The Triton Vol.8 No.1

Med boardings

New system means your vessel may be next.

B1

Chef killed in SXM

Write it down

Documenting It is believed he got problems onboard into a gypsy taxi. A4 protects you. A16 Vol.8, No.1

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April 2011

Uninsured engineer fights cancer Erick Deforest is keeping his sense of humor despite the battle: ‘If untreated, he doesn’t have until summer.’

By Dorie Cox

Marine firms survive after Japan quake, tsunami

By Dorie Cox

Yacht Eng. Erick Deforest has cancer. Freelance for the past year, he was without insurance when he was diagnosed.

There is treatment for the steaksized sarcoma in his right lung, but without insurance, the bills are formidable.

“Just the doctor visit today was $1,000 cash,” longtime friend Jenna Lombardi-Brown said in mid-March.

“Every bit has to be prepaid. Every test, every doctor, the port, each chemotherapy visit.

“If untreated, he doesn’t have until summer,” she said, helping Deforest decipher medical reports in his living room in Ft. Lauderdale. “And I can’t imagine him not being here this summer.”

So, Deforest’s friends are raising money with online auctions, classified ads and events to help cover medical expenses and to increase awareness on this issue of uninsured yacht crew.

‘I’ve made the best friends ever’

Originally from Bridgeport, Conn.,

TRITON SURVEY

How much influence do you have in where the yacht spends the summer?

Lots; I plan itineraries Some; the – 21.4% owner asks my advice – 39.8% Not much; we do what the owner wants – 38.8%

– Story, C1

Yacht Eng. Erick Deforest battles cancer with a little help from his friends.

PHOTO/DORIE COX

45-year-old Deforest has been a yacht engineer since 2000. Prior to that, he had a mobile marine business in Sarasota, but got his first yacht job on the 1982 Benetti, M/Y Halleluja.

Grating lemons for a healthy beverage at home, Deforest reflected

on the rest of his history working on motor yachts Sacajawea, Black Sheep, Allegria, Dreamseeker, Sea Ghost and One More Toy. “I love the people,” he said. “I’ve

See DEFOREST, page A10

Many marine businesses are still operating in much of Japan as the northeastern region faces a difficult recovery after extensive devastation from the earthquake, tsunami and subsequent nuclear reactor damage in a disaster that began on March 11.

The earthquake measured 9.0 on the Richter scale with its epicenter off the northeastern coast near Sendai, about 190 miles north of Tokyo. It was the most powerful quake ever to hit the country, which gets about 20 percent of the world’s earthquakes.

In the aftermath of the quake, an enormous tsunami swept across much of the region, wiping out villages as far as six miles inland. There were explosions and leaks of radioactive gas in three reactors at the Fukushima Daiichi Nuclear Power Station and spent fuel rods in another reactor caught fire, releasing radioactive material. It is considered the worst nuclear emergency since Chernobyl.

As of press time on March 22, more

See JAPAN, page A13

It’s about time to discuss time off, captains Because yacht crew work nights, weekends and holidays, the line between work and time off is not always clear-cut, agreed most captains at The Triton’s monthly From the Bridge luncheon.

“I think we don’t use time clocks so the crew can’t use it against us,” one From the Bridge captain said. “If they knew exactly Dorie Cox how many hours they worked, then we’d have problems.”

As always, individual comments are not attributed to any one person

in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A14.

Recently having worked nine straight days, another captain said he got caught up in the workload and overworked the crew.

“Then I realize I should have let them have time off,” he said. “I notice when we’re in the yard and pushing to get a lot done, we end up working hard and never really getting it all done.”

“You have to stop,” a third captain said. “You won’t get it all done, anyway.

Yachts can run 24 hours a day, seven days a week, which leaves little

down time. So we asked working yacht captains to talk about time off, how they define it, how they grant it and how they keep track of it.

In contrast with non-yacht employment, vacation and time off granted to yacht crew are not always clock or calendar defined. Several captains in attendance said they don’t even know how much time off they have been allotted.

“I’ve been here for 15 years and I have no idea how much vacation I have,” a captain said. “So the owner said, ‘take May off.’”

See BRIDGE, page A14

A April 2011

WHAT’S INSIDE

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The Triton

They’re building what where?

Rybovich CEO H. Wayne Huizenga Jr. finds a place to haul even bigger yachts. Find out where on page A12.

PHOTO/DAVID REED

Advertiser directory Boats / Brokers Calendar of events Columns: Fitness In the Galley Latitude Adjustment Nutrition Personal Finance Onboard Emergencies Photography Rules of the Road

C15 B6 B14 B13 C1 A3 C7 C12 B2 B12 B1

Sound Waves Stew Cues Crew News Fuel prices Marinas / Shipyards Networking Q and A Networking photos News Technology Triton spotter Triton Survey Write to Be Heard

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The Triton

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LATITUDE ADJUSTMENT

Sitting at the dock has its advantages; so does fishing Walking down the dock at Pier 66, trying not to gawk at the new 282-foot Oceanco M/Y Seven Seas, I bumped into Capt. Bryan Pridgeon of M/Y Triumphant Lady. Though the boat is at the dock this summer, he couldn’t be happier.

He’s a new grandfather. Of twin boys. Born Latitude on his birthday.

Adjustment His son, Lucy Chabot Reed Capt. Steven Pridgeon, has recently taken command of the 160foot Feadship M/Y Major Wager from Capt. Walter Rowan, who has moved on to command M/Y Kiss the Sky. Major Wager is also sitting at the dock this summer, waiting to be sold.

All that sitting is OK for the Pridgeons, who get to spend time with Liam and Logan, who are already 8 months old. (They are 5 in this photo.)

Congrats to you both, and to new mommy (and former chef) Paula. It goes by so fast; savor every moment.

Capt. Les Annan, who left M/Y Paradigm in the fall, is now in command of the 52m Feadship M/Y Rasselas.

Capt. Brendan Rooney, the longtime mate on M/Y Rena under Capt.

Ken Bracewell, is now in command of the 101-foot Hargrave M/Y Pamalama.

Capt. Mac McDonald, after more than seven years with the owner of M/Y Magic, has bid a bittersweet goodbye to the boat.

The 150-foot Trinity has sold and is now officially M/Y Encore and will likely live in Palm Beach.

Capt. Mac and his wife, Chef Betsy, assisted the crew in the transition for a few days and then moved to Ft. Myers on Florida’s southwest coast.

“We’re planning on a trip to Cartagena to see what Colombia is all about,” Mac wrote in a recent e-mail.

“After that, we’re hot on the trail of a new Magic. … We are decompressing now, trying to relax and am not thinking about crew problems, dockage reservations or broken pumps. It’s good to be boat-less, but only because we know we’re heading into something bigger and better.”

I’m not sure if the name had anything to do with it, but Mac wrote often about great crew and great adventures aboard Magic. I’m guessing he had a lot to do with it.

Here’s hoping Mac and Betsy can make Magic on another yacht.

The crew of the 121-foot Crescent M/Y Olga took their sportfishing boat, the 61-foot S/F Ambush, to explore for marlin on the St. Lucia passage in early March. They saw 14 marlin and reeled in 10 that day, each 300-400 pounds.

“Just another day at the office,” wrote in Olga Capt. Bernard Calot.

The anglers, standing from left, Ambush Capt. Tim Richardson and Olga Chief Stew Sara Herrera. Kneeling from left: Olga Mate/Eng. Clemron Nanton, Ambush Mate Tanner Hardin, and Olga Chef Claire Villemure.

PHOTO/CAPT. BERNARD CALOT

April 2011 A

A April 2011

CREW NEWS

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The Triton

French yacht chef killed in St. Maarten; patrols increase

By Staff Report Chef Ludovic Guillevin of M/Y Cheetah Moon, a 125-foot yacht, was killed in St. Maarten on Feb. 26.

Police found him badly beaten early that morning on Mullet Bay beach and transported him to St. Maarten Medical Center.

Soon after, he was airlifted to Martinique, where he died later that day of his injuries.

Initial news reports described the French national as having been tortured.

Subsequent reports in the local Daily Herald newspaper quoted unnamed crew mates who denounced the reports.

One crew member told the newspaper that the chef may have gotten into a gypsy taxi, one that is not legally registered. Legal taxis on the island have taxi license plates.

According to his Internet blog, Mr. Guillevin was born in La Rochelle, France, and was 37 years old at the time of his death. Blog postings end in 2008 but list his experiences as a professional chef beginning in 1992.

In 2004, he served as head chef aboard M/Y No Se lo for Duke Carl of Wurttemberg; and as personal chef for the Duke and Princess Diana of France from 2001 to 2004.

He cooked at The Waves, De La Place and La Marmite restaurants in France and he studied cooking at The Priory at La Rochelle, serving his practical training at the restaurant La Cagouille.

Yacht community concerned

Captains and crew on the island at the time of the murder were troubled by the attack. Potential impacts of Mr. Guillevin’s death were discussed at a captain’s briefing organized by the St. Maarten Marine Trades Association (SMMTA).

Topics included a captain’s responsibilities involving crew drug use.

It was not implied that Mr. Guillevin was involved with drugs, but captains, crew and industry leaders have discussed this topic as an area of concern when discussing crew safety.

“Both the police and the SMMTA are doing everything possible to provide a safe environment as well as solve the crime,” SMMTA President Kass Johnson said.

“Of course, no matter how safe we make it, there will always be crew out where they should not be looking for drugs,” she said. “Captains need to take that issue firmly in hand. … We want the captains to know that it starts onboard.”

The SMMTA met with police officials in early March to discuss increasing patrols from Tropicana Casino to Portofino Marina.

SMMTA also has hired the security firm Check Mate to enhance patrols “to support and expand the increased police surveillance of the area,” according to an SMMTA news release.

Details about the patrols were not disclosed.

Other issues discussed with police included the prevalence of gypsy taxis, police visibility and “the more intensive use of the Maritime Division of our local police in close cooperation with the locally based contingency of the Dutch Caribbean Coast Guard,” the SMMTA release said.

In the week after Mr. Guillevin’s death, yachts did not make moves to leave the area in protest, as several did in Antigua when Capt. Drew Gollan was shot and killed in January 2009.

“Nobody is doing what they should do if they were concerned about safety,” said a captain who asked not to be named.

“There are 60 boats in the lagoon,” he said. “If they all went to anchor for two days, that would cost this place $100,000 and get someone’s attention.”

Some yachts have been leaving, but that shouldn’t be misconstrued to suggest it is in protest.

