The Triton 200710

Damn yankees U.S. officials bumble when foreigners head straight from Cuba.

Monaco Fun boat show party photos.

A22-23 Vol. 4, No.7

A29 Kill germs dead New technology eliminates bacteria and viruses.

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October 2007

Lesson learned: Don’t stay ‘too long’

By Alison M. Rese Immigration officers remain confused as to which status private yacht crew should enter the United States. At both of The Triton’s immigration symposiums I attended, immigration officers clearly stated that the B1 visa is correct.

In New York in May, I was sent to secondary immigration when I presented the required B1 visa. The officer concerned suggested I needed a C1/D Visa. When I tried to explain that private luxury yachts were different from cruise ships and commercial

vessels his response was, “boats, ships, yachts – all the same thing.”

He later apologized for his mistake and at least one more officer learned the correct method by which to allow a private yacht crew member to enter the United States.

This summer, I was refused admittance to my flight from Ireland to Ft. Lauderdale because the customs officer concluded after looking at my documentation that “the vessel has been in the States too long” so I therefore required an immigrant visa.

(Nevermind that the vessel is compliant on a one-year cruising permit.) Since

I didn’t have an immigrant visa, he suggested I sign away my B1/B2 and apply for one.

I am still in Shannon, Ireland, sorting this out, but in the meantime may lose my position with my current vessel, which is due to leave Ft. Lauderdale this month, weather permitting. Because the yacht did not need me in the yard, and because I thought it best to leave the United States while the yacht didn’t need me, I went home to Ireland to work. I was trying to get back to the boat when this happened.

TAKE A LOOK INTO BENEFITS Among the perks of working on a megayacht are great pay and a chance to see parts of the world that most people don’t. Is that enough to make up for no health insurance or retirement savings? How does your A12-15 package measure up?

Does your vessel offer a 401(k) plan?

Yes 7 No 28

See LESSON, page A21

S/Y LEGACY STILL RECOVERING FROM HURRICANE WILMA

A salvage team has begun pulling S/Y Legacy from her sandy perch in the Florida Keys by sucking sand out of her way and dumping it in the trench PHOTO/TOM SERIO she leaves behind. Read the full story on page A25. See more photos at www.the-triton.com.

10 things every new yacht owner should know FROM THE BRIDGE LUCY CHABOT REED

When I introduced this topic to the assembled captains this month – 10 Things Every New Yacht Owner Should Know – it began as a very short list: Trust the captain.

The more we got to talking, though, the more levels of the complex and delicate captainowner relationship we got through. Indeed, many “things” on the list can be traced back to

that edict, but remember, this was a group of captains. (Someday, we hope to gather a group of owners and generate a similar list for captains.)

Something else interesting happened. Before long, what started out as a list for new owners turned into discussion of tips for captains on finding that perfect owner, which just reaffirms my belief that there are no “good”

or “bad” owners, just good or bad matches.

So here are the 10 things these captains agreed every new yacht owner should know:

1. They can trust their captain “We’re the professional,” a captain said. “We know the systems and how the boat should be cared for. You’re paying us a lot of money to do a job. Let us do it.”

As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A18.

Everyone agreed that owners need to trust their captains, but it soon became clear that there

See BRIDGE, page A18

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October 2007

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WHAT’S INSIDE Now that’s a day off, page A26

Who says yacht crew don’t get a day off now and again? Find out what the Intrepid crew did in New PHOTO/CHRIS BERG York.

Photography B29 Advertiser directory C27 Rules of the Road B1 Calendar of events B30-31 Well Read C14 Classifieds C22-27 Feature C10 Cruising Grounds B20-28 A1 Crew News A4-8,B1,C4 From the Bridge Fuel prices B5 Columns: Marinas/Yards A12-14 By the Glass C12 Networking A10,B11 Captain’s Call B2 News A1,8-9,25,C17 In the Galley C1 Photo Galleries A22-23,26-27 In the Stars B22 Puzzles/answers C21/online Latitude Adjustment A4 B1-9 Management C2 Technology Triton spotter A26 Manager’s Time C18 A12-15 Nutrition C8 Triton survey Write to Be Heard A29-31 Personal Finance C16

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October 2007

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CREW NEWS: Latitude Adjustment

The Triton

Two Burgers: 30 knots or three decks Capt. Pierre Ausset and Eng. Dean Vaughan on Burger 509 Project announce that the yacht is due to splash in late May 2008.

When she hits the water, the 101-foot yacht will be one of the fastest Burgers ever with a design cruising speed of 23.5 knots and maximum speed LATITUDE of 27 knots.

ADJUSTMENT “Maybe even LUCY CHABOT REED 30 knots if we are lucky,” Vaughan said. “Burger are redefining the way they build interiors and engineer a boat. This project is the best one I’ve ever been on.”

They are in that stage of the build where they are keeping an eye on weight.

“It’s easier to take design weight out now, then ask for more horse power later,” Vaughan said.

Capt. Ausset has been with the owner for almost three years on his current yacht, the 100-foot Lazzara M/Y Freedom. He splits his time between the Med, the current yacht’s base of western Florida and the new yachts birthplace, Wisconsin.

Owner’s rep Ted Kavalieros, left, and Capt. David Gaskins celebrate the launch of Areti I. PHOTO COURTESY OF ENG. DEAN VAUGHAN

reported in in early September, so here’s hoping she’ll be in South Florida in time for the boat show.

Areti I will be based in Florida, while the sister ship will head to the Med. Congrats Capt. Gaskins. Fair winds.

PHOTO COURTESY OF HANNAH DISSMAN

Capt. David Gaskins promised to send photos of the new build M/Y Areti I, and he did. She is the first of twin 127-foot tri-deck Burgers and she’s out of the shed. There was about a month of work still to go when he

Stewardess Hannah Dissman is officially done doing heads and beds.

She has stepped ashore for a foray into yacht brokerage with Allied Richard Bertram Platinum Group. She’s work under John Weller, a yacht broker of 35

years.

“I am very excited about my new venture,” she writes.

Her husband, Capt. Oliver Dissman, most recently of M/Y Arbitrage, is looking for a new boat.

PHOTO COURTESY OF CAPT. JOHN WAMPLER

Capt. Drew Rutherford helped Capt. John Wampler deliver the 53-foot Cheoy Lee motorsailor Maraya from Key West to Yorktown, Va. Once up there, Capt.

Rutherford took command, his first

PHOTO COURTESY OF CAPT. DAVID GASKINS

yacht. Prior to his new assignment, he was a bosun mate third class in the U.S. Coast Guard.

“Welcome to the circus, Capt.

Rutherford,” Wampler writes.

And now for something completely different: Capt. Rich and Chef Sandy Williams have taken over a coffee roasting business in Vermont. Long-time yachties, they have grandkids and property in that part of the world, so they wanted something to keep them close to the little ones.

“We bought it about a year ago because we’ve been looking for something else to do,” Capt. Williams said. “We have five grandkids and we’re missing a lot of that.”

The Williamses are on the 92-foot M/Y Southern Star, a 34-year-old Burger. This is their 11th year with this owner on his third boat. If anyone wants coffee roasted by a yachties, e-mail Capt. Williams at rich@ brownjenkins.com.

Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at lucy@the-triton.com.

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October 2007

CREW NEWS: Yacht sterilization

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Interested in a device that kills all known bacteria and viruses?

By Lucy Chabot Reed Capt. David Johnson is prepared to kill any kind of germ that could do a yachtie harm. Bacteria and viruses, mold and mildew. And even those pesky roaches that love boating as much as we do.

Now before you worry that this is another story about that flesh-eating bacteria MRSA, know this: Capt.

Johnson is ready to kill that nasty bugger, too.

Capt. Johnson has launched Vortech Sterilization Systems with Capt. Roger

Madigan, who recently left boats to get this business off the ground. Vortech is the global marine distributor, dealer and service provider of the Zimek system.

Orlando-based Zimek manufactures a machine about the size of a photocopy machine that disperses an EPA-approved disinfectant in a dry mist of sub-micron particles that permeates every nook, cranny and surface to kill all known bacteria and viruses in the air and on surfaces.

The inventors, David Sparks and Roy Beckett (Capt. Madigan’s cousin),

developed the machine for use in hospitals after widespread reports that hospital-acquired illnesses made hundreds of thousands of people sick, even causing death, each year in the United States.

When Capt. Johnson heard about it, he talked to his boss, who wanted the treatment for his 102-foot Azimut M/Y Texas Star. One thing led to another and within about six weeks, Capt.

Johnson launched Vortech.

“Rich people are fanatical about their health,” he said. “And it helps crew, too. We all know that if one crew member is sick, in a week everyone is sick.”

A yacht in South Florida this summer knows that all too well. Two crew members became infected with MRSA and the yacht turned to Dusty Pearsall’s business to diagnose and clean the vessel.

Pearsall launched a company last year to combat the growing concern of MRSA on yachts and has subcontracted the cleaning part out to Vortech.

“I’ve been around the bacteria control industry for 15-20 years and I’ve seen all different kinds of technology,” Pearsall said. “I’m very encouraged by this technology. It creates a solution without creating another problem.”

According to Capt. Johnson and Zimek company literature, there are no toxins or poisons in the mist, no chlorine or ammonia, and it leaves no residue.

It has been tested around milliondollar paintings and there’s been no

damage, he said.

Zimek has about 60 machines in use in hospitals, ambulances, LifeFlight helicopters, NASA, and a school in South Carolina (where student and teacher absences have decreased 65 percent, according to company materials).

“Everyone who has ever tested this system is still using it,” Capt. Johnson said.

Vortech has the only machine in South Florida, and is targeting the industry its partners know best, yachts.

Because yacht owners often have planes, Vortech will do that too, and their homes, even RVs if they ask.

While the machine was on display at the Monaco Boat Show (with Peter Allen, chairman of Pinmar Yacht Painting Systems; Pinmar has the European distributorship for Zimek), Capt. Johnson was in South Florida, talking to brokers and builders, making connections and building his business.

Though he said he loves yachting, Texas Star is for sale. When she sells, he’ll continue to work with the owner to find a new yacht and perhaps beyond, but he wants a more stable home life. He is, after all, a newlywed.

“This is another way for me to make a living for me and my wife,” he said. “It keeps me in the yachting industry and let’s me go home at night.”

For more information, visit www. vortechss.com or www.zimek.com, or call Capt. Johnson at 954-610-3263.

Comments on this story are welcome at lucy@the-triton.com.

Capt. David Johnson prepares the Zimek machine for a sample treatment in the main salon of M/Y Texas Star. The dry mist comes out of the circle at the top and would kill all known bacteria and viruses in the room in just a PHOTO/LUCY CHABOT REED few minutes.

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October 2007

NEWS BRIEFS

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Octopus crew saves seven off coast of South Africa The crew of M/Y Octopus, the 414foot Lurssen, pulled seven people from icy seas off Port Alfred, South Africa on Aug. 23 after their tug, Douala Tide, sank about 30 miles from shore in rough seas, according to news reports.

Two others were rescued by an air force helicopter and one person drowned.

Plans to airlift the people from Octopus were abandoned because of rapidly deteriorating conditions, according to The Daily Dispatch, which noted Octopus tried heading out to deeper water in hopes of enabling a salvage tug to remove the survivors.

Seas were reported at six to eight meters with 20- to 25-knot winds.

The crew of the 37-foot tug had been in the water about two hours before Octopus found them, according to news reports.

Report: Accidents on rise The number of serious marine accidents is on the rise because crews are operating under ever-increasing pressure and because workforce changes have resulted in lower retention rates for skilled professional mariners, according to a report issued

by marine mutual insurer the Swedish Club.

The Swedish Club report looked into accident claims filed during 2005 and 2006 that involved collision and contact damage in port approaches and coastal waters.

In commenting on the report, Frans Malmros, the Swedish Club’s managing director, said that in the 1990s, the number of accidents had dropped from previous years, but that recent changes in the workforce are reversing that trend.

“Since 2000,” he said, “there has

been an increase in the number of new recruits to shipping, but this is coupled with lower retentions and faster promotions. People now have less time to get to know their ship. Meanwhile, the paperwork and inspection-related workload continue to mushroom, but the average crew size is static.”

Reprinted with permission from Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots.

Survey: UK industry strong A survey of the superyacht industry in Britain, carried out by Superyacht UK, has revealed increasing sales, expanding workforces and high levels of confidence amongst major manufacturers and suppliers. The sector is worth some £300 million and employs more than 3,000 people.

Superyacht UK is a subsidiary of the British Marine Federation – the UK marine industry trade body.

The survey revealed that more than 95 percent of businesses recorded either an increase or stability in their number of employees over the last year and more than two-thirds reported that the export market offers an increased workload compared with 12 months ago.

Panama Canal breaks ground Expansion of the Panama Canal began in early September to build a new lane of traffic through the construction of a new set of locks.

The first phase: a dry excavation project on Paraiso Hill that begins the construction of the new Pacific Locks access channel.

The new channel will ultimately connect the Gaillard Cut to the new Pacific Locks.

Burger lays off 41 Burger Boat Company in Wisconsin laid-off 41 of the more than 400 tradespeople it employs on the six yachts under construction at its facilities. Most were temporary workers, the company said in a statement.

New America’s Cup class rule begun America’s Cup designers from Alinghi and the five challengers attended the first design consultation meeting Sept. 15. The key dimensions were confirmed as 90 feet waterline length and 6.5m draft with a retractable keel to 4.1m. Other key dimensions, including beam, weight and sail area, have been decided but will remain confidential until Oct. 31.

In philosophy, though, the boat will be exciting to watch in terms of speed, size and power. It must be physically and technically demanding for the sailors, the Cup said in a statement.

See NEWS BRIEFS, page A9

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NEWS BRIEFS

California offshore law reverts

By John Freeman SAN DIEGO – It’s back to the future for California’s yacht owners and brokers.

A two-year test period during which yacht purchasers were required to stay out of U.S. waters for at least 12 months to avoid state sales taxes is over. A clause that would’ve extended that requirement was scratched during lateAugust budget hearings in the state legislature.

“The law reverted to the way it’s been for years and years and years,” said San Diego-based maritime attorney Paul Trusso. “The entire industry is looking at this as the shot in the arm we’ve all needed.”

Prior to 2004, the state’s 90-day offshore law held sway for decades on yacht sales conducted within the state. It was a tradition that vessels spent their first three months of new ownership out of California waters, usually cooling their heels in Mexico.

“Yacht people spend a lot of money on their boats and we want that money to stay here,” said Senate Republican leader Dick Ackerman of Irvine (Calif.), an avid yachtsman who led the effort to rescind the provision.

The state legislature had sought to gain more tax revenues from yacht sales. The result, said Trusso, was a sharp decline in California’s yacht industry over the past two years.

“We saw a definite slowdown in yacht sales and a squeeze on sellers within price ranges from $300,000 to $700,000,” he said. “It’s been a buyer’s market for a long time.”

California’s non-partisan Legislative Analyst’s office reported a $45 million upsurge in taxes from boat sales during the two years the law was in effect.

“That was an increase in personal watercraft like jet skis and small craft, not in buying larger boats,” Ackerman said. “[Large-boat owners] simply weren’t going to pay the sales tax here.

They’d rather go to Washington and Florida than be taxed right away. The state was losing revenue and hurting the boat industry at the same time.”

John Freeman communications director for Knight & Carver YachtCenter. He spent more than a dozen years as a journalist at the San Diego Tribune and Union Tribune newspapers before joining the marine industry. Comments on this story are welcome at jfreeman@ knightandcarver.com.

Int’l Ship Documentation closes NEWS BRIEFS, from page A8 “We want this rule to excite designers, sailors and the public alike and to form the foundation of a class that will endure and prosper for a long time,” said Tom Schnackenberg, class rule and competition regulations consultant.

The next meeting is scheduled for Oct. 15 where the design group will discuss the first draft of the rule.

Documentation business closes Capt. Stephan Mort, president of International Ship Documentation in Ft. Lauderdale, has closed his business to take an executive-level position with the U.S. Coast Guard Inspection and Compliance Directorate (CG-3PC) at U.S. Coast Guard headquarters in Washington, D.C. His responsibilities will include participating in the development, interpretation and implementation of U.S. and international rules and regulations pertaining to oil and chemical vessel response plans, maritime safety, pollution prevention and marine environmental protection standards.

Additionally, Capt. Mort will audit management system processes at commercial and training institutions and Coast Guard/Contractor facilities.

MCM opens office in Palma Yacht management firm MCM has

opened an office in Palma, Mallorca.

Ginny Standbridge will be running MCM Palma. She worked for MCM in Newport from 1996 to 2002, before moving to Palma in 2006.

The new office is located in the marine district, near the Real Club Nautico, on Calle Veri.

MCM Palma will support a range of yacht management services, but with particular emphasis on logistics, parts procurement and local knowledge MCM has delivered such prestigious projects as the Dubois designed Kokomo and the Hoek designed Adèle to their enthusiastic owners, and then continued to support the owners with MCM’s Yacht Management services.

For more information, contact MCM Palma at +34 9711 425 592 or visit www. mcmnewport.com.

Tow company goes high-speed Vessel Assist San Francisco Bay and Delta, an on-the-water towing company, has taken delivery of a custom-built, 27-foot rigid aluminum inflatable vessel.

The rugged towing response boat built to commercial standards was acquired for its high-speed patrol and rough weather handling capabilities. It is powered by twin 225 HP Honda fourstroke engines.

For more information, visit www. boatus.com/towing.

October 2007

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October 2007

NETWORKING: Kemplon Marine Engineering

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October networking event at Kemplon Marine Engineering

Blue Water Alliance USA is entirely dedicated to the super yacht industry, providing integrated, support services which encourage clients’ to rely upon effective and efficient assistance confident in the continuity of care and service provided by Blue Water Alliance USA. A full super yacht support service is offered throughout the US East Coast, Caribbean and Bahamas.

Blue Water Alliance USA is a member of Blue Water Alliance, known mainly as a Mediterranean agency consortium, with offices in Italy, Croatia, Montenegro, Greece and Turkey. Located in the heart of South Florida, in Fort Lauderdale at the Lauderdale Marine Center.

We offer services including berth reservations, provisions, banking transactions, bunkering, travel, freight handling , itinerary planning, courier arrangements, hotel and restaurant reservations.

Our expertise in Mediterranean Itinerary planning makes your cruise planning more effective with a point-of- reference now available here in the US. CONTACT Donna Bradbury Office: +954-355 4335 Cell: +954-895 8393 Email: usaftl@bluewateralliance.com

A Member of Blue Water Alliance

Join us for some low-key networking this month at the expanded offices of Kemplon Marine Engineering in Ft. Lauderdale. In the year since they hosted our networking event last year, Jeff Kemp and Colette O’Hanlon have added more staff and expanded into the warehouse bay next door.

Stop by for a visit and see what’s new in marine engineering. Find us at Kemplon’s place from 6-8 p.m. on the first Wednesday of October (Oct. 3) at 3200 S. Andrews Ave., Suite 103, in Ft. Lauderdale.

In the meantime, learn a little more about Kemplon from co-owner Colette O’Hanlon.

Q: Tell us about your business.

What does Kemplon Marine Engineering O’Hanlon do?

We offer comprehensive engineering services to the marine industry. Our services include machine shop capabilities, welding and fabrication, hydraulic repair, plumbing and pipefitting, mechanical, electrical, rigging, A/C refrigeration and laser alignment services. Our clients are predominantly yachts larger than 100 feet.

Q: You and Jeff are former yacht crew, right?

Yes, we are. We each worked on yachts for about seven years. We met when we were 30 years old and both wanted to stay on boats until we were 35. We had talked about starting a business together then.

The timeline for our plans accelerated when, one year later, the yacht we were working on sold. The owner was really good to the crew with regard to severance packages, so we decided that was the perfect time to come ashore and see if we could make the transition to a land-based career.

Q: You hosted one of our networking events last year when you first moved into your offices. How has your business changed since then?

We just introduced a new laser alignment service. This time last year we had three employees and now we have a team of eight.

Q: I hear you have taken over the warehouse bay next to you. Business must be good.

Yes, we’re in our third year of business and it has been really good.

We’ve been fortunate enough to gain repeat customers, maintain strong vendor relationships, and we have an efficient goal-oriented team of people working here.

Q: When we talked last year, one of the driving forces for your company was a desire to deliver a quality of service that some say Ft. Lauderdale lacks. Have you seen or sensed any change to the service market in the past year?

That’s a tough one. Not being crew anymore coupled with the fact that we don’t subcontract out any of our work makes it difficult for us to comment on service standards.

We have heard from other local businesses that the summer seasons have been getting busier and there hasn’t been the usual down time available in recent years. This was definitely the case for us this past summer.

Q: I’ve heard more than one person refer to Jeff Kemp, your partner and president of Kemplon Marine, as Jeff Kemplon.

Kemp It’s cool that he’s so tightly associated with the business. But to set the record straight, where does the name Kemplon come from?

Jeff ’s last name is Kemp and mine is O’Hanlon.

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October 2007

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TRITON SURVEY: Employment benefits

The Triton

Survey: Nothing ‘standard’ in terms of benefits

By Lucy Chabot Reed Graphics by Lawrence Hollyfield We started this survey on the suggestion of two captains actively seeking jobs. They weren’t sure what to ask for in terms of benefits or even what was considered standard.

They asked us to ask you.

Turns out, there is no standard when it comes to benefits. Benefits packages for megayacht captains are as varied as the vessels themselves. Toss in tenure and experience and the numbers get really interesting, in some cases having no correlation at all.

Take health insurance, for example.

Eighty percent of the 35 captains who took our survey reported that their vessels offer health insurance. (This benefit shows up in myriad forms,

including premiums fully paid, partially paid, or reimbursed.) The likelihood of a captain having this benefit increases the longer he is on the yacht (see graphic, page A14, bottom right) and the bigger the yacht (A14, bottom left).

Interestingly enough, newer captains and the serious veterans were more likely to have it than mid-career folks.

With time off, though, experience did play a part. Excepting the anomaly of one captain who received 13 glorious weeks off a year, the likelihood of a captain getting more time off correlated best with his tenure on the vessel (page A15, bottom right) but also with the length of his career (A15, top right). The size of the vessel didn’t seem to matter much (A15, bottom left).

Most vessels (80 percent) offered a continuing education benefit, but few

Is continuing education a benefit offered on your yacht?

No 8 Yes 27

(20 percent) offered retirement plans.

One interesting result was that for the yachts large enough to have crew, half of them offered the same benefits to crew members as were given to the captain. And benefits were offered to all crew, not just department heads, with some effective after the only

determining factor being longevity. And a fair number of vessels offered benefits immediately or after a short trial period of 30 days.

We recognize that 35 responses don’t provide earth-shattering statistics, but they are at least a start to understanding what some vessels offer their crew. Another guideline might be these comments from a few of the captains who responded.

Benefits will depend largely on the ownership structure, flag of the vessel, and where it operates. I have worked for three American owners, and benefits seemed to be tied more into their American company benefits, and not so much into the yachting industry. I think it would be unusual for an owner without a business to funnel things through to provide 401(k), life insurance, etc.

I would also say that the more offered in benefits probably means less in salary. This whole issue is far more complex than first meets the eye.

Is personal travel a benefit offered on your yacht?

Yes 13 No 22

I have been a yacht captain for over 30 years and have worked on sail, power and commercial vessels from 50 to more than 200 feet. I am licensed by the USCG and the MCA. I have had jobs from a few weeks to many years. I have found that benefits come in all shapes and sizes from zero to the full package with written contracts signed on both sides.

I don’t believe that there is a general consensus on benefits, nor do I think there should be. Most employment in this part of the industry is on a casual basis, even if that basis carries on for long periods of time. Pay rates for most professional crew are very generous and are more than enough to cover the expenses of what a reasonable person may think of as necessary, such as health insurance, personal travel, electronic toys, etc.

In the last 10 years, I have neither asked for nor expected health benefits, holiday pay or airfares. I pay my own way, having negotiated a pay rate to

See SURVEY, page A13

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TRITON SURVEY: Employment benefits

Time off, crew rotation should be considered SURVEY, from page A12 cover what I feel is necessary. I expect to be paid a flat rate on a daily basis with all expenses paid. The only item that I generally negotiate further is days off in lieu of extra days worked with cash or time given at an agreed time.

We are in an industry where responsibility is paramount and that should cover individual as well as collective responsibility.

Are crew benefits the same as the captain’s?

No 14

Yes 13

to the vessel (like a “real world” company) over time. I see in the job market today that captains and crew want it all right away. This includes an exaggerated salary and benefits from the start without proving your worth, which seems to work out fine for everyone in the stay-for-six-months, take-the-money-and-run group. I believe in basic benefits. You should earn extra perks for your service, not just because everyone else has them.

If he doesn’t push for them, he doesn’t get them, for himself or the crew.

With regulations’ ever-increasing scope, documented time off to relieve stress is a growing concern. A normal one month off and the accruement of days worked in a busy season or the set rotation of crew is something to be seriously considered.

I have often mentioned offering more benefits to department heads and have always found resistance from the ownership side, but I have never really been able to put a finger on why that is.

Anyone else have any answers to that?

Benefits are created by the captain.

From a captain with limited benefits: We’re extremely well compensated, well in excess of the range for the size boat we’re on. Bonuses are annual and larger than any friends we know, so this covers many (not all) of the issues.

All vessel owners want longevity from their captain and crew. Benefits become available through your service

As captain, I control all benefits packages. We have no input from the owners. Since no one is complaining, I must be doing something right.

The biggest benefit is having owners who are lifetime boaters and understand that happy crew are important in maintaining a satisfying yachting experience.

Comments on this survey are welcome at lucy@the-triton.com.

‘I see ... today that captains and crew want it all right away. This includes an exaggerated salary and benefits from the start without proving your worth.’

October 2007

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October 2007

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TRITON SURVEY: Employment benefits

The Triton

Which captains get health insurance?

Health insurance offered.

Health insurance offered (percentage) by length of career.

No 7

Yes 28

Under 10 years

Health insurance offered (percentage) by size of current yacht.

