report started people talking last year when it proposed a code of conduct of sorts for yacht brokers at its seminar in Amsterdam.

At Project USA last month, a panel on the subject kicked off three days of professional debate.

“No one is trying to insinuate that brokers are unethical or bad for the industry,” said John Dane, president and chief executive officer of Trinity Yachts in New Orleans.

According to the shipyard forum panel at Project USA, shipyards for new construction want owners to identify their brokers and sign a paper to that effect.

Florida law says shipyards owe a fee to any broker who brings an owner to their yard.

So now yards are seeking a formal industry standard.

“The difficult thing for yards is consulting companies and captains who bring owners in,” said A.J. Anderson, managing director of Wright Management Group in Fort Lauderdale.

“Project managers are paid by the owners, so it’s a conflict for them to get paid by the yard, too,” he said.

“The yard doesn’t pay a commission to a project manager, though it pays one to brokers.”

During the discussion, Anderson asked Dane how his yard protects the broker community and its commissions when an owner comes into the yard without one.

“Does the owner get 5 percent off?” he asked.

“The broker fee goes on top of the yard’s margin,” Dane said. “And most brokers won’t get 5 percent [for new builds].

“We want brokers to work with us to create a reasonable contract,” Dane said.

All parties must be open about their roles in the transaction of buying a yacht – be that owner, broker, captain, accountant, whomever – before agreements or contracts can be negotiated, said Adrian Farmer, managing director of International Maritime Associates in Fort Lauderdale.

“The issue is transparency,” Farmer said. “When a broker takes a potential owner to a yard, the owner needs to understand what the broker wants.

“Owners and yards need to say what they want out of the broker. And the yard needs to put the broker’s commission onto the cost of the boat.”

Anderson said a few things need to happen to strengthen the professional

working relationships between yards and they people they sell to.

First, he said, “Owners need contracts with captains saying they [the captains] won’t take money from anybody else.”

Second, “we need to put a sock in it, as an industry, and not talk bad about yards.”

Third, “the MCA has to allow a yard to build a boat to what we call ‘SOLAS light’ and remember the operational profile of the boat,” he said. “These are not passenger ships.

The MCA should be careful not to

force yards to build something that owners in the end won’t enjoy.”

And fourth, “there needs to be a halt on change orders.” Anderson suggested yards include an incubation period of 30 to 45 days during which time an owner can reconsider his choices and make changes before work begins.

“And in everything we do, we always need to ask, ‘is it good for the industry?’”

Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

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Are you out there?

The Triton is hiring a few good sales reps around the world, especially in the Mediterranean and New Zealand.

Is that you?

E-mail the publisher at david@the-triton.com.

12 The Triton

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May 2004

May 2004

The Triton 13

Getting Under Way Technical news for captains and crews

New computer helps craftsmen build a better prop

By Lucy Chabot Reed A stroll around the propeller graveyard at Lauderdale Propeller and one might be tempted to believe these pieces of bronze have little importance in the operation on a multimillion-dollar megayacht.

There are some props over here with distorted blades, a bunch of props over there with chunks bitten out of them.

Some are still in their shipping crates from points around the world.

Others are starting to get rust spots on them.

On closer examination, though, one can see each prop has a name.

In the area nicknamed triage, rows of props – all with numbers and geometric markings – are awaiting their turn to be taken inside and reborn.

By the sound of it, one would think these things were alive.

To Dean Gualillo and the crew at Lauderdale Propeller, they might as well be.

Complex geometry “A propeller is a very complex thing these days,” said Gualillo, vice president of the 62-year-old shop.

“Engines are worth millions and the power these things make is ferocious.

“Everything is computer controlled these days. And the power output is being reported electronically to the helm – overloads, port/starboard

Lauderdale Propeller Vice President Dean Gualillo says the company’s new Hale MRI computer, which can measure props up to 80 inches in diameter, saves valuable reconditioning time.

PHOTO/DIANE BRADFORD balance, fuel management, speed, performance.

“But at the end of the day,” he said, “all that is being absorbed by the propeller.”

Lauderdale Propeller on Marina

Mile in Fort Lauderdale has recently acquired a new Hale MRI computer that can measure props up to 80 inches in diameter, making the shop the only one in at least the Southeastern United States that can

electronically analyze props that large.

In less than half the time is used to take technicians to measure just See PROP, page 16

In the Yard: 107-footer sliced and spliced in San Francisco

By James Barrett San Francisco, Calif.-based Bay Ship and Yacht is in the final stages of a year-long refit project during which a Florida-built yacht was cut in half and a new mid section was added.

M/Y Eagle III was built in 1983 as a steel-hulled vessel of 107 feet LOA. Recently, the owner decided to add 24 feet to the mid section, modify the bow and transform the superstructure. The vessel is now 140 feet LOA, including 6 feet that were added to the stern subsequent to the original plans.

Modifications included almost everything above the main deck and were drawn by Bay Ship and Yacht

naval architects Joel Welter and Brooks Dees.

Before the yacht ever left the water, a substantial amount of work was completed. While Eagle III was pier-side, interference removals took place; the removal of joinery, plumbing, electrics, hydraulics, etc.

The pilot house was then cut off and the forward section of the main deck house from the cut line forward was removed. The teak decks were discarded and the bulwarks removed.

Before any major cutting of the hull could take place, a marine chemist certificate had to be issued to ensure the fuel tanks were clean and free of potential flammable gases.

The hull and upper decks were

temporarily supported with 6-by-6 steel angles that formed beam knees and added strength to the structure during the cutting process. The major cutting could now begin.

The yacht was lifted from the water on the floating dock and shored up as normal. A railway-type track was built under the aft section of the hull.

A cradle was built to support the hull incorporating 50-ton Hillman rollers. This rolling support configuration was then made tight against the hull using steel wedges.

The original supports were removed.

Using a hydraulic chain jack, the aft section of the yacht was pulled 24 feet away from the bow section. The whole process of moving the yacht

took about 3 ½ hours.

Eagle III was then re-aligned using hydraulic jacks on the four corners and sides. The keel bar (A-36 structural steel) was laid and the prefabricated transverse frames attached.

Sand blasted and zinc-primed bottom panels (X-10 plate), which were lofted and pre-cut, were installed.

The hull had double bottom fuel tanks so bulkheads needed to be installed. After the hull and main deck were completed, the house sides, which again were prefabricated, were welded into place.

The pilot house’s forward section was assembled in the same manner, See YARD, page 14

14 The Triton

IN THE YARD

May 2004

The hull of the 107-foot Eagle III was cut in half to make way for 30 more feet. The year-long refit is just about done.

PHOTO COURTESY OF BAY SHIP

Despite change orders, yard kept major refit to fixed price YARD, from page 13 but the aft section was built in place.

All welds were certified by an accredited weld inspector either by ultrasound, visually or by nondestructive means. The welds were then sand blasted and a weldable zinc primer by Ameron was applied.

Two coats of Ameron’s 235 anticorrosive primer were used and then an Awlgrip paint system was applied, namely high-build, Awlfair 545 epoxy primer and then top coat.

Each stage of this process – from sand blasting to the application of the coating systems – was inspected by the yard, captain and crew, Ameron and Awlgrip representatives, and N.A.C.E. International inspectors.

The interior of the yacht was completely gutted. The engine room got a full refit complete with a new power plant, gen-sets and electrics.

The tanks were blasted and coated with a solid epoxy coating system.

The bilge and fuel manifolds that were to be originally galvanized were built from 316 stainless. The potable water is plumbed using copper and PVC. Although the yacht was never built to a class, all of the work has been carried out by ABS-qualified tradesmen and to ABS standards.

As the work progressed, there were design changes. Bulkheads were moved and the aforementioned transom extension was added.