“The season seems to be winding down early,” said Erik Schiffelbian, fleet manager at Wright Maritime Group, who noted that two of the fleet’s eight yachts had already left the island in early March, and at least one more has since left.

“There have been very few [charter] bookings down there this season, and some boats are choosing to get a head start on their maintenance and prep for the Med season,” he said.

“It may appear that boats are leaving because of this, but I think some of them have been planning to cut the Caribbean season short and head back up.”

Police have asked anyone with more information to call St. Maartin at 5422222 ext. 204 or 205.

A April 2011

NEWS BRIEFS: Piracy

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As piracy activity increases, world objects Quest pirates plead not guilty

The 14 men accused of hijacking the S/Y Quest that ended with the death of its two American owners and two American crew have pleaded not guilty in U.S. federal court to counts of piracy and kidnapping.

They are being detained without bond until their trial, tentatively scheduled to begin May 17, according to news reports. If convicted, they face life in prison.

The men – 13 Somalis and one man from Yemen –were indicted in mid-March on one count of piracy, one count of conspiracy to commit kidnapping and one count of the use of a firearm during a crime of violence, according to a story in the Wall Street Journal. They weren’t charged with murder, but the indictment stated that “at least three of the defendants on board the Quest intentionally shot and killed” the U.S. citizens.

In the bond hearings yesterday, several of the men admitted to being employed as pirates while several others denied they were pirates, according to a story in the VirginianPilot newspaper.

Pirates get life sentence

A few days after the Quest indictments, a U.S. court sentenced

five Somali pirates to life in prison for attacking an American frigate last year on an anti-piracy mission off the east coast of Africa.

The Somalis, the first people to be convicted of piracy in the United States since 1820, received an additional 80 years each for firearms and other piracy-related charges during a fourhour hearing in Norfolk, Virginia.

The five were convicted in November on charges including piracy, attacking to plunder a maritime vessel and assault with a dangerous weapon for their roles in the April 2010 attack on the USS Nicholas, which they believed to be a merchant vessel.

Piracy carries a mandatory sentence in the United States of life in prison, while firearms and plundering charges carry sentences of 30 years to life.

Danes moved out to sea

After a failed rescue attempt on March 10, the five members of a Danish family kidnapped by pirates in late February have been relocated from a Somali village to a ship offshore, according to the Associated Press.

The pirates reiterated their threat to kill them if another rescue attempt was made. The family includes parents and three adolescents. Two other Danes were sailing with the family.

Nations capture pirates

In mid-March, Indian authorities captured 61 pirates nearly 700 miles off its southwestern coast, according to a story in Maritime Executive Magazine The Mozambique-flagged boat they were on was hijacked in December and had since been used as a mother ship for pirates to launch attacks on other vessels. The pirates were captured after two Indian Naval ships closed in on a hijacked fishing vessel. The boat’s 13 crew members were also aboard.

The pirates await trial in Mumbai.

Authorities in Madagascar detained 12 Somalis who were traveling on a hijacked freighter after it ran out of fuel. The vessel was hijacked in November; its 21 crew were still aboard and uninjured.

U.S. reconsiders piracy policy

U.S. Congressman Frank LoBiondo (R-N.J.) says the United States must work harder to identify a solution to the problem of piracy.

“I think our national policy has been ambiguous and not direct enough,” LoBiondo told the audience at a recent meeting of the Kings Point Alumni Association.

LoBiondo, who is chairman of the

See PIRACY NEWS, page A7

The Triton

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NEW BRIEFS: Piracy

Governments, unions eager to get tougher with pirates PIRACY NEWS, from page A6 House Coast Guard and Maritime Transportation Subcommittee, said that American mariners who want to be trained and armed should have that option.

The killing of four U.S. citizens aboard S/Y Quest has prompted the State Department to launch a review of the government’s counter-piracy strategy.

Kurt Amend, principal deputy assistant secretary of state for political and military affairs, said the new strategy would: continue to discourage nations and private parties from paying ransoms; emphasize self-protection measures by the industry; push for prosecution of pirates in national courts; request contributions of military forces and basing rights to defend against pirates; and promote contributions to an international fund to defray the expenses of countries in the region willing to prosecute and incarcerate pirates.

He said the international community is trying to formulate diplomatic solutions to the political vacuum in Somalia, including giving assistance to regional governments that oppose piracy.

Korea and the Philippines, who have had citizens killed by pirates, are among the countries that now support armed guards on commercial ships.

Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots. It has been reprinted with permission.

IMB: Get tougher on pirates

The International Maritime Bureau (IMB) has supported a shipping industry campaign that urges governments to take firm action against piracy off Somalia, according to a story in Maritime Executive Magazine.

The campaign, aimed at raising awareness of the human and economic costs of maritime piracy, urges governments around the world to prioritize six key actions:  Reducing the effectiveness of easily identifiable motherships  Authorizing naval forces to hold pirates and deliver them for prosecution and punishment  Fully criminalizing all acts of piracy and intent to commit piracy under national laws, in accordance with their mandatory duty to cooperate to suppress piracy under international conventions  Increasing naval assets available in the affected areas  Providing greater protection and support for seafarers

 Tracing and criminalizing the organizers and financiers behind the criminal networks “The past six months have seen a significant escalation in pirate activity off the coast of Somalia,” said IMB Director Pottengal Mukundan. “Strong action against suspected motherships is necessary to prevent further attacks.”

For details, visit www.icc-ccs.org.

Unions: Let’s fight back

The rules of engagement adopted by military authorities and the shipping industry “make piracy a relatively riskfree and profitable venture.” And, piracy has become “institutionalized” in Somalia as a way of life.”

America’s maritime unions made those remarks in response to a U.S. Coast Guard request for comment on its rules on the use of deadly force. The unions urged the agency to develop rules of engagement that permit the use of deadly force by any means when the master, mariner, or others onboard believe the vessel or a mariner is being subjected to an act of piracy.

Nearly 200 years ago, Congress authorized U.S. merchant ships and crews to use force to resist aggression by pirates. But the Coast Guard has advised mariners that their right to use deadly force in self defense is not as extensive as the same right under common law in most U.S. jurisdictions.

Although any American would be justified in using deadly force to protect his home or property, the Coast Guard’s Port Security Advisory (PSA) 3-09 advises that only non-deadly force should be used in defense of a vessel or property that the master and crew are authorized to protect.

“Of course, it is impossible for a mariner to retreat from attack when he is at sea,” the unions note. “Additionally, the vessel is the mariner’s domicile and contains all the property with which the mariner travels. The master is charged with the protection of both the vessel and a ship’s cargo. Faced with these realities, mariners or embarked security forces must be able to use deadly force.”

Under PSA 3-09, mariners “would be expected to allow themselves to be kidnapped provided they would only be held prisoner and eventually ransomed back,” they said. “This absurd result illustrates the need for stronger rules for self defense of ships on the high seas, rules that address the dangerous and harsh realities our members face every day.”

Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots. It has been reprinted with permission.

April 2011 A

A April 2011

NEWS BRIEFS

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The Triton

Engineer found dead outside crew house Engineer dies in Ft. Lauderdale Yacht Eng. Troy Sansom, 40, of Australia, died of an overdose on March 12 in Ft. Lauderdale.

Mr. Sansom was found unresponsive outside of a crew house on Southeast 20th Street at about 7 a.m., according to a Ft. Lauderdale police report.

“The coroner confirmed it was sudden death and there was no foul play involved,” said Shelley Isakowitz of Smart Move Crew Accomodations.

The police report said the medical examiner ruled the death an overdose.

“He had stayed with us a couple of times,” Isakowitz said. “Troy was a great guy and wonderful tenant.”

Mr. Sansom is survived by his parents, Frank and Eve; siblings Jodee, Brett and twin, Tara; his partner, Cynnie; nieces and nephews, according to an online memorial guestbook.

A private ceremony to celebrate his life was held March 22 in Port Phillip, Victoria, Australia.

– Dorie Cox

Cunard named in job e-mail scam Cunard, the luxury cruise line company, is named in another yacht crew employment e-mail scam.

The recent e-mails falsely use the name of the parent company of the Queen Mary 2 ocean liner. These job

posting also appear on yacht crew placement Web sites.

Telltale characteristics of the e-mails and postings show them to be false by the use of personal e-mail addresses instead of a company account for potential hires to reply to, including Mr.Peter Shanks at (cruiseline_hr@ hotmail.com) and Capt.Bruce Williams at (ccruiseline_rep@hotmail.com).

No official company information is included in the e-mails and postings, which contains misspellings and grammatical errors: “We want to use this medium to inform you that vacancies is now on, so therefore do let us know if you have an interest in working in any of the areas in which Cunard Line Yachting Company Job Offers, If you are interested to work with us in any position, please kindly send your resume or CV to the HR Dept via e-mail Capt.Bruce Williams (ccruiseline_rep@hotmail.com) immediately with your personal details including your roll of profession/Skill of Specialization.

Regards Capt. Bruce Williams” Yacht crew should verify unsolicited job offers by contacting the company in question.

– Dorie Cox

RI debates tax status of boats

Legislators in Rhode Island are debating the tax-exempt status of boats in the state.

A bill was recently introduced that would repeal the sales-tax exemption for boats. State Rep. Richard P. Morrison (Dem.) has pledged to fight it.

“This bill destroys our state’s boat building and servicing industries, and it burdens every Rhode Island boat owner who enjoys our great waters,” he was quote in The State Column newspaper.

“Also, there are countless boats kept in Rhode Island by out-of-state owners precisely because of the tax exemption.

These owners support the local marinas where they dock and store their boats as well as all of the various suppliers and services that surround the industry locally.

Boats were exempt from state sales tax in 1992.

Youngest sailor to race Hobart

Teenage round-the-world sailor Jessica Watson plans to skipper the youngest crew ever to compete in the annual Sydney to Hobart yacht race in December, according to an Associated Press report.

She plans to take the helm of the

See NEWS BRIEFS, page A9

The Triton

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NEWS BRIEFS

April 2011 A

New enforcement begins for garbage disposal in Caribbean NEWS BRIEFS, from page A8 Sydney 38 class boat Another Challenge for the 628nm (723-mile) blue water classic starting Dec. 26. The ninemember crew will all be 21 or younger.

The 17-year-old last year become the youngest person to sail around the globe solo, nonstop and unassisted.