Under 100 feet

100119

120139

140159

160plus

10-19 years

20-29 years

30-plus years

Health insurance offered (percentage) by tenure on current yacht.

Under 3 years

3-5 years

6-8 years

9-plus years

The Triton

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October 2007

TRITON SURVEY: Employment benefits

A15

How much time off do they get?

Time off given.

Time off given (average number of weeks) by length of career.

13 8 weeks weeks

2 weeks

6 weeks 3 weeks

4 weeks

Under 10 years

Time off given (average number of weeks) by size of current yacht.

Under 100 feet

100119

120139

140159

160plus

10-19 years

20-29 years

30-plus years

Time off given (average number of weeks) by tenure on current yacht.

Under 3 years

3-5 years

6-8 years

9-plus years

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October 2007

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FROM THE BRIDGE: 10 Things list

The Triton

Owner gets dialed in on hiring captain

Want owner to trust you?

Earning that is your job

EDITOR’S NOTE: Here’s the letter from a longtime boater and new megayacht owner that inspired this month’s Bridge luncheon discussion. The owner’s name is being withheld upon request.

BRIDGE, from page A1 were two types of “trust”: implicit and eventual.

“Leave us alone or fire us,” said one captain from the implicit camp.

“The boat will be ready when you need it,” another said. “Stop ringing me.”

“I’m the CEO of a five-star, floating hotel. Leave me alone.”

A few captains sat quietly during this time, a bit aghast at the bluntness of the comments. Finally, one spoke up.

“You give that man whatever the hell he wants,” this captain said. “It’s his money. Sometimes you take it on the chin. That’s the business we’re in. There are some owners who want to put their fingers in the boats. You either work with them or you don’t.”

“I guess we have to deal with being puppets until we’ve been there five or 10 years and they can finally trust us,” another captain said.

Then there was a tip for captains.

“It’s your job to get them to trust you,” one captain said.

Most agreed that trust comes with time, and in the meantime, captains must decide if they want to be the one to teach the owner until they get there.

2. Ya gotta communicate Most captains express frustration when they are taken by surprise with events or requests, such as a subcontractor showing up for work

Attendees of The Triton’s October Bridge luncheon were, from left, Adam Lambert of M/Y Morgan Star, John Wampler (looking), Peter Aglinskas of M/Y Lady Rita, Brit Robinson of M/Y Arms Reach, Les Annan of M/Y Portofino (behind), Garry Schenck (looking), Scott Redlhammer (looking), Rob High of M/Y Mirage, Len Beck of M/Y Battered Bull, and PHOTO/LUCY REED Tim Straw. ordered by the owner, or that today is the day the owner wants to take his family on a trip.

Communication, they agreed, is vital to keeping crew prepared, which in turn means the boat is prepared. They want to provide service, they said, they just need to know what to expect.

And the tip for captains: “You have to think about this during your discovery so you meet all these things,” one captain said. “It’s not possible with every owner, but it’s our job to help open their eyes to everything. They see people enjoying their boats and to them, that’s what boating is.

“As their new captain, you’ve got to verbally prepare them for this experience, not overwhelm them with

communication.”

“Help them identify what they want” another captain said. “In the beginning, my boss wanted just two crew and said they would cook for themselves.

You don’t panic. After they were eating frozen lasagna, they got it. Now we have a five-star chef.”

3. Be available (or grant authority) “When I need something, I need to speak to the owner, not a handler and do the back-and-forth thing,” one captain said.

Most captains agreed that without full authority, they must have access to the owner. Often spending decisions must be made on the spot.

See BRIDGE, page A20

Dear Editor, I took your advice and placed a classified ad looking for a captain. You can’t believe the response that I have had. [The boat’s previous captain] interviewed about five of them, great friends down there interviewed two, and we interviewed three while in Ft. Lauderdale. Now we’re flying back down to interview who we hope will be our captain.

We have at least 50 resumes and I would say 10 of them could have done the job. I have talked to and e-mailed these captains extensively and have learned so much.

At least half have college educations, most are at least open-water certified scuba divers, many have cooking experience, lots of mechanical courses, and first aid. You just name it, they have done it. I have so much respect for these captains.

I hope we make the right decision. We are getting so confused. I’m learning that until you hire the captain and start working together, you won’t know for sure. I’m keeping my 10 favorite resumes, just in case.

I know we have lots to learn about this whole yachting business, but I look forward to it. Thank you again for all you do.

I think we need a publication for us clueless owners. Actually, I think we already do. It’s called The Triton.

A20

October 2007

FROM THE BRIDGE: 10 Things list

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The Triton

Expenses will keep coming because maintenance is key BRIDGE, from page A18 A few captains had no problem with a handler, mostly because they had a high level of authority (and trust) with the owner.

“I don’t talk to my boss about anything that goes on with my boat,” one captain said. “The owner has a right-hand guy and I work with him.

The boss never even knows it goes on. He knows how much money I’m spending, but that’s it. He trusts me.”

4. Let us run the boat “Don’t ask me what kind of radar should we get, because it doesn’t matter what I say,” one captain said. “He’s got an idea and that’s what he wants.

I don’t care, it’s his boat. It would be better to say ‘we need a new radar; here’s your budget.’”

“We work for the boss,” another said.

“If they want to know what’s going on, they can know. You have to get from him in the beginning what he expects from his boat.”

“The owner has the last card,” said a third. “He can always fire you, so all you can do is just do your job.”

And a little tip for captains: “You have to interview them as much as they interview you,” a captain said. “You have to qualify them in the interview.”

5. Boats cost money “That 10 percent number is not right,” a captain said of the timehonored tradition of expecting that a yacht costs 10 percent of its value to operate each year. “When a broker tells an owner it will cost 10 percent, they don’t include yard periods. Standard maintenance is key.”

After a bit of discussion, these captains agreed that 20 percent is a more realistic number.

6. Offer benefits These captains agreed that the industry needed some set of standard benefits, including health insurance, bonuses and time off (not just granted but actually allowed). But as our survey this month shows, benefits will vary widely with the program. (Read more about that on pages A12-15.)

7. Size matters “Don’t be disappointed when we tell you you can’t run an 80-foot boat with one person and expect it to look good and be ready when you want it,” a captain said. “Don’t believe the broker.”

“Owners of smaller boats are more realistic, less corporate,” another said.

So what’s the ideal size?

“Six to eight crew,” another said, only half joking.

It’s not the size of the boat that these

‘Itineraries should be fluid. We can make plans, but let’s make itineraries instead. It’s always ‘weather permitting’ and ‘time permitting’.

Let us decide if we can go to sea or not.’

— Bridge captain captains necessarily were concerned with, but rather the size of the crew.

That one extra person makes all the difference, not just in workload but in the captain and crew’s perception of the owner’s commitment to the boat.

“It really all depends on the owner,” a third replied. “A smaller boat may be attractive but so could 14 crew, if you had the owner’s ear when you need it.”

8. Set itineraries Many captains seemed to prefer a boat with a plan, and an owner who knows what they want to do and when.

“Tell me when you want to use the boat and how long you want to stay and we’ll be there,” one captain said.

When they don’t know, however, is when a captain’s experience comes in.

“When they say take me someplace, you have to ask, what kind of things do you like?” another said.

“Itineraries should be fluid,” a captain said. “We can make plans, but let’s make itineraries instead. It’s always ‘weather permitting’ and ‘time permitting’. Let us decide if we can go to sea or not.”

9. Let us hire crew “The captain hires the crew,” a captain said. “There has to be a chain of command.”

And a little tip for the captain: “Never tell the owner about an argument you had with the crew.”

10. The first year will be hard “The first year is a big year,” a captain said. “It’s a learning curve. With a new owner, the deciding factor in being a happy owner is who they have running the boat.”

“They should tell us what they want, and then let us do it,” another suggested.

And a little lesson for the captain: “It all comes down to personality,” a captain said. “You either click with the guy or you don’t.”

Comments on this story are welcome at lucy@the-triton.com. If you make your living working as a yacht captain, contact Editor Lucy Chabot Reed for an invitation to our monthly Bridge luncheon. Space is limited.

The Triton

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FROM THE FRONT: Another visa mishap

Non U.S.-crew members not a bunch of ‘illegal dissidents’ LESSON, from page A1 Why is there not a notation on all Customs and Border Protection computers stating that private yacht crew receive a B1 entry?

Foreign crew contribute substantially to the survival of the U.S. marine industry. We are not a bunch of illegal dissidents attempting to stay beneath the radar and dodge the law. We are hardworking individuals who would all like some finite laws by which to abide. And we need the help, protection and participation of U.S. Customs and Border Protection.

At the time of my initial research in early 2006, there were 14 miles of new yachts on order. Eighty-five percent of these were potentially foreign-flagged vessels.

Additionally, 75 percent or more of the boats larger than 100 feet at Ft Lauderdale’s five biggest marinas (Pier 66, Bahia Mar, Hall of Fame, Las Olas Marina and Sunrise Harbor) and three of the largest shipyards (Bradford Marine, Rolly Marine and Derecktor) were foreign-flagged vessels.

Ft. Lauderdale is the hub of yachting industry in the world and people do go there from all over the world to look for work on boats. More than one immigration officer has ventured to tell me – off the record, of course – that not enough is written on the subject of yacht crews, so all they can do is use their discretion and/or interpretation of the law in executing a decision pertaining to our admission. The actual immigration manual I obtained from a senator calls yacht crew a “gray area.”

This is not acceptable, and we yacht crew need to start a petition for change.

Ideally, a Y visa specifically for yacht crew could be the answer. It would have three categories: Y1, Y2 and Y3.

The Y1 visa would be for foreign crew members working aboard private U.S. vessels. In order to procure this visa, crew would need to provide proof of either a foreign bank account or that of the vessel. As many U.S. vessels do not go foreign for long periods of time, a timeframe for the crew member remaining in the States would need to be firmly established. A work permit and taxation might apply.

The Y2 visa would be for foreign crew members working aboard foreignflagged vessels. Proof of foreign bank accounts would be required and again, a clearly established timeframe that the vessel is permitted to remain in the States.

Taking the above criteria into consideration, I am proposing the Y Visa work in a similar way to the E1 and E2 visas, that is that they roll over automatically with each entry.

Generally speaking, yacht crew

are looking for permanence in their positions, so this visa could be for five or 10 years, given that the person remained on the same vessel. The Y visa could therefore be given with the following considerations: The roll-over factor could be conditional to the crew member remaining on the same vessel for a specific period of time – say five years. Or perhaps a certain amount of changes could be permitted in this time frame. If a crew member were however to leave a vessel and not be going directly to a new vessel, they revert to Y3 status.

There could be a further requirement that all foreign yacht crew additionally carry a seaman’s handbook and all changes in yachts/employers be listed there. It used to be a requirement that if foreign crew left a vessel in the States, they had to be brought to immigration and physically signed off the boat by the captain. I think it would be a good thing to reinstate this by law.

If they were not going directly to another position, the Y3 visa would kick in. That would give them a onemonth, land-based extension to find a new vessel. If they did not, they would be required to leave the country.

There could be is a sector attached to this visa to accommodate recording crew movement. Leaving a vessel without recording the move would constitute an automatic overstay situation and carry the same penalties for the crew member, the captain and the vessel.

A Y3 might also allow a crew member entry to find work. Again, it could be required that paperwork supporting this be in place – required marine certification such as STCWs, culinary certificates, licenses, etc. – and presented at the embassy at the time of the visa application.

The United States could follow the successful example of the British Virgin Islands in how they deal with yacht crew. Once it is ascertained which boat a crew member is employed on, the crew member is issued a work permit for that vessel for one year. It is renewable annually and the crew member pays the tax. If they do not enter the country on that vessel, they are not permitted entry. If the taxes are not up to date, they cannot renew the work permit. Simple.

We need to bring proactive change to this industry and the well-deserving group of individuals so crucial to its continued growth.

Alison M. Rese has worked on yachts for 23 years as a chef, stew, mate and captain. Comments about this story are welcome to editorial@the-triton.com.

Read next month for an update.

October 2007

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October 2007

THE TRTION’S MONACO PARTY

2007 MONACO YACHT SHOW

It starts in Monaco

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The Triton

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THE TRITON’S MONACO PARTY

2007 MONACO YACHT SHOW

October 2007

A23

Special thanks to these generous sponsors for making the party possible.

Think of them when you need these products and services, and let them know you appreciate their support of The Triton.

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ore than 500 captains, crew and industry professionals networked at The Triton’s fourth annual kick-off party at Stars n’ Bars in Monaco on Sept. 18, launching the 2007 Monaco Yacht Show with a blast. Even the mistral winds died down in time for everyone to enjoy the outdoors. For more photos, visit www.the-triton.com.

Photos By David Reed

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NEWS: S/Y Legacy

October 2007

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Stranded by Wilma, Legacy finally on her way back to sea

By Capt. Tom Serio After almost two years and several failed attempts, the S/Y Legacy is in the process of vacating her sandy surroundings.

Legacy is the 158-foot Perini Navi that Hurricane Wilma blew onto the sea grass beds of the Florida Keys National Marine Sanctuary off Key West in October 2005. Winds of 125 mph and an 8-foot surge pushed her port-side first nearly a mile through the grass, finally resting just a few dozen yards from deeper water.

Fifteen months ago, the decision was made to float her out via cofferdam (basically a pool built around the yacht so it can float, moved to one end, lowered, the pool rebuilt further down, and the process repeated), but the work to create the dam failed.

Now, it’s been decided to pull her out along the path she cut when she came in. The concern all along has been to minimize futher damage to the preserve (and likely minimize restitution expenses for the yacht’s owner to the sea grass).

Byrd Commercial Diving of Miami, specialists in marine salvage, is the contractor on site rigging up Legacy to pull her out. Not sideways, though; bow first.

The salvage team began by turning Legacy 90 degrees and pointing her in the right direction. As of press time, it had completed one pull, moving Legacy between 50 and 100 feet. Several people on site, all of whom are involved with the yacht or her recovery effort, asked that their names not be used, at least until the salvage is complete. The Triton is respecting their request.

To pull the more than 300-ton vessel out, a string of connected cables was run from the yacht to Byrd’s salvage vessel, the Helen B, anchored just outside the flats. Employing a series of blocks for optimum pulling leverage, the ship will put tension on the cables, while the sandy bottom is sucked out from in front of and around Legacy with a high-powered auger and pumping system.

The team has to go fairly deep because the keel, even when raised, produces an 11-foot draft (extended, the keel gives a 25-foot draft). The yacht is sitting in about 2 feet of water.

The sand is redirected via a return hose, which is buoyed by floats so it can be easily directed, to be deposited behind Legacy, filling in the void as the yacht inches toward deep water.

The cable is bridled from Legacy with attachment points on both forward sides of the hull, behind the anchor areas. A flat steel beam has been inserted through the hull and protrudes on both sides. Supporting plates have been welded to the steel hull sides where the beam exits, further supporting the area while dispersing

pulling forces. The cables are attached to the ends of the beam via shackles, then bridled to the main cable.

“She is a major vessel, built like a tank and strong,” said a captain knowledgable about the yacht. “As long as there is no buckling of the plates, she should be fine. She took a lot going in and is still together.”

This captain, who asked not to be identified, said he expects to see Legacy sail again.

“Legacy is an exceptionally well-built sailing yacht,” he said. “Even during sea trials, she was problem-free.”

With tension on the cables, sand and bottom removed from the path, and a series of anchors to help keep Legacy upright on her journey until she is floating freely, Byrd Commercial Diving estimated in early September that the effort will take three weeks or so, barring significant issues or weather.

A recent visit to the site showed operations continuing. The owner prefers the channel to be adequately dredged to minimize the pulling force on Legacy. With that, and the fact that this is a tidal area, may force efforts to take a bit longer than anticipated.

Once freed, Legacy will be shipped to Italy for repairs. Estimates for the replacement masts alone are about $6 million.

Delivered in 1995 from the Perini Navi Viareggio yard in Italy, Legacy was one of the five largest sailing ketches in the world. With a beam of 30 feet, her displacement tonnage is 387 (max.), thanks in part to the 46-ton keel and 11,000 gallons of fuel. Powered by twin 12V MTUs her range is about 4,000 nautical miles at 13 knots. Of course, hang her almost 10,650 feet of sails from the twin 120-foot masts, and she can sail anywhere.

Calls over several days to several staff members of the Florida

Keys National Marine Sanctuary headquarters office in Key West were not returned.

Having seen the yacht up close, it’s evident that Legacy is bruised, but she’s not broken. After a refinishing, she should most certainly see the yachting activities she was meant for.

By day, Capt. Tom Serio is the director of disaster management for a major retailer in South Florida. By weekend, he is a licensed skipper, lover of all things nautical, and a freelance writer and photographer for The Triton.

Comments on this story are welcome at editorial@the-triton.com.

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October 2007

PHOTO GALLERY

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Triton Spotters

John Giraldo on the M/Y Lady Sylvia takes a break at the yacht’s summer home at North Cove Marina in New York. Giraldo is also a member of the PHOTO/TIM MILLER Manhattan Sailing Club, which runs out of North Cove.

Capt. Fred Hammond pauses in front of Radio City Music Hall to take in a little yachting culture with his Triton in September. He and his wife, Julianne, had just seen Tony Bennett’s concert there.

Frequent Triton contributor Capt. David Hare took a break from his dive training in September to visit San Francisco, his Triton in hand, of course.

Chef Hal Manly of M/Y Lady Wanda V, an 85-foot Tarab from Argentina, gets his first glimpse of The Triton during YachtFest in San Diego. Hal, buddy, you need to get out more. (Hope you liked it.)

PHOTO/LUCY CHABOT REED

Where have you and your Triton been lately?

Send photos to lucy@the-triton.com.

If we print yours, you get a T-shirt.

The crew of the 110-foot Delta M/Y Intrepid took a day trip from Chelsea Piers in New York City to the U.S. Open tennis tournament.

After each match victory, the winner signs a tennis ball or two and blasts them into the crowd.

Intrepid Chef Sylvie Staboli, above, caught one of Venus Williams’ game balls. Williams lost in the semifinals to Justine Henin, the Belgian who went on to win.

Afterward, Capt. Chris Berg checks out the sights of the city.

PHOTOS COURTESY OF CAPT. CHRIS BERG

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PHOTO GALLERY

October 2007

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San Diego’s YachtFest With more than 40 yachts – 31 of them 70 feet and larger – the 8th annual YachtFest in San Diego was a congenial meeting of boats, brokers and buyers (plus a few

media folks like us). Future Shock, the full-day seminar held the day before the show began, pulled together a group of industry professionals who offered lots of

good information, including lawyer Erin Ackor of Moore & Company and Lt. Omar Vazquez of the U.S. Coast Guard. The weather was grand (you won’t feel cool air like

that in Lauderdale this month) but the red carpet on the docks just made us miss Monaco. (Watch for stories about the seminar in next PHOTOS/LUCY REED month’s issue).

Capt. Russ Grandinetti and Robin Smith of The Crew Network mingle with David Fraser, the patriarch of Fraser Yachts Worldwide, at the opening night party, sponsored by Platypus Marine.

Capt. Charlie Howard, Chef Sarah Renko and First Mate Bruce Matheison of the 95-foot S/Y Sorcerer II have been sailing the world’s oceans with this yacht’s owner, the geneticist who mapped the human genome. His latest project maps the DNA of microbes from seawater.

In the past year, this crew has been in Florida, Virginia, Maine, Bermuda, Panama, Costa Rica, up to Alaska and back. Before that, Capt. Howard completing a two-year circumnavigation with the owner and scientists.

“He likes to do passages,” Capt. Howard said. Imagine.

“The big picture is pretty cool,” he said.“The science aspect makes it more interesting, instead of it being just some rich guy’s toy, serving him drinks and cleaning up after him.”

Though they won’t talk about the science, Capt. Howard did say the owner is proud of the vessel. I’m sure he’s proud of her crew, too.(Read more about the science at www.sorcerer2expedition.org.)

Capt. Dan and Mate Mar Dinsmore of M/Y Blitzen, an 85-foot Broward, just finished a three-year cruise mapping every island off the U.S. Pacific Coast, more than 270 of them. The owner is an avid birder and donated the use of his yacht and crew to his Farallon Island Foundation, which works to preserve and acquire uninhabited islands for preservation as bird sanctuaries.

Chef Tim Filgate, left, and deckhand Ryker Uvila put new zincs on the 107-foot Christensen M/Y Kingfish at Platypus Marine in Washington.

PHOTO/SUNNY HANLEY

The crew of the 130-foot Westport M/Y Azucar – from left, Stewardess Stefanie Davidson, Capt. Dan Davidson, deckhand Alex Ross and Chef Megan Carolan – prep at Bahia Mar for a trip to Cat Cay. PHOTO/TOM SERIO

It’s time to dig out a hat and join us at

The Triton’s fourth annual Boat Show Kick-Off Party.

Wednesday, Oct. 17 6-9 p.m.

Bimini Boatyard on 17th Street Industry businesses have teamed up with us to make this the most fun event of the Ft. Lauderdale boat show season.

Wear a hat and you’re automatically registered to win fabulous prizes, including travel vouchers, gift certificates, fun personal electronic devices and more.

No RSVP necessary but register online at www.the-triton.com and bring your Triton Point of Access card (or bar code printout) with you to skip the check-in line.

Hats off to our sponsors:

Alexseal Yacht Coatings • Bellingham Marine Crew4Crew • Global Yacht Fuel Linkscape Internet Services • Lunenburg Shipyard MariTech Services • Maritime Professional Training MHG Marine Benefits • On Call International

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WRITE TO BE HEARD

Foreign-flagged vessel, crew can’t cross from Cuba to the U.S.? Show us where it’s written If you can find for me – in writing with the U.S. Treasury Department or somewhere in Washington – proof that it is illegal, not allowed or even not advised for a non-U.S.-flagged yacht with non-U.S. personnel onboard to leave U.S. waters (Key West) directly for Havana (Marina Hemingway) and return to the same departure port, reporting in as required to the 800 number, then I will present you with a bottle of champagne at the Monaco Yacht Show.

The Customs and Border Protection guys I contacted produced a document applicable to U.S.-flagged boats and U.S. residents only. A week’s worth of phone calls to Washington received no call backs. I look to your superior connections to find this document, which I’m sure must exist.

We were threatened with dire straits the next time we considered doing the direct route, but when confronted with the fact that nowhere was it in writing, they became overbearing and unpleasant.

I should add that upon arrival back in Key West, with the required phone call made to CBP, we were all ordered to report to the customs house, owners included, with all purchases

It was embarrassing to watch the offcials attempting to find some excuse to zap us with a fine ... no paperwork could be produced to back up a verbal admonishment. made in Cuba, the yacht’s paperwork and passports. No visit was made onboard; apparently they don’t do this anymore(?).

The purchases consisted of a few bottles of cheap rum and wine, a few cigars, and some small gifts and souvenirs of a harmless nature. The latter we were permitted to keep (big deal), but the rest were confiscated, with a receipt.

There was clearly no precedent for this and they were caught wrongfooted.

It was embarrassing to watch the officials attempting to find some excuse to zap us with a fine or other deterrent, but as I say, no paperwork could be produced to back up a verbal admonishment as none of us were U.S. citizens. (The yacht’s owner is English,

his wife is German, the crew all from South Africa with B1/B2 in-date visas.)

Where paperwork, passports and visas are all in order and correct entry procedures have been followed, it’s seriously out of order for U.S. maritime officials or homeland security officials to treat owners and crew of foreignflagged pleasure vessels with suspicion, arrogance and insinuation of potential criminal activity, especially where there are no written rulings applicable.

But it should also be taken in context. U.S. paranoia over Cuba and outdated Cold War communism is hopelessly misunderstood and unjustified these days, as is the counter-productive embargo used by the Castro regime as an excuse for their own economic failures.

Still, you’d have thought that Key West customs would have gotten its act together by now, being only 90 miles away.

Graham St. George Press Officer Professional Yachtsmen’s Association EDITOR’S NOTE: The Triton has not been able to locate such a document, but welcomes guidance on where to find it.

October 2007

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October 2007

WRITE TO BE HEARD

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The Triton

Your crew can handle a drink? Want to bet your career?

By Capt. Charlie Kiss When I was captain of a fishing yacht in the Bahamas in 1998, I had to replace the mate. A new mate was referred to me and arrived the next afternoon. After placing his personal items on board, the first thing the new mate asked was where he could get a greasy hamburger.

Hangover relief? Maybe, but it did not occur to me at the time. That night he stayed out so late that I thought he was AWOL when I looked in his bunk the following morning. He chose to sleep in the enclosed bridge for fear of waking me up after partying the night before. Needless to say, this new individual was not a performer during the day due to his excessive drinking the night before.

The consequences of using alcohol and not being alert in a fishing cockpit can be and has been fatal in a few situations. This man’s use of alcohol created a liability not only to himself, but to others on board as well. I terminated him, only to be approached by another captain a month later at a different island stating that he, too, hired and fired the same mate for identical reasons just after I did.

The abuse of alcohol on board any professionally crewed yacht is a liability to not only owners, guests and crew

may ever have. The part that is not members, but to a captain’s career as a taught or embedded into these new professional mariner. I applaud those recruits is the widespread use of illegal captains who have a no-alcohol policy drugs, prescription drugs and alcohol in effect and challenge those who do prevalent in our industry, and how it not yet incorporate one. can negatively impact their careers.

The position I take regarding the The yachting industry is a use of alcohol on professionally crewed professional career for many of us, and yachts is clearly stated in my current we have to demand that it be treated crew policy: that way by those just entering it.

The possession, consumption and A captain is not only the person use of alcoholic beverages while aboard who guides the yacht from point A to the vessel are prohibited. While in the B, but more importantly, the person service of the vessel, intoxication will who guides the crew not be tolerated. A Sometimes abuse the entire time they 12-hour rule of nonare under his or her consumption is in place isn’t easy to see. It when returning to duty doesn’t always come command. It is up to captains – not owners from shore-side leave. during wind-down – to take the lead in I find myself time and captains establishing what bridging the gap in behaviors are to be experience from the must be diligent. expected and how crews of yesterday to responsibilities are to the new faces working be accounted for. the docks today. The industry has I have always said to my fellow crew, moved from being predominantly “Follow my lead.” Without proper owner/operators with a hired hand on direction, crew will exercise what 50-foot yachts to being one that seeks career-minded individuals who identify they know best. Unfortunately, when it comes to winding down, that often themselves as professionals to serve means drinking alcohol. aboard floating mini hotels.