It is noteworthy, however, that Bay Ship provided a fixed price for the project and has adhered to it. There have been change orders throughout the process, some “time and material”

work, but according to the yard, the majority of the work remained within the fixed price.

When undertaking a project this size, what should be considered?

Obviously, the project has to be within the capabilities of the yard. A 2,800-ton dry dock, on-site machine shops and 27 years of commercial experience might be enough, but Project Manager Greg Ludlum said the human factor is equally important.

“It needs to be a team effort,” Ludlum said. “There has to be some give and take.”

Eagle III Capt. Wayne Baigent agreed.

“The yard has been very cooperative,” he said. “They really made an effort.”

Given the chance, the yard would change just one thing.

“The only thing we think we would do differently is have all of the plans drawn up before the work started,” said Mike Anderson, marketing manager at the yard.

Eagle III is due to leave the yard at the end of July.

“We’re about 90 percent done with our part,” Ludlum said. “There’s just the interior left to do.”

The interior is being handled by the owner as well as Doug Sharpe and his design team. It was unclear where the fitting out would take place.

James Barrett is a director with Custom Yacht Consultants in Fort Lauderdale and London.

Contact him at james.barrett@ customyachtconsultants.com.

May 2004

PROJECT USA

Industry paint coatings standard gets nearer with reflection meter

By Lucy Chabot Reed Chemical engineer Joop Ellenbroek has invented a device to measure the quality of surface texture in paint coatings.

Despite being asked by contractors to abandon his actions toward creating an industry standard for paint coatings, Ellenbroek presenting his invention and discussed the standard at Project USA on April 1.

Ellenbroek, owner of CCS Yacht Coating Services of Holland, said he was approached by owners’ representatives to write a cosmetic paragraph that could be added to contracts for new builds and refits.

The idea, he said, is to measure the cosmetic aspects of a paint job.

He identified four possible cosmetic parameters that can be measured: gloss, dust, fairness, and surface texture.

“We want to provide the industry with a tool and offer suggestions,” he said.

“Several yards in Europe are considering a cosmetic paragraph in their standard work specs and, two weeks ago, a major refit yard decided to include a cosmetic paragraph in its

contracts.” He declined to name any of the yards.

Gloss meters exist and new laser technology can determine fairness, he said, so he concentrated his recent efforts developing what he calls a reflectometer that will more scientifically measure the surface texture of paint coating.

About the size of a shallow shoe box, Ellenbroek’s reflectometer is designed to link visual perception to reflection, he said.

The device scores reflectiveness from 1 to 15.

“One to five is bad, 10 to 15 is good,” he said. “The market will decide on the middle. The values should be standardized for the industry, then customized for a particular yacht and established before the build,” he said.

Ellenbroek said he hoped for more participation developing the standard, both from within the industry and outside.

“This should really be a major project by a university, funded by the yachting industry,” he said.

More details on the paint coatings standard are expected in the May/ June issue of The Yacht Report.

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16 The Triton

FROM THE TECH FRONT

May 2004

Reconditioning still done old-fashioned way PROP, from page 13 a handful of points on a blade, the computer can measure hundreds and record things such as variable pitch distribution, varying blade thickness fractions, rake, track, angular spacing, chord length and blade area.

The computer isn’t much to look at, hidden behind Plexiglas in its own cabinet to protect it from heat and dust. But the measurements it can take are critical in reconditioning props and recording those exact repairs necessary for class and engine warranties, Gualillo said.

And when the work is done, a computerize report with all the parameters of the repair goes to the engineer and captain onboard.

“We can’t recondition them without drawings and this machine gives us data from hundreds of points on each blade,” Gualillo said.

Still by hand Inside the shop, propeller technicians who have been working at Lauderdale Propeller for years – and in a few cases, a generation – move as easily working on the computer as they do the oldfashioned way: with their hands.

Sal Mejia has been reconditioning

Sal Mejia, a reconditioning craftsman, uses the MRI computer but trusts his hands to find blade defects.

PHOTO/DIANE BRADFORD props for 15 years, most of that time with Lauderdale Propeller.

One might think the computer has made Mejia’s job easier.

“Not easier,” he said gently, raising a weathered index finger. “More accurate.”

He rubs his hand up a blade.

“Here, do you feel that?” he asked.

“That bump right there, that’s what I’m working on now.”

The blade looks and feels perfectly

smooth to a prop neophyte, but Mejia gets out his mallet and gives it a couple more whacks.

“The machines would be useless without the guys with the craftsmanship to work the metal,” Gualillo said.

“We have to recondition them the old-fashioned way. It still takes time.”

Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

May 2004

Zodiac launches extreme CZ7 boat Zodiac of North America launched its new CZ7 Ultimate Adventure Boat in April.

The CZ7 is a high-end, extreme recreational rigid-hull inflatable boat (RIB). Born of an illustrious military heritage, the CZ7 is the first in a new line of professional-grade RIBs that Zodiac is developing for the recreational market.

It is a direct cross-over from a Zodiac boat used by the U.S. Navy and Navy Seals in missions including force protection and commando insertion, and by the U.S. and Canadian coast guards and several NATO countries for heavy weather rescue and drug interdiction.

“The CZ7 is unlike anything recreational boaters have ever seen,” said J.J. Marie, president and CEO of Zodiac of North America. “There is just no comparison between the CZ7 and a conventional recreational boat.”

To accompany the new line, and to teach buyers how to drive it, Zodiac has also created the CZ7 eXtreme eXcursions Adventure Academy.It’s for boaters who want to learn how to use the full capabilities of the CZ7.

The concept is similar to extreme driving experiences offered by high-end auto manufacturers, and customers get to choose from a number of adventure options.

For more information, visit www. zodiaccz7.com.

New generators reliable Using reputable and rugged Yanmar engines, MasPower generator sets offer boaters reliable and efficient power.

MasPower offers diesel gensets from 5.5 kW to 22.5 kW. The company has created ABYC compliant units featuring 3- and 4-cylinder Yanmar engines.

Standard construction features stainless steel drip pan, belt guard, exhaust elbow and exhaust manifold with header tank, mounts and fasteners; auto start/engine controller; engine control and protection; remote panel; and 20’ extension harness. Quiet sound shields are available.

For information, visit www.mastry. com.

ValvTect Marine fuel in Newport The Newport Yachting Center of Newport, Rhode Island, recently became a certified ValvTect marina.

Now boaters can fill up at this historic marina with the a fuel made especially for marine engines.

“We are really excited to join the other Certified ValvTect Marinas providing ‘specially formulated’

TECHNOLOGY BUSINESS BRIEFS ValvTect Marine Fuels,” said Chuck Moffitt, Newport Yachting Center’s marina manager. “Many of the largest megayachts in the country visit our facility each summer. We want to provide the best fuel, service and amenities.”

ValvTect Marine Premium Diesel with BioGuard is the marine industry’s only diesel fuel that is formulated to be free of bacteria and other microbiological contamination.

It also prevents the growth of bacteria, yeast and algae, which cause fuel filter plugging and corrosion to engine and fuel system components.

This fuel contains Diesel Guard

The Triton 17

Instrument pack gives precise data

as well, which cleans fuel injector deposits, stabilizes the fuel to prevent sludge, disperses moisture, prevents rust and lubricates injectors to extend injector life.

For more information, visit www. valvtect.com.

The NX2 Performance SP3 Pack by ComNav Marine provides a comprehensive display of 40 crucial functions. This is the same instrument package used by all sponsored yachts of the San Francisco Cup Class racing in the Challenge Series regattas.

The SP3 creates an integrated instrument package that features speed, depth, wind, direction and other necessary navigation functions.