US issues small vessel security plan

The U.S. Department of Homeland Security issued its Small Vessel Security Strategy Implementation Plan last week (March 11) that outlines the four goals of DHS’s approach to small vessel security, and example activities to reach those goals.

The plan is designed to manage risks associated with the potential exploitation of small vessels by terrorists in America’s ports, shores and waterways.

According to the plan, the goals are:  to develop and leverage a strong partnership with the small vessel community and public and private sectors to enhance maritime domain awareness;  to enhance maritime security and safety based on a coherent plan with a layered, state-of-the-art approach;  to leverage technology to enhance the ability to detect, determine intent, and, when necessary, interdict suspicious small vessels; and  to enhance coordination, cooperation, and communications among federal, state, local, tribal, and territorial agencies, as well as international partners.

Government officials met with marine industry stakeholders in Washington in the summer of 2007 and in regional meetings across the country in 2008-2010. This plan is the result of those meetings.

To download the plan, read this story online at www.the-triton.com.

To comment, or with questions, e-mail smallvesselsecurity@uscg.mil.

– Lucy Chabot Reed

Garbage discharge gets strict

Beginning May 1, garbage discharge provisions for special areas under MARPOL Annex V will be implemented for the Caribbean, according to a notice issues by Lloyd’s Register Group.

At the 60th session of the IMO’s Marine Environmental Protection Committee last March, it was agreed that adequate reception facilities for garbage are now available in the Caribbean area, and the provisions can be enforced.

Garbage may only be disposed of as follows: “(a). disposal into the sea of the following is prohibited: (i). all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products

which may contain toxic or heavy metal residues; and (ii). all other garbage, including paper products, rags, glass, metal, bottles, crockery, dunnage, lining and packing materials; (b). except as provided in subparagraph (c) disposal into the sea of food wastes shall be made as far as practicable from land, but in any case not less than 12 nautical miles from the nearest land; (c). disposal into a special area of food wastes which have been passed through a grinder shall be made as far

as practicable from land, but in any case not less than 3 nautical miles from the nearest land. Ground food wastes shall be capable of passing through a screen with openings no greater than 25 millimetres.”

Armchair Sailor to close

Armchair Sailor Bookstore in Newport, R.I., will be closing its doors at the end of April after 32 years of business.

The owners of the nautical bookstore blame the closure on a decline in sales due to an increase

in electronic navigational aids and Internet sales.

“Times have changed and the past few years been very difficult for independent, specialty bookstore retailers,” said John Mann, owner of Armchair Sailor, a subsidiary of Bluewater Books and Charts in Ft. Lauderdale.

The store will have a month-long sale in April at the location at 543 Thames St. For more information call +1 800-942-2583 or visit www. bluewaterweb.com.

– Dorie Cox

A10 April 2011 FROM THE FRNT: Uninsured with cancer

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The Triton

Exposure list: arsenic, metal dust, copper, asbestos, molds and more DEFOREST, from page A1

emotional and possibly physical help for the foreseeable future.” made the best friends ever.”

Deforest said he had insurance on But he also considered some of the the last boat he worked on, but he let it toxins he has been exposed to as an lapse. engineer.

“I figured I’d get it on the next boat,” The doctors told Deforest that this he said. “But this isn’t Jones Act stuff; type of cancer is not from smoking. you’re on your own.”

Although his father died of lung cancer Not every boat provides health and genetics could be a factor, Deforest insurance for its crew. As a yacht said he has worked with a lot of manager, Lombardi-Brown has materials that may have played a part researched the topic and said yachts in the disease. are not obligated to have it.

“We expect injuries in yachting, If they do, it usually doesn’t cover there are risks,” said Lombardi-Brown, much, she said. It mostly reimburses. owner of Lombardi Logistics, a yacht If there’s one thing Deforest has management company. “But we don’t learned is that yacht crew can’t depend always think of on vessels to take the health risks. care of them. They ‘His treatment will An engineer’s daily need to make probably be either responsibilities are sure they have dangerous. Even health insurance, radiation or chemo to when they wear a especially between shrink the tumor, and mask or respirator, boats. then removal of the lung they’re still in So this is where contact with so his friends come and eight ribs.’ much hazardous – Greta Blau, into play. material.”

“The girls longtime friend of “I’ve been started posting Eng. Erick Deforest exposed to arsenic, stuff on Facebook copper, metal dust, to help me and asbestos, molds, it’s a bit too fluffy you name it,” said Deforest, who also for my tastes; ‘exceptionally talented worked in engine shops shoreside. “I’ve marine engineer’ and all,” Deforest said. worked in industrial environments “I’m just a regular guy. I want to keep it from nuclear to shipyards, even as a real.” street sweeper near plants that had Web sites have been set up at www. toxins.”

LombardiLogistics.com and www.

MiddleAgedJock.com for information and donations.

First sign: lingering chest pain No matter the cause, it was near Christmas when Deforest noticed a ‘I’ve got to keep laughing’ pain in his chest.

So for now, while he deals with “I figured I did something stupid doctors and finances, Deforest said he while doing the refit on Chevy Toy, or watches a lot of comedy, especially lots when I was doing the A/C on Allegria,” of stand-up.

Deforest said.

“I’ve got to keep laughing. We have After seeing him in pain for long the sickest humor, even making jokes enough, his girlfriend, Alice Darley, at the doctor’s office,” he said of his pal made him go to a doctor.

Lombardi-Brown. “Jenna said if they “They did an x-ray and I saw it right remove all this and the ribs, the gap away, a giant white mass,” Deforest will make me the world’s largest beer said. “The doctor said you have to go to opener. She wants to make wind chimes the emergency room, right now.” out of my leftover ribs.”

That was Feb. 28.

And Deforest tries to stay as “Next, I see a thoracic surgeon and healthy as he can in anticipation of the oncologist will determine what chemotherapy treatments and getting kind of sarcoma this is,” he said. “The through medical paperwork. only way to cure sarcoma is to remove “But if I want to live, I have to do it and all affected tissue. And a lot of this,” Deforest said. “ I have to laugh tissue is affected, so we’ll try to reduce or I’ll cry. And I don’t want to let my the size.” people down.

Along with the lung, there is a lot of “As uncomfortable as I am with this, rib involvement. Deforest’s fifth rib on I don’t know how to respond to all the the right has disintegrated and he has help,” he said. another one that is fractured.

“I owe everyone a beer.”

“His treatment will probably be either radiation or chemo to shrink the Dorie Cox is a staff reporter and tumor, and then removal of the lung associate editor with The Triton. and eight ribs,” said Greta Blau, another Comments on this story are welcome at longtime friend. “He will need financial, dorie@the-triton.com.

A12 April 2011

MARINAS / SHIPYARDS

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The Triton

Rybovich Riviera Beach moves ahead

By Lucy Chabot Reed Rybovich is moving ahead with its plans to build a megayacht haul-out facility in Riviera Beach.

After facing opposition from residents last fall, officials with Rybovich announced plans March 11 to build the yard not on public land in the city’s port, but at Rybovich Marine Center, also known as Rybovich North, a yard the company operates at 20th Street and the Intracoastal Waterway less than a mile away.

“We want to be good partners,” H. Wayne Huizenga Jr., Rybovich owner, said at a press conference. “This only works if everyone is involved. We’re here for the long term. I’m passionate about this industry and we’re committed to making an additional investment.”

The first phase of the project will cost $40 million-$45 million and include channel dredging and installation of haul-out equipment, Huizenga said.

Surrounded by city and county politicians as well as U.S. congressmen Allen West and Alcee Hastings, Huizenga admitted it was aggressive to hope of breaking ground in one year, then complete the first phase a year after that. It took the company three years to get the permits for the existing Rybovich facility, but he said they’ve learned how the process works and

expects it to take less time this time.

The new yard would include a 4,000ton lift able to lift vessels up to 300 feet and offer space for in-water work on vessels up to 400 feet. It has not yet been decided what sort of lift or rail the yard would have, Huizenga said. The current yard can haul vessels to about 180 feet.

The first phase would handle up to eight vessels on the hard; the second phase would double capacity, Huizenga said. When complete, the property will also have 15 in-water slips for vessels up to 400 feet, and about 6,000 square feet of crew space.

“South Florida has to be a leader in the marine industry,” West said.

“As we do that, South Florida will become an international leader in the marine industry. It’s about economic opportunity. These are not just jobs; these are high-income jobs.”

The new yard is expected to create 600 jobs during construction, with the ripple effect of adding 3,400 jobs, West said, citing economic impact studies.

“I’m absolutely proud to lend my effort to ease the tax and regulatory burdens so the project can not only be on time, but ahead of time,” West said.

Lucy Chabot Reed is editor of The Triton. Comments are welcome at editorial@the-triton.com.

The Triton

www.the-triton.com FROM THE FRONT: Japan quake, tsunami

Generally, no yachting interruptions JAPAN, from page A1 than 8,600 people are confirmed dead, but more than 13,000 people are missing and believed dead.

Capt. Nigel Beatty, president of Super Yacht Logistics, has frequent communication with his company’s two offices in Japan. Beatty explained that in a country with nearly 2,000 miles of coast on the Pacific, the damage occurred specifically in the northeastern Tohoku region and has impacted from 2 to 6 miles inland. Businesses in the much of the rest of the country continue to operate fairly normally, he said.

Beatty reported the following news: In the Kansai (Osaka) region of Japan, Kitahato Marina Osaka felt a slight tremor during the quake, as did Wakayama City Marina and ShinNishinomiya Marina near Kobe, but nothing out of the ordinary.

Bayside Marina dockmaster Tatsuro Uemori said that the marina was fully function right through the earthquake.

Bayside has 1,200 yacht slips, and no damage or tsunami was reported there, even though the quake was measured at between 6 and 7 magnitude.

At Marinoa Marina in Fukuoka, Kyushu, the dockmaster reported that they did not know an earthquake had taken place until they saw TV reports.

Oarai Marina in Ibaraki Prefecture is said to have no damage.

Daisuke Akiyama, dockmaster of Tokyo Yumenoshima Marina, reported all is well there and there was no interruption to their day-to-day operations. Yasuda Shipyard in Tokyo reported that some sportfishing yachts that were out of the water fell over, but

Iwaki Sun Marina on the northeast coast of Japan in Fukushima Prefecture PHOTOS FROM SUPER YACHT LOGISTICS before and after the disaster.

no injuries were sustained.

Beatty’s sources said that west of Japan, through Kyoto and to the major cruising ground of the Inland Sea, the effects of the disaster are not apparent.