Sometimes, however, abuse isn’t easy Today, schools are packed with to see. It doesn’t always come during students with little to no experience at wind-down time and captains must be all. Upon receipt of their credentials, diligent. they embark into an industry that is In early 2001, as we cruised the unlike any shore-based position they

Caribbean, a crew member kept a plastic mixer bottle filled with vodka under the galley sink. This individual would feed his drinking habit by preparing extravagant meals for other yacht crew and marina personnel in return for drinks. My crew often had to prepare meals for themselves because the drunk was too busy feeding his habit.

You must be wondering where I was to allow this to happen. In this case, I was on leave; another time, I chose to give the crew member the benefit of the doubt. Either way, I was duped and taken advantage of. It does not take long for an abuser to show his or her true colors, but in the meantime, this person is a liability to all on board.

Prior to the vodka-under-the-sink incident, I had no firm written policy in effect for all who serve aboard the yacht. A policy has since been drafted and approved by an admiralty attorney for all future crew to read and sign prior to beginning service. If more yachts did the same, we could together raise the level of professionalism and safety in our industry.

Capt. Charlie Kiss operates and manages the 130-foot Westport M/Y Constellation and the 86-foot Hatteras M/Y Migration. Comments on this essay are welcome at captseakiss@aol.com.

The Triton

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October 2007

WRITE TO BE HEARD

A31

Yacht benefits can’t match those on commercial vessels I would love to work again on a private yacht, but with a work schedule on a commercial dive vessel of 28 days on and 14 days off, full coverage of benefits including 401(k), health, dental, short- and long-term disability and life insurance, along with an extremely high compensation package that allows for a personal life off the vessel, it’s hard to imagine that I’ll ever find the right yacht to work for.

I have talked with many captains and many of them are tired of fighting for dollars just to maintain the owner’s investment or for crew or even for themselves, as well as the tiresome struggle for time off that people in normal jobs get. These captains and engineers are willing to look at a commercial job just to have their lives back.

With all the international requirements that govern a vessel

and its operation, many Why are so few their livelihoods due to owner’s request. The owners don’t understand yachts providing an owner gets a slap on the that this responsibility wrist, and it’s off to their falls on the one who holds benefits? Why a license (either MCA or don’t they offer next yacht.

This is not, however USCG) and the insurance the highest how they run their companies. So many compensation to businesses. In reality, owners feel it is their their captain is much the decision how to govern their crews? same as their business the vessel, despite the fact manager, except in the that they have no formal business environment you don’t find training or a license to protect.

Prior to getting into the commercial owners looking for the cheapest person to put in the helm of their company, field eight months ago, a yacht but rather the most qualified and owner presented me with a 10-page experienced. employment contract that stated, in So to ask these questions regarding essence, that his word was the only benefits is good, but why don’t we ask word on the vessel. This owner was owners to support the industry that unwilling to understand the higher takes care of them? Most successful authority that captains and crew must owners will tell you that having good conform to: U.S. and international people around you makes a successful maritime law. One only has to look at work environment. So why are so few the number of captains who have lost

yachts providing benefits? Why don’t they offer the highest compensation to their crews?

The industry has many qualified people who work hard and it is difficult to understand why owners don’t provide quality compensation along with a rotation to allow for time off and a life.

Perhaps some standard should be set that would make that mandatory.

Of the captains and crew I have spoken to over the six years before getting out, many complained of poor compensation, long work hours, and little or no time off or even the opportunity to go home for a holiday.

I enjoy the work and articles that the Triton puts out monthly and feel that you now have a greater ability to influence the industry more than ever.

Capt. Robert P. Zavisza 1600/3000 ITC Ocean Master

disclose the amount to the captain; it is the business of the booking broker to handle as part of her relationship with the client.

Terry Hines Fraser Yachts Worldwide

Please let captains and crew know they can reach me at donna@ yachtcrew.com or toll free at 1-888367-2739.

Donna MacPhail Palm Beach Yachts

Quote from seminar not quite the whole story I was misquoted in the September 2007 issue of The Triton regarding the recent FYBA Charter Seminar and I would like to restate my comments for publication.

Gratuities are expected by crew but are not a mandatory cost to the charterer. Some crew feel that owners don’t pay enough and, therefore, such crew members consider gratuities part of the salary which thinking is incorrect.

Charter manager and charter brokers encourage crew placement agencies to be clear on this issue when speaking to both owners and prospective crew of charter yachts.

Gratuity is a gift.

If a broker has received a gratuity in advance pending disbursement at the end of the charter period it is not the place of the charter manager to

As we all know, the yachting industry continues to grow and expand, and over the years it has been moving north of Ft. Lauderdale and Broward County.

Palm Beach Yachts International located in West Palm Beach, Fla., would like to canvas the following question to Production Manager Patty Weinert, patty@the-triton.com Advertising Sales sales@the-triton.com

Publisher David Reed, david@the-triton.com Editor Lucy Chabot Reed, lucy@the-triton.com Business Manager Peg Garvia Soffen, peg@the-triton.com

Executive Assistant Julie Lynn Graphic Designer Christine Abbott, sales@the-triton.com Abbott Designs

captains and crew alike who may live, be based on a yacht or frequent the northern Palm Beaches, Martin and St. Lucie counties and northward.

Do you think that crew training is needed or would you use such courses in the West Palm Beach area?

If yes, what courses exactly would you like to see offered in the area?

What other service would you benefit from that is not presently in the West Palm Beach area?

Palm Beach Yachts offers yacht brokerage, charters, management and crew placement.

Contributing Editor Lawrence Hollyfield Contributors Carol Bareuther, Capt. Chris Berg, Ian Biles, John Burt, Mark Cline, Mark Darley, Jake DesVergers, Hannah Dissman, John Freeman, Capt. David Gaskins, Don Grimme, Amanda Hacking, Sue Hacking, Sunny Hanley, Capt. David Hare, Jack Horkheimer, Chef Mary Beth Lawton Johnson, Capt. Charlie Kiss, Donna Mergenhagen, Joe Newman, Willem Peetoom Chief Stew Jodi H. Petty, Steve Pica, Becky Ramotowski, Chef Alison Rese, Rossmare Intl., James Schot, Capt. Tom Serio, Eng. Dean Vaughan, Capt. John Wampler

I enjoyed Belinda Tew’s piece in the September Triton [“When crewing wasn’t all about money,” page C1]. I wish placement agents could instill that sentiment in every prospective crew member that walks in their door.

Capt. Mark A. Howard M/Y Huntress Vol. 4, No. 7.

The Triton is a free, monthly newspaper owned

by Triton Publishing Group Inc. Copyright 2007 Triton Publishing Group Inc. All rights reserved.

Contact us at: Mailing address: 757 S.E. 17th St., #1119 Visit us at: 111B S. W. 23rd St. Ft. Lauderdale, FL 33315 (954) 525-0029; FAX (954) 525-9676 www.the-triton.com

Tugs, cranes and a safe transport

Is it a safety hazard?

Yacht Path International gets high marks for diligence, creativity and vessel care by completing the arduous task of transporting M/V Thunder from Ft. Lauderdale to San Diego.

The ubiquitous radar, belting out pulse after pulse of radiation, has some people worried, but the World Health Organization says not to worry.

B2

Section B

B9

www.the-triton.com

Two 20-year-old Sterling megayachts were being refit in South Florida in September. But the similarities end there.

On Feb. 1, the 138-foot M/Y Maverick II, the former M/Y Ice Bear, tucked into Derecktor’s in Dania Beach for a quick eight-week safety upgrade. Six months later, she was finishing an ABS 5-year survey, a W4 on her engines, and some significantbut-forced-upon her cosmetic improvements.

The 147-foot M/Y Triumphant Lady pulled into Merrill Stevens in Miami last summer fully expecting an 18month rebuild that had her gutted to the hull. Fourteen months into it, her crew can finally see outlines of the

new Lady.

For Maverick II, project manager Len Bilton of Savannah was hired to manage the job. Since Day 1, he has overseen an orchestra of subcontractors that, in the beginning, they didn’t know they would need.

For Triumphant Lady, Capt. Dale Smith represents the owner and works directly with the full-service yard’s staff and dedicated subs. It was his redesign of the aft decks that inspired the rebuild that began on July 18, 2006, and is still estimated to wrap up in mid-January 2008.

Maverick II

When she pulled into the yard in late winter this year, Maverick II’s new owner had a summer cruise in mind.

But as these things so often happen,

B11

Criminalizing accidents is a terrible trend

Capt. Bill McGrory is hands-on with the Maverick II project.

Maverick II and Triumphant Lady get new life in South Florida

By Lucy Chabot Reed

Even the lowly six of clubs hits just the right spot in a Triton fund raiser that donated all proceeds to Kids In Distress.

October 2007

A tale of two refits

The work on the Triumphant Lady, overseen by Capt. Dale Smith, should wrap PHOTOS/LUCY CHABOT REED up in January.

Every card a winner

one thing in the yard led to another and it would be eight months before she was ready for a sea trial and her future.

Built in 1988, the yacht needed some safety upgrades for its five-year ABS survey (estimated cost $700,000).

What she got was an unexpected refit when several critical safety features were too hidden to inspect and upgrade easily. (Estimated cost now is about $4 million.)

A few scuppers had to be replaced, but ABS wanted all 19 inspected, and they weren’t easy to get to. In a few cases, bathtubs had to be removed.

Since they couldn’t fit up the stairs, they were cut in half to get out. They were replaced with showers and all

See REFIT, page B15

It happens. Be it a big accident or a little accident, it happens. It is nothing new to our industry.

The history of accidents at sea transgresses to the first vessel that took to the water. Those familiar with the evolution of safety at sea since the industrial Rules of the Road revolution know that the majority Jake DesVergers of rules and regulations we have today are a direct result of accidents.

Unfortunately, most regulations are the result of a specific incident versus a proactive initiative. Blame it on human nature, but the old saying holds true: if it ain’t broke, don’t fix it.

In theory, rules development lets us operate the most technically advanced and safest vessels on the water.

A terrible trend starting to become more common is the criminalization of accidents. It has really taken a strong drive by governments the past 10 years.

The move appears to have begun in 1999 with the accident involving the oil tanker Erika. In that situation, the ship broke in two off the coast of Brittany, France, while carrying about 30,000 metric tons of heavy fuel oil.

Of that amount, about 19,800 tons were spilled. Immediately following the rescue of crew, the French government arrested the captain on criminal charges. It was only earlier this year, in 2007, that the owner, the captain, and classification society were taken to

See RULES, page B18

B October 2007 SERVICE REVIEW: Captain’s Call

www.the-triton.com

The Triton

Hurdles? Sure. But Yacht Path cleared them all After sitting at Sunrise Harbor Marina for 18 months trying to sell M/V Thunder, a 70-foot Delta expedition-style yacht, it came as no surprise when the owner announced that it was time to get Thunder back to the Pacific coast, the environment she was designed for.

Since the submerge-emergeand-haul-’em boys Captain’s Call were booked for David Hare several months, I began shopping the market to ship the yacht another way.

Neal Esterly of Fraser Yachts in San Diego has had repeat success with Yacht Path International of Palm Beach Gardens. Since Esterly was the new listing broker, Yacht Path became the point company for shipping Thunder to Easterly’s dock on Shelter Island.

The day before the scheduled lift of Thunder onto the mother ship’s deck, I phoned Dennis Cummings, one of Yacht Path’s three sibling owners.

“Hey Dennis,” I said. “I am surprised I have not heard from anyone within your organization as to Thunder’s statistics.”

The M/V Thunder, in mid-offload, supported by two cranes. PHOTOS/DAVID HARE “No worries,” he assured me. “We got it all from the broker.”

Uh-huh.

“You know that Thunder weighs 118 tons in the slings,” I pointed out. I just wanted to be sure because other companies I had called before Yacht Path always seemed to care about that little bit of data.

“No, she doesn’t,” he said. “She’s 56

tons. The broker told me so.”

That set the relationship off to an interesting start between Yacht Path and me. I showed up dutifully to witness that first ship never being able to lift Thunder. I waited five more weeks for a bulk grain carrier named Antares to arrive from the Med. Her cranes were not able to lift Thunder either.

Kevin Cummings orchestrated the loading of Thunder flawlessly.

The Cummings family, determined to honor its contract to deliver Thunder to as near to San Diego as possible, came up with a unique solution. Two shore-side cranes were hired to lift Thunder about 50 feet. Two of Ft. Lauderdale’s largest tugs were hired to move Antares from her berth to a

See CALL, page B4

B October 2007 SERVICE REVIEW: Captain’s Call

Antares’ chief engineer gives the white boat boys a tour of the tall engine room. From left, Thunder’s Mate Brad Morford, Capt./Eng. Michael Holliday, and delivery Eng. Joel Antoinette.

PHOTO/DAVID HARE

www.the-triton.com

The Triton

Manzanillo: Fits, starts and a 24/7 showing of the film ‘10’ CALL, from page B2 position alongside the dock where the cranes had Thunder suspended in the air.

Then, very gently working in unison, the crane drivers lowered Thunder onto the deck of Antares. The sixhour, happily uneventful process was handled by Kevin Cummings, a man of the highest standards and work ethic of ultra precision. His orchestration of the loading of Thunder onto Antares was

flawless.

Antares was off through the Panama Canal with scheduled drop-off points in Golfito, Costa Rica; Manzanillo, Mexico, and Ensenada.

Unfortunately, there are no shoreside cranes in Ensenada that could handle Thunder, so we unloaded in Manzanillo. I assembled my team of Michael Holliday, a colorful San Diego captain/engineer, and Thunder’s Mate Brad Morford and we flew to Manzanillo to take Thunder up the Baja to San Diego.

Our stay in Manzanillo awaiting Antares was restful. The only marina available is at the Las Hadas hotel, famous for the filming of “10,” Bo Derrick’s bathing suit movie of yesteryear. Eerily, the hotel plays the movie 24/7 on one of the six channels in the room. This place is totally frozen in time.

Gabrielle Ramos is Yacht Path’s agent in Manzanillo. Her bilingual skills made working with the agency painless, but she is new to the game so other issues must sort themselves out in time. She phoned Saturday and said we would unload at 3 p.m. Sunday.

At 8:15 a.m. Sunday after the crew had breakfast and broke up to head in various directions for morning exercise routines, I got the call that Thunder was being launched and that we should head straight for the port.

After feverishly getting the hotel staff to start a grid search pattern for my crew, we rounded up the lads and headed excitedly for the port … only to stand around for five hours and then be told at 4 p.m. that the cranes would not be available. We were to return the next morning at 9.

OK. I can be patient and understanding. How about a tour of Antares’ engine room? The captain and chief engineer of Antares, both from the Philippines, were pleased that we were interested in their ship. The old girl has a BMW nine-cylinder engine with a piston throw of 1.9 meters. This is one tall engine.

The tour provided us with a lot of respect for what these guys have to tolerate in their work and living arrangements. We quietly thanked the White Boat Gods over dinner that night for our white boat universe.

After a good night’s sleep and the breakfast routine, my cell phone rang at 7:20 a.m. It was Oliver, Yacht Path’s British unloading engineer (also of the highest caliber) saying that the crane slings were in place, they were ahead of schedule and ready to launch, and where were we?

Again, we raced the 10 miles back to the port, only to find that a solenoid on

See CALL, page B5

The Triton

www.the-triton.com

SERVICE REVIEW: Captain’s Call

Bottom line is a good one: Thunder arrives undamaged CALL, from page B4

1,000 gallons of diesel, our frozen mahi mahi and fresh goodies, and then our one of the cranes had burned out and immigration and customs clearance. a spare was being installed. By 10 a.m., By 4 p.m. the day of the unloading, we Thunder was lifted off Antares and were blissfully at sea. the same cycle was repeated as in Fort The Yacht Path experience was Lauderdale: two tugs multi-dimensional.

I had to bring a very held Antares off the The company’s dead ship back to life dock while Thunder entire team rose to was gently dropped each challenge. The in several minutes into the water between Cummings family, due to the tugs the dock and Antares including sister holding Antares off – two crane drivers Colleen, was very working in harmony. the dock. The crew and accommodating No pressure here and, in the end, I had rehearsed the as I had to bring a Thunder was procedure several times delivered to very dead ship back to life in several Manzanillo without verbally so within a minutes due to the any damage. couple of minutes, we tugs holding Antares Seamless it was off the dock. The crew had Thunder purring not. Cerebrally and I had rehearsed along in reverse. challenging, it was. the procedure several But that’s exactly times verbally so within a couple of how I like it. minutes, we had Thunder purring along in reverse to get out of the way of Capt. David Hare bid farewell to M/V Antares redocking.

Thunder in August and has been in We headed to the port captain’s school getting certified as a dive master. dock where we were given a safety He is interviewing deserving owners clearance to head to San Diego. The for his next adventure. Contact him at next step was Las Hadas marina to load david@hare.com.

October 2007

B

Today’s fuel prices

One year ago

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

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Sept. 11, 2006

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 628/641 Savannah, Ga. 623/NA Newport, R.I. 688/NA Caribbean St. Thomas, USVI 765/NA St. Maarten 702/NA Antigua 746/NA North Atlantic Bermuda (St. George’s) 853/NA Cape Verde 612/NA Azores 628/1,190 Canary Islands 621/765 Mediterranean Gibraltar 611/NA Barcelona, Spain 710/1,298 Palma de Mallorca, Spain NA/1,328 Antibes, France 707/1,536 San Remo, Italy 809/1,663 Naples, Italy 784/1,614 Venice, Italy 768/1,527 Corfu, Greece 700/1,485 Piraeus, Greece 660/1,408 Istanbul, Turkey 666/NA Malta 626/NA Bizerte, Tunisia 632/NA Tunis, Tunisia 628/NA Oceania Auckland, New Zealand 677/NA Sydney, Australia 694/NA Fiji 686/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 569/608 Savannah, Ga. 535/NA Newport, R.I. 605/NA Caribbean St. Thomas, USVI 794/NA St. Maarten 761/NA Antigua 701/NA North Atlantic Bermuda (St. George’s) 845/NA Cape Verde NA/NA Azores 653/NA Canary Islands 581/712 Mediterranean Gibraltar 576/NA Barcelona, Spain 542/1,301 Palma de Mallorca, Spain NA/1,274 Antibes, France 628/1,383 San Remo, Italy 715/1,593 Naples, Italy 610/1,588 Venice, Italy 715/1,591 Corfu, Greece 880/1,365 Piraeus, Greece 781/1,250 Istanbul, Turkey 582/1,381 Malta 567/NA Tunis, Tunisia 580/NA Oceania Auckland, New Zealand 640/NA Sydney, Australia 656/NA Fiji 695/NA

*When available according to customs.

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Regulatory Compliance (4) Repair and Maintenance (18) Restaurants (3) Rigging (1) Safety Equipment (2) Satellite Communication (10) Schools (3) SCUBA shops and equipment (5) Security Services and Systems (21) Shipyards (43) Shore Power Systems (2) Sign Supplier (4) Spares and Suppliers (1) Stabilizers/Bow Thrusters (2) Stainless Steel Components (2) Storage (1) Supplies New or Used (3) Surf Shops (1) Surveyors (9) System Integrators (2) Teak Lumber and Decking (3) Tenders or Inflatables (14) Tools (1) Towing, marine (8) Translators (1)

The Boathouse of

Port Royale Yacht Harbor Ron Marrone 1-954-494-9942 marroner@bellsouth.net

hammockbeach.com

Sebastian Inlet

Sebastian Inlet Marina @ Hiram’s

West Coast USA San Francisco Pier 38 Carl Ernst

please visit www.thecaptainsmate.com for the complete list.

Terminal

Elliott Bay Marina Doug Hicks +1 206-285-4817 elliottbaymarina.net info@elliotbaymarina.net

Western Caribbean Colon Shelter Bay Marina Bruce Winship 011 507 433 3581 shelterbaymarina.com cruising_with_chewbacca@ yahoo.com

Oceania Australia Auckland

Viaduct Harbour Marina Rachel Douglas +1 640-937-55200 rachel.douglas@ aucklandcity.govt.nz

B October 2007 TECHNOLOGY BRIEFS

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BFA Marine recalls life rafts BFA Marine has identified some failures of overpressurization valves on leisure life rafts (Models: Atlantic, Pacific, Baltic and BFA/XM Offshore) manufactured between 1997-2006. If both valves of the two independent compartments would happen to fail simultaneously, the life raft will sink.

“It is imperative that owners of the identified BFA leisure life rafts immediately return their rafts to the nearest BFA-approved service station in order for the overpressurization valves to be inspected and potentially replaced,” the company announced in a statement.

For more information, visit www.bfamarine.com.

KVH TracPhone V7.

The first fully integrated maritime VSAT system, the TracPhone V7 combines innovative and revolutionary technology, including rugged, fully stabilized antenna technology from KVH Industries, SES AMERICOM’s powerful satellite network, and groundbreaking spread spectrum technology from ViaSat.

Radio Holland in refit

Linkscape, a VSAT satellite internet provider exclusive to the maritime market, has added a new spot beam to its Typhoon Ku Band VSAT service that provides the most robust satellite coverage of the Caribbean available.

The coverage centers on the Windward and Leeward islands, providing a 52.6dB EIRP signal strength over the entire island chain including Sint Maarten. Complete coverage extends from the center of the Gulf of Mexico to more than 400 miles east of Barbados into the Atlantic. For more information, visit www.linkscape.net.

Deep Ocean Expeditions provides the scientific community platforms for research expeditions world-wide.

M/V Alucia is the smallest of DOE’s three research vessels and is undergoing a major refit in Seattle.

The 183foot Alucia was built as a heavy lift ship and launch/ recovery platform for diving and submersible operations. She is one of four submersibles in the world capable of diving 1,000 meters.

The vessel will be commissioned later this year and will begin a series of Pacific expeditions, the first of which is with the Discovery Channel to film live footage of the Humboldt squid.

Mackay offers KVH’s TracPhone V7

Floating pump-out station created

Linkscape expands VSAT

KVH Industries announced in September that Mackay Communications will begin offering the new KVH TracPhone V7 with mini-VSAT Broadband service as its exclusive maritime VSAT (very small aperture terminal) solution.

The service uses spread spectrum technology to offer data reception rates as fast as 2 Mbps and transmission rates as fast as 512 Kbps via the 24-inch

Maine-based Harbor Technologies, a provider of composite solutions, has used a Clean Vessel Act grant to create a portable, floating marine pump-out station from composite materials. The station is high capacity and costs less than traditional fixed facilities, which will enable more marinas to add what has been a scarce resource for boaters.

For more information, call 207-7254878, or visit www.harbortech.us.

The Triton

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FEATURE: Radar safety

October 2007

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Is that radar turned off?

Although some people have health and safety concerns, the the World Health Organization says EMF exposure falls well below the standards set for human safety.

By Joe Newman Catherine Topel thinks about it every time she’s sitting in a marina and someone pulls in with their radar on.

You can’t see it, feel it or hear it but that radar is emitting pulses of radiation. Topel, who with her husband crews the 80-foot M/Y Cabaret, can’t help but wonder if she and everyone else in the close quarters of the marina should worry.

“There are just a lot of unanswered questions,” said Topel, who would like to see boaters observe the courtesy of turning their radar off when entering a marina. “Why take a risk?”

For Topel, the concern is with the electromagnetic fields, also known as EMFs. Over the years, there have been plenty of questions about the potential health hazards of EMFs, which are emitted from everything from power lines and radio towers to household electrical appliances and cell phones.

But despite years of research there is still no scientific consensus on how much exposure to EMFs is too much and whether continuous exposure can lead to illnesses such as cancer, damage to reproductive organs and cataracts.

A report by the World Health Organization says that under normal conditions, the EMFs from marine radar would fall well below the exposure standards for human safety.

The WHO report says that radar systems inherently pose less risk than other EMF sources because they send electromagnetic waves in pulses, rather than continuously. Also, radar transmitters rotate and often

change their elevation, thus constantly changing direction of the beam.

Still, Ed Rowe, a marine surveyor for 25 years, says Topel is hardly alone in her fears. Often times, he’ll be on a yacht conducting a survey and people will get antsy when he turns the radar on to check it.

“I hear from a number of people who think that it’s bad,” said Rowe, who owns Ed Rowe & Associates in Vero Beach, Fla. “It’s surprising the number of times over the years that people say to me, ‘Do you have to have that on?’ ” They don’t like the idea of the signal going through them, Rowe said.

While the type of radiation that comes from radar doesn’t penetrate the body, it can heat the skin and eyes, specifically the cornea. There’s also concern heat from a radar transmission could ignite flammable gases.

Those concerns are unfounded, said Peter F. Prowant, sales and technical manager for Furuno, one of the leading sellers of marine radar.

“The pulses are in a such a short duration – there’s not really that much power that’s being transmitted,” Prowant said. “I know of no incidences of anyone who has been harmed by radar.”

The technology behind radar has changed little since it was developed in the 1930s. A transmitter sends out electromagnetic pulses that travel in a beam until they hit an object and bounce back toward the transmitter.

When that pulse returns, it can reveal the distance, speed and even shape of the object it bounced from.

The only real upgrade in technology

over the years has been in the display screens, Prowant said.

The irony is that radar on private vessels has probably saved far more lives than it has harmed, he said.

But the question of whether radar should be turned off when entering or leaving port isn’t always simple. Some vessels turn their radar on before they leave the dock because the equipment needs time to stabilize. Other vessels that do quick turnarounds, such as tugboats, might leave their radar on continuously.

While some commercial ports have rules about radar, most marinas do not.

They just rely on the accepted custom among captains to turn it off when it’s not needed.

“There’s nothing in writing. It’s just more or less a courtesy thing,” said Wes Mitchell, dockmaster at Lighthouse Point Marina. “Most captains are aware of it.”