It includes a server, multicontrol as well as compass, log, depth and wind transducers.

See BRIEFS, next page

18 The Triton

TECHNOLOGY BUSINESS BRIEFS BRIEFS, from previous page This NX2 instrument has easyto-read displays on four pages with digits that are 15 percent larger than those of classic Nexus. All displays run independently on the bus for uninterrupted data flow, For more information, visit www. comnav.com.

Azimut adds FM-200 systems Italian yacht builder Azimut has decided to outfit its craft with stateof-the-art FM-200 fire suppression systems from Sea-Fire Marine.

The H-series engineered systems were developed for boats with larger engine and generator compartments, electrical rooms, communications centers and other areas where conventional, pre-engineered systems provide insufficient protection. FM200 is safe for use in occupied spaces, and H-series systems are designed to achieve maximum extinguishing agent concentration in 10 seconds or less, with no residue cleanup required.

Another feature that makes HSeries systems superior to others is the modular use of cylinders and stackable valve components, which can accommodate spaces ranging from 1,500 to 17,500 cubic feet. The

May 2004

systems also require few, if any, replacement parts for recharging.

For more information, visit www.seafire.com.

Web site aids in ventilation design Delta “T” Systems’ new Web site has made it easier for customers to select the proper ventilation system for all marine applications. It includes detailed product descriptions, contact information and an application data worksheet.

The engine room ventilation design process begins when an engineer fills out and faxes the application data worksheet available online. Delta engineers then analyze the data and recommend a system.

For more information, visit www. deltatsystems.com.

Sales of self-righting liferaft rise Producing the first self-righting liferaft in the recreation market, Viking Life-Saving Equipment has seen substantial growth with sales of the Resc-You Pro Liferaft, doubling since its introduction in 2001.

The RescYou Pro quickly turns to an upright position on the water, inflates in 60 seconds and features See BRIEFS, next page

May 2004

BRIEFS, from previous page

a USCG-approved inflatable ramp and two large, zippered entrances to simplify boarding.

Available in 4-, 6- and 8-person versions, the liferaft has two buoyancy chambers, each able to carry the weight of its maximum capacity. The integral, double inflatable floor protects against hypothermia. Stability is achieved through the ballast system with 15 gallon capacity in each bag.

For more information, visit Miamibased Viking Life-Saving Equipment at www.viking-life.com.

Wet exhaust systems can take heat Being able to perform under high temperatures is an important safety factor for marine exhaust systems. Centek Industries is using a new fire-resistant resin in its products to withstand temperatures up to 350° F. Centek’s wet exhaust systems are based on a high-performance, fiberreinforced polymer composite that now employs Vipel K190, a chlorendic polyester resin.

“Compared to the resin we used previously, Vipel K190 goes further toward meeting the stringent performance requirements for the application,” said Ken Harstel, Centek vice president of operations.

Centek is the only wet exhaust system manufacturer in the world using this flame-retardant resin.

Vipel K190 is supplied by AOC of Collierville, Tennessee.

“We are especially impressed with the resin’s ability to achieve recognition for flame retardance per the ASTM-D-635 standard as well as exceeding the US Navy/USCG MIL-R-21607 and MIL-R-7575 specifications,” Harstel said.

All products meet or exceed ASTM-D-635 fire retardant specifications and are classified as fire retardant and self-extinguishing.

Centek also works with Underwriters Laboratories, the American Bureau of Shipping and the American Boat and Yacht Council to produce the safest exhaust systems.

For more information, visit www. centekindustries.com.

TECHNOLOGY BUSINESS BRIEFS

Freezer capacity lengths trips Limited freezer space means limited food supply, which shortens the time spent out on the water or road. The 75F from U-Line Corp. gives that time back by providing an exceptional amount of freezer space in a stylish unit that fits easily under the counter of a boat or RV. The 75F boasts 6 cubic feet of freezer space with three adjustable tempered glass shelves and in-door storage to keep food and other items at a chilly 10°F. The freezer measures 23-15/16” wide x 34-1/8” tall x 237/16” deep and has a front vent that allows the unit to be mounted flush with the wall.

The freezer door accepts a 1/4inch door panel, allowing it to be custom matched to the interior of any boat or RV. Other standard features include a reversible door with a magnetic gasket and optional door lock, ensuring a tight seal and optimal efficiency, an interior light for easier identification of contents and adjustable leveling legs for a perfect fit in any location.

The unit is available in 110/115 voltage 60 cycle, has a shipping weight of 106 pounds and has an MSRP of $939.

For more information, visit www. u-line.com.

Lloyd’s launches Web site for CSOs In February, Fairplay Ltd. launched Sea-Sentinel, a Web-based risk assessment tool designed to assist Shipping Company Security Officers (CSOs) to comply with the requirements of the new ISPS code.

This new service brings together the resources of Lloyd’s RegisterFairplay (LRF), Jane’s Information Group and Maritime & Underwater Security Consultants to provide CSOs the latest information on global events that could adversely affect the safety and security of vessels in their fleets.

The new ISPS code requires CSOs to assess the risk of any ports at which their ships will call or at which passengers will embark or disembark.

Recognised security organisations and flag state officers will be looking for evidence that potential threats and their possible impact have been investigated.

Sea-Sentinel draws data from LRF’s Ports & Terminals Guide and provides up-to-date analysis, information and intelligence on the conditions at more than 8,200 ports and terminals worldwide.

Sea-Sentinel (www.sea-sentinel. com) is available in an annual subscription. For more information, e-mail sales@lrfairplay.com.

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22 The Triton

JUST THE TICKET

May 2004

Intent of STCW is lost in reality

By Mark Fry The Standards of Training, Certification and Watchkeeping Convention 1995 (STCW ’95) has been in force since Feb. 1, 2002.

By that date, all mariners were required to be qualified to standards laid down by the International Maritime Organization.

The concept of STCW is that all mariners would be qualified to the same standard and would accept STCW qualifications at a par with each other.

The truth, however, is far from reality.

It is hard to believe, but the United States and the United Kingdom are about as far from accepting each other’s STCW qualifications as one could possibly imagine.

The majority of the world’s megayachts are owned by Americans or by Cayman Island corporations owned by Americans.

Vessels owned by Cayman Island corporations fall under the Red Ensign group of countries and MCA (the UK’s Maritime and Coastguard Agency) jurisdiction.

American yacht captains who wish to run Red Ensign vessels are required to be qualified to MCA standards.

While this does not wear well for U.S.-qualified captains who hold U.S. STCW qualifications, they can complete an MCA Business and Law course, sit through an MCA oral exam and receive a Certificate of Equivalent Competency from the MCA. On the other hand, non-American subjects cannot receive a U.S. qualification to command a U.S.flagged yacht.

So what’s the purpose of STCW acceptance between nations in the first place?

STCW can be enforced by the flag state and by a representative from the flag state anywhere in the world.

An example of this is the boarding of Red Ensign yachts by MCA warrant officers around the Caribbean this year and in the Mediterranean last year.

It can also be enforced by Port State Control, which is the port the yacht visits.

So where does STCW training and enforcement go from here? Few know.

We can only wait and see how it all evolves.

Mark Fry is the founder and president of International Yachtmaster Training. He sits on the MCA manning subcommittee for yachts. Contact him at mark.f@yachtmaster.com.

MANAGER’S MAKEOVER

May 2004

The Triton 23

Retain good crew with a simple ‘thank you’ and involvement

By Don Grimme What do you think crew want from their jobs? The answer may surprise you. It surprises most managers.

During management training sessions, we ask employees to rank the following 10 factors from 1 (most important) to 10 (least important).

You try, but don’t answer for yourself.

Answer as you think your crew would.

What do you want from your job?