“We are so well off over here in Western Japan as nothing happened here,” said Yukio Shintani of Creation Marine in Osaka. “But in the north, it is very bad and tragic.”

As for marinas and companies on the affected Tohoku coast, where there are fewer marine businesses than in the south and western regions, Iwaki Sun Marina, in Fukushima prefecture, was reported to have suffered extensive damage and was mostly destroyed.

Choshi Marina in Chiba Prefecture, on same coast farther south, was reported to have had extensive damage with some boats and docks still intact.

Some Japanese yacht owners that own helicopters mobilized to assist in the effort to bring relief to Tohoku, Beatty said.

Japan runs about 1,650 nautical miles north to south (about 2,000 statute miles), and experiences 20 percent of the world’s earthquakes. Tokyo is the world’s largest metropolitan urban area with a total urban population of about 37 million and has about 220 nautical miles, (260 statute miles) of coastline.

For those interested in supporting relief efforts, Beatty recommended donating to Peace Winds Japan, www. peace-winds.org.

“They are good and trustworthy,” he said. “The organization has assisted in disaster relief all over the world, giving money, aid, and even their lives, in Middle East war zones, Africa famine and Haiti earthquakes.

“They help directly from Japan,” he said. “Now it is time to assist them.”

Dorie Cox is a staff reporter and associate editor with The Triton.

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

April 2011 A13

A14 April 2011

FROM THE BRIDGE: Time off

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The Triton

‘You need to ask about vacations if it’s not in the contract’ BRIDGE, from page A1 “I’ve worked for three families in 10 years and it’s always been like, ‘hey, we’re not doing anything, why don’t you get out of town’,” another captain said.

“Sometimes it’s just set up loose like that.”

“The boss said take three months off because he knew it would never happen,” a third captain said.

One captain with contracts for himself and crew said their time off is in writing.

“We all get four weeks and a flight,” he said. “You need to ask about vacations if it’s not in the contract. I told myself I would ask for six weeks this year, but I haven’t done it, with things tightening up.“ “The industry has done a few things well, like it leans toward the European standards as far as time off, not like the U.S. where you just get two weeks,” another captain said.

One captain addressed his vacation schedule with the owner at the beginning of their relationship.

“When I got hired, by a guy new to yachting, I told him the industry standard is four weeks off a year,” he said. “We’ll see how it goes; it was just a verbal.”

Although there was consensus that yacht crew, too, put in long hours,

Attendees of The Triton’s April Bridge luncheon were, from left, back row, Craig Jones of M/Y Current Issue, David Grattan-Cooper of M/Y Beyond, Steven Pavlish (freelance). Front row, Rusty Nightingale of M/Y Beyond, Mark Robinson of S/Y Yes, and Darren Nightingale of Evolve Project.

PHOTO/DORIE COX

several captains said there is a trend toward taking time off.

“The industry is becoming less about making money and more and more about appreciating the lifestyle,” a captain said. “It’s about taking some time off instead of overdoing it.”

“You keep good crew when you give them time off,” another captain said.

“Now we get the right crew and take care of them.”

“The whole thing about time off is making it better for the crew,” a third

captain said.

So how do captains manage schedules with crew who work overtime and sometimes get called to work during their off time? Some captains record crew hours and others put the responsibility on the crew.

“No one clocks in,” a captain said.

“The crew know when they’re supposed to hit the mess.”

“I use a day planner and keep track for the crew onboard,” another captain said.

“My stew keeps her own time,” a third captain said. “On a small boat that works.”

“When you’re on charter, you work all holidays and you work seven days a week so you bank your days,” a fourth captain said.

“It’s hard to bank your time,” another captain said. “It ends up to be so much that you can’t take it off.”

Regulations can come into play on larger, compliant vessels with more crew.

“The bigger the yacht the more regimented it gets,” a captain said.

One captain said he had worked on a yacht that logged hours of rest for MCA (Maritime and Coastguard Agency) compliance, but said it wasn’t exact, and sometimes crew would just copy each other’s hours to complete log books.

“I think you’re supposed to have eight hours rest each day, one break every seven hours, but that’s for over 500 tons,” a captain said. “It’s a lot of paperwork.”

But several captains said mandatory time off is unrealistic and hard to keep track of. And yachts with limited crew face even more challenges, for example during deliveries.

“On our boat there is no choice but four hours on, four off,” a captain said.

See BRIDGE, page A15

The Triton

www.the-triton.com

FROM THE BRIDGE: Time off

Engineer? ‘Hardest to get time off ’ BRIDGE, from page A14 “We have regs for never leaving our vessel unmanned,” another captain said, due to security and location concerns.

“And there are just two of us.”

It is time consuming to tabulate schedules, so many of the captains are relaxed in their methods.

“I know if it’s all done,” a captain said.

“It’s up to the crew to get it done and knock off when it is. They can organize their time.”

When it is clarified that captains and crew have time due, it comes in several forms. It can mean no contact with the boat, time away with some boat duties or simply relaxing onboard with no boat responsibilities.

“I try to let the crew get away,” a captain said. “Sometimes not for the whole day, but maybe have them check in at lunch. Sometimes, I’ll get watchkeepers and let them have three days off.”

“When the owner’s off, we’ll stop in a picturesque harbor to relax, kiteboard, fish, and I tell them, ‘this is your break’,” another captain said.

“If you can’t take the break off the boat, then you have to do it on the boat,” a third captain said.

Sometimes crew don’t get options as to when they get time off.

“Chef is off on crossings; the interior crew is off on crossings,” a captain said.

“The engineer is the hardest one to get time off.”

“Stews and chef can be off in the yard, but not the engineer,” another captain said.

So when the crew do get time off, one captain said he requires that they really get away.

“If the crew is off I tell them I don’t want to see them at all,” he said. “I don’t want the other crew to see them relaxing.”

“Right, no having a beer in the mess while the others are working,” another captain said.

Never 100 percent divested of the boat, all of the captains said they answer their phone for boat calls, even when they are miles away on vacation.

Captains weighed in on both sides in regard to crew obligations in the same circumstance.

“Crew, no, they don’t have to answer calls,” a captain said.

“I do expect my mate to have the phone on,” another captain said. “I know he’ll answer wherever he is.”

“But the engineer definitely needs to take the call,” a third captain said.

On a similar note, captains also connect with yacht owners by Internet.

“When I’m on vacation in Vegas I still e-mail the boss,” a captain said.

“I e-mail every day because I’m always talking to the boat, the crew, the yard, somebody, always,” another captain said. “You’re on vacation, but you’re not.”

Sometimes captains are workaholics and rarely take time off, one of the captains said.

“I had a stew that kept track of my work. She said, ‘you have worked for 61 days without time off,’” a captain said.

“If you live on board, you’re never off duty,” another captain said.

“I check into a hotel,” a third captain said. “I have to get off the boat. If I don’t, I end up doing things, I get caught up in it. I really can’t sleep until I’m really off the boat.”

Sometimes owners don’t realize how much work there is to do on a yacht , one captain said, and that’s why captains and crew put in so many hours.

“Our boss said, ‘I can’t believe how much you work,’” a captain said. “He gets it. He saw us working when he was on and he said ‘drop what you’re doing and get off the boat.’

“We had to sneak back on to do things that needed to be done,” he said.

“We were working at night to do our jobs.”

Every captain said he has had to cancel a vacation and occasionally crew have also.

“That’s why it’s good to have flights in your contract because you may have to cancel,” a captain said. “You can’t ask crew to be out of pocket for that. That’s why we don’t book ‘til a day before, or maybe two days.”

There is no regular time of year for crew vacations. They work during yachting seasons, in yard periods, during deliveries and during unscheduled boat use.

“There is no planning ahead for vacations,” a captain said. “You can ask the owner to look in his crystal ball.”

“Sometimes he does know ahead, he knows when there will be down time,” another captain said.

“You just do it and take time off when you can,” a third said.

“We used to take September when we were in the islands,” a fourth captain said. “Everyone, four weeks.”

One captain said to his crew, “You and you take your holiday, get it out of the way and then nothing until October.

Take it now or never.”

Not one captain complained, but all agreed they never take the time off they have earned; the rest never equals the time worked.

“No,” “no way,” “not at all,” and “no way it balances,” the captains said at the same time. But they don’t feel taken advantage of.

“I can’t remember a real holiday vacation,” a captain said, “but, this job is still tough to beat.”

Dorie Cox is associate editor of The Triton. Comments on this story are welcome at editorial@the-triton.com. If you make your living working as a yacht captain, e-mail dorie@the-triton.com for an invitation to our monthly Bridge luncheon.

April 2011 A15

A16 April 2011

WRITE TO BE HEARD: Insurance

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Warranty of Seaworthiness protects captain, crew, too If there are issues onboard, document, report them

By Gary P. Carroll

crew and passengers is placed above everything else… Make it clear to both I was talking with a captain recently superiors and subordinates that you about whether yacht crew fully are empowered to act according to understood the tremendous amount of your own judgment on safety matters, responsibility they bear whilst working without sanction from others.” on a yacht. We both agreed that most So what are crew to do if an owner crew probably do not. who may have forgotten his promise Captains and crew have a much to keep the vessel seaworthy makes it greater responsibility than they think. difficult for crew to do so?

Crew have a primary duty and an Crew should bring any real or obligation to maintain the vessel in a potential safety/seaworthiness issues safe and seaworthy condition. It may to the attention of their superior or the sound obvious but overlooking this one captain and document the details of vital aspect of the job can jeopardize the issue. the safety of all on board and can Simple stuff: If it smells odd, looks cost the owners odd or doesn’t untold amounts of operate properly, money. report it. If it’s out Yacht captains Each insurance of date, report it. If and crew should not contract contains something was not underestimate the a “Warranty of repaired correctly Seaworthiness.” A by a former crew significance of what warranty is a term member, report it. they do on board. of the insurance I do not Someone they don’t policy whereby the recommend know and may never owner warrants usurping authority (promises) that or going over meet has placed trust a state of fact anyone’s head. in them to do their job exists or is stated Follow the chain to maintain the vessel to exist and he of command promises to do or until there is in a safe and seaworthy not do something a satisfactory condition to protect his to fulfill or not resolution, financial interests. to fulfill some remembering all condition. the while that “Seaworthy” vessels shouldn’t means safe, secure and fit for be seaworthy for owners and guests operations within the scope of her exclusively, but for captains and crew intended use. as well.