Probably eight out of every 10 boats coming in have it off, Mitchell said.

“There’s just a few of them that forget,” he said.

Though Mitchell doesn’t know whether he should be concerned about the health hazards of radar emissions, he says there’s a simple way to deal with the unknown.

“It’s just one of those things that you don’t have to worry about if it’s off.”

Joe Newman is a freelance writer in South Florida. Contact him through editorial@the-triton.com.

FILE PHOTO

The Triton

www.the-triton.com NETWORKING: Poker run, trade show

October 2007

B11

Raising money for Kids In Distress The Triton’s first-ever Poker Run attracted about 55 riders in and on everything from classic Harley Davidsons to a golf cart.

The ride was fun and for a good cause, raising more than $1,300 for Kids in Distress, a South Florida charity for abused and neglected children.

The Poker Run was the brainchild of Louise Dutton of Yacht Productions, who awarded prizes to the best and worst poker hands.

Prize winners were Capt. Paul “Whale” Weakley; Neil Rooney, most recently of Buccaneer Beach Bar in St. Maarten; Darryl Matfin of High Seas Technology; and deckhand Pat Block of M/Y Triumphant Lady. Prizes were

provided by Global Marine Travel, MTN, Megafend, MHG Marine Benefits, and Bluewater Books & Charts.

It might be a coincidence that two of the winners – Whale and Neil – were also two of the biggest supports of the ride, personally inviting dozens of riders to join in. Or it could be that Whale bought 20 hands (at $5 a piece) and Neil bought 10.

What goes around comes around, as they say.

These fun photos were taken and shared by a whole bunch of people. Special thanks to Capt.

Tom Serio, Chef Ken Johnson, Stephen Reed (my father-in-law), Tom Taylor of Northrop and Johnson, and Gail Vanstone of

Capt. Adam Lambert of M/Y Morgan Star, draws at stop No. 2, Global Yacht Fuel.

Capt. Paul “Whale” Weakley took his old BMW bike out for a spin with Jennifer Pett, office manager with Redline Marine.

Global Yacht Fuel. For lots more photos, visit www.the-triton.com.

And thank you to everyone who attended and helped us raise money for this great cause.

Kids in Distress received 100 percent of the proceeds from the poker run and the party at the end of the ride, which attracted about 300 folks for our First-Wednesday-of-the-Month networking event. Sponsors and exhibiting businesses provided food, drinks, music and prizes.

We’re trading motorcycles for bicycles Dec. 2 for a 100-mile ride up South Florida’s coastline to raise more money for Kids in Distress. To join Team Triton, call David at 954-525-0029.

– Lucy Chabot Reed

Eng. Sidney Pike, known to many as “Last Season Sid,” shows off his first card at the start of the poker run.

Here’s hoping he drew better later PHOTOS/TOM SERIO on.

The crew from M/Y Triumphant Lady: From left, First Officer Claus Koch, Capt. Dale Smith, deckhand Pat Block (who was dealt three 7s) and Ch. Eng. Gordon Brown.

Capt. Butch Vogelsang of the M/Y Charisma shows off his ride, a signed and numbered Harley.

B12 October 2007 MARINAS / YARDS: Old Port Cove

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Major transformation in progress at Palm Beach’s Old Port Cove Marina

By Capt Tom Serio Old Port Cove Marina in Palm Beach is undergoing a reinvention, which is more than just a rebuild. And by the enthusiasm brimming from Mark Lavery, vice president of Old Port Cove Holdings, it’s sure to be a hit with captains and owners alike.

Old Port Cove has two dock areas – a north and a south section – situated along the Intracoastal Waterway.

Needless to say, they took some punishment from Hurricane Wilma two years ago.

Since then, Old Port Cove Holdings – which also owns New Port Cove Marine Center, and North Palm Beach Marina, both in Palm Beach County – has seen the need to not just rebuild, but to evolve the business by catering PHOTOS/CAPT. TOM SERIO to more megayachts and using its other A look out at the dock and wave attenuators. marinas for smaller vessels. the edge (double tracks on the main It began by rebuilding the docks docks, single tracks elsewhere) where at the north marina to a “better cleats and bollards are secured. If condition” than what was there. This necessary, the cleats or bollards can is all part of the vision to enhance and be repositioned in the tracks with the upgrade all of their properties, one at loosening of the set bolts, allowing a time. Lavery is excited at the vision. greater flexibility for tying up. For It’s the biggest thing he’s seen in his 33 megayachts, if a single cleat is not years at the marina. enough, put in two cleats side by side.

Old Port Cove’s new north marina The new docks also have wavewill accommodate yachts up to 190 attenuating panels. Protruding feet. The smaller boats that have been downward about 6 feet along the displaced have been offered berths at floating dock sections, these panels New Port Cove Marine Center, which prevent waves from getting underneath has lift service, dry storage and wet the docks. As evident the day I visited, slips.

If these 24-inch diameter, 60-footthe light chop fetching from the south Old Port Cove’s new docks at the on the ICW was not present on the long steel anchor pilings were north marina are being built with opposite side of the dock. protecting your dock, you’d love added features, including upgraded “The docks should withstand 95 them as much as Mark Lavery does. electrical service, fire fighting system, mph winds and 3-foot waves,” Lavery pump-outs at every slip, marina-wide said. side, the dock will then be even,” he wi-fi, cable, telephone and new lighting.

This docking system is one of the explained. “These guys have a well Add in the fact that these will be new many types offered by Technomarine designed and engineered system.” floating docks (no more fixed docks), Manufacturing of Quebec.

Well designed and very stable, with and it’s a sort of field Securing the virtually no rocking as he walked the of dreams. main docks in place planks.

“Build it and they are huge, 24-inch Lavery has several megayachts will come,” Lavery diameter by 60-footcontracted for space and about a third said. long steel anchor of the slips already leased.

It’s the docks pilings.

“With only one bridge with 65-foot themselves that “We’ve got to drive clearance between us and Palm Beach Lavery is proud to them down very deep Inlet and at least 8-foot depth, we can show off. The main to keep the docks in offer all the amenities to captains, crew dock is comprised of Side-by-side cleats should make place,” Lavery said. and owners,” he said. fully framed floating things easier for megayachts.

Add in modular With an opening scheduled for this sections that offer pieces, such as fall, Lavery won’t get much time to ample flotation individual rubber bumpers for the relax. Plans are in the works to upgrade contained within the framing. The pilings (“Roller assemblies don’t have the south dock to help make Old framing itself gives each section weight any give at all,” Lavery said) and plastic Port Cove Marina a new destination to help maintain stability. Topping the rub blocks (“They’re easier to replace amongst the Palm Beach marinas. sections is hard-wood decking that then the frame or decking,” he said), gives better footing, especially when and wear-and-tear is easier to manage.

By day, Capt. Tom Serio is a director wet.

Noticeable during the construction of disaster management for a major The decking is tied to aluminum as Lavery walked down the main dock retailer in South Florida. By weekend, he framing on top of the floating sections, was the slight list to the right. is a licensed skipper, lover of boats, and which supports all of the lines and “Technomarine actually builds them a freelance writer and photographer hoses for the docks. The aluminum with the list, so when the electrical for The Triton. Contact him through framing has built-in tracks along towers are installed along the left editorial@the-triton.com.

B14 October 2007 MARINAS / YARDS

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Merrill-Stevens in Mexico City Merrill-Stevens opened a new brokerage office in Mexico City in September, which will be headed by Jose Araña Sr. and Jose Araña Jr. “Mexico City is a center for Central American wealth,” said Whit Kirtland, president of Merrill-Stevens Yachts. “It reflects our interest in reaching one of the international markets we have targeted for development.”

In addition to its Miami River shipyard, Merrill-Stevens has offices in Ft. Lauderdale, Mallorca, San Diego and Singapore.

Schneider joins Bradford Marine

Bradford Marine hired Wayne R. Schneider over the summer as a project manager. Before relocating to South Florida 25 years ago, Schneider worked at Bethlehem Steel in Maryland where he started as an apprentice and was promoted through the ranks to department head. He gained experience with management positions at Denison Marine, Tracor Marine, and Merrill Stevens.

First Baltic megayacht marina a go MPDI, the Marina Planning and Development International Corp.

founded by Andreas Prey, Capt.

Alexander Proch and Carlos Goetsch, is set to develop the first megayacht marina in the Baltic, in the Bay of Kiel (Germany) at the exit of the Kiel Canal.

The marina is expected to have dockage for 80 yachts from 82 to 500 feet (25 to 150 meters). The new marina is scheduled to open by 2011.

With a building cost of about 130 million euros, the marina will include a five-star hotel with conference center, and restaurants, bars, cafes, and shops on a promenade to attract the public.

The marina will have a berth available for vessels specializing in the direct transport of megayachts from the Caribbean or Mediterranean to the Baltic Sea. The Baltic Bay Marina Kiel will also provide repair services and refitting as well as new yacht construction in cooperation with the shipyard industries of Kiel and its surrounding area such as Thysen Krupp Marine Systems, HDW, Lurssen, and other companies in the maritime industry.

For more information, visit www.mpdi.de or www.marina. planning&development.com, or e-mail info@mpdi.de.

Solar-powered ferry in Caribbean

By Carol M. Bareuther The Marina at Marigot Bay is one of the newest megayacht ports in the Caribbean. Now, this St. Lucia-based facility that is part of the Discovery Hotel has added the region’s first solarpowered ferry.

Marina Manager Bob Hathaway and Discovery Resort owner Judith Verity talked about a sun-fueled ferry in November 2004. That meeting led to a couple of months’ research that turned up no suitable boat to buy that would embody what the duo wanted.

So the decision was made to build the boat in Marigot Bay. To this end, Hathaway, a naval architect, enlisted the help of a local electrical engineer and local furniture maker, who added the skills associated with epoxy saturation techniques to his repertoire.

The roof of the 12-foot, 15-passenger Sunshine Express is covered with photovoltaic cells. These panels provide a theoretical maximum output of 1,600 watts, or about a quarter of the power needed to run the vessel at full speed.

The normal cruising speed of 5 knots uses 40 percent (3,000 watts) of the maximum power.

The very nature of a ferry service means that even when operating continuously, the vessel is stationary long enough to load and offload passengers. This means that the solar panels generate, on a clear day, enough power for continuous operation.

“In practice, we have found that

the panels generate more power than specified and the boat actually functions continuously even on fairly cloudy days,” said Discovery Communication Director Molly McDaniel. “However, to deal with cloudy or rainy days, the boat can be plugged in to shore power overnight to top off the batteries. This has hardly been necessary.”

The solar ferry fits into the marina’s pro-environment game plan. For the 2008 season, on-berth sewage pump out for all berths will be available, with resulting waste treated in the hotel’s four-stage sewage treatment system.

All berths have single- and three-phase power at 50 and 60 Hz, eliminating generator exhaust pollution of the bay.

While one solar-powered ferry is all Discovery needs to shuttle guests to the beach and numerous local bars and restaurants around the bay, Hathaway is in talks with the local St. Lucian public ferry operator in hopes of persuading him to buy into the longterm cost benefits of a sun-driven ferry.

A potential market exists in St. Lucia, such as at Rodney Bay and in Castries.

In addition, solar ferries may be the wave of the future in the wider Caribbean such as Simpson Bay Lagoon in Sint Maarten and Falmouth Harbor in Antigua. As yet, however, no further ferries have been constructed.

Carol Bareuther is a freelance writer living in St. Thomas. Contact her through editorial@the-triton.com.

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www.the-triton.com FROM THE TECH FRONT: Sterling refits

The new, heavier crane behind Len Bilton necessitated a structural upgrade: PHOTO/LUCY CHABOT REED 4-inch beams were replaced with 8-inch beams.

Oh, the state of that A/C unit ...

REFIT, from page B1 new marble tiles.

“The heads weren’t going to be touched, but we really didn’t have a choice,” Bilton said.

To gain access to a fuel tank, a head needed to be removed. Once removed, it was replaced. Once one head was replaced …

Bilton spent 20 years in the British Royal Navy before joining yachting 13 years ago.

“I came into yachting and did an about-face,” he said, pausing from the daily paperwork to offer a tour. “In the Royal Navy, you are concerned with fight, float and move. In yachting, it’s the A/C, entertainment systems and the toys.”

Still, he was a bit surprised when workers, intending to simply clean and service the air conditioning system, discovered there were no panels to access the handlers. Bilton’s voice lost its humor when he recounted the condition of 19-year-old air conditioning components that have never been cleaned. All the handlers now have access panels.

Bilton was chief engineer on M/V Golden Shadow and helped with the build M/Y Phoenix and rebuild of the 46m Feadship M/Y Sea Kingdom (now Charisma). His tour of the engine room was quick, noting that the engines got their W4 inspection, the generators were overhauled, the watermaker rebuilt, the main electrical switchboard rebuilt, the hot water tank repaired, and firefighting equipment overhauled.

Outside, the upper deck was extended for more leisure space and a dining area. On the sun deck, the old hydraulic crane was replaced with a heavier, electric one and batteries, introducing serious structural concerns. Four-inch beams were replaced with 8-inch beams.

One thing that won’t change, at least for now, are the old-fashioned pulleys on the sliding aft doors.

“As an engineer, I’ve spent countless hours repairing electric doors,” Bilton said. “With no motors, it works every time. This is the door for me.”

Maverick II will keep her original teak on the sun deck and her original

See REFIT, page B16

October 2007

B15

B16 October 2007 FROM THE TECH FRONT: Sterling refits

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Lady’s cut-back stern dated 20-year-old boat’s appearance REFIT, from page B15 Kahlenberg horn assembly, but the mast has been reconstructed to hold the additional radar and other communications equipment.

Every vertical surface was reveneered, which made overhead panels look old. Those were replaced, too.

New carpet in the salon turned into new carpet in the study, up the stairs and into the master suite.

“This wasn’t going to be touched,” Bilton said throughout the tour, “but…”

A day head was added and the yacht got new blinds throughout. The stew galley on the main deck has new countertops and sink.

“It just goes on and on,” he said.

Chief Stewardess Jennifer Santino doesn’t mind too much. On her second boat in her nearly three-year career, she said the yard period has been good training for her. Still, she’s looking forward to the cruising.

After the sea trial in early September, the yacht was headed to the Bahamas for a shake-down cruise, then to the Azores, over to Gibraltar and Malta, through the Suez Canal and the Red Sea to Egypt, the Maldives, Sri Lanka and to Thailand by Christmas. The yacht and her seven-member crew will spend the winter in Southeast Asia.

Capt. Bill McGrory will take her there. A sailor for most of his 20 years in yachting, he joined the boat in her final stressful months. With about a month left to go, he was – like all the crew – getting things finished.

A 52-inch television now sits where the fireplace was in the main salon. The fireplace remains in the master suite, but that’s an issue for the next refit.

For now, the master suite wasn’t touched, at least not much. The vertical surfaces were upgraded, including the closet door. Two days before the sea trial, there was still a hole where the door handle had been. The original locks are Japanese, and when it was removed to resurface the door, it fell apart in the worker’s hands, Bilton said.

“Replacement parts are as rare as hen’s teeth.”

This is the old M/Y Ice Bear: Acrylic statuettes still adorn the master suite.

Remember, this was never intended to be a cosmetic refit. That will come in 18 months after the trip to Asia. Though this is the owner’s first megayacht, he is not new to yachting, with plenty of charters under his belt. He intended all along to use his boat before losing her to the yard for a full season.

But that’s yachting.

Triumphant Lady

On Triumphant Lady, it all started with a leak in a guest stateroom.

“It was time,” Capt. Smith said of

The Triumphant Lady will leave the yard looking less like a 1986 yacht. repiping the 21-year-old megayacht.

Since Triumphant Lady needed to head to the yard, Capt. Smith got to drawing. The owner’s deck had an inconvenient stairwell in the center of the outside seating area, precluding a large dining table. So he designed a new profile that moved the stairwell aft and tapered the stern down. Adding a swim platform stretches her to 155 feet.

The engineering was done by Murray & Associates.

“That cut-back stern was the one thing that really dated her,” Capt. Smith said.

With the yacht torn open to handle piping issues, her staterooms were reconfigured, as were the master suite and office.

The engine room, too, is getting revamped. Everything but her two mains and one generator is new. The redesign has created a central fuel transfer station and a central bilge system, neither of which she had.

“It was a real unfriendly work environment,” Capt. Smith said. Eng. Gordon Brown just nodded knowingly.

They knew the yacht would be in the yard for 18 months. What they didn’t expect was that she was built to last forever.

“She was really overbuilt,” Capt.

Smith said. “It didn’t take two weeks to take out the cabins, it took two months.”

Still, the project is expected to end in mid-January. Just don’t call it a refit.

It’s a rebuild. And it’s harder than a new build, Capt. Smith said.

“With a new build, you know exactly what goes in, they’re all new components,” he said. “We half-shelled her and started building from the inside.”

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

The Triton

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VESSEL MANAGEMENT: ISM

Management systems are for ships of all sizes

By Willem Peetoom Ship operators need policies and procedures to manage the safety, security, environmental and quality aspects of their ships. To minimize risk and maximize efficiency, these management systems need almost continuous attention and improvement – no matter the vessel type and size.

Not everyone in the yachting industry is required to comply with national and international requirements. This depends on the vessel size, flag and registration.

However, many yacht owners and captains are committed to complying with such regulations voluntarily and appreciate the benefits of running a “safe and sound” operation.

A detailed set of policies and procedures can document how safety, security, environmental and even guest satisfaction-related activities are conducted in a consistent, efficient and auditable way.

It is not always easy to determine if the procedures used are truly effective or if they are “paper exercises.” Are you using too many checklists? Is on board equipment sufficient to comply with regulations? Are guests always satisfied with service provided? How do we make sure crew understand and follow procedures or work instructions?

Do we really need a documented maintenance system for fire fighting, safety and engine room equipment? Is my management system effective?

These issues can be easily answered through independent verifications.

Assessments by an objective third party can identify areas of strength as well as areas within existing procedures that can be improved upon. A good independent assessor/surveyor/auditor can provide a concise written report of observations and recommendations and can also be an active part of the solutions if desired by the ship owner/ operator. Onboard training can also be integrated into a vessel assessment.

An example of independent verification is the assessment carried out on board the 125-foot M/Y Milk and Honey. Before the megayacht began sailing as a commercially registered vessel, BMT Designers & Planners carried out a regulatory compliance assessment and continues to work with the crew to improve the yacht’s safety management systems.

Milk and Honey is a privately owned, 377-gross-ton megayacht flying a Cayman Islands flag. Capt. Magney recently took command and requested an independent regulatory compliance assessment. One of his main objectives was mitigating the risk of safety, environmental or security incidents. He

From left, Willem Peetoom reviews a regulatory compliance assessment report with Capt. Herb Magney.

PHOTO COURTESY OF WILLEM PEETOOM also wanted to identify and correct any regulatory deficiencies internally.

I boarded in Ft. Lauderdale. During the opening meeting with Capt.

Magney, we discussed and agreed upon the scope, execution and reporting method of the assessment. A walkthrough was conducted, including the bridge, guest and crew quarters, galley, engine room, bosun store, and outside decks. It was agreed that the scope of the assessment would consist of Cayman Island Shipping Notices, including the Large Commercial Yacht Code based on the flag, size, and intended use of the vessel.

Vessel certificates and drawings were reviewed and Capt. Magney was interviewed to cover remaining requirements of the LY2 and Shipping Notices. The next day, the assessment was finalized and the findings discussed with Capt. Magney and the yacht’s chief officer. A 17-page report stated that overall the vessel was in good operational condition and identified areas for improvement and follow-up for the captain and crew.

Capt. Magney was pleased with the results and has committed to an additional assessment to verify effective corrective action of identified items and a possible additional verification of the vessel Safety Management System, as well as onboard security training for the crew.

It is crucial to recognize the importance of voluntary efforts toward continuous improvement when it comes to managing safety, security and environmental risk. Prevention and mitigation of risk are key to a safe operation. Preventing accidents, mishaps, downtime and fines can save a lot of money.

Willem Peetoom is a senior management system surveyor with BMT Designers and Planners. Contact him at wpeetoom@dandp.com or 954-4500087, or visit www.dandp.com.

October 2007

B17

B18 October 2007 FROM THE TECH FRONT: Rules of the Road

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Selendang Ayu tragedy: deaths, sinking, oil spill RULES, from page B1 trial for polluting the environment and endangering life.

This is a contentious and not very clear case, as the media would present it. The ship was certified for that type of operation, the captain was considered competent, and the owner had assurances from his management company that all was correct. The unique aspect is the criminalization of the accident. Civil fines can be expected if something improper was done, but now the prospect of jail time was put on the table for someone doing their job as expected.

A more recent case can be seen with the bulk carrier Selendang Ayu. She was en route from Seattle to China in December 2004, transiting the Bering Sea, when a crack in the No. 3 cylinder liner was discovered. The U.S. National Transportation Safety Board report determined that the probable cause of the grounding of the Selendang Ayu was the development of this cylinder liner crack, which required the crew to shut down the engine for repairs.

After isolating the cylinder, the crew could not manage to get the engine restarted. Under extreme conditions of strong winds and rough seas, the stricken vessel grounded and

The Selendang Ayu sank after its crew could not get an engine restarted after repairs.

PHOTO COURTESY OF CAPT. JAKE DESVERGERS

subsequently sank on the west coast of Unalaska Island. During the dramatic rescue, a helicopter carrying survivors crashed with the loss of six crew members from the original 26 total.

Prior to leaving Seattle on the fateful voyage, the U.S. Coast Guard had conducted a thorough inspection of the Selendang Ayu. Investigators found no deficiencies, and in fact complimented her condition and upkeep. Ship records

and crew testimony demonstrated that the crew had conducted a detailed maintenance check and thorough inspection of the main engine pistons and cylinders and that there were no known problems with the main engine, including its cylinder liners or piston rings, when the vessel departed. At the time of the accident, there was no overdue maintenance.

Clean up of the spill area took place over two summers and was declared complete on June 23, 2006, by the Unified Command. It represented the work of numerous companies, communities, government agencies, and the full cooperation of IMC Shipping. The NTSB report underscored the lack of adequate salvage response resources in the Bering Sea and the Aleutian Islands.

Until the lack of salvage resources is addressed, this area will remain at risk to the shipping industry.

In late August, the management company, IMC Shipping, agreed to pay $10 million in fines and fees. A federal judge in Anchorage accepted IMC’s guilty pleas to three misdemeanor counts of violating the Refuse Act of 1899 and the Migratory Bird Treaty Act, thus closing the Department of Justice’s criminal probe.

See RULES, page B19

The Triton

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

Without seeing engine room, it’s no ‘investigation’

3!. &2!.#)3#/ "!9

3UPERYACHT $RYDOCKING AND 2El T

RULES, from page B18 The prosecutor asserted that the 738-foot, 7-year-old vessel foundered, and then spilled 1,100 tons of heavy fuel oil and its cargo of soybeans because of poor maintenance. This official declaration has drawn a strong rebuttal by the manager and others in the field.

“IMC and the U.S. Department of Justice disagree as to whether improper maintenance and operation of the vessel could have led to the development of the cylinder liner crack,” IMC spokesman Jim Lawrence said in a statement. “There was no overdue maintenance as all recommended maintenance works and inspections had been carried out according to the schedule set forth in the manufacturer’s recommendations.

In addition, the vessel had a full complement of spare parts.”

This type of government reaction to an accident is horrifying. For a prosecutor to assert that an “investigation” disclosed maintenance issues that resulted in the accident are unfounded. No investigation was conducted, as no one has been inside the engine room since the accident.

The assertions of criminal negligence were unsubstantiated. In essence, they were guilty until proven innocent.

From a regulatory viewpoint, immediately following this accident, all vessels above 400 gross tons were lumped into this type of scenario. The USCG was tasked with the creation of new rules for the development of a Nontank Vessel Response Plan.

In addition to emergency response procedures, the NTVRP references contracts with a U.S.-based shoreside point-of-contact (qualified individual), a salvage company, and an oil spill response organization. Enforcement of this rule was to begin on Aug. 15, 2005, but was suspended by the agency for lack of regulations. They are indefinitely suspended until the actual rules are created. Interim operating approval may be obtained, but is not mandatory at this time.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau, an organization that provides inspection services to Marshall Islands-registered private yachts of any size and commercial yachts up to 500 gross tons. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person ashore for a shipping company, and served as regional manager for an international classification society.

Contact him at 954-596-2728 or www. yachtbureau.org.

October 2007

B19

New 1200 Ton Syncrolift® 2800 Ton Drydock Contact: Mike Anderson

Phone: 510-337-9122 E-mail: manderson@bay-ship.com

2900 Main Street, #2100 Alameda, CA 94501

www.bay-ship.com

triton-H_060707.indd 1

6/8/07 6:21:21 PM

B20 October 2007 CRUISING GROUNDS: Seychelles

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CATAMARAN FAMILY UPDATE: SEYCHELLES

Spinnaker flying off Beau Vallon Beach, Mahe.

PHOTO/SUE HACKING

What beautiful scenery!

Good time to fix the boat S/V Ocelot is a 45-foot catamaran that serves as the home of the Hacking family of Seattle, Wash.: Dad Jon, mom Sue and daughter Amanda. When they started their journey in Sint Maarten in December 2001, son Christopher was with them but he went ashore in 2005 to attend college.

The Hackings originally planned to stop when they reached Australia two years ago, but they have decided to keep on going. Here’s the next installment of their adventures in the Indian Ocean.

To read more about their travels, visit http://hackingfamily.com. Contact them through editorial@the-triton.com.

2 Sept 2007 Victoria, Seychelles

It is a muggy, hot day, and low clouds scud by obscuring the 900m (3,000foot) granite cliffs above us. The locals say, “Very strange to have rain now.

This is the season of strong winds and

bright skies.” Could have fooled us.

But no matter. Ocelot is living up to one of the definitions of cruising: “Doing boat maintenance in exotic places.” After one year of constant travel through Indonesia, Southeast Asia, Sri Lanka, Maldives and Chagos, we have been pleased to find the Seychellois (French pronunciation: Say-shell-WA) people to be enterprising and good at the work they do. Ocelot is purring under their meticulous care.