• Full appreciation for work done • Good wages • Good working conditions • Interesting work • Job security • Promotion/growth opportunities • Personal loyalty to workers • Feeling “in” on things • Sympathetic help on personal problems • Tactful disciplining So what did you think is most important? Good wages? Job security?

That’s what most managers have thought ... for the past 55 years.

But those are not the factors employees have continued to say.

What employees really want are appreciation and involvement.

Here’s how managers (the first number) and employees (the second) ranked the list of what employees want from their jobs: • Full appreciation for work done, 8, 1 • Good wages, 1, 5 • Good working conditions, 4, 9 • Interesting work, 5, 6 • Job security, 2, 4 • Promotion/opportunities, 3, 7 • Personal loyalty to workers, 6, 8 • Feeling “in” on things, 10, 2 • Help on personal problems, 9, 3 • Tactful disciplining, 7, 10 Note the glaring discrepancy between manager opinion and employee fact.

Are we saying – or are employees saying – that competitive wages are unimportant? Of course not.

Money usually is necessary, but not a sufficient condition to attract, retain and motivate good employees.

(By the way, money isn’t even always necessary – notice how enthusiastic unpaid volunteers often are.)

Test this out yourself: Think of a time when you felt energized, fulfilled and excited about your job, when you couldn’t wait to get to work. What were you doing? What was special about it? Was it the pay, or was it the stimulating work, the stretching of your abilities, being an important part of a grand venture, the rapport with coworkers, the recognition from superiors?

If nothing comes to mind, think of a time when you felt frustrated, bored or dispirited about your job, when you had to force yourself to go to work. What were you doing? What was un-special about it? Was it the pay or was it the lack of challenge, the lack of rapport with co-workers, the lack of recognition from superiors?

It is the quality of the work itself – and of our relationships with others at work – that draws us to the best organizations and keeps us there, performing at peak effectiveness.

This discrepancy between manager opinion and employee fact is actually good news, for two reasons: First, increased wages and job security are precisely what many organizations cannot provide during lean times, whereas appreciation and involvement are what they can.

And second, most managers don’t “get it.” If you do, your organization can emerge as a preferred employer.

You can attract and retain talented employees regardless of budget.

Don Grimme is co-founder of GHR Training Solutions in Coral Springs, Fla. His company specializes in helping managers reduce turnover and attract excellent job candidates.

Contact him at (954) 720-1512 or dgrimme@comcast.net.

Understand the marketplace before making investments Each month, Ashley Tittle Goldstein will share advice on the stock market and investments. Goldstein spent her adolescence cruising the world with her family and crewed on charters in the U.S. Virgin Islands as a young adult. She spent two years at Shannon Webster Charters in Fort Lauderdale before becoming a portfolio manager.

She founded True North Investment Management in Atlanta, Ga., which services yachting clients.

By Ashley Tittle Goldstein In this introductory column, I want to give some time to the current market landscape and the rather challenging environment experienced in the first quarter of 2004.

While the Dow, Nasdaq and S&P 500 stock indices ended the quarter basically flat, the volatility within the quarter posed challenges.

We saw the U.S. Securities and Exchange Commission target more mutual funds for unethical activities, oil prices hit multiyear highs and terrorism rear its head again. We revisited corporate scandals with the Tyco and Martha Stewart trials.

The moniker of a “jobless recovery” continued to raise sustainability concerns as job growth (at least perceived growth) continued to be anemic compared with growth of Gross Domestic Product. There was the buoy of low interest rates, patient verbiage from the Fed, positive manufacturing and services data, and increasing earnings expectations to

help prop up the markets.

By breaking down some of the economic information, we can gain insight into where we are, and where we might be headed.

A highly accommodative monetary policy stance by the Federal Reserve (the Fed) has led to the lowest level in short-term interest rates in more than four decades. Low short-term interest rates have held down longerterm rates, thereby raising asset prices and, in general, fostering an improved financial condition.

Lower mortgage interest rates have added steam to home buyers (both first-time buyers and those trading up), and instigated round after round of mortgage refinancing, adding bulk to homeowners’ wallets in the form of lower monthly payments and/or home equity loans.

Adding comfort to the markets and to consumers is the Fed expressing “patience” in maintaining its current monetary policy stance.

Certainly lending a helping hand to the Fed’s policy is the level of inflation (now at roughly 1 percent, as measured by the Consumer Price Index). It’s a positive, yes. However, as future inflationary pressures would put an upward bias on interest rates, the possibility of rates rising becomes a concern.

Tempering this concern is that the United States is realizing a zone of price stability and we are in an election year (historically the Fed has avoided a tightening in the second half of an election year).

A jobless recovery, weak growth in the job market, U.S. job seekers permanently leaving the employment market in frustration, the disconnect between economic growth and employment growth all found their way into market commentary and analysis in the second half of 2003 and the first quarter of 2004, fostering continued speculation whether the recovery was even sustainable.

Then came the March non-farm payroll numbers released at 8:30 a.m. on April 3 and perceptions shifted literally within seconds.

The non-farm payroll number came in at 308,000, double what was expected and the highest rate of job creation since April 2000.

In addition, the Bureau of Labor Statistics revised upward the January and February numbers (bringing total jobs created for these two months to 205,000 from 118,000).

All together, the economy added 513,000 jobs in the first quarter of 2004. Certainly one quarter does not a trend make, but this was certainly welcome news to the markets, which have been waiting for some level of confirmation of the economic recovery from the jobs data.

Strong jobs data, however, is a double-edged sword. One side provides rocket fuel to markets. The other side – that of the Fed raising the Fed Funds rate in the nearer term – is the parachute that slows the rocket.

After the release of the jobs data, the Fed funds futures priced in a 50 percent chance of a quarter-point

hike by June, compared with a 25 percent chance before the report.

We just might be re-entering an environment where the economy is the one foot on the gas, while the Fed applies pressure on the brake.

Let me make the price of oil my final data point. The price of crude oil is at a 13-year high, while the price of gasoline is hitting record highs. The concern here, if the price of crude does not abate, is the impact to U.S. economic growth.

Keeping in mind that a 1-cent rise in the price of gasoline removes roughly $1 billion from consumer discretionary spending, getting the price of oil and gasoline under control is incredibly important to the sustainability of economic growth in the United States and the world.

Obviously, there are many other influences to the economy, markets and investing. Going forward, the triggers will be many, including the Fed actions, inflation, productivity, earning growth, geopolitical risks, exchange rates, oil, Medicare, Social Security and, of course, the U.S. presidential election.

All said, we are at an interesting convergence of economic data and political/world events going in to the final three quarters of 2004.

This should be fun.

Ashley Tittle Goldstein is a chartered financial analyst and the owner of True North Investment Management, LLC, of Atlanta. Contact her at truenorth@bellsouth.net.

24 The Triton

TAKING TIME OFF

May 2004

Don’t miss the soulful attraction of Little Havana

By Necee Regis Forget Ocean Drive. Forget Lincoln Road. Little Havana, the place to be in Miami, is the next best thing to sneaking into Cuba.

Practice your Spanish, drink cafe con leche, and buy Santeria candles or hand-rolled cigars. The architecture may be squat and uninspired, but the facades are painted in bright, tropical colors, creating a lively neighborhood for locals and turistas.

The heart of Little Havana is Calle Ocho or Eighth Street, where the busiest night of the month is the last Friday, during Viernes Culturales festivities.

From 6 to 11 p.m., all the shops, galleries and restaurants have their doors flung open, with their contents and cafe tables spilling out onto the narrow sidewalks.

Live and recorded music is everywhere, including a 10-piece Buena Vista Social Club-type orchestra at the outdoor stage next to the Teatro Tower movie theater at 15th Street.