So a warranty of seaworthiness is a Owners and captains know that if a promise by the owner that the vessel problem is brought to their attention is safe and seaworthy. If he breaks this and they fail to act appropriately to promise, it can void his insurance. remedy the situation, they could be To maintain the vessel in a safe on the hook for any damages as a and seaworthy condition, the owner result of their failure to act (also called needs help, which is why the owner “negligence). hires people to help fulfill this promise.

Regardless of their position on a Those people are the crew. boat, yacht crew have an implied and Yacht captains and crew should inherent obligation to provide owners, not underestimate the significance of guests, clients and fellow crew a safe what they do on board. Someone they and seaworthy vessel. Their job is to don’t know and may never meet has work toward this end. This should be placed trust in them to do their job a crew member’s No. 1 priority – and to maintain the vessel in a safe and never minimized. seaworthy condition to protect his Owning a yacht takes desire and financial interests. dedication, and it is more than simply That’s right – I said a crew member’s wanting to be on a big boat and hang job is to protect an owner’s financial out in the sunshine. The same can be interests. The crew are the owner’s said for working on board a yacht. vital link between running a safe and seaworthy boat or potentially losing Gary P. Carroll is the owner of CYA/ millions of dollars while at the same Comprehensive Yacht Assurance, an time jeopardizing the safety of all on insurance brokerage company in Ft. board.

Lauderdale. Contact him at gary-pThe MCA, in a document titled carroll@cyacht.net. Comments on this “Leading for Safety,” states “… this column are welcome at editorial@themeans showing that the safety of triton.com.

The Triton

www.the-triton.com

WRITE TO BE HEARD: Piracy

Of all tactics against piracy, being armed is the best

By Alastair Maiden

was correct to a tee.

It is imperative that the authorities In reference to the hijacking of the (www.eunavfor.eu, www.mschoa.org.)

S/Y Quest [“Hijacked American sailors are aware of your presence; register killed by Somali pirates,” A1, March your passage and then maintain regular issue], I extend my sincere condolences, contact via voice or Internet, including and that of the entire Seal Superyachts updates of position, course and speed, team, to the families of the four sailors so they can advise of any action in the who have tragically been killed. area you may be headed.

Thank you for Having a citadel set the opportunity to up that can protect Pirates are comment on the the crew, maintain not religious piracy situation in control of the the Gulf of Aden and vessel and continue fundamentalists the Indian Ocean communications and have no desire in general. Piracy is is the single most to die. They are by no means a new important security problem in this region measure they could simply out for and has been ongoing have implemented. We profit. since the late 1600s have seen on several and early 1700s with occasions this year such famous pirates that when a vessel has as Captain Kidd and La Buse. There been boarded, if the crew are in the has been a resurgence in this dubious citadel, the pirates will abandon the activity, which started around the late vessel. And in the event they do not, 1900s and has increased to the point the military in the region will mount a today where piracy is rampant. rescue in the knowledge that there will There are many differences and also be no civilian casualties. similarities between the glamorized In the past, most international pirate of old and the modern day. While experts, advisers and governments the modern-day pirate does not travel advised against carrying weapons on on huge galleons in search of gold, board. However, the trend is changing they are still doing it for profit in the since it has proven the most effective manner of multimillion-dollar ransoms. deterrent. To my knowledge, no vessel In reference to M/Y Linda Lou, that was armed has been hijacked. In [“Encountering pirates ‘changes you’”, general, at the first warning shot the page 3, Triton Today Ft. Lauderdale, attack group will disengage and return Oct. 28, 2010] in my opinion, the to the mother ship. critical error made by the yacht was not It has to be pointed out that pirates being armed. are not religious fundamentalists and A 24-hour look out (visual on bridge, have no desire to die. They are simply stern and port, starboard, radar and out for profit and are not interested in night vision and, if possible, thermal) getting into a fire fight, especially with is essential to provide as much better equipped, better armed, better forewarning as possible of a potential trained men on a more stable platform. attack. Many of the hijacked vessels are I am not advocating that yacht crew not practicing this simple procedure, use weapons. It is most important especially around dusk and dawn when that a professional, reputable security pirates are most active. company be contracted the take that Fire hoses and razor wire are a must responsibility. but are only a deterrent. The LRAD, While the risk of an attack or hijack frankly, is the most useless piece of is real, the quantity of maritime traffic equipment they could have deployed. through the region still makes the They are bulky and need several chance of it happening minimal. Also, personnel to move them, potentially as long as the vessel is armed and the putting crew in harm’s way. They security measures followed, the risk can only be directed at one potential becomes even smaller. attacker and historically pirates use The Indian Ocean and Arabian two or three skiffs coming in from Gulf are outstanding and largely different directions. undiscovered cruising destinations.

And they are totally ineffective.

As long as yachts are fully prepared, If their handlers can supply pirates there is no reason they should not visit. with AK47, ammunition, outboard Financially it may be a more expensive engines, etc., I am sure they can supply proposal but the benefits far outweigh them with $5 ear defenders that will the negatives. completely nullify the effect of the LRAD. Alastair Maiden is director of Seal I have no doubt that the incident of Superyachts in the Seychelles. Contact Linda Lou being approached in the Gulf him through www.seal-superyachts.com. of Aden was a scary situation, and as Comments on this essay are welcome at far as I can see everything else they did editorial@the-triton.com.

April 2011 A17

A18 April 2011

WRITE TO BE HEARD

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The Triton

Article offered great insight on booking charters What a great article you recently wrote about the captain’s role in booking charters [Triton survey, page C1, March issue]. It was very helpful at a variety of levels.

The luxury charter business is an interesting component of the travel industry. One of the biggest challenges is distribution of content and public awareness of it as a possible choice.

Hotels and resorts all create their own brands, which allow their guests to manage their expectations.

However, each yacht has its own brand, which is often defined not just by the yacht, but the crew. You could have a great yacht, but have a terrible crew; the result would obviously be disaster. On the other hand, a great crew can often make up for the short comings of a yacht.

I work for the owners of M/Y CaryAli (hull No. 1 in the Nordhavn 86 model) in a variety of capacities, but one of them is to help promote CaryAli in the luxury charter market.

The first thing I did was search around to find what I believed to be the “best-fitting” charter broker. Charter brokers have to have a very high comfort level of the yacht and crew in order to even begin to suggest to their clients they consider a particular yacht.

If they lose the vote of confidence of their clients because they made a terrible recommendation, they lose face … they lose their clients’ trust … they lose their clients’ business … and they lose any hope of getting a referral.

Therefore, it is imperative that we provide them with a complete menu of positive things to consider when they are going through their discovery process. Your article provided some great ideas and insight into another component that needs to be maximized to generate great results. It has been a learning process and it is articles like this that are extremely helpful. Thank you.

Bob Brown Owner’s Representative M/Y CaryAli

Counter argument: Be proactive, discourage piracy I have never written to a magazine or newspaper before. I usually just laugh at misinformation, but the article by Gary Carroll is over the top [“Heroes and cowards only die once,” page A18, Write to Be Heard, March 2011].

The saying is “a coward dies a thousand times; a hero dies only once.”

This means a coward is afraid whenever he turns a corner or hears a knock on the door.

He is selling gloom and doom because that is what his industry [insurance] does. Don’t fight back, you might get hurt. Just sit there and get shot. What a worm.

I am a captain and former Seal. If you use your head and plan ahead, you can discourage any pirate or boarder.

I would be happy to give Mr. Carroll lessons on how to protect his boat and himself.

If more boaters were proactive and the boarders knew there was going to be resistance, fewer boaters would be targets.

Capt. Russell Gehweiler Delivery captain Owner, New Jersey Boating School

Article on stars was heavenly

I just had to drop you an e-mail complimenting you on the article by Capt. Gordon Reid in the March Triton Editor Lucy Chabot Reed, lucy@the-triton.com

Publisher David Reed, david@the-triton.com Advertising Sales Becky Gunter, becky@the-triton.com Mike Price, mike@the-triton.com

News staff Dorie Cox, dorie@the-triton.com Lawrence Hollyfield, Jordan Sullivan Production Manager Patty Weinert, patty@the-triton.com The Triton Directory Mike Price, mike@the-triton.com

You have a ‘write’ to be heard.

Send us your thoughts on anything that bothers you.

Write to us at editorial@the-triton.com [“The joy of astro-navigation,” page B1].

I have never written a comment before, nor felt compelled to seek out an author to tell them how much I enjoyed their writing. I barely read all the articles … this is a first. I couldn’t stop reading it.

His Linda is a lucky lady and he is a very talented writer. I hope to read a novel by him some day.

Claudette Bonville President Claudette Bonville Associates

A point of astro nav caution

Delighted to read of someone enthusing over astro nav, and better persuading an attractive lady to take a like interest. I have to caution however on a point of detail. If you use the marine or air tables the cocked hat of your multi-point fix will only show a gross error. Much better to throw away the tables (once you have passed your RYA Ocean Yachtmaster or equivalent), and revert to the old merchant navy Contributors Mike Avery, Carol Bareuther, Stuart Biesel, Gary Carroll, Mark A. Cline, Jake DesVergers, Capt. Denise Fox, Beth Greenwald, Ernest Janssen, Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Alastair Maiden, Keith Murray, Steve Pica, Rossmare Intl., James Schot, Capt. Tom Serio, Capt. Tom Thomas, Capt. John Wampler

standard of the haversine or cosine formula. It is easier with a calculator, and in calculation, and will show you clearly what your personal observation error is, rather than something fogged over with the errors and inaccuracies in the tables.

Simon Jackson Riviera Charts Antibes, France

Great news – and more

Your news is extraordinarily informative, incredibly insightful on numerous fronts/topics (including the December 2010 article by Alison Gardner titled “Grenada: An island with personality” and the Sea Sick column in that same issue titled “Which nonprescription pain reliever is right for what hurts?”), and all-around very enjoyable. Well done on all counts. Keep up the great work.

Eric H. Sorensen Fresh Produce Specialist FreshPoint South Florida Vol. 8, No.1

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by Triton Publishing Group Inc. Copyright 2010 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

Finding pulse vital in crisis

Out of control Fuel samples with remotes hurry claims

Practice on yourself first

Reign in your onboard tech

B2

Section B

B3

Test samples if fuel is bad

B11

Pump up your workout

From sea to the mountains

Push yourself with cardio

Spotted in Seattle and Guatemala

B13

www.the-triton.com

April 2011

Crew agents need licensing under MLC ’06

Inspections in the Med

Certificates, logs, receipts, technical files, charts and more are all fair game.