This is not to say there are big factories here, or manufacturer’s reps.

Like other isolated places in the world, the need-to-work-with-what-is-athand has created a whole class of bush mechanics, engineers and electricians who are not afraid to tackle any problem on a boat.

The railway lift that hauled Ocelot out of the water for six hours while we

See OCELOT, page B21

The Triton

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CRUISING GROUNDS: Seychelles

October 2007

B21

Economy seems strong in this global melting pot OCELOT, from page B20

trinket stalls also appear, but the majority of people are Seychellois, out replaced sail-drive seals and bearings for an evening of socializing, strolling was surrounded by years of scrap and sunset-watching. Even the menus metal, boat parts, tin roof sections and are in the local language. We go for the flotsam from the sea. Without a doubt, food, sunset, and people watching. it was the worst-looking yard we’ve ever Amanda has hooked up with local hauled at. But they do fantastic work. teens from the international school Although our seven weeks here have (on their summer holidays now) and been forged by the necessities of boat together with two other “teen” cruising work we’ve found lots of in-between boats has been seen very rarely by time to enjoy Mahe, the main island her parents except as a blur as she of the Seychelles. While anchored in knee-boards by or flies in the air on Victoria harbor – which serves as a someone’s spinnaker. visiting yacht basin and home to the She is in her last month of high local fishing fleet – we’ve spent many school and senioritis has hit hard. It’s hours exploring the small capital with tough to study when everyone else is on its mix of modern sculpture and 100holiday. year-old buildings. The public buses While the Seychelles has are reliable, if not a bit rickety, and for disappointed us underwater (the coral about 30 U.S. cents, you can travel from was all bleached in the 1998 El Nino Victoria to the far north (the region of event, then further decimated by the posh homes) or the far 2004 tsunami), it has far south and west coasts exceed our expectations (where more traditional above water. The central homes nestle amongst four islands are called the coconut, mango and the “Granitics,” being banana plants). formed from the ancient Even though the continent of Gondwana, Seychelles are isolated in and are capped with the western Indian Ocean, sheer black granite cliffs, the country appears to domes, and towering be thriving. We saw no peaks overlaid with dense begging, no slums. The rainforest. people are well dressed Well-maintained and multi-lingual (Creole, hiking trails in the Morne French and English).

Seychellois National Park Much of the success of require sturdy shoes, this country stems from keen eyes and balance the Seychellois people, A grey Heron perches – and sometimes a bit who, being a mix of on mangroves, under of rock scrambling – to African, Arab, Chinese, casuarina pines in bring you out to viewIndian and European, points overlooking the Victoria, Mahe. have kept strong business blue Indian Ocean and PHOTO/AMANDA HACKING connections with the the green valleys of Mahe. outside world. Goods Atop one rounded arrive in a feast or famine sort of flow granite doom we found clusters of from Dubai, South Africa, Europe and carnivorous pitcher plants, and below Singapore. us, scores of tropic birds with their The local music is a mix of rap, long white tails soared and dove. In hip hop and reggae. Stately churches, the mangroves just behind Ocelot is a a colorful Hindu temple and a goldrookery of more than 100 gray herons roofed mosque adorn the town. and cattle egrets that squawk, croak While waiting for parts to arrive and fuss at each other as they build from overseas, we spent several weeks nests, feed their young, and fight for anchored off Beau Vallon, the main perching territory on the branches just tourist beach of the island. Beau Vallon above the water. has a long white sand beach flanked by As the boat work ends, we are granite boulders washed by the small, looking forward to another couple but omnipresent shore break, which weeks here. makes for very challenging landings/ We hope to sail to the less-inhabited launching through the surf. granitic islands of La Digue and Praslin On Wednesday evenings, a stretch (home to the endemic coco-de-mer, of beachfront between hotels and or “love nut” palms) before grabbing a under the Takamaka trees swells with light-winds window to make the next the bustle of a street fair – dozens of leg of our journey southeast toward families set up stalls to sell octopus, Madagascar. fish or chicken curries, freshly grilled Fair winds and calm seas to all, fish, rotis, spicy mango salad and fresh Sue, Jon, and Amanda passion fruit juice. A few touristy S/V Ocelot

Classic Seychelles beach with blue water, weather-worn granite boulders PHOTO/SUE HACKING and white sand, on Mahe’s west coast.

B22 October 2007 IN THE STARS

A lunar spectacular On Aug. 28, at 5:52 a.m. EDT, a full lunar eclipse was visible across most of the world. The photo at right was taken in New Mexico in the southwestern United States. The montage below was taken in Eastland in northeast New Zealand. In a lunar eclipse, the moon slides into the shadow that the Earth casts as sunlight hits on its opposite side.

Fully in the umbra, the moon takes on a shade of red, orange or brown depending on conditions. (To see the photos in color, visit www. the-triton.com.) The next full lunar eclipse will take place Feb. 21, 2008.

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I made the photo with a Nikon D70 attached to a 3-inch Celestron refractor telescope on a tracking mount to compensate for the Earth’s rotation. The image was 8 seconds long and the camera was set at ASA 200.The small spot, top left, is a star and not an artifact or PHOTO/BECKY RAMOTOWSKI spot.

I was using a Canon 300D, from which I removed the internal UV-IR filter to increase the sensitivity for astro-photography. I attached the camera to a SkyWatcher ED 80mm f7.5 telescope at prime focus, effectively using the telescope as a 600mm f7.5 lens. The telescope was mounted on a standard camera tripod to take the images. I was fighting with cloud a bit during the eclipse, so the images were taken whenever I could get a break in the cloud.

The first three three frames were taken outside James Cook Observatory, Kaiti Hill, Gisborne, New Zealand. Shortly after the start of totality we were clouded out, so I moved about 20km west to Patutahi, Gisborne, to get the rest of the frames. The individual subframes were combined into the final image using Adobe Photoshop. The sub-images were taken at 800ISO, and shutter times were varied as the brightness of the moon changed. I was helping to run a public eclipse viewing session with several other telescopes in the carpark outside the observatory at the same time as I was trying to PHOTO/JOHN BURT get the photos as well.

The Triton

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Very large and very far away: It’s Regulus

By Jack Horkheimer On Oct. 6, one hour before sunrise, face east where you will see a crescent 25-day-old Moon hovering above a triangle of three cosmic objects.

The brightest of these objects is the brightest cosmic object we can see (other than the Sun and our Moon), 8,000-mile-wide Venus. The second object is likewise a planet, but much bigger, 75,000-mile-wide Saturn.

The third part of our triangle however, blows Saturn and Venus away in size. It’s the star Regulus and it marks the heart of the sphinx-like Leo the Lion. It is four-and-a-half times wider than our Sun, which is almost a million miles wide. Regulus is so incredibly far away that its light takes 78 years to reach us, which means that when we look at Regulus on the first weekend in October, we’re seeing light that left in 1929.

If you miss the triangle Saturday, it gets better Sunday, believe it or not. On Oct. 7, an even skinnier crescent Moon will be parked right next to Saturn.

A Halloween treat

Many people believe there’s a full Moon every year at Halloween (we won’t have one again until 2020). But there is something you can see every Halloween that is even niftier: the Seven Sinister Sisters.

On midnight on Oct. 31, face south and look almost overhead. You’ll see the tiny star cluster called The Pleiades, or the Seven Sisters. To some cultures long ago, when the Seven Sisters reached their highest point at midnight (which happens every year at the end of October and beginning of November) this was a sort of cosmic signal telling people they should honor the dead.

There was a popular belief that great natural catastrophes occurred on some nights when The Pleiades was highest at midnight, including the Great Flood and the 10 Plagues of Egypt, even the legendary sinking of Atlantis.

If you’re out this Halloween – or any Halloween – at midnight, look almost overhead for the beautiful cluster of stars some people have seen as the Seven Sinister Sisters and remind yourself that these same stars have been seen by thousands of generations who have gone before us.

Jack Horkheimer is executive director of the Miami Museum of Science. This is the script for his weekly television show co-produced by the museum and WPBT Channel 2 in Miami. It is seen on public television stations around the world.

For more information about stars, visit www.jackstargazer.com.

IN THE STARS

October 2007

B23

B24 October 2007 CRUISING GROUNDS: Grand Bahama Island

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The Triton

The Lucayan Indian Caves are the largest underwater caves in the world.

PHOTOS/JOHN FREEMAN

Grand Bahama adventure awaits outside resort walls

By John Freeman Headed to long and skinny Grand Bahama Island? Then you won’t be surprised to find lush resorts, gentle breezes, warm azure-blue seas and the carefree island life.

Big deal. But there’s another side, which can only be discovered by venturing beyond the two ocean-front resorts not far from Freeport.

My fiancé and I were persuaded by the Westin concierge’s tale of traversing canal-like inlets via kayak and exploring ancient underwater caves.

Sounded cool, and we were weary of the resort trappings.

Our guide for the Lucayan National Park tour was a fascinating Bahamian native with the distinctly Anglicized name of Wellington Clark. Befitting the island’s British heritage, he spoke with a clipped British cadence and, given his breadth of knowledge about his native land, he could’ve easily been an Oxford grad.

Wellington, who’s in his 30s and has never had another job but that of Grand Bahama tour guide, took our group of eight Americans and gave his take on his island’s storied history.

As we drove to the kayak locale some 45 minutes away, he regaled us with legends and lore, how the first white man to “discover” the Bahamas was Christopher Columbus, whom, it’s said, came upon the islands in 1492, spent 12 days and then sailed on to Cuba and Hispaniola.

Columbus was greeted by the Lucayan Indians, a hardy agrarian band that had managed to survive on very little because, then as now, very little

A kayaker navigates under the canopy of the mangrove forest. grows naturally on any of the islands.

Not long after, a rueful Wellington went on, the conquering Spanish exterminated the defenseless Lucayan tribe.

Because the soil is sand-based and unfertile, virtually nothing grows natively except barren pine trees. All goods are shipped from the mainland, which explains why much of Grand Bahama Island and Lucayan National Park has the look of Third World desolation.

See BAHAMAS, page B25

The Triton

www.the-triton.com CRUISING GROUNDS: Grand Bahama Island

American colonized island with blessings of the British BAHAMAS, from page B24 Freeport’s name – it was declared to be a “free port” with no export duty charged – was applied by an American financier from Virginia named Wallace Groves, who in the late 1950s decided he’d colonize Grand Bahama Island.

Groves was granted 100,000 acres of land for next to nothing, the first of many generous inducements from the British-run government. In exchange, Groves built the town’s basic infrastructure, schools and added several sprawling resorts – all with the intent of attracting tourism. Soon enough, he controlled the island’s commerce.

So was Wallace Groves a rapacious imperialist? Or simply a savvy capitalist? Maybe both.

With an easy smile, Wellington told us how his own life had been affected.

Growing up on a tiny island “way over there,” part of the wide cluster of out islands, he said he didn’t even see a white-complexioned person until he was 13. What a shock that was, he said.

Some of these strange people even had blue eyes and blond hair. They spoke a strange language and covered their bodies with odd cloth. What were they doing here?

No doubt Wellington had told that story countless times, but he couldn’t help but laugh uproariously. We did, too.

Wellington continued his history lesson. The 1700s brought pirates such as Blackbeard (history’s fiercest pirate), Sir Henry Morgan, Calico Jack and one of history’s few female pirates, Anne Bonney, who posed as a man aboard her ship.

After driving length-wise along the narrow island, we came close to the ocean, maybe a half-mile away. We stopped, got out of the van and walked 500 feet or so. There, after a short walk down a rickety, winding staircase, we reached the Lucayan Indian Caves.

These caves, he explained, were the largest underwater caves in the world,

The bridge and boardwalk at Gold Rock Creek. some reaching depths of 100 feet. The underwater scenes from a past James Bond saga, “Never Say Never,” were shot there.

Soon enough we were kayaking. The next 90 minutes was spent guiding past narrow banks of skeleton-like mangrove tree branches, trying not to tip over.

Famished, we left our kayaks and set out for Gold Rock Beach, which is unlike any beach I’ve seen or felt. The sand was creamy soft, the turquoise water was warm, soothing and inviting.

Lunch was served on a worn picnic bench perched along a deserted beach.

It was a catered affair: Make your own ham and cheese sandwich, grab an apple, a bag of chips and a handful of strawberry Fig Newtons.

I loved every bite.

John Freeman is communications director for Knight & Carver in San Diego and a frequent contributor to The Triton. Contact him at johnfreeman@ knightandcarver.com.

A tantalizing view of Gold Rock Beach.

October 2007

B25

B26 October 2007 CRUISING GROUNDS: St. John

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The Triton

The view overlooking Cruz Bay harbor, the major town and entry port in St. John.

PHOTO/DEAN BARNES

Virgin Islands National Park gives St. John a unique flavor

By Carol Bareuther

Lush green hills cascade down to palm-lined pristine beaches, and turquoise seas teem with marine life.

This is how philanthropist Laurence Rockefeller first sighted the island of St. John during a Caribbean cruise in the 1950s. This vision of nature and beauty led Rockefeller, through the auspices of Jackson Hole Preserve, to acquire some 5,000 acres for the purpose of preservation.

On Aug. 2, 1956, U.S. President Dwight D. Eisenhower signed a bill that officially designated the Virgin Islands National Park as the United States’ 29th national park. In 1962, 5,650 more acres of submerged lands offshore including bays and coral reefs were added to the park.

It’s the park that gives St. John its distinctly different personality from its sibling U.S. Virgin Islands of St. Thomas and St. Croix. The main settlement of Cruz Bay and lands to the south are a bustle of buildings, but the north side of town and nearly the entire north and south shores of this 9-mile long and 5-mile wide island is an uninterrupted sea of green mossy hills with pristine beaches that aren’t punctuated by high-rise hotels.

Do explore Cruz Bay. Known by the locals as Love City for its friendliness and laidback 1960s-era charm, this little village is one of the few places on the island where you can savor a white tablecloth supper or beach bar burger and shop for one-of-a-kind trinkets as well as necessities.

From the dinghy dock, walk up the hill by the lumberyard complex to Dolphin Market or catch a cab for the 5-minute ride to The Marketplace where Starfish Market is located.

Neither market is the size of a mainland supermarket, and prices are steep, but you’ll find a full range of basics and gourmet items as well as prepared foods.

Communications services and Internet access are available at Connections and Surf Da Web. The Caneel Bay Shipyard, next to the national park visitor’s center, offers repair services for sails, woodwork, refrigeration and fiberglass, as well as amenities such as ice, water and fuel.

The park’s visitor’s center is a good place to stop and get oriented to the park. Pick up a Mariner’s Resource Protection Guide brochure, which will tell you the do’s and don’ts of using the park’s mooring system.

St. John’s north shore boasts a bevy of beaches and bays that will give you an incredible room with a view. Caneel Bay is home to the resort Rockefeller built here in the late 1950s. It’s still a Mecca for the rich and famous, yet ordinary folks are welcome at the beach bar and restaurant. You just have to register at the main lobby on arrival.

There are moorings at Hawksnest Bay where the move “The Four Seasons” starring Alan Alda was filmed.

Facilities here include an emergencyuse telephone next to the parking lot behind the middle beach.

Trunk Bay is the most popular of St. John’s north shore beaches for daytrippers because of its famous selfguiding 225-yard snorkel trail. There are just four moorings here, and only eight at Cinnamon Bay to the east, site of the park’s campground, and these fill up quickly. Therefore, it’s best to keep cruising east to Maho Bay and Francis Bay. These bays are protected from the ground seas that often roll in from the north and are ideal for overnight stays.

There are 28 moorings here.

The privately operated Maho Bay campground is located here with a host of amenities for boaters. If you’re coming in from the British Virgin Islands, moor and then take the campground’s shuttle into town to clear customs. The open-air restaurant,

See ST. JOHN, page B27

The Triton

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CRUISING GROUNDS: St. John

Nearly 200 moorings installed to help protect reefs and beds Over the past two decades, a dramatic increase in the number of visiting boats to St. John’s park waters has accelerated damage to sea grass beds and coral reefs from anchor damage.

To protect these natural resources, the park has installed 182 moorings available for overnight use within park waters – 154 on the north shore and 28 on the south shore – and established protected zones around several of the more sensitive sea grass and reef areas.

Starting in 2003, the park implemented a fee for the overnight use of these moorings. The fee applies to any vessel moored or anchored in park waters between the hours of 5 p.m. and 7:30 a.m. and is based on size. Vessels 60 feet or less pay $15 for mooring and $10 or anchoring.

Mooring use is prohibited for vessels larger than 60 feet, however anchoring fees are $15 for vessels up

At anchor in Salt Pond Bay, St. John.

to 75 feet and $25 for boats larger than 75 feet. Anchoring within park waters is subject to a variety of restrictions, including a ban on anchoring on the south shore and within mooring areas.

This fee, which helps offset maintenance of the moorings, is self-payable on an honor system.

Payment stations are located at five spots that span the length of the north shore and two on the south shore. There’s a tag on the mooring that will give you exact directions to the nearest payment station.

Overnight stays in the park are limited to 30 days a year and no longer than seven days consecutively in one bay. Bay hosts – local liveaboards who volunteer for the park service and are identified by a green flag imprinted with a park service arrowhead-shaped logo – are available from November through July to answer questions.

– Carol Bareuther

PHOTO/DEAN BARNES

Settlement exudes quirly humor ST. JOHN, from page B26 which serves excellent food and boasts a great salad bar, is informal.

There’s a small store that sells basics such as paper goods as well as canned items and dry goods. Fresh produce is delivered three times a week.

Coral Bay is the second largest settlement on the island. There’s a big live-aboard community here so the place has a certain sense of humor. It’s a wacky kind of humor that comes out in street signs, dock names and bar artwork. Watch for the “Dip” signs on the road to Salt Pond Bay, that some character has added the words “Clam” and “Land Crab” to.

Head to Coral Bay Marine for parts or supplies and see a fleet of makeshift wooden dinghies tied to a rickety dock marked “Cruise Ship Pier.”

Turn around and walk up the wooden steps to Skinny Legs Bar and Restaurant, a ply board shack of a place that makes the best burgers around.

Famous recreational sailors Teddy Kennedy and Walter Cronkite have supped here. More famous than the Mona Lisa is Skinny Leg’s artwork: the “Lost Soles of Coral Bay.” It’s a hanging mobile crafted from the slew of sandals found on Coral Bay beaches.

Change could come to Coral Bay in

See ST. JOHN, page B28

October 2007

B27

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B28 October 2007 CRUISING GROUNDS: St. John

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Annaberg Plantation Ruins, administered by the National Park Service, is PHOTO/DEAN BARNES one of the sights to see on St. John.

Coral Bay church has proposed 50-slip marina, 150-room hotel ST. JOHN, from page B27 the not too distant future. Leaders of the historic Emmaus Moravian Church, which owns 65 acres west of Coral Bay, have proposed building the island’s first marina here. The 50-slip marina would also come with a 150-room hotel, 200 condominiums, a supermarket, dry boat storage area, retail space and restaurants.

An extensive re-zoning process and costal zone permitting would be required to turn this idea into reality, though.

Much of St. John’s south shore is part of the Virgin Islands Coral Reef National Monument, which was created by a 2001 presidential proclamation. There are, however, moorings at Saltpond Bay and both Little and Great Lameshur bays, 27 in all. Saltpond Bay is sheltered, calm and, true to its name, has a salt pond beyond the bay. You can see salt here in

the dry season, typically from January through May. There’s a mile-long trail from the bay that climbs up to Ram’s Head. From this vantage point on a clear day, you can see St. Croix 40 miles to the south.

Both Lameshur bays are part of the park’s protected biosphere reserve, where there are long-term research programs under way to study the fish populations, coral reefs and sea grass ecology. Talk about nestling down in pure nature; this is the spot.

Today, like nearly a half-century ago, the parklands and seas surrounding St. John are much as Rockefeller first envisioned them.

Though the 21st century has certainly come to St. John, this wild child Virgin maintains its timeless Caribbean charm.

Carole Bareuther is a freelancer who lives in St. Thomas. Contact her through editorial@the-triton.com.

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PHOTOGRAPHY: Photo Exposé

How to move photos from a memory card into a folder Welcome aboard, photo enthusiasts.

In the last article, I went through how to create folders on your computer hard drive, most commonly designated as Drive C. The objective being that you have a memory card full of photographs from a particular event or trip and you want to transfer them to you computer.

This will put Photo Exposé your images in James Schot a safer location (although I recommend always two locations); put them in a place where you can use other software to work on them (that is, lighten, darken, crop and more), and; free up your memory card to format and continue shooting.

Now I will show you how to drag and drop your photos from your memory card into a folder, which in my case will be the subfolder “The Triton.”

You can name folders as you please, as long as they make sense to you.

There are only a few symbols that are not acceptable – such as “&” and “/” – and your computer will let you know which ones they are.

You can rename a folder by rightclicking on it, causing a drop-down menu to appear with many options, among them “rename.” Left click on “rename” and the cursor will enter the appropriate box to change the name.

Let’s move photos from your memory card. I made a subfolder, “Article 22,” for this article. I will use the photo printed with this article. I am going to get the photo from the memory card (in the card reader attached to my computer via a USB cable) and drag and drop it into subfolder “Article 22,” which is in the “The Triton” subfolder, which is in the photoproject main folder.

Still with me?

Step 1. Click START at the lower left and a menu pops up.

Step 2. Click on MY COMPUTER, a selection on the right side.

Step 3. This opens a larger window

PHOTO/JAMES SCHOT

showing “Folders Stored,” “Hard Disk Drives,” and “Devices with Removable Storage.” This last one shows the memory card in the form of another drive letter, such as CANON DC (D:).

Canon is the compact camera I used.

(The left side will show small windows with “System Tasks,” “Other Places,” and “Details.”)

Step 4. Clicking on CANON DC (D:) will open folders on the memory card.

Click twice to get to the jpg file that is published with this article (in this case IMG_9158.JPG). This is the photo file we want to drag and drop into the appropriate folder named, in my case, “Article 22” on the hard drive of my computer. Now to display this folder to make the drag and drop.

Step 5. Under the top bar with “File,” “Edit,” etc, we see the second bar with “Special Buttons.” The second button from the right has a diagram of a fanned multiple folders icon with “Folders” written below. Click on this and the left side changes to show a list including Desktop, Drives, Documents, Recycle bin, etc.

Step 6. On the left side of your mouse, click on the Hard Drive (C).

It will expand to show all the folders including my main “photoproject” folder. Click on this and it expands to show my subfolder “The Triton.” Click this and it will show a folder “Article 22” among others.

Looking at the diagram included with this article, it shows the results of actions Step 3 (and this Step 6).

The hand in the photo diagram is highlighting CANON DC (D:), but remember in Step 4 we clicked a few times to get to display IMG_9158.JPG, which is now displayed on the right side (but not shown in the diagram).

Step 7. Now using your pad, button, mouse, or track ball, put your cursor over the file to drag and drop (in Step 4), which in my case (again) is IMG_9158.JPG. Left click, hold (don’t release), and drag the jpg file to the left side, over the folder Article 22 (in Step 6), and it will highlight. As soon as it highlights, release the file. It’s done.

You will likely have many jpg files on your card. Grab them all by clicking the bottom/lowest file and holding. This will highlight the list. Drag it to the left over the correct folder, and when it highlights, release. You can pick single files by holding down your Control button when you click on a photo.

With this lesson done, I look for permission to come ashore.

James Schot has been a professional photographer for 27 years and owns Schot Designer Photography. Feel free to contact him at james@bestschot.com with photographic questions or queries for future columns.

October 2007

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B30 October 2007 CALENDAR OF EVENTS

MAKING PLANS More boat show events

www.the-triton.com

The Triton

EVENT OF MONTH

Oct. 20 SeaKeepers Soirée to

kick off new professional crewlevel membership to SeaKeepers International (see story on page C17).

Space is limited. To become a member and attend, visit www.seakeepers.org/ professionals.

Oct. 22 Ft. Lauderdale Mariner’s

Club golf tournament at Weston Hills Country Club, 8:30 a.m. For details, visit www.flmc.org.

Oct. 23-24 18th annual marine seminar, Marine Insurance Theater, produced by the Ft. Lauderdale Mariner’s Club. Pier 66. For details, visit www.flmc.org

Oct. 23 Crew4Crew crew appreciation party. For details, register online at www.crew4crew.net.

Oct. 24 International Superyacht

Society (ISS) membership meeting and breakfast, 8-10 a.m., Bahia Mar’s Harbour Lights room. Open to all ISS members, media and interested parties. www.superyachtsociety.com, +1-954525-6625

Oct. 25 Annual ISS International

Awards Gala, 7:30 p.m.-midnight, Marriott Harbor Beach Grand Ballroom. www.superyachtsociety.com, +1-954-525-6625.

More than 1,000 people attended The Triton’s party last year. FILE PHOTO

Oct. 17, 6-10 p.m.

The Triton’s fourth annual Boat Show Kick-off Party, Ft. Lauderdale We’re closing Bimini Boatyard again and opening it to the awesome yachting industry. Catch up with friends before the madness of the boat show starts (that would be the 48th annual Ft. Lauderdale International Boat Show, which begins Oct. 25). Watch your e-mail for details. Don’t get our e-mails? Register online at www.the-triton.com and get the scoop.

Oct. 25 Towboat U.S. party with

Redline Marine and MPI at Quarterdeck, 8 p.m.-midnight. Watch for the guys at the boat show handing out raffle tickets to win $2,000 cash (drawing at 10 p.m., must be present to win).

Oct. 26 Training seminar by ISS and

MIASF, 10 a.m. - 3 p.m., Bahia Mar Hotel Ballroom. Free, includes lunch and mini job fair. Trainer Joe Noonan

helps captains, crews and owners build stronger relationships (10 a.m. and 1 p.m.); Orientation to Yachting for entry level crew (10 a.m.); job fair and networking with industry companies and schools (1 and 3 p.m.) www. superyachtsociety.com, +1-954-5256625

Oct. 26 National Marine Suppliers

traditionally has a party on the Friday night of the show. Access is by invitation only.