Well-dressed people dance in any available space: inside the Dollar Store to a boom box blasting salsa tunes, and outside at boisterous streetside venues.

Artists set up tables along the curb to display their paintings (of Havana), photographs (of Havana), and crafts such as drawings burned into wood (of Havana).

Lively crowds move up and down the streets, including couples with grandparents and children in tow.

Slide into one of the clothing shops for a white guayabera (Cuban shirt) or a pair of pointy high heels, and blend in with the crowd.

The Cigar Factory is open, rolling fine ones, and Cuban sandwiches are even available at McDonald’s, though they’re just as cheap at the real Cuban joints.

At El Pub Restaurant (“Where the Cuba of Yesterday Lives Today”) patrons enjoy authentic Cuban food at reasonable prices.

On some weekend evenings there’s live music in the main dining room.

The musicians sit in front of a mural of a lush, tropical landscape and perform a sentimental, Cuban-lounge sound. One guy plays electric piano and another keeps the beat with a drum. The crowd waiting to be seated often sings along to the tunes, like “Aquellos Ojos Verdes” (“Those Green Eyes”).

The other side has an L-shaped counter, and booths that line the windows and look out at the street.

Smithfield hams hang from the ceiling, photos of old baseball players

line the walls, and a blue-fringed canopy with tiny white lights hangs over the coffee-togo area.

The menu is typical Cuban fare: arroz con pollo (rice with chicken) and aporreado de tesajo (shredded, dry-cured beef).

On Friday nights, try the dolphin special. The fish filet was as fresh as fresh can be – meaty and sweet – and served with a topping of onion and fresh lime. Get a side of black beans and shiny white rice. This meal, with a beer and crusty Cuban toast, will be about $10.

Or grab a cafe Cubano (espresso with a lot of sugar) at the takeout window and keep on moving.

Within a block of El Pub is Casa Panza, a Spanish restaurant with live flamenco entertainment every Friday and Saturday night. The facade of the building is some architectural hybrid: Spanish Colonial crossed with Swiss chalet.

The interior is just as creative.

In one room you will find all of the following: a cave-like area with fake stalactites dripping from an all-white ceiling, a working fountain, barrel tables with stools, a wood beamed ceiling with an iron chandelier, a ceramic tile floor, regular tables and chairs, a bar, one wild fingered male guitarist, and two brightly costumed female dancers.

Pitchers of sangria crowd onto the tables. The dancers stomp and whirl. The menu includes a selection of tapas, as well as paella and other Spanish specialties.

For a quieter setting, the restaurant dining room is through a narrow hallway, separate from the busy bar.

Day or night, there are plenty of shops and galleries to keep you busy.

The mom-and-pop beauty shops, barber shops, and bakeries have a 1950s-in-Havana feel.

There are several cigar stores, and a number of galleries showing brightly painted work by local artists. Make a stop at Little Havana To Go for its Cuban souvenirs and memorabilia, including a 1958 Havana telephone directory.

Necee Regis is a freelance writer who lives in Miami and Boston. Contact her at editorial@the-triton.com.

IF YOU GO Little Havana sits slightly south and west of downtown Miami.

Avenues run north to south and streets run east to west.

The heart of Little Havana is Eighth Street (Calle Ocho) and the heart of Calle Ocho are the blocks between SW 12th and SW 17th avenues.

If you don’t have a car, a cab ride from downtown will cost about $20. Or take the No. 8 bus from Miami center, or take Metro Rail to the Brickell Station and catch a connecting bus.

El Pub Restaurant 1548 SW 8th St. 305-642-9942 Simple and well-prepared Cuban fare in a brightly lit, bustling environment. Entrees range from $4.95 for chicken with yellow rice to $19.95 for lobster thermador.

Casa Panza 1620 SW 8th St. 305-643-5343 Features food, wine and music from Spain in a dark, romantic setting.

Tapas items are $3.75-$8. Entrees range from $11.95 to $14.50. Paella for two is $26.50.

Little Havana To Go 1442 SW 8th St. 305-857-9720 www.littlehavanatogo.com Features souvenirs, postcards, memorabilia, and a very friendly staff.

HOROSCOPES

By astrologer Michael Thiessen ARIES (March 21-April 20) You could do extremely well in competitive sports events. Too many opportunities and too many changes going on. You should be trying to clear up legal contracts that have been pending. Try to join groups of interest such as an Internet organization.

TAURUS (April 21-May 21)Tempers could boil if someone you work with has not been pulling his/her weight.

Your ability to deal with others will help you in getting the support you need.

Do not expect others to do your work.

GEMINI (May 22-June 21) Difficulties with females you live with could cause emotional stress. Don’t be too quick to spend money. You can meet new and exciting friends who will provide mental stimulation.

CANCER (June 22-July 22) You can enhance your reputation by making contributions to worthwhile causes.

You can’t lose this month unless you get involved in gossip or overwork to the point of exhaustion. Take the time to do something nice for your friends and relatives. Discover opportunities based on the individuals you mingle with.

LEO (July 23-Aug. 22) Changes will not be easy for youngsters involved. Complete those hobbies you started. Situations you can’t change should be forgotten for now.

Don’t try to twist things around so that they sound more enticing.

VIRGO (Aug. 23-Sept. 23) You need to make changes that will raise your self esteem, such as a new hairstyle or a new image. Don’t jump too quickly for an investment that appears to be good.

Don’t get involved in joint financial ventures.

LIBRA (Sept. 24-Oct. 23) Take the time to close deals that have been up in the air.

You will need to spend extra time sorting through your work. Try not to be too harsh with loved ones; there will always be two sides to an issue. You need to take a good look at all sides of an issue before making a decision.

SCORPIO (Oct. 24-Nov. 22) Don’t blow situations out of proportion. Digestive disorders will be a result of family squabbles. There’ll be difficulties if you spend too much. New romantic partners may attend a function that puts you in the limelight.

SAGITTARIUS (Nov. 23-Dec. 21) You can meet new friends who will let you know just how valuable you are. Your persuasive nature will win the heart of someone you’ve had your eye on. Too much work and no play will not only result in fatigue but also loneliness, too.

CAPRICORN (Dec. 22-Jan. 20) Find a way to consolidate. Exercise will bring you in touch with new friends. You may be emotional if you let your lover take advantage of your good nature.

AQUARIUS (Jan. 21-Feb. 19) This may not be the time to lend or borrow. False information is likely if you listen to idle chatter or gossip. Romance opportunities will be plentiful if you get out and mingle.

PISCES (Feb. 20-March 20) Expect some flak. Focus on your own domestic problems. Do not let the reactions of others get you going. Put your creative thinking cap on.

IN THE GALLEY

May 2004

The Triton 25

Accomplished chef staying close to shore these days

By Lucy Chabot Reed Chef Kenneth Johnson has been working on yachts for seven years. He’s worked a lot of freelance gigs during that time and several short-term jobs that have enabled him to travel around the world.

Now he’s six months into a two-year contract as the chef aboard M/Y Lady Sylvia, a 106-foot Westship docked at Turnberry Isle in South Florida.

And he’s glad to be traveling a little less these days.

“I wanted to be here to do some of the other stuff I want to do,” Johnson said.

That “other stuff ” includes working with a producer to create a television show about cooking on boats.

He said he also plans to write a cookbook that would include recipes and tips for yacht chefs.

Johnson got his start on yachts by chance. Through a crew agency, he met an owner looking for someone to cook on a seven-month trip through the Caribbean.

Johnson had cooked all his life – though he’s never gone to school for it – and thought working on a yacht would be a great way to see the islands.

He’s developed a reputation for delicious desserts and using fresh fruit in just about any course.

In 2000, just three years into his career as a yacht chef, he won the prestigious Concours Des Chefs competition in Monaco.