FILE PHOTO

Paris MoU, in effect since Jan. 1, has led to vessels being detained

By Stuart Biesel There is quite a stir in the air these days about the Paris Memorandum of Understanding of Port State Control and vessels being detained in the Mediterranean. There are flag state circulars, various management company memos, e-mails and media articles all warning of charter disruptions, cancellations and all kinds of disasters to come.

Let’s have a look at the who, what, where and why of the Paris MoU and how this may impact yachts in the Mediterranean this summer.

The Paris MoU is an agreement among 27 countries to share the responsibilities of inspecting ships entering their region for compliance with International Maritime Organization (IMO) regulations. It went into effect Jan. 1.

The aim of the MoU is to share the inspection workload and to create

an electronic database of all ships entering the region, which is shared and monitored by all member states.

The program and database is known as THETIS, The Hybrid European Targeting and Inspection System.

Inspections will be through Port State Control (PSC), basically the coast guard or maritime authority of each country. Essentially, PSC inspections are similar to an inspection a vessel receives from its flag state or class society when it is time to revalidate certificates.

The inspection can be even more thorough if there is evidence the vessel is not in full compliance with any of the certificates issued. For example, if a vessel holds MARPOL certificates (IOPP, IAPP, ISPP), PSC will do the standard inspections of the oil-water separator, oil record book, bunkering receipts, garbage log, engine technical files (EIAPP), etc.

If a vessel holds ISM and ISPS

B15

certificates, PSC will inspect the crew’s adherence to the Safety Management System and the documents and procedures along with it. This includes original crew licenses, current medicals, contracts, drill reports, safety meetings, security procedures, planned maintenance records, etc.

If a vessel holds Cargo Safety Equipment certificates, PSC may inspect life-saving and firefighting equipment, rescue crafts, alarms and so on for any flag or class issued certificate you hold.

The Paris MoU applies to everyone, commercial or private, regardless of tonnage. Everyone has always been subject to inspection by the mere fact of having entered the waters of another country.

With the Paris MoU, however, all vessels entering the region are

See INSPECT, page B7

The Maritime Labour Convention (MLC) 2006 is now unlikely to come into force before mid-2012 as government austerity measures slow down commitments to sign up to it.

The MLC is an important new international Convention that was adopted by Rules of the Road the International Labor Jake DesVergers Organization (ILO) in February 2006 at Geneva, Switzerland. It sets out seafarers’ rights to decent conditions of work on a wide range of subjects and is intended to be globally applicable, easily understandable, and uniformly enforced.

It has been designed to become an international instrument known as the “fourth pillar” of the regulatory regime for quality shipping, complementing the key Conventions of the International Maritime Organization (IMO) such as the International Convention for the Safety of Life at Sea, 1974 as amended (SOLAS); the International Convention on Standards of Training, Certification and Watchkeeping, 1978 as amended (STCW); and the International Convention for the Prevention of Pollution from Ships, 73/78 (MARPOL).

It had been hoped that the ratification threshold would have been reached by the end of 2010 or early this year, especially with European Union countries expected to add their names. As stated in the Convention, it will enter into force, “…12 months after the date on which there have been registered ratifications by at least 30 Members with a total share in the world gross tonnage of ships of 33 percent.”

With ratification by the four largest See RULES, page B10

B April 2011 ONBOARD EMERGENCIES: Sea Sick

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The Triton

Practice checking pulse: on neck, wrist or with machines One of your guests is complaining of having difficulty breathing and you are several hours from the nearest port. You contact your medical service provider and the doctor instructs you to get the patient’s baseline vitals.

You may wonder why the doctor needs this information, but think of Sea Sick the doctor on Keith Murray the other end of the phone as a detective solving a mystery. The doctor needs you to provide clues to figure out what is wrong.

One of the vital signs you will be asked for is the patient’s pulse. Pulse is the same as heart rate. In a healthy adult, pulse is between 60 and 100 beats per minute.

You can manually check the patient by either the carotid or radial pulse.

The carotid is the artery in the neck between the wind pipe and neck muscle, just under the jaw bone.

To check the pulse here, place your index and middle finger on the patient’s Adam’s apple, trace over to the side of

the neck and press firmly just under commonly called a pulse ox. A pulse the jaw line until you locate the carotid oximeter is a non-invasive medical artery. device that can monitor the oxygen The radial pulse is found in the saturation of your patient’s blood as artery on the inside of the wrist, the well as their pulse. A pulse oximeter thumb side. Again, slips on the place your index patient’s finger (it Because a pulse and middle finger does not hurt) and on the patient’s sends two beams oximeter is easy to use wrist and feel for light across the and provides fast results of the radial pulse. nail bed. Inside they play a vital part in To get an the clip are two accurate rate, diodes, one emits emergency medicine. count the number a red light, the Often these are very of beats you feel other an infrared useful when working for 15 seconds, light. These beams then multiply that detect the color of with patients with number by four the arterial blood, respiratory or cardiac to get the pulse which calculates problems. (beats per minute). oxygen saturation.

You should Because a pulse practice finding oximeter is easy to these pulse places on yourself from use and provides fast results they play a time to time. If you can find and count vital part in emergency medicine. Often your own pulse, then doing it on these are very useful when working someone else will be easier. with patients with respiratory or Sometimes finding and counting cardiac problems. another person’s pulse can be Paramedic Rick Sosa with Stuart challenging. There are two relatively (Fla.) Fire Rescue uses the pulse inexpensive devices that can do this for oximeter on every patient to obtain you. The first is a digital or automatic vital statistics. The information from blood pressure monitor, which ranges the pulse ox provides the general in price from $25 to $500. condition of the patient and lets The second is a pulse oximeter, paramedics know if the patient’s

condition is improving, declining or unchanged.

Prices vary on these units from a low of about $30 up to thousands of dollars.

If you have a telemedicine device onboard, it should include a pulse oximeter. If you are not sure, now is a good time to open your telemedicine unit or your first aid kit to see what you have.

A healthy person should have oxygen saturation of 95-99 percent. These numbers vary with age, health, altitude, and if the patient is connected to an oxygen tank.

Please note: The pulse oximeter will not provide accurate oxygen saturation information if the patient has been exposed to carbon monoxide, and it may not perform well on patients with circulation issues, irregular or weak pulse rates, or in a brightly lit areas since this device uses light to measure.

Keith Murray, a former Florida firefighter EMT, is the owner of The CPR School which provides onboard CPR, AED first aid safety training for yacht captains and crew as well as AED sales and service. Contact The CPR School at +1-561-762-0500 or www.

TheCPRSchool.com. Comments on this column are welcome at editorial@thetriton.com.

The Triton

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AUDIO / VIDEO: Sound Waves

Lots of options in reliably showing movies onboard Playing movies and music can be media server or a Kaleidescape as simple and easy as plugging in your system is that it has a more efficient iPod or inserting a disc into a DVD network throughput and uses a higher player. But what if you want that music bandwidth to deliver the media content in another area to the client. This results in better video of the yacht quality. It also delivers better audio or two guests quality as the media player and the want to watch server remain in contact throughout the same movie the experience. in different A dedicated media server also is staterooms? more cost effective to a lot of different The users in multiple locations. This type of technology and server would allow multiple people to equipment for watch the same movie at the same time Sound Waves watching movies in different areas of the vessel. These Mike Avery and listening to media servers use a multicast support the same source that allow a single media stream to for music has improved and makes the be played simultaneously by multiple onboard movie and music experience clients. They also reduce bandwidth enjoyable and simple. usage so more than one person can There are a couple ways to store watch the same content in another and play movies viewing area. and music on Dedicated drives demand. One is can be added to The advantage to to use a standard system to allow using a dedicated media the Web server to for private viewing server is that it uses a deliver the audio as well. and video data to One of the higher bandwidth. This a media player, problems that results in better video and the second is yachts have to to use a dedicated deal with is the and audio quality since media server consistency of the media player and that specializes each system. This server stay in contact. in audio/video is normally not a streaming tasks. huge deal if the Audio/video vessel isn’t being on the Web used to be primarily a chartered and the crew is familiar with download-and-play event. You had to the system. It can easily be taught to first download the entire media file new crew members and guests. before it could be played. Because these When a vessel is being chartered, files are so large, it took a long time to however, the system needs to be the download. same across the vessel. Each remote, Now with Web-based streaming each unit needs to operate the same you can begin playing media files right way. Being easy to use is a must. away, while the data is being sent, and One captain told us that he wanted without having to wait for the entire file the system to be easy enough for his 80to finish downloading. Netflix, Hulu, year-old mother to use “with her eyes VuDu are some examples of this type of closed.” We agree and believe simplicity streaming media. works. Over complicating a system and Web server streaming uses HTTP design only creates more issues. Push (Hyper Text Transport Protocol). This the button, watch a movie or a program is the standard Web protocol used … enjoy. by all Web servers and browsers to Choosing a media server is a communicate between the server and big investment and an important the client. decision. We have listed a couple of There is only one major advantage ways to go and each has advantages of using a Web-based server compared and disadvantages, however for the to using a dedicated media server, most efficient and cost effective way and that is being able to use the that will allow you solid performance infrastructure that already exists on every time and every outing, go with a the vessel. No additional equipment or Kaleidescape. software is normally needed.

However, the downside is that if Mike Avery is a founder of MC2 you have low bandwidth or a poor (Music, Cinema and Control), which Internet connection, you will have specializes in design, engineering, and difficulties playing the movie or music. installation of audio/video, lighting, Adding load onto the infrastructure remote control and theaters for yachts. might require additional Web server He has more than 18 years experience in hardware. the field. Contact him at 954-914-4755.

The advantage to using a dedicated Comments on this column are welcome media server such as a Windows at editorial@the-triton.com.

April 2011 B

B April 2011

TECHNOLOGY BRIEFS

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MCA, Lewmar: Use proper equipment for ‘overside’ work The UK Maritime and Coastguard Agency (MCA) recently issued Marine Guidance Note (MGN) 422 “Use of Equipment to Undertake Work Over the Side on Yachts and Other Vessels”.

This requires the system to be certified to EN795; 1996; Class D for fall protection equipment.

A statement issued by Lewmar seeks to remind customers that Lewmar traveller systems are sold for sail handling on leisure boats and do not have EN795; 1996; Class D certification.

There are three systems from Lewmar that are believed to be in use for “overside work” despite not being sold for this application. They are Size 0, Size 1 and Size 2.