Oct. 27 Lurssen Yachts traditionally

has a party on the Saturday night of the show. Access is by invitation only.

Oct. 29 USSA general meeting, 8-10 a.m., Bahia Mar. Breakfast included.

The Triton

www.the-triton.com

CALENDAR OF EVENTS

October 2007

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Teambuilding by Crew Synergy; boat building by IBEX Oct. 2 Crew training for captains.

A special Triton-sponsored crew teambuilding seminar, 1-5 p.m. in Ft. Lauderdale. Facilitated by Joe Noonan of Crew Synergy Training (www. crewsynergy.com), captains will learn tools to take back to their yachts for better communication and easier crew relations. Space is limited to 20.

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

Oct. 3 The Triton’s monthly networking

event, 6-8 p.m. at the offices of Kemplon Marine Engineering Services in Ft. Lauderdale, 3200 S. Andrews Ave., #103. No RSVP necessary. Read more about Kemplon on page A10.

Oct. 4-8 38th annual U.S. Sailboat

Show, Annapolis City Dock and Harbor, Annapolis, Md. www.usboat.com.

Oct. 5 The Triton Bridge luncheon,

noon, Ft. Lauderdale. A roundtable discussion on the issues of the day.

Active captains only. RSVP to Editor Lucy Chabot Reed at lucy@the-triton. com or 954-525-0029. Space is limited to eight.

Oct. 6-7 Columbus Day Regatta,

Biscayne Bay, Miami. More than 200 racing and cruising sailboats expected. www.columbusdayregatta.net

Oct. 6-14 47th International

Boat Show, Genoa, Italy, at Genoa Fairgrounds, Piazzale J.F. Kennedy 1.

More than 1,650 exhibitors expected to showcase everything for power boats, sailboats, tenders, engines, equipment and cruising services. Tickets start at 13 euros. Most boats under 10m. www. salonenautico-online.it

Oct. 7 Sunday Jazz Brunch, Ft.

Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov/festivals.

Oct. 10-12 International BoatBuilders’

Exhibition & Conference (IBEX), Miami Beach. Nearly 800 exhibitors and manufacturers have signed up for this trade-only conference. Free demos throughout the show and a pre-conference day Oct. 9 includes workshops on various topics including noise-control, lighting and wiring. All free. More than 55 seminars also run throughout the show for a fee and continuing education credits. The show is produced by Professional Boatbuilder magazine and the National Marine Manufacturers Association. www. ibexshow.com

Oct. 11-14 36th annual U.S. Powerboat

Show, Annapolis City Dock and Harbor, Annapolis, Md. www.usboat.com.

Oct. 12-14 Ladies Let’s Go Fishing

seminar in St. Petersburg. $150 includes welcome reception, Saturday seminars, hands-on training and use of equipment, door prizes, meals, goody bag and T-shirt. +1-954-475- 9068, www.ladiesletsgofishing.com

Oct. 15-Nov. 11 22nd annual Ft.

Lauderdale International Film Festival, the longest film festival in the world and one of the most important regional shows in the United States. More than 200 films (including 60 feature films) are shown at various locations and times. www.fliff.com

Oct. 25-29 48th Fort Lauderdale

International Boat Show This is the industry’s largest boat show, both in terms of space (with more

than more than 3 million square feet of in-water and exhibition space at six marinas and in the convention center) and attendees. www.showmanagement.com

Nov. 2 The Triton Bridge luncheon,

noon, Ft. Lauderdale. A roundtable discussion of the issues of the day.

Active captains only. RSVP to Editor Lucy Chabot Reed at lucy@the-triton. com or 954-525-0029. Space is limited to eight.

Nov. 4-6 26th annual BVI Charteryacht Society Boat Show, Village Cay Marina, Tortola. www.bvicrewedyachts.com

Nov 7-11 33rd annual Charter Yacht Boat Show, Yacht Haven Grande, St. Thomas. www.vicl.org

Nov. 12-15 Global Superyacht Forum,

formerly known as Project, Amsterdam, The Netherlands. Hosted by The Yacht Report. 945 euros. www.synfo.com

Nov. 13-15 20th annual Marine

Equipment Trade Show (METS), Amsterdam, The Netherlands. For trade only. More than 1,000 exhibitors expected. www.metstrade.com

Nov. 9-11 32nd annual convention

and general meeting of the Seven Seas Cruising Association (SSCA), Eau Gallie Convention Center, Melbourne, Fla. More than a dozen presentations, forums, demos, roundtables and parties. $15 for members, $20 for nonmembers. After Oct. 26: $20, $25. www. ssca.org (click on workshops page), 954-771-5660.

Wholesome kids wanted

Get ‘em hungry Cod ... egg ... puff pastry ...

Hollandaise sauce ... yum.

Recipe awaits.

Northrop and Johnson found a great place to recruit ‘clean-cut, scubbedfaced’ kids to work on megayachts.

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Section C

Wrong road?

Free Classifieds Check them out, continuously updated online, with features such as alerts.

Financial software such as MoneyMap can help you make a right turn.

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October 2007

Capt. 1o1: Teach well to get great crew

M

COPYRIGHT SLAVOLJUB PANTELIC; ILLUSTRATION FROM BIGSTOCKPHOTO.COM

Story by Eng. Dean Vaughan

egayachts need skilled and knowledgeable crew who know their boat and their job.

STCW-95 defines how crew shall be trained and how they shall perform duties when on watch, while yachting benchmark standards of service and quality dictate the required competency for all captains and crews.

Knowing the yacht, job and role in an emergency, and correctly managing guests are best achieved through competency-based training, regular drills and safety briefs, which are run onboard.

Failure to continuously train and develop crew will increase the probability of an accident or incident and result in inconsistent standards of service. Turnover does disrupt routines and service standards, especially when no formal standards are developed or taught to

incoming crew members.

Creating a specific training system for a yacht need not be a burden. Set aside time to record already-existing work practices and intelligently define them in a structured format that can be taught, then record crew feedback and competency assessments.

Work on the three Rs: z Routines and structure founded on a system of basic, on-board training and drills for each department’s role and the instruction of guests regarding actions to be taken in an emergency; z Risk identification, which prepares crew for known hazards, such as fire or an intoxicated guest falling over the side while under way; z Regulation of individual crew duties, equipment’s operational techniques, maintenance and

See TRAINING, page C20

Sauces have power to make or break your culinary creations

CULINARY WAVES MARY BETH LAWTON JOHNSON

In the classical kitchen, the sauce is the tool by which a dish can stand out or take a back seat.

We don’t always have the time to create great sauces from scratch, instead making a sauce from speed scratch with a little help from a package. This saves time and allows us to concentrate on other items.

If you don’t know how to make a great sauce, this article will

explain the basics. (I’ll discuss taking it a step further to describe compound sauces next month.)

Information in this article was adapted from Gerald Chesser’s “The Art and Science of Culinary Preparation,” and “The Sauce Bible” by David Paul Larousse.

In the Middle Ages, sauces were often used to cover up poorly cooked, rotting meat. Sauces have come a long way since then.

Today, they are used in anything from meat dishes to vegetable and egg dishes to pasta to a simple garnishment under a main course.

They should be smooth, not heavy but light, and must be glossy to the eye.

Sauces also should be distinctive in taste that compliments the entrée. Can you really make a good sauce and not have it drown the main

item, yet still have the qualities indicative of a good sauce?

Absolutely.

Here are the essentials to a good sauce: z A good sauce starts from a good stock. (I wrote about stocks in the August issue.) z Just as it takes hours to prepare a good demi-glace, it

See WAVES, page C6

C2 October 2007

SUPERYACHT OPERATIONS: Up and Running

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The Triton

Informal employee reviews are good; formal reviews accomplish something As with all employment, giving feedback to megayacht crew is important from the perspective of crew development and motivation.

There are essentially two types of employment review: an informal one that takes place as the opportunity to discuss matters arises, and a more UP AND RUNNING formal one where specific time is set IAN BILES aside.

The informal review is useful in that it gives both parties an opportunity to raise issues and concerns that might not otherwise be discussed. However, by its nature, it is unlikely that there will be any positive record of the review of the issues discussed.

The main stages of a formal employment review or staff appraisal are: 1. Preparation. Ensure that you have all the necessary and relevant material at hand.

2. Communication. Make certain

Be sure to record the key points of discussion as well as the agreed action items that come out of an employee review, and close on a positive note whenever possible. that the crew member knows exactly when and where the review will take place and how long it is likely to take.

3. Location. Privacy is essential.

Make certain that the review will not be disturbed (which includes mobile telephones).

4. Situation. The actual layout of a location can have a major impact upon the review process. Avoid sitting directly opposite each other with a desk or table between you.

5. Introduction. Take time to explain the real purpose of the review and the fact that you will be taking notes. Make it clear that the crew member can make notes if they so wish.

6. Review the working period. Go over the previous working period and

look at what has gone well and poorly.

Be specific.

7. Agree to a future plan of action and the support necessary to achieve this.

8. Allow for the discussion to cover any areas of concern. Nothing should be “off limits.�

9. Record the key points of the discussion, the agreed action items, the agreed support, the evaluation measures and any follow up.

10. Close on a positive note, if possible.

At the end of the review both parties should feel that they have had a fair opportunity to present their feelings on how the employment has been going.

If a full, fair and frank discussion has taken place the result will lead to a much better understanding by both parties.

Dispute resolution The crew of a yacht lives in a closely confined environment with limited private space. Work can be highly pressured and, therefore, it is not

See RUNNING, page C5

The Triton

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October 2007

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CREW NEWS: Recruiting

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The Triton

Paul Clark, a student at the Maine Maritime Academy, had a great time working on a yacht after having spent two summers on tugboats that PHOTO/JODI H. PETTY “didn’t smell the greatest.”

Placement agent recruits ‘fresh’ kids from Maine

By Lucy Chabot Reed There’s something about the students at Maine Maritime Academy that makes Ann Aylesworth smile.

“They were such a breath of fresh air,” she said, recalling her visit to Maine this spring to recruit students for the yachting industry. “Just clean cut, scrubbed faced, boy scout/girl scout kind of kids.”

She wants to bring those kids Aylesworth – and the feeling they invoke – to the yachting industry.

Aylesworth is director of crew placement at Northrop and Johnson.

She spent two days in Maine, telling a room full of students about the world of megayachts (“the good, the bad and the ugly,” she said) and interviewing 16 of them. After weeding out the students she felt couldn’t handle the detail-oriented work that megayachts demand, she set her sights on four of them.

She placed one this summer on the new 120-foot Broward that had a whirlwind press tour around New England.

“I loved it, I had a blast,” said Paul Clark, who worked as a deckhand and is a senior at MMA this year. “I spent the previous two summers on tugboats between Houston and New Orleans, black oil barges, hot and dirty, and they didn’t smell the greatest.”

Capt. Jeff Neuwirth, new vessel commissioning captain for Broward,

said Clark has “twice the skills of the deckhands you pick up around here [Ft. Lauderdale].”

“He can tie twice as many knots as I can, and I can tie quite a few knots,” Capt. Neuwirth said. “He knew the names of things and had strong basic navigational knowledge.”

Clark earned minimum wage this summer tending bar, greeting guests, standing gangway watch and keeping the yacht looking good. He was hired in anticipation of the trip beginning, but last-minute repairs sent the yacht to the yard, where Clark learned the other side of yachting.

“He never complained and he learned the boat very well,” Capt.

Neuwirth said. “He’ll be a hot property when he gets out. I don’t think he’ll work for minimum wage again.”

Clark is expected to graduate in December 2008 with a bachelor’s degree in science and a 500-ton mate/200-ton master. Most of the students at MMA graduate with deck and engineering licenses and head into the commercial industry, some with licenses to operate vessels up to 3,000 tons. Clark said he’s been asking for opportunities in yachting since he started at MMA as a freshman.

His summer internship is the beginning of a trend, at least at MMA. Dick Youcis, director of career services at the academy, joined the U.S. Superyacht Society and visited the Miami Boat Show in February to recruit industry leaders for MMA’s job fair.

Aylesworth jumped at the chance.

“These kids are the low-hanging

See MAINE, page C13

The Triton

www.the-triton.com

SUPERYACHT OPERATIONS: Up and Running

Discipline is going to arise in employment situations RUNNING, from page C2 surprising that on occasions disputes can arise between crew members.

If disputes are left unresolved, the bad feeling that develops can have a negative effect on the entire crew and, therefore, it is essential that such matters are dealt with swiftly and fairly.

On board the yacht, the captain is the ultimate arbiter. Notwithstanding the legal requirements of employment, generally the captain has the authority to hire and fire at his own discretion.

As soon as a dispute arises, the captain needs to ascertain whether or not this is a minor disagreement that will swiftly be forgotten or a more sinister problem that, if left, will fester.

To start, the captain needs to obtain information on both sides from the individuals in dispute and from other crew members.

Then, at an appropriate time, he needs to confront both individuals with the information he has obtained.

Subject to the response of the individuals, the matter will either be resolved amicably or the captain will need to take action that will probably (eventually) lead to the departure of one of the crew members.

Discipline In any employment situation. occasions will arise when a crew member will overstep the mark and it will become necessary for some form of formal discipline to take place. The procedure to be adopted is normally set out as part of the terms and conditions of employment.

On board a United Kingdomregistered ship, the Ship’s Articles will

MPI Group of Surrey, England, offers a distance-learning course designed to bridge the gap between master certification and the reality of running a large yacht.

The course is sponsored by the Professional Yachtsmen’s Association and Middlesex University. Course material was created by Ian Biles and future topics include the legal aspects of yacht management, interior management, chartering, repairs and security. For more information, call +44(0)1252-732220 or e-mail et@mpigroup.co.uk. To read previous columns, visit www. the-triton.com and click on “news search.”

include reference to the Merchant Navy Code of Conduct.

This code is a set of rules and procedures that have been agreed between employers and unions about conduct of life on board ship. Whilst initially designed for the Merchant Navy, its application to yachts remains valid.

Next month: A look at the current Code of Conduct for the Merchant Navy that came into force on June 1, 2001.

Ian Biles is the founder of Maritime Services International, a marine surveying and consultancy business.

He holds a Class I (Unlimited) Master’s certificate, a degree in naval architecture and an MBA. He has developed a risk management program for large yachts for a major Londonbased underwriter. Contact him at ian@ maritimeservices.demon.co.uk or +442392-524-490.

October 2007

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C6 October 2007

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IN THE GALLEY: Culinary Waves

The Triton

Sauce must complement dish in flavor, color WAVES, from page C1 takes hours to prepare great sauces.

Sauces can’t be rushed. If you don’t have time, take the short cut.

Otherwise, make the time. z Be aware of your seasonings. They should not overpower your sauce but complement the main item in the entrée. z The color of the sauce must accent the dish. z The consistency must be perfect, not too thick or too thin. You should be able to see the food under the sauce. z Sauces that are to be served cold need to be thicker than sauces served hot.

Sauces are made up of liquid (the base), a thickening agent and flavors.

There are four groups of sauces, called the mother sauces. These are veloute (the base is chicken or fish broth), espangnole (demi-glace), bechamel (the base is milk), and tomato.

Good qualities in a mother sauce are the ability to produce multiple compound sauces, be the basis for other culinary preparations, be able to be reheated without breaking down and a long shelf life.

Thickening agents There are three main types of thickening agents.

1. A roux is 50 percent flour to clarified fat, such as butter. Fat is used as the bridge between the liquid and the thickening agent. Classical schools use butter because absorption is greater.

If using flour, use bread flour or all-purpose flour because of the high gluten content. It gives it greater binding abilities.

A few tips: z Always sift your flour first to remove lumps and foreign material. z Use a whisk or flat spatula for best results and fewer lumps. z Use a stainless steel pot or pan. If you use an aluminum pan and a utensil scratches it, you get flecks of aluminum in the sauce, which will turn it green or gray.

There is a white roux (used for cream sauces), a brown roux (used for all brown sauces) and a blond roux (used for all veloute sauces). Brown roux is cooked longer. Don’t burn the roux or it will taste bitter and the high heat will destroy the binding power.

Use a lower temperature and longer cooking times to obtain the brown roux. I always pre-brown my flour by spreading it out on a baking pan in the oven. This way it takes less time.

However, you do want to cook your roux slowly to get rid of the taste of flour.

Roux should never be added to a hot liquid. Always add the hot liquid to the cold roux a little at a time, whisking all the while. Bring the sauce to a boil,

stirring often.

You need to sterilize the sauce to get rid of any bacteria that might have accumulated and you want the thickening agent to reach its fullest potential.

2. Starches such as cornstarch, arrow root and tapioca starch have their benefits. The best one to use is tapioca starch. It doesn’t give as much elasticity to the sauce as cornstarch and arrow root will.

3. Liaison finale is a French term for any mixture that is used to thicken or bind sauces, soups and other preparations. Today, it is mainly used to describe an egg and cream addition to thicken and finish the sauce. Sauces should not be boiled after adding them.

Common proportions are six egg yolks to one cup of cream.

Liaison finale with starch is similar to using cornstarch slurry to thicken sauces. The starch is mixed together with a little liquid and then added to the sauce while it is boiling.

Liaison finale with beurre manie is two parts butter to one part flour.

Whisk after each addition. Do not boil because the sauce will taste like raw flour.

The liaison that is most notorious is the liaison with egg yolk. Whisk the egg yolks first, and add a little cream if desired. Slowly add a cupful of the hot liquid to the egg yolks. This is used to temper them. Then stir the mixture

See WAVES, page C7

Baked Cod with Egg in Puff Pastry with Hollandaise Serves 8

By Chef Mary Beth Lawton Johnson, CEPC, CCC For the hollandaise: 4 organic egg yolks 2 tablespoons white wine 2 teaspoons champagne vinegar 2 tablespoons water 1 cup ghee or clarified butter White pepper, sea salt to taste Place egg yolks, wine, vinegar and water in a bowl and place over simmering water. Whisk really fast to form a mousse. (Do not boil or the sauce will separate.)

Remove from heat and slowly whisk in the butter.

Season with salt and pepper.

For the fish: 2 large sheets puff pastry 2 organic egg yolks, beaten 8 fillets of cod, 6 oz. each 2 ½ cups milk 4 tablespoons butter 8 organic eggs Fresh spinach, wilted

Roll out the puff pastry to about 1 inch thick and cut into 8 squares.

Score the tops with slashes and brush with the egg yolks.

Bake in a preheated oven (350 degrees F) for 5-7 minutes or until golden and puffed.

Place the fish in a dish with the milk and butter and bake for 7 minutes until done.

Poach the 8 eggs.

To assemble: Cut puff pastry squares to form a sandwich pocket. Place the fish in the pocket. Top with a poached egg. Drizzle a little Hollandaise on top. Garnish with seasonings of choice. Serve on a bed of wilted spinach.

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Stock, roux are first steps in making mother sauce WAVES, from page C6 into the hot sauce. Don’t let the temperature go above 160F or the sauce will curdle.

A culinary classic is using the blood of the animal such as poultry or game to thicken it. This is called liaison finale with blood. The blood takes the place of the egg yolks when used with heavy cream. You would use this for the classic Coq au Vin. Liaison finale with fat uses butter, cream or foie gras to thicken. If you use butter, you are “lifting” the sauce.

The use of butter gives a rich sauce and is done over very low heat. If using cream, just add it and bring to a boil. If using foie gras, puree the foie gras with cream and add it to the sauce. This is commonly used for dishes containing truffles.

Newer liaisons use vegetable purees to thicken rather than butter, flour and egg for a healthier sauce.

A mother sauce To make a mother sauce, begin by making the stock, then make the roux, then create the liaison between them.

Your goal is to achieve these properties: z Viscosity (is it thick enough?) z Texture (simmer and reduce it to not only intensify the flavor but to give it the right consistency. The longer a sauce is reduced, the mellower it will taste. As a sauce cooks, depouillage, that is clean the sauce by setting the pot on a rolling simmer – a little off center – and skimming impurities and fat deposits. z Color (does it compliment your dish?) z Luster (does it reflect light?) z Opaqueness (is it transparent enough?)

From these basic, mother sauces originate compound sauces which are the majority of all sauces in a classical kitchen. I encourage you to look in your culinary library and pull out some books that re-introduce you to the mother sauces so you can either start to make them or remake them.

Remember, education is only a whisk away.

Next month: Compound sauces.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. Visit her Web site at www.themegayachtchef.com or contact her through editorial@the-triton.com.

IN THE GALLEY: Culinary Waves

October 2007

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C8 October 2007

NUTRITION: Take It In

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The Triton

You ate how many M&Ms? Control is key at Halloween Holidays and food fit together hand-in-glove. What would Easter be without eggs, Thanksgiving sans the turkey, Christmas minus the cookies, or Halloween short of candy?

Not surprisingly, Halloween is the holiday that ranks highest in candy sales, according to statistics kept by the National Confectioners TAKE IT IN CAROL BAREUTHER Association (NCA) in Virginia.

This may well be because candy so enticingly equates with the “treat” in the “trick-or-treat” phrase coined during this age-old holiday.

Sweets figured prominently in the first Halloween celebrations in the United States. Taffy pulls, along with corn-popping parties and hayrides, marked Halloween celebrations in pioneer days. The large influx of Irish immigrants into the United States during the late 19th century led to the association with ghosts, goblins and witches.

Jack-o’-lanterns are an Irish tradition. In Ireland, oversized rutabagas, turnips and potatoes were hollowed out, carved into faces and illuminated with candles to be used as lanterns during Halloween celebrations. Unfortunately, these healthy root vegetables never became the treat that candy has become today.

What’s your favorite Halloween candy? According to the NCA, bitesized chocolate candies are the most popular, chosen by 76 percent of trickor-treaters. Bite-sized non-chocolate candies rank second, beloved by 30 percent of Halloween candy eaters.

Least favorite treats for goodie bags are fruit, salty snacks, toys and baked goods such as cookies and granola bars.

Don’t think Halloween candy consumption is just for kids. According to the NCA, 90 percent of parents admit to sneaking goodies from their kids’ Halloween trick-or-treat bags.

Many adults go out and buy Halloween candy just to eat for fun.

The bedeviling thing about Halloween is that candy isn’t healthful.

Most candies provide only sugar, and fat if they contain ingredients such as chocolate, nuts and coconut. They don’t contain vitamins, minerals, dietary fiber or phytonutrients.

So, how can you tame this demon and treat yourself to Halloween candy – and maintain good health this month, too? Here are a few points to consider: z Less than 2 percent of the fat and 10 percent of the sugar in our diets are supplied by candy. Most of the

fat actually comes from the high-fat animal products we eat. The main sources of sugar in our diets are sugary beverages, baked goods and frozen desserts.

Candy-wise, portion size is important. For example, you can still get a sweet fix, yet cut out from onehalf to two-thirds of the calories, fat and sugar in a full-size chocolate bar by opting for a bite-size or “fun size” bar.

Another portion control trick is to color code your candies. In a landmark study published in the Journal of Consumer Research, college students given a bowl of M&M candies containing 10 colors ate 77 percent more than those given a bowl with the traditional seven colors. z Some candies, such as lollipops, candy canes, gummy bears, gumdrops, licorice twists and sour balls do not contain fat or cholesterol. What's more, many of these candies are relatively low in calories. For example, eight gumdrops or eight jelly beans (both the equivalent of 1 ounce) contain about 115 calories. z Not all saturated fats raise blood cholesterol levels. Stearic acid, the primary saturated fatty acid found in chocolate, has been shown to have a neutral effect on blood cholesterol levels. This is because chocolate is derived from plants (cacao trees) whereas other types of saturated fats are derived from animals. z Another plus for chocolate: Researchers say that treating yourself to 3½ ounces of dark chocolate each day can reduce systolic blood pressure – that’s the top number in a blood pressure reading – by five units, and the bottom blood pressure number by almost two units. This blood pressure reduction is linked to reducing the risk for cardiovascular disease by 20 percent. Dark chocolate is a fair source of healthful antioxidants called flavonoids.

The bottom line is that it’s important to remember candy is indeed a treat. It’s not an essential part of your daily diet. The key to eating a healthful diet and achieving or maintaining an appropriate weight is a balanced intake of fruits, vegetables, whole grains, lean dairy and protein foods, with occasionally a bit of candy.

An active lifestyle that includes regular physical activity is important, too. So go out there and trick-ortreat gangway-to-gangway. Just don’t gobble your Halloween booty in one monstrous serving.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton.

Contact her through editorial@thetriton.com.

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IN THE GALLEY: Truffles

The Triton

Workers at Urbani in Spoleto, Italy, sort through freshly hunted summer PHOTO/DEAN BARNES truffles.

Hard to find and perishable, truffles command top price

By Carol Bareuther Say the word truffles and images of ultra gourmet dining come to mind.

At up to $120 an ounce or more, truffles aren’t to be trifled with, but savored whether fresh or found in precious amounts in any number of gourmet truffle-flavored products.

That said, you can imagine our surprise when on a private tour of the Spoleto, Italy-based world headquarters of Urbani Trufalo – a four-generation, family-owned company that controls 65 percent of the world’s truffles – we

saw basket after basket stacked 3-feet or more high with summer truffles as they came in for processing and pronto distribution to epicurean hotspots around the world.

Not to be confused with upscale chocolate candies, true truffles are a group of edible, undergroundgrowing fungi that are members of the tuber family. Definitely diamonds in the rough, they are warty, irregular in shape, and range from walnut to baseball size.

Coveted as incredible edibles, truffles have fascinated foodies for centuries. The Greeks and Romans valued them as medicines, aphrodisiacs and delicacies. This latter use comes from their unique aroma – akin to deep-fried sunflower seeds – and pungent, earthy flavor. Fast-forward to more modern times and famed French chef Brillat-Savarin affectionately nicknamed truffles the “diamond of the kitchen.”

Today, truffles are both hunted and cultivated. Dogs (no longer pigs) scour the countryside of Italy, France, Spain and Croatia along with their human truffle hunters in search of these precious edibles.

Truffles typically grow a foot or more underground and it takes a keen sense of smell to search them out. Careful digging by the truffle hunter assures this spot might produce another truffle the following year.