“My owners gave me the time off I needed to prepare a couple recipes,” he said, explaining how he was able to compete and excel so soon into his career.

“There was no way I wasn’t going to win because I wasn’t going to take any [crap] from the crew. I woke up with the mindset that I was going to win, and I won.”

Johnson lives aboard the Lady Sylvia,

Coconut Cream Pie with Mango and Blackberry Sauces

and on his days off, he spends his time working on his 27-foot Stiletto Catamaran.

“It’s called Knot Done and it’s never going to be done,” he said with a laugh.

“I left the hatch open and 10 gallons of water flooded the galley. So I figured I’d just redo it all and do it right.”

The galley on Knot Done is a countertop 36 inches wide, much different from the galleys he’s used to.

“But it can hit 18 knots under sail, so that’s a big trade off.”

A sailor at heart, Johnson said he plans to buy a 60-foot sailboat one day to travel to the islands most megayachts don’t visit, places like the Galapagos Islands.

“I’ve traveled all over – Tahiti, the Med, Central and South America – but there are a lot of places I still want to go.”

Despite having accumulated enough sea time to sit for his captain’s license, Johnson said he has given up trying to get one.

“I’m color blind so they won’t give it to me.”

Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

Serving Size : 6 2 cups sweetened coconut flakes 8 large egg yolks 1/2 c sugar 1/8 t salt 3 T corn starch 2 1/2 c milk 1/2 t vanilla 2 T butter 1 pie shell 1 1/2 c crème fraiche 1 1/2 c mango sauce 1 1/2 c blackberry puree

KENNETH JOHNSON Professional yacht chef

Ken’s career tips:

Ken’s career tips:

1. Want to be there.

If you do what you love, the money will follow.

2. Stick with it.

Sometimes it does get hard because you are in tight quarters, but you have to let a lot of stuff go over your head.

1. Keep it clean.

A lot of chefs with restaurant training are used to having a dishwasher, but on yachts, you usually work alone. Learn to cook and do dishes at the same time.

2. Have a good book on substitutes.

Preheat oven to 350 degrees.

Place coconut in a single layer on a baking tray. Toast until golden brown, about 10 minutes. The edges will toast faster than the middle so stir the coconut every few minutes.

In a medium mixing bowl, whisk together the egg yolks, sugar, salt and cornstarch.

Put the milk and the vanilla in a heavy-bottomed saucepan. Scald the milk and slowly whisk it into the egg mixture. Stir in 1 1/2 cups of the toasted coconut.

Put the coconut mixture back into the saucepan. Cook over medium heat, stirring constantly until thick, making sure to scrape the bottom of the pan, about 10 minutes. Remove the saucepan from the heat and whisk in the butter.

Put the mixture in a clean bowl and place plastic wrap directly on the surface.

Refrigerate until cold.

Spread the coconut cream in a prebaked pie shell. Whip the crème fraiche until thick and spread it over the pie.

Sprinkle the remaining coconut over the top.

Spoon some blackberry and mango sauces on opposite sides of the plate.

Place a piece of pie on top.

WHAT’S UP?

26 The Triton

May 2004

Calendar of Events April 25-May 1 Antigua Sailing Week, Antigua, West Indies. www.sailingweek.com.

May 1-2 10th annual Air & Sea Show, Free. Ft. Lauderdale beach between Las Olas and Oakland Park boulevards. (954)527-5600, ext. 4; www.nationalsalute.com.

May 3-8 Genoa Charter Boat Show, Genoa, Italy May 3-9 Telecom Italia Masters Roma, Rome. Clay court tournament with more than 2.4 million euro in prize money. www.telecomitaliamasters. federtennis.it.

May 7-9 12th annual Ft. Lauderdale Cajun/Zydeco Crawfish Festival, 1201 N.W. 55th St., Ft. Lauderdale. From 5:30 p.m. to 11 p.m. Friday night; 11 a.m. to 11:30 p.m. on Saturday; 11 a.m. to 8 p.m. on Sunday. Tickets are $15-20 for one day; $28-$40 for all three days. (954)828-5934, www. fortlauderdale.gov/festivals.

May 10 Nordhavn Atlantic Rally scheduled to depart Ft. Lauderdale for trans-Atlantic challenge.

Scheduled to arrive in Gibralter July 4. www.nordhavn.com.

May 12-13 Cannes Film Festival,

Cannes, France. www.festivalcannes.org.

May 14-16 13th Annual Spring Charteryacht Show, St. Thomas, USVI, Crown Bay Marina.

(800)524-2061.

May 15-16 Marine Industries of South Florida’s 8th annual Plywood Regatta, Ft. Lauderdale beach. www.miasf.org.

May 20-23 Monaco Grand Prix, Monaco May 20-23 Sanctuary Cove International Boat Show, Australia. www.sanctuarycoveboatshow. com.au.

May 24-June 6 Roland Garros, Paris. One of the six grand-slam tennis tournaments with more than 6 million euro in prize money.

Formerly known as the French Open. www.rolandgarros.com.

May 25-27 SEAS 2004, Nice France. Three-day business trade show and seminar hosted by The Yacht Report magazine. Free. www.seas2004.com.

June 9-12 Newport Spring Charter Show, Newport, R.I., Newport Shipyard and Newport Yachting Center. (401)683-1616.

June 16-20 Bahamas Summer Boating Fling to Bimini, departs from Dania Beach, Fla. Limited to 30 boats. $75, first-come, first served. www.bahamas.com, (954)236-9292 or (800) 327-7678.

June 17-20 The U.S. Open, Southampton, N.Y. One of golf ’s majors tournaments. www.pga.com.

June 21-July 4 Wimbledon, London. One of the six grand-slam tennis tournaments with more than 5.8 million pounds in prize money. www.wimbledon.org.

June 23-26 ShowBoats International Rendezvous, Monaco. Includes the ShowBoats International Awards on June 24 at the Grimaldi Forum honoring the best yachts launched in 2003, and the Bal de la Mer gala on June 26 at the Hotel de Paris.

June 23-27 Bahamas Summer Boating Fling to Walkers Cay, departs from Sailfish Marina in West Palm Beach, Fla. Limited to 30 boats. $75, first-come, first served. www.bahamas.com, (954)236-9292 or (800) 327-7678.

July 8-11 Bahamas Summer Boating Fling to Port Lucaya, departs from Stuart and Dania

Beach, Fla. Limited to 30 boats. $75, first-come, first served. www. bahamas.com, (954)236-9292 or (800) 327-7678.

July 13- 25 Bahamas Summer Boating Fling to Freeport/ Treasure Cay/Marsh Harbour/ Harbour Island/Nassau/Chub Cay/Bimini, departs from Dania Beach, Fla. Limited to 30 boats. $75, first-come, first served. www. bahamas.com, (954)236-9292 or (800) 327-7678.

July 15-18 The Open Championship, Ayrshire, Scotland. Formerly the British Open, one of golf ’s majors tournaments. www.pga.com.

July 29-Aug. 3 Syndey International Boat Show, Sydney, Australia. www.sydneyboatshow. com.au.

Aug. 9-15 86th PGA Championships, Kohler, Wisc., one of golf ’s majors tournaments. www.pga.com.

Aug. 13-29 Summer Olympics, Athens, Greece.

Aug 18-22 Bahamas Summer Boating Fling to Bimini, departs from Dania Beach, Fla. www. bahamas.com, (800) 327-7678.

IN THE STARS

May 2004

Venus shines brightest May 2

By Jack Horkheimer According to the “Old Farmer’s Almanac,” our nearest planetary neighbor, Venus, will have its best year in 122 years this year.