Lewmar has completed internal testing of the three systems to the requirements of EN795 and findings show that the size 1 and size 2 systems

will probably meet the requirements of the standard. The company is moving forward to obtain formal certification of the size 1 and size 2, expected by May.

New VSAT antenna premiers

Intellian has launched the Dual VSAT Mediator, its largest VSAT communications antenna, and an upgrade to the Intellian t110W and t130W w-series antennas.

The Mediator can monitor and control two VSAT systems simultaneously for uninterrupted broadband service at sea, and it automatically switches to the secondary antenna if the primary antenna is offline.

The Intellian v240C is available in circular-only polarized, and circular and linear polarized for uninterrupted

broadband connectivity.

For more details visit www. intelliantech.com.

New fuel bladder from ATL

Furuno launches new VHF

Furuno has launched a new VHF radio featuring Class-D DSC, CH70 watch receiver and 30-watt hailer.

The FM4000 is a 25-watt VHF with built-in DSC (digital selective calling) functionality in a submersible case for installation on any console, helm or flybridge. It has a one-touch 16/9 key.

Optional add-ons include a remote second-station microphone and ability to control functions from a remote location.

It is fitted with a remote mic to serve as an intercom system and is Bluetooth compatible.

For more information, visit www.

FurunoUSA.com.

New Jersey-based ATL has introduced a new collapsible fuel bladder called FueLocker, which has half the footprint of a pillow-bladder.

Made of rubberized ballistic nylon, the bladders accommodate gasoline, E10 bio-fuel, diesel, kerosene, biodiesel, 100LL, bio-butanol and all jet fuels including JP4, JP8 and JP10.

They are fitted with a 2-inch (50mm) cam-lok quick-fill, for either directpump or nozzle filling. Outlets are 1-inch (25mm) or ½-inch (12mm) for engine fuel-line connection and auxto-main transfer. Each FueLocker is fitted with a pressure relief vent valve.

A 2-inch (50mm) bulk discharge fitting assembly is optional. The bladders are available in five sizes from 100 to 500 gallons (400 to 2000 liters).

For more information, visit www. atlinc.com.

Island Water World specials

To celebrate its first year online, St. Maarten-based chandlery Island Water World has launched Island Water World Happy Hours, a weekly special that only appears on the company’s Web site from 5 p.m. to 8 a.m.

The site, www.islandwaterworld. com, offers full online ordering, and items shipped to the entire Caribbean Basin. Online shoppers enjoy 10 percent discount.

SevenCs gets an update

The UKHO announced in early March the release of SevenCs ORCA Master Electronic Chart System (ECS) compatible with the Admiralty Information Overlay.

The overlay brings the latest navigational updates from Admiralty to an ECDIS or ECS, and it is now compatible with both Transas and SevenCs systems.

The new version of SevenCs ORCA Master is available for immediate download and free six-month trial from the SevenCs Web site, www.sevencs. com.

The Triton

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PIRACY AND SECURITY

Piracy training gives militarytrained captain confidence

By Capt. Tom Thomas We’ve all asked ourselves the same question or at least wondered about it: Can my crew and I really thwart an attack by pirates or terrorists?

What experience does my crew have in repelling boarders bent on harm or destruction? What weapons do we use?

What are the legal ramifications if we use lethal force? Will the Coast Guard arrive on time or will I have to depend on my own resources?

If no one comes, what can I/we do to survive an attack?

My current employer decided to ramp up the ship’s security program and sent me off to maritime security school. I researched different courses available in the Ft. Lauderdale area and checked with other captains and the Coast Guard before I made my decision.

I recently completed several weeklong courses presented by the Castle Shipboard Security Program at Nova Southeastern University on Piracy and Counter-Terrorism, and Security Officer Leadership Skills and Training.

These courses underscored my personal commitment to remaining professional as well as satisfying the owner’s curiosity in the obvious rise in piracy and terrorism attacks on vessels, both commercial and private.

Maritime security-type courses may soon be required if the IMO has anything to say about it. If yacht crew don’t think the IMO governs us, we should know that it is the organization that requires STCW. These courses provided actual statistics of these attacks, which are growing in both occurrence and brutality. I am no stranger to terrorism, having been involved in securing military bases and personnel in Munich in the 1970s as a counterintelligence agent against the Black September Movement, the Baader-Meinhof Gang and the Red Brigade.

However, military training did not prepare me for piracy or counterterrorism security at sea.

I entered the first day of class with some skepticism, believing I needed to be a blood-thirsty mercenary bent on eliminating the bad guys. I was certainly relieved to learn that there are smarter, more intelligent and less-lethal ways to eliminate the bad guys.

The entire program is designed much like the layers of an onion, all of which are non-violent in nature.

First you are taught what not to do, and what to look for to help keep you out of harm’s way. Most important is to plan ahead and not to sail in dangerous waters alone.

Then we’re introduced to the mind-set of the attackers. One trick the pirates use is to drift apart

perpendicular to a targeted vessel’s course with a rope stretched between the two pirate vessels. As the target vessel steams between the two pirate boats, it snags the line and pulls the pirate boats to each side of the targeted vessel and the boarding begins.

The frequency of attacks on vessels has increased recently in Central and South America and is definitely moving up through the Caribbean and Bahamas. We don’t hear much about these attacks.

Finally, you are trained in ways to bring the problem and solution to a close, winning a battle on deck should it come to that.

My family has accumulated more than 400 years of military service in just three generations so we are not unfamiliar with the military solution to “irritations.” That’s fine if you can call in “The Fleet,” launch cruise missiles, B-2 Bombers or send in the Marines.

These are not options available to yachts.

During each week-long class, one day was set aside for a practicum at a local range. These practicum were actual scenarios that were part of our homework assignments (yes, you have homework) and were put to the test at the range. And guess what? There are also written tests.

This is a hands-on, experiencedeveloped syllabus that includes a training environment that has to meet the strict requirements of CBAP, Nova’s Center for Bioterrorism and All Hazards Preparedness. This is not a “Cowboys and Indians program” but rather a serious course not taken lightly

by Nova, Castle Shipboard Security Program nor its students.

The course covers all sizes of vessels from the small runabout to super tankers. I was surprised at the methods in actual use to thwart piracy and terrorism. Castle Shipboard Security Program presents a layered defensive method; its motto is “The willingness to defend lessens the need to defend.”

Now that I have successfully completed these courses I am qualified to apply for additional work as a maritime security consultant, cruiseline security officer, develop shipboard security plans, interface with the proper shore-side authorities and law enforcement, develop marine security teams, and act as a maritime security team leader or maritime operative.

More importantly I can confidently thwart pirates and terrorists. Can you?

Capt. Tom Thomas is a U.S. Merchant Marine and a retired special agent with the U.S. Army Counterintelligence Corps. Contact him at thomasyachting@ bellsouth.net. Comments are welcome at editorial@the-triton.com.

April 2011 B

Today’s fuel prices

One year ago

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

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Mar. 15, 2010

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 865/920 Savannah, Ga. 840/NA Newport, R.I. 850/NA Caribbean St. Thomas, USVI 960/NA St. Maarten 1070/NA Antigua 990/NA Valparaiso 875/NA North Atlantic Bermuda (Ireland Island) 1025/NA Cape Verde 990/NA Azores 980/NA Canary Islands 920/1600 Mediterranean Gibraltar 890/NA Barcelona, Spain 930/1,630 Palma de Mallorca, Spain NA/1,795 Antibes, France 1125/2015 San Remo, Italy 1140/2030 Naples, Italy 1090/1,960 Venice, Italy 1060/1,830 Corfu, Greece 1085/2095 Piraeus, Greece 1060/2090 Istanbul, Turkey 970/NA Malta 960/1,710 Tunis, Tunisia 800/NA Bizerte, Tunisia 802/NA Oceania Auckland, New Zealand 955/NA Sydney, Australia 1025/NA Fiji 950/NA

Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 612/653 Savannah, Ga. 570/NA Newport, R.I. 605/NA Caribbean St. Thomas, USVI 726/NA St. Maarten 839/NA Antigua 900/NA Valparaiso 890/NA North Atlantic Bermuda (Ireland Island) 789/NA Cape Verde 700/NA Azores 660/NA Canary Islands 615/790 Mediterranean Gibraltar 613/NA Barcelona, Spain 710/1,540 Palma de Mallorca, Spain NA/1,433 Antibes, France 679/1,536 San Remo, Italy 808/1,671 Naples, Italy 730/1,640 Venice, Italy 769/1,577 Corfu, Greece 715/1,590 Piraeus, Greece 700/1,565 Istanbul, Turkey 659/NA Malta 632/1,527 Tunis, Tunisia 597/NA Bizerte, Tunisia 602/NA Oceania Auckland, New Zealand 644/NA Sydney, Australia 661/NA Fiji 712/NA

*When available according to local customs.

*When available according to local customs.

B April 2011

BOATS / BROKERS

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More yachts selling, stepping into charter Churchill Yacht Partners has added three vessels to its charter fleet.

M/Y Shear Fantasea, above, is a 112-foot Crescent for eight10 guests in four staterooms. Run

by Capt. Wayne Nolander, the yacht is available in the Nolander Bahamas this summer.

M/Y Destination Fox Harb’r Too is a 161-foot Trinity for 10-11 guests in five suites. The yacht is available in the Caribbean this spring.

M/Y Arioso is a 130-foot Westport available in the Bahamas this spring.

Recently sold, the vessel is now run by Capt. Peter Martin, previously of M/Y Unforgettable.

draft of less than 8 feet at half load for cruising in the Bahamas as well as the Med. The interior is designed by Patrick Knowles Designs and has a full-beam master.

The yacht has room for 13 guests in seven staterooms and 18 crew in nine cabins. It also has a two-person elevator, a gymnasium and sauna.

After sea trials in the North Sea, the classic 34m sloop S/Y Annagine left for maiden voyage to the Mediterranean in early March.

Designed by Dykstra & Partners Naval Architects and built by JOM in Holland, Annagine can accommodate eight guests in three staterooms.

She is listed for charter with Ocean Independence.

Merle Wood & Associates has added two yachts to its central agency listings for sale: the 161-foot Trinity M/Y Lohengrin, below, and the 92-foot Palmer Johnson S/Y Pegasus III.

Northrop & Johnson has added the 78-foot Burger M/Y Tally-Ho to its central agency listings for sale.

Fresh from a Great Loop voyage, Tally-Ho has three staterooms.

Trinity launched it largest superyacht ever in early March, the 198-foot (60.6m) M/Y Areti.