Because of world demand and the chance business of hunting, growers

See TRUFFLES, page C11

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IN THE GALLEY: Truffles

October to January is the season for the keenly craved white truffle. A combination of garlic, shallots and cheese describes this exotic truffle.

If whole ones are hard to find, try truffle products, such as oil TRUFFLES, from page C10 have sought to seed the ground with truffles by planting specific trees that give off truffle spores. This has been successful, however it is the wild truffle that is still much more plentiful.

There are four types of truffles.

The summer variety we saw coming into the Urbani factory for processing is the least expensive. Its taste is a combination of mushrooms and hazelnuts.

From September to January, the Burgundy truffle is harvested. This one is akin to the summer type and has a hint of hazelnut.

From October to January is the season for the keenly craved white truffle. A combination of garlic, shallots and cheese is the best way to describe this exotic truffle.

From mid-November through March, the black truffle, with its soft crunchy feel and spicy black-radish taste, is harvested.

Fresh truffles are highly perishable.

That, and their relative scarcity, is why they command a premium price. Urbani packs fresh truffles in dry ice and ships them immediately via overnight courier to discerning customers worldwide. However, the company, and other gourmet food manufacturers, produces a host of truffle products that are easier and less expensive to purchase, but with all the heady truffle taste.

For example, Urbani makes truffle butter, delicious brushed over steaks or spread on warm crusty bread.

Truffle oil tastes great when drizzled over grilled chicken or fish or used to season a salad. Truffle vinegar is also a delicious salad ingredient, while truffle paste can be squeezed into creamy

Freshly hunted summer truffles come into the Urbani factory for fresh sales and processed into truffle PHOTO/DEAN BARNES products. risottos, polentas and pasta sauces.

You can also purchase jarred truffle peelings. Enjoy these as a very dramatic garnish to soups and sauces.

Truffles may be one of the few splurges in life that won’t bulk out your belly or hug your hips forever. A tablespoon of fresh shaved truffles adds less than 10 calories to a dish.

Carol Bareuther, a registered dietitian, is a freelance writer living in St. Thomas.

Contact her through editorial@thetriton.com.

October 2007

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C12 October 2007

WINE: By the Glass

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Discover a wine surprise in the Northeast of Italy

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Most people probably cannot name too many wines from Italy’s Northeast.

It produces some world-class white wines and a few really good reds. If I mention the likes of Soave and Valpolicella, things become clearer. Add to this Alto Adige and Trentino, and most people will have experienced some of the amazing

BY THE GLASS chardonnays and MARK DARLEY especially Pinot Grigios from there that leave you wondering why anyone drinks ever Santa Margherita.

Northeast wines divide into two main DOC classifications, Alto Adige and Trentino, after which Veneto and Friuli-Venezia Giulia have a very complex set of classifications covering their wine producing areas. I will cover the main wines you’ll see in the United States, citing examples I know.

Alto Adige, in the foothills of the Alps, is the northernmost wine-making region of Italy. Production tends to focus on small production or cult-type wines, in part due to the small planted acreage. Grapes such as sauvignon blanc and chardonnay produce good, zesty wines that reflect the land. Pinot bianco from makers such as Hofstatter show a honeyed quality that is very pleasant to drink.

The area also makes really good aromatic wines from Riesling, Gewurtztraminer (a grape now proven to be from the area) and Sylvaner. Good makers include Produttori Colterenzio, Alois Lageder, the brilliant Elena Walch and – one of my favorites – Caldaro, a major cooperative. Many of these companies also make brilliant pinot grigio that will change your opinion of this often dull and boring grape. I like wines from Walch, some of which are very sought-after indeed, including the staggering white blend called Beyond the Clouds. If you ever find a bottle, I promise it will take you there.

Red wines include the increasingly trendy Lagrein, which has good berry fruit overlaid by smoky flavors. It is particulary good from Bolzano and Josephus Meyer-Unterganzner.

Trentino, unlike Alto Adige, is predominantly Italian-speaking and the majority of its white grapes are chardonnay. Gaierhof makes good chardonnay, as does Concilio and Maso Furli. Decent pinot grigio is made by Concilio, along with good white blends from, among others, the outstanding estate of Foradori.

Reds are very interesting. Teroldego is a normally rustic grape that becomes

quite sublime in the hands of the winemaker Elisabetta Foradori. The wine is called Granato and it always gets the coveted three glass award from Gambero Rosso. The wine has amazing cherry flavors that deepen with age.

If you are looking for a new and worthwhile experience, this is definitely it. Other great reds include the legendary San Leonardo red and Villa Gresti, also from San Leonardo, which is made from merlot and a splash of Carmenere. This won the three glass award for the first time this year.

In the Veneto, three well-known wines are made. Soave has, over the years, lost its reputation due to overproduction on the fertile flatlands near Lake Garda. In recent years, pioneers such as Inama, Gini, Anselmi and, above all, Pieropan have put this Garganega-based wine back on the map in terms of quality.

La Rocca as made by Pieropan is absolutely world class, and in good years can age for up to 10 years and even resemble Meursault. Inama makes great basic Soave as well as singlevineyard wines that are worth seeking out. The wines should be fruity, with flavors of banana, honey and touches mineral and acidity to add balance.

Valpolicella has suffered lately, but these light, red fruit and strawberrydominated wines are rebounding in the capable hands of Tedeschi, Allegrini and Masi. Key grapes are Corvina, Rondinella and Molinara.

Valpolicella, when made from airdried grapes, becomes Amarone, which is highly popular in the United States.

The wines are bold, rich and dominated by flavors of chocolate and raisin when mature. My favorites include Castellini, Allegrini and Guerrier-Rizzardi. A lighter style called ripasso has become popular in the last few years and most houses now make this type of wine, which sells for a quarter of the price of a good Amarone.

Prosecco is made in the Veneto from Prosecco grapes and makes a light and easy-drinking alternative to champagne. This is a good sparkling wine for hot weather and good makers include Adami, Bisol Desiderio-Figli and Ruggeri. Prosecco is more popular than ever; most retailers should have a few examples at very keen prices.

To my mind, wines from FriuliVenezia Giulia are so special that I will devote the next column to them. Some of the legendary names of Italian wine making, such as Jermann, Schiopetto and Villa Rissiz, are located here.

Mark Darley is a fine wine sales consultant for Universal Wines and Spirits in Miami. Contact him at mark. darley@universalwines.net.

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CREW NEWS: Recruiting

The pitch to students: Commercial can wait MAINE, from page C4 fruit,” she said. “They are committed to being the marine industry and they just don’t know about us.”

They soon will. Andy Chase at MMA is on a sabbatical this year to rewrite the curriculum to include courses for working aboard megayachts, including instruction in guest services.

“Historically, we’ve had alumni on yachts, but in the recent two to three years, it’s just skyrocketing,” Youcis said, noting that yachting isn’t a big part of the job market for MMA graduates, but it is an option. “We want to make sure that when they leave, they are aware of all segments, that they know all their options.”

This was the first time Northrop and Johnson reached out to a maritime academy to recruit, Aylesworth said, but it won’t be the last. While yachting can’t compete with the benefits and predictable schedule of the commercial world, it offers something else.

“These are pretty boats with girls in bikinis,” she said. “You can’t touch them, but at least you get to see them.

You get to play on the toys and work with people who are within 10 years of your age, and the destinations are pretty great.

“My hook is: Give me five or six years,” she said. “Commercial will always be there for you. You are never too old or too fat to work in commercial. In my world, there’s a 15year window where you can be very successful.”

Clark is well on his way. In addition to bartending and hanging out with the filming crew, he also had to take care of the boat. He said he was surprised at the amount of attention to detail in something as simple as washing the boat after the delivery.

“I figured I should start at the top and work down, but I didn’t really know where to begin after that,” he said. Capt. Mike Petty, along for the delivery, gave him great tips, he said, so washing a 120-foot boat is no longer intimidating.

“I knew it was going to be a lot of work, but I learned it was a lot more work than I thought once I got down there,” said Clark, who wants to be a megayacht captain someday.

The worst part of the summer?

“There are no bad parts when I’m on the water or on boats at all,” he said.

That’s the attitude Aylesworth hopes to harness with regular recruiting visits to MMA. She’s headed back in November to introduce the yachting industry to a whole new crop of fresh faces.

“Whether I get them or Camper Nicholsons gets them or Fraser gets

them, who cares because we all win,” she said. “The industry wins.”

Flipping through resumes to find a phone number, she paused to smile and laugh.

“Ya gotta love a kid who lives on Otter Drive,” she said. “They’re just too cute.”

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

October 2007

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Capt. Jeff Neuwirth, left, new vessel commissioning captain for Broward, had plenty of praise for intern Clark, noting that he had “twice the skills of the deckhands you pick up around here [Ft. Lauderdale]. ... He can tie twice as many knots as I can, and I can tie quite a few knots.”

PHOTO/JODI H. PETTY

C14 October 2007

LITERARY REVIEW: Well Read

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Know New Orleans through Hambly and Burke Last month, news outlets covered the status of New Orleans two years after Hurricane Katrina and the failure of the levy system. This month, this column will focus on two authors who set their work in New Orleans. Each deals with the issues of race, class and graft in the city – one in a historic timeframe, one contemporary.

WELL READ NineteenthDONNA century New MERGENHAGEN Orleans is the setting of Barbara Hambly’s historic mysteries. Pre-civil war New Orleans is a society that operates on a number of parallel planes.

There is the white planter society, the founding Creoles, the slaves both own and the circle of “free men” who move amongst all segments.

The series features Benjamin January, a free man who has returned from Paris, where he was educated in medicine and music. January’s education as a physician does not present an opportunity in the city, so he makes a living as a piano player. It is his education and status as a free man that permits him to cross social boundaries and assist plaintiffs wrongly accused.

In each book of the series, Hambly’s

detailed descriptions of cultural clashes, living conditions, social strata and law enforcement are critical to the story line.

Life’s challenges in Hambly’s mysteries are frighteningly familiar to the world of James Lee Burke’s new novel – 150 years later. “The Tin Roof Blowdown” (Simon and Schuster, $26) is the 15th Burke novel set in New Orleans and features character Dave Robicheaux. The novel begins with Robicheaux traveling from his home and job in Iberia Parish to assist in the New Orleans police response.

Like all Robicheaux novels, Burke weaves family histories, traditions of social strata and centuries of political graft around a central plot line. The common thread in this story is Father Jude LeBlanc.

Being in New Orleans presents the opportunity to search for the missing Father LeBlanc.

In the state of lawlessness, Robicheaux travels with the familiarity of a local and the wisdom of generations of reference. Previous novels in the series delegated the character of the city to the backstory. In “the Tin Roof Blowdown” Robicheaux’s observations and reactions are the front-story, with plot lines serving as a platform for commentary. The compelling story is a

good introduction for readers who have not read the Burke series.

The presence of mob drug trade, racial tension, and corruption at all levels of public service defined the city’s ability to deal with the effects of Katrina. Federal funding to the city was cut in half in the 1980s at the same time the crack cocaine became the drug of choice, setting the scene for the “abandonment of tens of thousands of people to their fate.” Multiple levels of criticism are imbedded in the lament; “We saw an American city turned into Baghdad on the southern rim of the United States.”

For every indictment of errors made, there is praise. The United States Coast Guard “flew nonstop ... taking sniper fire, swinging on cable … held infants against their breasts and fat women who weighed three hundred pounds and carried them above the water to higher ground with a grace we associate with angels.”

Through Robicheaux’s eyes, the reader sees looting, homicides, police abuse, and vigilantism as well as acts of bravery, individual leadership and personal sacrifice.

Donna Mergenhagen owns Well Read, a used book store on Southeast 17th Street in Ft. Lauderdale. Contact her at 954-467-8878.

C16 October 2007

PERSONAL FINANCE: Yachting Capital

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If you’ll go broke some day, would it help to know when?

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Remember when retirement should plan for this impact. planning was simple? You worked for The foundation that I recommend a large company for many years and in to start any client plan is to get a reality return received a good pension. check of where they are today and get A pension it down on paper. This is the hardest was considered step for most people. I use proprietary an added bonus software called the MoneyMap, which to go along is simple to understand. with your social Once you do a plan, it should be security. In those updated at least every year or so days you could depending on financial changes. count on social The projection features of this security. Full software help calculate the variables of inflation, taxes, rate of return on YACHTING CAPITAL social security benefits started your investments including your MARK A. CLINE at age 65. contributions, and how much you will Historically that retirement scenario withdraw during retirement. The net worked well for two main reasons. result is at what age you will run out of In 1950 there were 16.5 Americans money and be flat broke. working and paying into social security Obviously no one wants to be broke for every retiree. Also the average but when would you like to know you number of years you lived during are going broke? Now or when it is too retirement was less than 10 years. With late to do anything about it? Once you these factors you did not have to save have a retirement map, you can dig that much money for retirement. You into many of the different strategies also did not have to consider inflation, out there in creating wealth and living the cost of health care and expensive through retirement. prescription drugs.

One of the newest wealth-creating If you are a baby boomer planning concepts – at least in the United States for your retirement, – is the Mortgage If you expect to live there are many more Accelerator program. things to consider. If on social security alone, These programs can you work for a large you should start scaling drastically reduce company, it probably the number of years your lifestyle back. You it takes to pay off a does not have a pension plan for you. will need to practice mortgage. What if If you expect to live you can change your living next to the on social security effective interest poverty level so it won’t alone, you should rate to 2 percent or 3 be too much of a shock. percent? What if you start scaling your lifestyle back. You earn 10 percent to will need to practice living next to the 12 percent on your investments in the poverty level so it won’t be too much of market? To get into this topic is a whole a shock. different article that will be done in the In a nutshell, we are on our own future. today for retirement planning. Maybe In the past, many people had their the government is trying to condition houses paid off once they reached us by giving us incentives for putting retirement and just lived off social money away for ourselves via 401(k) security. Now, there are many strategies plans, IRAs and SEP plans. Today, if that use the equity in homes as part of you were born after 1959, you won’t get retirement planning, including reverse your full retirement benefits until age mortgages (which in most cases I do 67. Who knows what will be the age for not recommend), equity lines of credit, full retirement 10 years from now. and pulling out equity for investments.

You should make the decision to Each has its pros and cons so do your take on the responsibility of your own research. retirement planning. This planning will Another property-related strategy put you ahead of the game. that might be beneficial for investment I have practiced in the financial properties is a 1031 exchange. Many industry for 10 years. I have seen people believe that the only option many planning tools and strategies for available for a 1031 exchange is a like creating wealth. Some approaches last property. This is not true. There are through retirement years and others other avenues for you to own property expand into passing wealth from one without dealing with landlord issues generation to the next. but that have the same real estate benefits. Again to get into detail is Quite frankly you should be using these techniques because if you are age another article in the future.

65 today you should plan on living at An older strategy that is used is least 30 years in retirement. The biggest See CAPITAL, page C19 reason: health care advances. Everyone

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NETWORKING: SeaKeepers

SeaKeepers opens doors and lowers fees for captains, crew

By Lucy Chabot Reed The International SeaKeepers Society, a non-profit association dedicated to preserving the oceans, is opening its membership for the first time to professional megayacht captains and crew.

Founded by a group of yacht owners nine years ago, the association now has about 100 members, most of them well-known businessmen and entrepreneurs. Founding members include yacht owners Paul Allen, the late Jim Moran, Jim Clark, and Steve Forbes.

Membership is $50,000. Last year, SeaKeepers opened its membership to yacht builders for an initial membership fee of $25,000.

The new membership level for captains and crew – called SeaKeepers Professionals – will be kicked off Oct. 20 at the SeaKeepers Soiree, the first of what is planned to be an annual event during the Ft. Lauderdale International Boat Show. The goal of the event is to raise $75,000 to cover the cost to install a SeaKeeper 1000 ocean and weather monitoring station in the Dania Cut-off Canal.

Tickets are $50 for members, $150 for guests.

“It’s a good time in the business and most people are looking for a way to give back,” said Graeme Lord, yacht management director at International Yacht Collection and the impetus behind the crew-level membership.

“We were looking for a charity and thought about the Boys and Girls Club, but if you are in the South of France, what interest do you have in the Boys and Girls Club? SeaKeepers is a charity that touches all of us in yachting.”

SeaKeepers was started in 1998 by a group of yacht owners troubled by the deteriorating condition of the ocean.

It has developed a monitoring system that automatically takes water samples and air readings, records data on a range of issues from air temperature to pH levels, and transmits the data via satellite to databases for scientists to study.

The SeaKeeper 1000 is about the size of a two mini refrigerators stacked on top of each other. Created and manufactured by SeaKeepers in Ft. Lauderdale, the units are installed on yachts, ships, docks, and buoys around the world and take precise scientific measurements every minute. It requires no human interaction to record and

International SeaKeepers Society +1-954-766-7100 www.seakeepers.org

SeaKeepers CEO John Englander oversees the manufacture and placement of SeaKeeper 1000 units from the association’s office in Ft. PHOTO/LUCY REED Lauderdale. upload data.

Since its founding, SeaKeepers has raised more than $10 million, mostly from yacht owners, to develop this system. U.S. yacht builder Trinity Yachts announced in August that it would install the units, including the through-hull fittings, on new builds at no additional cost to the buyer.

More than 50 systems are in place, with 16 in process, according to John Englander, chief executive officer of SeaKeepers.

“SeaKeepers Professionals is a way to engage captains, engineers and crew,” he said. “By underwriting the cost of fixed monitors in critical locations, yacht crew will add significantly to the scientific understanding of the major oceanographic and climatological changes now taking place everywhere in the world.”

SeaKeepers Professionals’ annual membership is $150. For captains with 500-ton licenses (or their equivalent) and higher, and for chief engineers with a Y4 license or higher, another level called the Captain’s Circle is available for $500.

The first 12 members of the Captain’s Circle will be asked to join the Captain’s Advisory Board to assist the SeaKeepers board of directors on issues regarding the professional side of yachting.

“There is nothing right now that brings all people in yachting together,” said Frank Atlass, owner of Atlass Insurance. “This enhances that societal, collegial aspect of yachting, and you’re doing it for a good cause.”

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

October 2007

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C18 October 2007

HUMAN RESOURCES: Manager’s Time

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Getting angry is no sin; dealing with it poorly is This month, we explore anger, how to acknowledge and experience it, process and express it, and then let it go effectively and non-violently.

Anger is neither good nor bad. If you feel it, you feel it. Many people deny that they ever get angry. That’s just denial, and we’ll address that in a minute.

For now, assume MANAGER’S TIME we’re using the DON GRIMME term anger to refer not only to rage but also to any level of discontent, including annoyance, irritation, frustration, impatience, contempt, displeasure or even numbness.

And it counts whether it is directed outward toward others, outward toward situations or circumstances, or inward toward oneself.

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– behavioral, emotional, mental and physical – in words or phrases.

Are you surprised to discover all that’s entailed whenever you experience anger? The more aware you are of that experience, the more able you will be to manage it.

3. Process it.

Although you do want to experience your anger fully, you don’t want it to take you over and contaminate your actions.

Anger is an intense emotion. You may very well feel propelled to lash out or take some other action leading to undesirable consequences.

Process your anger instead of reacting to it. Use any or all of the following three techniques.

Technique No. 1: Defuse your anger.

Take a few slow, deep breaths and concentrate on your breathing. Imagine yourself at the beach or by a lake or anywhere that makes you feel calm and peaceful. And tell yourself to calm down, not to let the source of the anger Five Rules of Anger get to you.

1. Acknowledge it.

Technique No. 2: Learn to talk about The first step to managing anger your feelings. Involve a third party (e.g., is to acknowledge that you are angry. spouse or friend) as a sounding board.

Although many of Write an angry letter us would like to see (that you won’t mail).

How you process ourselves and be Sit in front of an anger effectively perceived as “mellow,” empty chair, imagine few of us are. But may depend on your the person at whom even more important personality or how you’re angry is in the than being mellow chair, and vent. upset you are.

Try to is recognizing and Technique No. 3: defuse it by relaxing, accepting whatever Choose a constructive we are feeling. means to purge your talk about it to get 2. Experience it. tension. Exercise or your feelings out or It really is OK to sports to expend discharge it physically play feel anger. Denying that adrenaline nonor repressing anger is by exerting yourself in violently. Use some the worst thing you some kind of exercise. relaxation techniques. can do. Let yourself Or take a simple “time experience it fully. out” for yourself.

Most feelings have one-word labels, 4. Express it. but those simple labels represent a Open, honest and direct expression multidimensional set of experiences. is the most effective way of managing Behavioral – in our actions and anger. So whenever feasible, express it. communications (both verbal and non- Here’s how: verbal) z Remind yourself that anger is a Emotional – mood states such as normal, human emotion. sadness, fear, rage, joy – at whatever z Use open body language and direct intensity eye contact.

Mental – those thoughts, words and z Speak in a firm (but not phrases that go through our heads threatening) voice.

Physical – in the body, for example z Don’t attack or blame the other butterflies in the stomach, headache, person. dizziness, clenched fists, shortness of z Focus on the behavior that breath, etc. triggered anger – not the person with The following activity can help you whom you are angry. get in touch with the totality of how z Use “I” statements. you experience anger. Remember a time z Don’t dredge up old issues. when someone or something made you angry. Describe your symptoms See MANAGEMENT, page C19

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HUMAN RESOURCES: Manager’s Time

Ask yourself if it is good to hold onto your anger MANAGEMENT, from page C18 z Avoid words/statements you’ll regret later. Don’t threaten. Simply state the facts about what made you angry.

Expressing anger is just a form of assertion. And, as with assertion, we offer a word of caution.

Sometimes expressing anger would be inappropriate (thus the “whenever feasible” caveat of this rule).

For example, it would not be feasible to express anger when you are dealing with an aggressive person, especially one in authority or one who is likely to react with violence.

It’s also not feasible to express anger when providing performance feedback to an employee or behavior feedback to a friend. Feedback must focus on the other person’s behavior, not your feelings.

Expressing anger in these situations would be disruptive.

If timing is the constraint, postpone your anger expression, but don’t cancel it. In such circumstances, you still can express your anger but do it to a third party (or an empty chair).

5. Let it go.

Even if we don’t immediately lash out at the person who has triggered our anger, too often we hold on to it, letting it fester and poison our interactions and well-being.

Perhaps it was not feasible to express your anger and you’re still stuck with it.

More likely, you simply did not manage your anger or perhaps you have some other motivation for clinging to it.

Give it a time limit ... then let it go.

Ask yourself if your anger (or holding onto it) is useful. You may very well believe that it is useful. For example:

Do you find it to be energizing and mobilizing? Does it make you feel powerful? Is it getting you results?

Does it get “respect”? Perhaps you are perceived as strong; not to be trifled with.

But is there a downside? Are those bursts of adrenaline burning you out and/or becoming addictive? Are you really powerful ... and perceived as such by others? Are the short-term results outweighed by a longer term backlash?

Is it real respect that you’re getting, or fear and contempt? Are you angered over a situation you can’t control?

You may have heard of the Serenity Prayer: God grant me the serenity to accept the things I cannot change, courage to change the things I can, and the wisdom to know the difference.

If you can change the circumstances that trigger your anger – and if (all things considered) it’s worth doing so – do it. Otherwise, let it go.

One of our clients spent an entire weekend angry at her husband and locked herself in their bedroom to “punish” him.

Well, he invited friends over to watch football games and action videos, drank beer and ate pizza. So whom, in fact, did she punish?

Even if you are effective in punishing the other person (e.g., a co-worker, friend or loved one) is that what you really want?

Don Grimme is co-founder of GHR Training Solutions in Coral Springs, Fla. He specializes in helping managers reduce turnover and attract excellent job candidates. Contact him at dgrimme@comcast.net.

You might live 30 years in retirement CAPITAL, from page C16 called income laddering.

In short income laddering is taking and dividing your total amount of investments into multiple bonds, CDs, stocks and mutual funds, and mapping out when you will need different amounts of income. Your current income comes from myriad sources from CDs maturing at different times to aggressive mutual funds and stock for long-term investing. Remember you will probably have 30 years in retirement.

A new spin off the income ladder today is using a split-annuity strategy.

This involves purchasing multiple annuity contracts. This is much easier

to understand and keep track of though the years. Some annuities can guarantee you never run out of money no matter how long you live. Another advantage for using the annuities is the tax-deferred growth.

Everyone has a retirement strategy.

Not planning is a strategy but not a strategy most of us would like the results.

Don’t procrastinate; it’s your money, your retirement, your life.

Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker. He is a partner in Capital Marine Alliance in Ft. Lauderdale.

Contact him at +1-954-764-2929 or through www.capitalmarinealliance.net.

October 2007

C19

C20 October 2007

FROM THE CAREER FRONT: Onboard training

www.the-triton.com

The Triton

How people learn: see, listen, do TRAINING, from page C1 administration.

How people learn People learn in three distinct ways.

Structuring a training system that uses the three learning styles works well when also combined with specific techniques and teaching aides.

1. Visual learning. These learners need to see what is going on. A leader is able to direct visual learners because they like reading, television and enjoy looking at photos, plans or cartoons.

Be sure to use words such as see, look, appear, and read. These people may not talk much, will dislike listening for too long, and will be distracted with untidiness.

Other techniques and teaching aides for visual learners include: posters, charts and graphs; visual displays; booklets, brochures and handouts; and varieties of color and shapes.

2. Auditory learning. Listening learners often love to talk, are attracted to sound and are distracted by noise.

They tend not to like reading and may appear to daydream while reading.

Techniques and aides for this group includes question-and-answer sessions; lectures and stories; audio; group discussion; varying the tone, rate, pitch and volume of the presentation; and using music, slogans and acronyms.

3. Kinesthetic learning. They learn best by doing. Kinesthetic learners tend to move a lot, tap pens and shift in seats. They want lots of breaks, enjoy games and drills, and hate reading.

These are the best drill sergeants.

Techniques and teaching aides for them include team activities such as drills; hands-on experiences; role playing and note taking; and open discussions and safety briefs.

Crew leader checklist Crew leaders should assess these 10 points before making a training system: 1. Decide if there is a non-training alternative, such as supervisor appraisals or workplace experience logs that record onboard achievement.