Not only will Venus reaches its greatest brilliancy twice but it will – on June 8 – make a rare transit of the Sun, which means it will actually pass across the face of the Sun as seen from Earth, an event no human being alive has ever seen because it has not happened since December 1882.

For an hour after sunset any night in late April and early May, Venus shines in the west at an incredible astronomical magnitude of 4.5, which means it will be 16 times brighter than the brightest star we can see, Sirius the eye of Orion’s great dog.

But Venus is a planet and comes closer to us than any other planet. If you remember from grade school, But don’t be fooled into thinking that the only reason Venus shines so brightly – brighter in fact than any other object in the sky other than the Moon and the Sun – is because it comes so close. That’s only one of the reasons.

The other reason is because Venus has the highest reflectivity of any planet in our solar system. Venus is completely enshrouded by a brilliant

cloud cover, which acts like an 8,000mile-wide mirror.

If you looked at it through a telescope in January when Venus was beginning its ascent toward greatest brilliancy, it would have looked like a small, well-past first-quarter moon.

But by April 1, it would have looked like a much larger quarter Moon. By May 1 it will look like a much, much larger crescent Moon.

Just like our Earth and Moon, one side of Venus is always illuminated.

On Jan. 1, Venus was far away from us, so it looked much smaller than it does now, but we saw more of its illuminated half. On April 1, Venus was much closer to us so it looked bigger but we saw less of its illuminated half.

And by May 2 – its night of greatest brilliancy – it will be much closer and will look huge through a telescope. But we’ll see even less of its illuminated side and so on until it disappears early next month.

So look up and see Venus at its greatest brilliancy. You’ll understand why our ancestors were in awe of it.

Jack Horkheimer is executive director of the Miami Space Transit Planetarium. For more about stars, visit www.jackstargazer.com.

The Triton 27

GIVE IT UP

28 The Triton

Classifieds EQUIPMENT FOR SALE 1995 Hurricane Zodiac fast rescue boat, 230 hp inboard diesel. Volvo, Hamilton jet drive, helmsman’s cage, floaton trailer, towing posts. $12,000 OBO. (954)779-7764.

Visit the largest database of licensed captains on the Internet at www.captainsforhire.com. We are always looking for licensed captains to deliver our clients’ boats, assist with passages and give instructional programs. Put your license to work for you. Capt. John Jenkins, captain@maine.rr.com.

CREW AVAILABLE

Lines. Six new 60-foot, 1 1/2-inch braided black with eyes and whipped ends, $1,200. About 200-foot spool of 1 1/2-inch black 3-strand, $200. (954)647-0705.

I don’t want your job. Relief/delivery captain. Delivered 152’ Feadship 12,000nm from Maldives to Ft. Lauderdale in March/April. jlyacht@aol.com, (954)328-1481.

Lazer Plot Chart System, $800. Also, Laser Plot Sea-D Software, all regions, $100 each. (954)647-0705.

Captain/chef team looking to manage private or charter megayacht. Both have charter experience. Also interested as mate/engineer and chef team on a bigger yacht. Let us be part of your crew. Paul (954)471-1154, +33 622-10-92-99, +33 673-13-56-64

New 100-amp male plug, 4 prong, $350. (954)647-0705.

New stainless steel Michigan prop, 13 1/4 x 19, $200.

(954)647-0705.

SPACE FOR RENT Car/Truck/Small Boat storage available behind locked gate, starting at $65 a month. (954)294-0641.

CREW NEEDED Wanted: Young, energetic full/part-time stewardess/ deckhand for 72-foot sport yacht. Itinerary includes the eastern U.S. seaboard, Florida, Bahamas and Caribbean. Contact Peter at (954)768-0070, or e-mail centerplunch@yahoo.com.

Push-boat captains/mates/wipers. Must have experience, immediate positions available. Day/night shifts (954)782-8631. Fax or e-mail resume to (954)7828632, sandra@newrivertugs.com.

Captain Master of Yacht 3,000-ton seeks position on a yacht 100 feet-plus. Foreign flag only, power or sail. skipperjoe@gmx.net.

MCA 3,000-ton licensed master/chief engineer. One of the world’s only dual-certified captains, 14 years/ 90,000nm experience. Available immediately for exciting new position. (954)701-6822, www.yachtsmith.com.

Captain Yachtmaster Ocean. Looking to operate a yacht in the 100+ range, great longevity, available immediately.

John Greenwood, (954)471-4918, pagjag@bellsouth.net.

Canadian citizen with B1/B2 visa, STCW-95, seeks work as stewardess. Melanie Doucette, 25, (954)937-4136.

Up-beat, energetic, American stewardess with silverservice experience looking for a full-time position headed to New England for the summer, preferably

May 2004 working out of Newport, R.I. Interested in freelance as well. Casey, cadesigns2003@yahoo.com, (978)270-8776.

Chef seeks permanent position on a motor yacht over 85 feet. Summers in New England and FL/Carib/Bahamas in winter. Hardworking and creative team player.

Darlene Shannon, crazycorgil@aol.com, (954)895-4921.

French-Canadian chef with 25 years experience in hotels, restaurants and yachts seeks position as chef or sous chef. STCW qualified. Excellent references from captains and owners. danielboudreau2000@yahoo.com.

Highly qualified mate/chef or chef available and ready to go. Charter, private, temporary, permanent, delivery. Will consider all. (954)234-9592, sailher_1@yahoo.com.

Captain 200-ton Master USCG and MCA/RYA. Experienced professional with valid U.S. and Canadian passports. Permanent or freelance. Will travel. Private, charter, deliveries. Jacques Falardeau, (954)288-8140, captainjacques@aol.com.

Chef, freelance or permanent. Will travel. More than 15 years aboard power and sailing vessels. Line-handling, watch-keeping, and first-aid qualified. Valid U.S. and Canadian passports. STCW. Sherrie Falardeau, (954)2888140, falardeaus@aol.com.

Stewardess/deckhand team. Honest, fun, versatile and hard-working couple, both with MCA sailing qualifications, STCW 95, VHF radio license, photography and years of hospitality experience. Rodrigo or Kerry, (954)471-0067, guesswherekerryis@hotmail.com.

Kiwi military-trained chef to London City Guilds standards. Taught cooking for five years in the U.S. Air Force Cookery School. Cooks French, Italian, lowfat. Also interested in estate work. B1/B2 and STCW

May 2004 qualified. Looking for a five- to six-year commitment. mikemcc502000@yahoo.com.

Experienced Australian female looking for mate/stew position based around the U.S. Permanent or temporary.

B1/B2 valid until 2008. Silvana Coco, (954)471-2526, silvanacoco@yahoo.com.au.

Captain 1,600-ton, full time or part time, deliveries. Best prices to the Bahamas and the Keys. Call Capt. Tom at (954)925-7378.

OTHER PROS AVAILABLE Seeking service dept. coordinator/office manager post, 15 years in industry. Accounting, human resources background. Scheduled vessel projects, billing. Sandra Fischer, (954) 741-8705, buyfromsandi@comcast.net.

Looking for work? Captains and crew can list their credentials in The Triton for free. Classified ads run one month, extended by request.

Contact us at sales@the-triton.com

GIVE IT UP

The Triton 29

ADVERTISER DIRECTORY Company

Page

American Yacht Institute 19 Antibes Yacht Wear 4 Argonautica Yacht Interiors 7 Atlas Marine 28 Bluewater Books 30 Boat Builder’s Supply 18 BOW Worldwide Yacht Supply 32 Bradford Marine 18 C&N Yacht Refinishing 2 Cape Ann Towing 15 Carla Christopher Boat Art 28 Comfort Marine Air 28 Dacota 28 Fort Lauderdale Marine Directories 8 Fort Lauderdale Shipyard 15 Global Marine Travel 3 Global Satellite 6 Global Yacht Fuel 16 Gold Coast Diving Propeller Services 29 Gold Coast Diving Services 28 Heidi Kublik 29 International Yachtmaster Training 5 Joanne’s Crew House 28 Lauderdale Propeller 17 Lazy Seaman 6 M&M Filter 29 Marina Mile Association 25 Marine Diesel Specialists 29 Marine Industries Assn. of South FL 10 Mayra’s Personal Touch Catering 29 Megafend 27 Nauti Tech 4 Prop Speed 19 Rolly Marine Service 20 Ronnies Carpet Cleaning 29 Roscioli Yachting Center 22 Rossmare International Bunkering 9 Sashelle 28 Sea Power Engineering 14 Seas2004 27 ShowBoats International at Sunset Harbour 11 Smile Perfect 22 StellarPM 16 Sunshine Medical Center 22 Terminix 29 Tropical Marine Air 28 Tropical Marine Co. 29

WHERE TO FIND US

30 The Triton

May 2004

Hey, where’d you get The Triton?

You may have picked up this issue of The Triton from a friend, a neighboring boat, or your friendly dockmaster.

But there are more reliable ways to make sure you get the yachting industry’s most important newspaper each month.

Let us mail it to you. E-mail us at peg@the-triton.com for a subscription (we’ll only charge you what it costs us to mail it to you) or suggest a business, marina

or port where we can ship some papers.

If you are out on your boat, here are a few cities that carry The Triton. If you don’t see the paper where you are, ask for it and give them our number.

U.S. East Coast Boston, Mass.

Chelsea, Mass.

Hyannis, Mass.

Warwick, R.I.

New Port, R.I. Old Saybrook, Conn.

Norwich, Conn.

Portsmouth, Va. Charleston, S.C. Savannah, Ga. Jacksonville, Fla. Jupiter, Fla. West Palm Beach, Fla. Fort Lauderdale, Fla. Miami, Fla. Miami Beach, Fla. Aventura, Fla.

U.S. West Coast

Seattle, Wash.

National City, Calif.

Long Beach, Calif.

San Diego, Calif.

Other U.S. cities New Orleans, LA

Other West Coast cities

Vancouver, British Columbia

Caribbean

English Harbor, Antigua Simpson Bay, St. Maarten St. Thomas, USVI St. John, USVI Paradise Island, Bahamas Hurricane Hole, Bahamas

Mediterranean

Palma de Mallorca, Spain Nice, France Antibes, France Savona, Italy Genoa, Italy

Oceania

Auckland, New Zealand

We’re always looking for new places to deliver The Triton. If you know of a place that caters to captains and crew, please drop us a line. There’s no cost to carry the paper, so let us know where you’d like to see it. E-mail our publisher at david@the-triton.com.

Answers to May’s puzzle on page 26.

May 2004

WRITE TO BE HEARD

The Triton 31

The origins of The Triton Readers keep asking us why we decided to call this newspaper The Triton. (That is, of course, if they don’t misunderstand and somehow call it The Trident.)

We brainstormed nautical terms and gravitated toward lines. We liked the idea of implying we were a landline of sorts for industry news while captains and crew were out to sea or in ports around the world. We came up with some clever twists of phrase but they all required too much explanation.

We knew that everything we published would somehow benefit the captains and crew who are our core readers. Stories, features, photographs, even advertisements would somehow inform them of what’s going on in the yachting world. They may not always like the news we impart, but it will be delivered objectively with the ultimate goal of informing them about the industry and providing a way for them to build their businesses and careers.

We stumbled on the word Triton during an Internet search and the more we read, the more we like it. In Greek mythology, Triton is a sea god, the son of Poseidon and Amphitrite. He is often described as being a man from the waist up, a fish from the waist down.

We liked the Greek god reference. Powerful, capable, influential even. As a newspaper, we strive every month to deliver news that will dispel rumors and shed light on the issues and trends captains and crew face. Powerful, capable, influential.

When we learned that Triton had the power to calm or rile the seas by blowing a conch horn, we knew we had our man. We hope to have the same effect on our readers – to allay fears and encourage debate on the things that matter most in their livelihoods.

By the way, a trident is that three-pronged spear Posiedon carried. Nautical, sure, but not quite what we were going for.

To put out a publication takes much time and dedication. To put out a publication such as The Triton takes not only the time and dedication, but knowledge and passion. You all have done a superb job. Kudos.

For a long time there has been a need for a “professional” publication for the captains and crews aboard yachts. You have managed to hit the nail on the head and give us just that.

Keep up the good work.

Capt. Brian Koch Inaugural Bridge captain I wish you the best with your endeavor to expand dialog and shed light on perspectives. I look very much forward to entering the discourse.

Capt. Colin Downey M/Y Carolinian Congratulations on the publication of The Triton. It’s a wonderful idea that should fill a specific need in our marine community. As former crew ourselves (and it was a long time ago), we enjoyed reading through your first edition. We will look forward to each future edition.

Bob Zarchen, CPYB Managing Broker Merrill-Stevens Yachts, Miami Thank your for the invitation to the [Bridge] luncheon. It was informative and enjoyable. It was a good mix of captains: rookies, veterans, been with owners a short time, been with ‘em for years, private, charter, Americans ... and not.

All in all I thought it was a successful gathering and I think it is an excellent idea. I hope that you continue to hold these roundtable

discussions throughout the extended life and success of The Triton.

Capt. Wendy G. Umla Second Bridge captain We’ve read The Triton from cover to cover and found it informative, newsy and fun to read (I’m working the crossword now). Congratulations to all of you on a successful first issue.

We look forward to the next issue Capts. Virginia and Joe Russell Liked it. Clean and neat. Always keep the attitude of open-forsuggestion as things change and you sometimes get stuck in a rut. Readers are the best feedback. They will make it a success by preferring your newspaper over others because of content, layout, etc. Keep up the good work. God speed.

Mark DeGroot Former first mate of M/V Starship I think you’ve got the right idea and the coverage was well balanced – technical info for us captains, food tips and recipes that we can all share, and news in general. Fiji [“If cruising in Fiji, be sure to bring your manners,” page 1] was a nice topic as we see the snows of the Italian Alps from downtown Viareggio.

One of the nice things about the paper is that it covers the important topics but is personalized enough so that no matter where you’re from or working, chances are you’ll find something interesting to read, a picture that brings back memories (loved the one of Capt. Angel on Enterprise V. I saw that pose with Tim, the bosun, every day while onboard), and a chance to keep up on

who’s going where.

You’ve got the right mix – without the hoser pictures – and I hope that you’ll continue to grow and provide more quality information on a timely schedule. We look forward to your next issue. With that great team you’ve formed, I know you’ll be in “the biz” for a long time to come.

First Officer Douglas Abbott M/Y Domani Good job. Looks like a paper that’s been going on longer than just one issue. Congrats and hope you keep publishing.

Capt. Paul Pratt M/Y Princess Hannah Saw the paper in Palm Harbor Marina. Good job. It looks real nice.

The article on [the ISPS Code, page 1] was really insightful. And the pictures of us at The Vinoy were great fun.

Stewardess Jess Webb M/V Defiant Congratulations. I found The Triton to be a breath of fresh air, a direct and to-the-point newspaper.

The article “Megayachts not exempt from ISPS code – yet” [on page 1] was a very informative piece. I found Susan Engle to be a no-nonsense, leading force in our yachting family.

Also, the article “Landing good employees isn’t always about the money” [written by Don Grimme, page 7] is an article that needs to be written over and over again. I know a lot of upper-management types who need to call Don Grimme. Best wishes for the future and keep to the point.

Name withheld

32 The Triton

May 2004