2. Establish which crew will do the actual training module being created.

3. Determine training needs and goals (safety, operational procedures, health, hospitality service, etc.?).

4. Define the knowledge and skill levels required upon completion of the training. (Assess crew member language, literacy and numeric levels.)

5. Determine required assessment tools and allowable adjustments used for crew that are not fluent in English.

6. Establish documentation procedures to deliver and record onboard training, drills and achieved competency standards of the crew.

7. Assess crew to determine how much training needs to be done.

8. Decide on the most appropriate

To see an onboard training program sample, visit www.the-triton.com.

activities and their combinations that are needed to get results.

9. Research existing courses and outside resources for ideas.

10. Continually refine the training system and measure improvements.

Deliver the training package Follow these steps, and work toward actually delivering a training session and assessment: 1. Analyze the procedure of assessment and prepare explanations.

Break the procedure into small parts.

Think about how you will explain each.

2. Be clear and accurate in speaking or writing your instructions.

Instructions need to be clear so there is no confusion or misinterpretation about the assessment process.

3. Avoid negative words. Write instructions so crew knows what to do, not what they shouldn’t do.

4. Use the “you” approach. Write to the crew, not at them.

5. Use an active voice and action words. Instructions and procedures should be directed to the crew handling the task. Use verbs that offer direction.

6. Sequence the information correctly so it is easy to follow.

7. Test instructions or explanations with a colleague or outside expert. Give them to colleagues, and follow up on all feedback, check for clarity and make the necessary changes.

8. Prepare the crew by putting them at ease. Crew must feel comfortable before training and assessments take place. You want it to go well, be fun and interesting. Learning is best achieved when people are open to improving themselves and their work place.

9. Give complete instructions.

Explain what is required plus where and when it will take place, how crew will be assessed, why they are being assessed and which tasks they will be required to perform.

10. Ask for ideas and feedback to involve the crew. This will show they are listening and participating fully.

11. Confirm full understanding and clarify uncertainties.

12. Do not include unnecessary information that may confuse the crew.

Having determined what, why and how and created module templates, make eye-catching documents and use tools such as PowerPoint to help deliver modules. Raising standards, building teams, making people safer and happier and providing clear structure lets captains and department heads get their own jobs done.

Eng. Dean Vaughan is the project manager/owner’s representative on Burger Hull 509. Contact him through editorial@the-triton.com.

The Triton

www.the-triton.com

October 2007

CROSSWORDS

SUDOKUS Try these new puzzles based on numbers. There is only one rule for these new number puzzles: Every row, every column and every 3x3 box must contain the digits 1 through 9 only once.

Don’t worry, you don’t need arithmetic. Nothing has to add up to anything else.

All you need is reasoning and logic.

Start with the Calm puzzle left. Then try your luck in the Stormy seas at right.

Calm

Answers to all puzzles are now online at www.the-triton.com/puzzles

Stormy

C21

C22 October 2007

Captains Available Available Captain Highly experienced 3000 tons licensed Master available for deliveries, long term, short term contracts... contact captbob1051@aol.com Ad#

2868

Captain in Med Spanish Capt YM 200 Gt looking for a M/Y in FLL area in the Med for the moment paco_deblaye@hotmail.com +34.671.27.56.26 Carib. season Ad#

2940

100Ton Capt Seeks Yacht to Love & Family to Care for!

20 Yrs exp Cruising the World CaptainSplane@aol.com Call #954-347-4945 Ad#

2989

www.the-triton.com

CLASSIFIEDS

Master 1600grt Oceans

Chef Available

Capt. 1600gt Oceans Available Full-time or delivery Contact Llyn Thomas Buckwalter Cell 954-612-2866 llynbuckwalter@yahoo.com Ad#

2005 62 Fairline Captain Needed for 2005 62 Fairline Targa. Full Time liveaboard, Travel to multi ports, good pay, good owners Ex Captain Available to talk Ad# 3057

3026

Captain with Experience Experience captain looking for yacht to charter. navagation experience, from eastern US Bahamas and Caribbean.

Email online to ad# 2870.

Captain Available

Sail or Power - Private or Charter Responsible, Committed, Hard Working

Experienced, MCA 200T captain available for full time, private use.Great management skills with hard working ethic call 772-215-1742.

100-ton Captain seeks private or charter yacht, sail or power. Resume at www.estreetdesign.com/resumecaptain.doc Call 802-579-4557

Ad#

Ad#

Ad#

2870

3037

Great Personality, experiance and references.Team also avail miketheskipper@gmail.com

Captain 30+years experience will maintain your yacht wash and run all engines weekly in fort lauderdale starting $500.00 weekly

3008

Ad#

English Captain Available MCA 200 ton UK, sail and power, charter or private, well presented and hard working. Email miketheskipper@gmail.com 2910

100ton Captain Available for deliveries anywhere on the east coast or gulf of mexico please contact me for a free quote, (813) 767-6959 Ad#

30 years experience, Florida & the Keys, East Coast, Bahamas Great Lakes.

Current owner retiring from boating. ,941-400-8043, Ad#

3054

Freelance/Delivery Captain Port Captain

Ad#

Captain Permanent Position Desired

3040

MCA 200ton Captain Available

Ad#

3043

The Triton

Available over 8000 seatime days bahamas/eastern US (954)600-1909 2963

Permanent Captain Captain available, full time SE U.S. 941-400-8043 d.m.campbell@comcast. net 100 T Master Ad#

2854

S. FL. Captain Seeks Yacht to care for & Family to Love!

20 Yrs Exp. Local or Abroad, 954-347-4945 CaptainSplane@aol.com Ad#

2970

Capt for Duck Tour Boat inter-coastal, based in Ft Lauderd 25 tons, FL CDL class B DL, US. Citizen, Drug Testing, CPR, 1st aid cert. 5617563851 Ad#

3058

Towboat Captain Wanted

Captains Needed

Towboat Capt to perform tow & salv tasks. USCG Near Coastal + tow end. Co Benefit 4 dy wk inc wkends/ngts.

Fx 954 783 9009 tina@towboatusftlauderdale. com

Captain Wanted

Ad#

Looking to hire P/T or F/T captain for daily operation of schooner in St. Augustine, FL 50 ton w/ Sail Aux a must Call John at (904) 315-7795

Yacht Chefs Available

Ad#

2959

2864

100 Ton license Captain Charter/private 25yrs exp

Ad#

1600 USCG Lic. Delivery,Freelance, or Long term right boat. Over 20 years of experience. Have a World Class experience call Capt. Jim 954-290-0119.

Looking for Duck Tour Boat Captains based in Ft Lauderdale

Ad#

2918

Captain wanted Busy West Coast Company looking for professional Captains & Captain/Stew teams. Experience required. Fax resumes to 949-764-1727.

Ad#

2974

3061

Culinary trained Yacht Chef available for freelance or permanent position.STCW and great references. 954-8175836 or hflossie@hotmail. com Ad#

2954

All Culinary styles including raw food.

Ft. Laud. Gerald CLeeman Call 561-843-2842 Positive Attitude Ad#

2874

Italian Chef Available Now Master and culinary/gastronomic.

I’ve had experience in Embassy Vatican City/Rome.Full or Part time. Call Gissela 954 798 0903 or topchefgourmet@gmail.com Ad# 3031

U.S.Culinary Trained Chef with STCW95 and experience on yacht and more Contact 954-600-2069 or

The Triton

www.the-triton.com

cheforvis@hotmail.com Ad#

3027

Yacht chefs Needed Let Me Cook For You and Your Guests Experienced cook, from cold salads to four course meals, looking to cook on your M/Y; references available.

Deborah Pepper 786-316-7478 Ad#

2914

Crew Available Great Mate/First Officer Sail or Power Experienced Captain looking to branch into larger yachts, sail or power Resume online: www.estreetdesign.com/resumecaptain.doc Call 802-579-4557 Ad#

3094

Looking for charter work

Great Mate/First Officer Sail or Power Experienced Sail/Power Captain seeks move to larger yacht.

Call 802-579-4557. Resume at www.estreetdesign.com/resumecaptain.com Ad#

Freelance/Perm Stew or Chef available Fort Lauderdale based Stew/Chef available immediately for freelance or perm position.Contact Liezel 954-3366539 Ad#

2990

CREW / MATE / DECKHAND daywork /delivery, experienced stwc-95, palm beach or fll tele: 561-364-1668, email: seacoastm@hotmail.com Ad#

US Chief Stewardess & Chef.

Available for freelance to long term work at your Estate & aboard.

954-832-0887 Seasolutions@bellsouth.net Ad#

Cook/Stew/Light Deck. Freelance, daywork, delivery, or full time with right boat. Call Karen 95290-0119 or karenvalente@hotmail.com 2960

Captain and Mate/Chef Available 100T Capt and Chef available 1 to 4 week charters & deliv. Capt. Bob 954-593-5667. Full time position could be considered.

Ad#

2904

3000

Professional Chief Stew & Engineer Team Looking for permanent position, 5yrs plus Charter-Private exp.

STCW 95, CV’s available on req Call Helen 954 646 2409 or Email Gordon gcockwell@hotmail Ad# 3083

MCA Class II Engineer Crossing & Relief work Based in Ft Lauderdale 954-993-8490 Available Oct 3rd Onwards Ad#

Looking for team position on vessels in the 110 to 130ft range. Have great references and experience, work very well together. Contact Joel or Kimi at 401-339-1971, 843-290-0396 Ad# 2961

3022

Yacht Crew Teams Second engineer/ experienced stewardess seeking permanent long term position from Oct. 1st. please contact perfectteam4u@hotmail.com Ad#

First Mate/ Chef Team

2969

Engineer Stewardess Team Needed

Local US Stewardess/Cook Available for freelance work M/Y’s,Daywork/Charter/Private Boatshow Help/Crew Relief Marsha 954-832-0887

Ad#

2925

Stew/Stewardesses Available Experienced American Reliable Stewardess Stewardess (US) reliable who hits the ground running, 15yrs on yachts up to 168ft.charter/ private.

STCW, divemaster, home cooking.

954-612-2503 Ad#

3055

Cook /Stew for short trips Available Energetic hard working & fast learning cook/stew available short trips -US East Coast Bermuda, bahamas, Carribbean anvandewal@gmail.com Ad#

3039

Ad#

Stewardess wanted

Cook/Stew/Mate Local US Experienced Stewardess/Cook Available

MCA CHIEF MATE / OOW 3000gt Avail. for Relief / Deliveries www.FEADSHIP.co.uk Visit website for resume www.YourSkipper.co.uk

Steward/ Stewardesses Needed

3016

Avail. Aug.-Nov. for Delivery.

Cook/Stew/Mate-many years exp.

(USCG 100 ton) stand watches, cook, detail. Professional, dependable.

954-895-8070 Ad#

2950

Looking for solo stew 112 ft motor yacht Foreign flag, some charters 2 years experience blurgeatsea@pocketmail.com Ad#

2971

Marine Professionals

Available for Deliveries

Yacht Administrator

Freelance Chef available U.S. Citizen.

Great Refs Menus available. Call Gail (954) 525-1398 or (954) 648-7879

23 yr old male available for yacht deliveries. Anywhere on the east coast and through out the Gulf of Mexico. 813-767-6959 or yachtmastergreg@yahoo.com

Bookkeeper with 2-5 years Quicken/QuickBooks & Excel required in Ft. Laud. Yacht industry knowledge a +. Email resume to dskaf@iyc.com

Ad#

Ad#

Ad#

Ad#

3081

Chef Available

2878

3042

C23

Mates and Deckhands Available

for 115ft m.y. Skilled engineer & stewardess med summers/caribbean winters charter and private use jackmckay@mvharmony.com

Delivery

3069

Cook/Stew/Light Deck

Ad#

2848

US Chief Stewrdess/Cook

Capt and Mate/Chef available.

1 to 4 week charters East Coast and Bahamas Cont. 954-593-5667 Capt. Bob Ad#

2862

October 2007

CLASSIFIEDS

3007

at Lauderdale Marine Center 2001 S,W, 20th St. • Ft. Lauderdale, FL 33315 • Total Yacht Restoration • Awl-Grip Spray Painting Specialists • Fiberglass Fabrication & Repairs • Bottom Painting

(954) 713-0374 Office

(954) 232-8756 Cell

www.knowlesmarine.com email: knomarin@bellsouth.net

C24 October 2007 Dispatcher Wanted

CFO Controller CFO with marine industry experience available. Please contact 954-961-2346 or email to jgarvia@aol.com Ad# 2885

Overnight Dispatcher monitor VHF, phones, dispatch towboats 30 hrs/varied nights/wknds, Fax 954-783-9009. tina@towboatusftlauderdale.com Ad#

2920

Deliveries to Maintenance, We Do it All!

Marine Services Help Wanted

Computer Tech Support

Experienced Marine Technicians needed for growning South Florida Marine Service Co.; competitive compensation; phone: 954-832-0808

Complete computer tech support Friendly service and reasonable rates; Local References Capt. Larry 954-557-6450

Ad#

Ad#

3064

Yacht Administrator

Yacht/Marine Carpentry

Bookkeeper wanted for Ft Laud yacht management dept. Must know Quicken/QuickBooks and Excel. Industry knowledge a +.

Contact dskaf@iyc.com

Experienced marine/yacht carpentry and teak deak work. free quotes and friendly service.best price in town. call 954 825 1271

Ad#

Ad#

2966

Marine A/C Techs. and Exengineers wanting to switch trades. MIn 5yrs exp. Refits, installation trouble shooting. Benefits, good salary. Call Matthews Marine A/C. 954-761-3840.

Ad#

Find new customers maintain existing in all divisions; In person local; email & phone worldwide; Exc Co Benefits. tina@towboatusftlauderdale.com

Experienced Marine Detailers needed; growing South Florida Marine Service Company; Competitive compensation; phone 954-832-0808.

Ad#

2857

EXPERIENCED YACHT DETAILERS NEEDED Mobile Marine Services Co. located at Lauderdale Marine Center-Accepting applications for detailers. Call Gail @ 954-728.8225.

Ad#

3004

2972

Quality Assurance/Receptionist Total Quality Management Rep for top crew placement agency.

Pay neg, great atmosphere!

Send resume and cover letter info@cuyc.com.Must be legal US Ad#

Help Wanted

2993

Sales Representative-MarineWanted

Ad#

2915

3011

Professional marine carpentry,teak deck work and refits Experienced marine carpentry ,teak deck work and yacht refits.Free estimates.Call,me Franco at 954 825 1271 Ad#

3034

Mechanic

2 bdrm, Furnished, BIG SCREEN TV

Capt. Greg’s Maritime Services Yacht Deliveries, Relocations, Boat Handling Instruction, Maintenance, Etc. Call for a free quote. (813) 767-6959

Mechanic knowledge diesel, O/B generators, wiring, bt constr.

Organized, Reliable transport.

Exc Benefits. Fax 954-783-9009 tina@towboatusftlauderdale.com

Beautiful, tile throughout, Near 17th st & US 1, close to Winn Dixie, bus lines, beaches airport. Condo Board requires 1 yr lease 954 931-8945

Ad#

Ad#

Ad#

3041

TEAK TEAK TEAK!

2856

www.the-triton.com

CLASSIFIEDS

Beautiful Indonesian Teak Lumber for decks/cabin soles/furniture/all marine apps. Mahogany/Rosewood/Lignum vitae Yacht Teak, Inc. 954-565-1819 Ad#

3073

Computer Tech Support Complete computer tech support Friendly serve and reasonable rates; Local references; Capt.Larry Spisak; 954-557-6450 Ad#

3062

2921

Experienced Marine Carpentry &Teak Deckwork Experienced marine/yacht carpentry and teak deak work. free quotes and friendly service.best price in town. call 954 825 1271

Ad#

Ad#

2863

Ad#

Ad#

Fully Furn., Full Kitchen, W/D Patio, Hottub, Clean! US 1 & Sunrise Blvd. Mile to beach! $1800 monthly. 954-895-8070!

Long & Short Term Housing Utilites, Pool & Parking Incl. Fully Furnished, Near Shops Pet Friendly Location! Near Beach Ad#

2899

Condo for rent

Short & Long Term Housing, Fully Furnished Includes Utilities

2/1.5 northeast ft.lauderdale condo, first floor, screened patio,waterfront,po ol,laundry water,sewer,satTV,incl. $1300 monthly, 954-242-5368.

www.ParkStreetVillas.com All units are fully furnished.

Utilities Included, Pool, Parking and close 2 Beach

Ad#

Ad#

3075

2861

3036

Room for Rent

Diversified Yacht Services Inc located in SW FL is seeking an exp Yacht Mechanic.

Email resume to accounting@ diversifiedyachtservices.com.

Ad# 3056

2872

Short & Long Term Housing Tropical 3/2 House for Rent!

Seeking Yacht Mechanic

3013

3 bed / 1 bath fully furnished house for rent Tarpon River, Ft Lauderdale. Large backyard with jacuzz. Available now. $2500 - (954) 292 9354

For Rent

Ad#

Ad#

Qualified carpenter/joiner available, yacht or home work have all tools and transport call; Dave 954 701 0245

2934

Experienced, professional , engine and generator techs needed. RPM Diesel Eng. Co Contact Mike 954-587-1620 or mike@rpmdiesel.com

Experienced marine carpentry, teak deck work and yacht refits.

Free estimates.Call,me Franco at 954 825 1271

Car Storage-Store your car safely behind locked gate in Fort Lauderdale. Prices start at $65 per month. Call Sabra at 954-294-0641

Qualified Carpenter/Joiner

Ad#

Service Techs Needed

Professional Marine carpentry,teak deck work/refits

Car Storage

3 bed / 1 bath fully furnished house for rent in Tarpon River, Ft Lauderdale

Marine Trades

3070

3086

Furnised room in large townhome on Dania Canal . Seeking quietprofessional, no parties.

650.00 month internet avail.

Call 954 802-8943 Ad#

2909

3014

Furnished 1 BR 1 BATH Condo For Rent In Downtown Ft. Lauderdale Two miles from beach. City center, ALL utils. incl. 6 month lease minimum.

Jacques Roman, owner 561-628-9341 Ad#

2956

For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.

The Triton

Crew Accommodations in Fort Lauderdale Ft. Lauderdale Crew Rentals Near S E 17th St. Pool, W/D $140 per bed $240 Private room geocities.com/ marinersaccommodations/1.html 754-244-2177 Ad# 2982

House for Rent 3/2 House SE 13 St / Miami Rd Fenced yard, Car port, Central AC, New kitchen, Pet friendly.

Furn or Unfurn, Your choice.

Start at $2000 (954) 806 2003 Ad#

2967

Short Term Accomodations Short Term Accomodations Quiet, clean and affordable. convenient location, $150/300 shared rooms and private rooms 954-294-0641 Ad#

3012

Crew House in Savannah 3 bedroom 2 bath sleeps 6 or 8 if needed. All utilities included, except phone. $3000. per month. Call 954 258-1517 or 954 564-4752 Ad#

2994

Room for Rent 1 bed/bath 954 647 4732 Near Marinas downtown cable wireless, microwave, fridge queen bed couple or single by week 250-300 a week Ad#

2996

NE FORT LAUD furnished 1/1 1/1 NE FORT LAUD $950 Month Owner pays all utilities inc electric. The apt is located 1.5 miles from beach, walk to everything. Call 954-520-2353 Ad#

2935

The Triton

www.the-triton.com

CLASSIFIED ADS

1/1 Apt. Just off Sunrise & Federal

11’ AQUASCAN Tender with15 HP. YAMAHA

Sales Jobs

Electric and water included; $850 per mo; immaculate,large 1 block north Sunrise&Federal central a/c no smoking or pets Contact Karen (954) 873-7660

2004 AQUASCAN RIB W/ 15 HP YAMAHA. GARAGED. INCL. TRAILER. CUSTOM MADE WITH LOTS OF STORAGE. $4400.

954-298-4151 / 954-563-0946

Yacht Broker Sales Position Opportunity

Ad#

Ad#

Ad#

2949

3078

2859

Detroit Diesel Engines (2)

Brokerage Position

FOR RENT FORT LA HUGE 1/1 APT in great NE Fort Laud, close to beach, stores and bus $950 per month includes utilit Call 954-520-2353 for info.

Two ‘01 950hp 2000 series. No electronic boxes, alternators, starter motors. Incl DeAngelo exhaust systems. $10k. E-mail: information@aquasitions.net.

Yacht Brokerage position High credentials, powerboat background and experience. Lon Mccloskey 561-627-9500 or lmccloskey@marinegroup.com

Ad#

Ad#

Ad#

3074

For Sale Luxury Condominium for sale/ Investment Opportunity Luxury 1 bedroom, 1 bathroom Las Olas, Ft. Lauderdale, FL Gulfstream Condominium 924 S. E. 2nd St., Contact Tom 954 520-2353,Lena 949 295-0156 Ad#

3090

Recent refit w/ Awlgrip paint, new canvas, upholstery,+ $35,000 information@aquasitions.net Ad# 3080

Environmental Service Boat for Sale

3076

Homes for Sale WATERFRONT- 2BDS/2BTH Panoramic Views Waterfront Apartment in Newer NMB/Eastern Shores Area 2bed/2bath Low Maintenance Access Property Network (305) 913-7187 Asking $549,000 Ad#

Sailboat 1981 Hunter 37’ Cutter Rigged Forward & Aft Cabins

3077

2908

Nestled on 10.84 acres in North Florida.

Surrounded by 100’s of trees, including Bamboo, Oak, Magnolia, Dogwood & Pine. Sell AS IS $150,000 - furnished, includes greenhouse, workshop & small one bedroom apt. Near Marianna & Florida Caverns State Park, minutes to I-10. Scenic drive to Hwy 98 & the beautiful beaches of Florida’s Panhandle. Call John 850-569-5319 or Chrystal 954-465-7020 Ad#

Yacht Sales Experienced yacht salespersons and Yacht Brokers wanted for Pompano Office Mark-954-523-8054 Ad# 3060

C25

Announcements Yacht Insurance Consultant

Join a very fast paced office www.yachtbrokerjobs.com fax resume 954-678-3935

For Rent Furnished 1/1 Apartment

October 2007

Dawn has dedicated her insurance career to building lasting relationships with her clients and the underwriters Gowrie, Barden & Brett represent.

Personal touch service and around the clock availability are her trademarks.

Dawn has been active in the marine industry all her life, in Yacht sales and service, charter management, new boat production and as a licensed insurance agent for the last 20 years.

Dawn has extensive experience in boating and carries a 100 Ton USCG master’s license which further enables her to customize policies to suit her client’s needs.

Call 800-262-8911 x 1653 or email: Dawns@gowrie.com

DAYWORKERS AVAILABLE!!!

If you need good dayworkers, we’ve got ‘em. Call our crew house in Ft. Lauderdale. Only marine professionals stay with us. 954 931-8945 Ad#

3066

2704

28’ Alum Cat Envir Serv Boat New 2002 Builder AMOS Alum. 3 axle trailer Price $65,000. Phone 985 399 7222 Ad#

2901

For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.

WORLD OF YACHTING The one source for all your yachting needs Here’s what we can do for you: • FIND CREW NO agency commissions or percentages no matter how many or how long you need crew members per year.

Post your CV/Resume for FREE. • CREW • Order your APPAREL/UNIFORMS & much more online, phone, fax or in-person.

• Custom Monogramming and Screen Printing • Find or sell a boat (or any other item!) on our boat classifieds.

• GET MORE EXPOSURE Advertise with us! Post your charter brochure.

• Find information on travel destinations, boatyards, flower shops, gourmet stores and more all in one place! www.worldofyachting.com 1126 S. Federal Highway, P. O. Box 230 Ft. Lauderdale, FL 33316 Toll Free: 877-98World (877-989-6753) Ph/Fax: 954-522-8742

C26 October 2007

www.the-triton.com

CLASSIFIEDS Navigation Lights Needed Need Masthead and Anchor light for sail vessel over 20 Meters and running lights, red,green. If you have or know where to get d_ludwick@mac.com Ad#

2911

Tax Free Fuel & Refits Tax Free Fuel/Yacht Support Services in Bizerte/Tunisia.

Tax Free Refits in Malta Contact Lawrence +35699439954 Member AYSS.camarine@ellcee.co Ad#

3085

Envirotech Announces Hot New Product Eliminate Mold, Bacteria and Viruses, Smoke and Odor too, with EcoBox at

only $399. Envirotech 561-707-6143 or envirotech.jklein@gmail.com Ad#

3068

Custom Ships Bells; Your Text Your Logo; in Bronze or Chrome

Fiberglass Repair & Painting

Aussie Rules Grand Final Event 2007 AFL Grand Final Party Sept 28th 10pm @ Biddy Earlys email: info@fightingsquids.com or www.fightingsquids.com $15 (pies, raffles, and more) Ad# 3006

Custom Ships Bells Your Text Your Logo in Bronze or Chrome Bellingham Bell Company. Call (888) 802-3551 www.bellinghambell.com Ad#

3063

Fiberglass repair, Painting custom fabrication , mold repair and fabricating free estimates 954-604-8946 Ad#

work- Timothy Mcdoanld looking work little experince learn fast highly trained law enforcement and firefighting contact mr-tmac@hotmail.com Ad#

2997

For more details on any classified ad go to www.tritonclassifieds.com and enter in the ad #.

2903

Florida Dive Show Dec 1 & 2, Free Tickets Save $10.00 visit floridadiveshow.com offer expires Oct 15, 2007 Ad#

Looking for work

The Triton

3067

Marine Parts and AC Pumps 24 Hour Service Call Ocean’s 4, 1-877-488-9933 for AC Pumps shipped 24-48 Hrs. We carry Scot Pumps and Parts used in Dometic, Cruisair, & Marine Air AC systems Ad#

3019

Custom Sewing New and repairs for all your sewing needs. Cushions, Pillows, Shams, Neck Rolls and Sheets. You provide the design and I will fabricate beautiful items for your enjoyment and that of your guests.

Reasonable prices and fast service.

Call Jan 954-921-9500

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The Triton

www.the-triton.com

October 2007

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