Final outfitting is expected to be complete this spring with her delivery date scheduled for early summer.

The aluminum-hulled vessel has

Moran Yacht & Ship has sold the 150-foot Palmer Johnson M/Y Hokulani.

The firm also added the 37m Palmer Johnson M/Y Vitamin to its central agency listings. She sleeps eight guests

in four staterooms and is listed for sale at $16.5 million.

Fraser Yachts has recently sold the 163-foot new build from Couach by Dennis Frederiksen and Pierrik Devic of Monaco.

The brokerage also added the following to its central agency listings for sale: The 114-foot (37.8m) Benetti M/Y Il Odyssey, built in 1967 with a refit in 2005, with Jan Jaap of Monaco (asking €1.95 million); the 121-foot (37m) M/Y Team VIP built by Guy Couach in 2010, with Devic (asking €10.5 million); the 99-foot (30m) Benetti M/Y Beyond the Cloud with Oscar Romano of Monaco (asking €5.1 million); a new 92-foot (28m) Lazzara LSX with Jose Arana Jr. of Fort Lauderdale (asking $7.5 million); and the 81-foot (24.7m) S/Y Umatulu with Frederiksen (asking $870,000).

New to Fraser’s charter fleet include the 146-foot (46m) Hakvoort M/Y Pamela V in the Caribbean; the 131foot (40m) Hakvoort M/Y/ Solaia in the western Med in summer/Caribbean in winter; the 130-foot (40m) M/Y Sojourn in the Pacific Northwest this summer, Central America and Mexico next winter; the 125-foot (39m) Baglietto M/Y Bellissima in the Caribbean; the 120-foot (36.5m) Cresent M/Y Impetuous in New England this summer and the Bahamas next winter; and the 117-foot (35.6m) M/Y Crystal II in California this summer.

Yachting Partners International has added the 31m Maiora M/Y Why Worry to its central agency listings for sale.

It runs with a crew of five and sleeps nine guests in four cabins (asking €4.6 million).

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www.the-triton.com FROM THE TECH FRONT: Inspections in the Med

Once a vessel is in the system, it may be exempt for 36 months INSPECT, from page B1 targeted to be inspected in order create a history in the database. Once a vessel is in the system, depending on the outcome of the initial inspection and the flag it flies, the vessel may not be subject to inspection again for up to 36 months.

Per the regulation, no vessel is subject to re-inspection sooner than six months.

Yachts have traditionally enjoyed a low profile with PSC authorities and have generally been considered a low priority for inspection. However, under THETIS, any vessel that does not have an inspection history in the region is automatically assigned as “Priority 1: (Unknown Ship)” requiring a “More Detailed Inspection” at the earliest opportunity.

Yachts travelling to the Med this summer who have never been inspected are very likely going to be inspected by the PSC of one of the signing countries when it enters port.

The authorities are required to do so within 15 days of a vessel’s entry; though they are permitted to not inspect 5 percent of visiting vessels.

If a vessel is noncompliant with any aspect of the codes applicable to them during the inspection, two things can happen. First, the vessel may receive deficiencies much as it would on a standard flag state survey, or the vessel may be detained.

Both of these outcomes are unfavorable as there now becomes a permanent public record of the vessel’s deficiencies, which can affect the extent and frequency of future inspections.

What has many captains, managers and charter brokers worried is if a PSC inspection takes place immediately prior to or during a charter. If the vessel is detained, this could effectively mean the cancellation of a charter, refund of fees and commissions, lawsuits and all kinds of unpleasantness. There have been some yachts detained in recent PSC inspections in Spain and Italy.

Yacht captains and managers can avoid all these issues by ensuring that their vessels diligently follow the procedures, maintenance, checklists and exercises required by flag state, classification society, SOLAS, safety management systems and particularly MARPOL. A captain who stays on top his vessel’s documents, inspections, logbooks and maintenance has little to worry about.

Those who are unfamiliar with their safety management system or are behind on drills, logbook entries, maintenance or paperwork could have an unfavorable outcome come inspection day.

For more information, the Paris MoU has created a Web site with details about the program at www.parismou.org.

Stuart Biesel is managing director of MTSI, Megayacht Technical Services International, a regulatory consultancy and ISM/ISPS management company based in Ft. Lauderdale. Contact him at stuart@mts-ism.com. This memo was edited for space and reprinted with permission.

April 2011 B

Inspection insight The Professional Yachtsmen’s Association issued a briefing note to its members in March that outlines the impact it sees on commercial yachts in Europe this summer. As of the date of its notice, three yachts had been detained in Genoa Port for inspection deficiencies. Two of the three yachts were cited for 10 deficiencies each. Some of the deficiencies include: l on a vessel less than 500 tons,

by Class, not Flag; original CoC for entry missing from Oil Record Book; master and mate not on board, only Flag State endorsement of chief copies; and no passage plan for engineer’s CoC missing; and quickvoyage just completed. closing valve on fuel day tank not l on a vessel just more than 600 operative tons, charts not corrected; SOPEP l on a vessel less than 700 tons, list of national contacts not up to ISM not operating correctly; charts date; crew less than required by Safe not corrected; some ship’s papers Manning Document; and annual incorrectly amended with new name EPIRB not carried out.

B April 2011

MARINAS / SHIPYARDS

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Marinas expand slips, add amenities to attract yachts 125 amps, water, wi-fi, waste collection, fuel station, heliport and car rentals.

A marina at Yacht Club Costa The marina is a 90-minute drive Smeralda opened in mid-March in from Dalaman International Airport, North Sound Virgin Gorda, British three hours from Antalya International Virgin Islands (BVI) during the first Airport and just a Caribbean Superyacht few miles from the Regatta & Rendezvous Sardinia’s easternmost Greek event. island of Meis.

Yacht Club Costa The YCCS Marina The marina is being was developed in Smeralda has built

by Makyol, a partnership with Victor opened a 38-slip Turkish contractor, International and built marina in Virgin and managed by

by Washington-based marina operator Setur.

Bellingham Marine and Gorda for vessels Setur manages several Meridian Marine of the up to 100m. marinas along the BVI. Turkish coasts: Kalamis It has 38 slips for and Fenerbahçe in yachts up to 100m.

Istanbul, Yalova, The marina has a draft of 9m. A yacht Ayvalik, Çesme, Kusadasi, Marmaris club building is expected to open in and Finike marinas.

December.

Yacht Club Costa Smeralda is based Public dock expands in Jacksonville in Porto Cervo, Sardinia, Italy.

Jacksonville, Fla., has opened a new The new YCCS VG was built on a public dock on the west bank of the private peninsula on the eastern tip of Virgin Gorda at the request of members St. John’s River just north of the Fuller Warren Bridge. wanting a sailing destination across The 200-foot, L-shaped floating the Atlantic, according to a company concrete dock was built by Bellingham statement.

Marine and provides up to 400 feet of moorage convenient to the Riverside New Turkey marina to open Arts Market.

A new, 472-slip marina in southern Turkey is expected to open in May. Setur Kas Marina is located in Kas in DC marina adds amenities The three-year-old National Harbor a bay between the Mediterranean Sea marina near Washington, D.C., has and the Taurus Mountains. recently expanded its amenities It has seven floating piers and one to include pool and fitness center breakwater with average depth of 15m. privileges, cable television and free It also has room for 160 vessels on the wireless Internet access, and full hard, with service buildings, a yacht concierge services. club, restaurants, sports facilities, The marina also includes a fuel stores and more. dock, electrical hook-ups and shower Targeting megayachts, the marina and laundry facilities. will have 24-hour security, power up to For more information, visit www. thenationalharbormarina.com.

New BVI marina opens

Vilanova runs ski weekend

Vilanova Grand Marina – Barcelona organized a ski weekend for yacht captains and crew in Baqueira Beret in the Catalan Pyrenees, a three-hour drive from the marina.

More than 30 people signed up for the event, which was sponsored by BWA Yachting.

The ski weekend was one of the activities the marina has organized for captains and crew staying at its facilities over the winter.

Other activities include wine and food tasting, and guided tours to vineyards of the neighboring region of Penedès.

Vilanova has 49 moorings for yachts up to 100m and includes a repair and refit area. It is 20 minutes drive from the Barcelona airport.

See MARINAS, page B9

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MARINAS / SHIPYARDS

Malta shipyard under 30-year contract MARINAS, from page B8 For more information, visit www. vilanovagrandmarina.com.

San Francisco marina rebuilt

The south basin of Emeryville Marina in San Francisco Bay has been rebuilt to make room for 100 slips for vessels up to 80 feet and face docks for yachts up to 120 feet.

Rebuilt by Bellingham with concrete floating docks and operated by Marinas International, the fuel dock and the commercial fishing docks were moved to the outer edge of the basin to make room for more vessels.

Amenities include access to power and water at the slips, sewer pumpout and fuel services.

Clean marina rating high

Following multimillion-dollar renovations, Palm Harbor Marina in West Palm Beach, Fla., was certified as a Clean Marina by the state Department of Environmental Protection in March.

Palm Harbor Marina was awarded 780 points out of a possible 800, one of the highest scores DEP has awarded to date.

At least 460 points are required to obtain the certification.

Palm Harbor Marina is located just south of the Flagler Bridge and offers 200 slips on concrete floating docks, high-speed fuel pumps, in-slip pump out services, security, single and 3phase power, concierge services, yacht club and social room, fitness facilities, and more.

For more information, visit www. palmharbor-marina.com.

Rybovich, the man, buys a shipyard Michael Rybovich, whose family built boats in Palm Beach County for 50 years, has bought E&H Boat Works in Palm Beach Gardens and plans to revive the family boat building tradition, according to a story in the Palm Beach Post.

Michael Rybovich & Sons will also include his son, Dusty, and partner Larry Wilson.

His family name still hangs on the wall of the area’s largest marina and shipyard, now run by H. Wayne Huizenga Jr.

Making way for megayachts

Pubic officials in Newport Beach, California, are considering how to accommodate vessels up to 150 feet at municipal marinas, according to a story in the Los Angeles Times.

Harbor Commissioner Ralph

Rodheim is leading a study of the harbor, in which officials are looking to determine the best use of the shoreline and bay.

The location they’ve identified for a potential free-standing, mega-yacht dock is in the deep turning basin near Lido Marina Village.

Newport would likely have to build a long floating dock and hookups for electricity, sewer and water.

Malta shipyard under contract

The government of Malta has signed an agreement with Palumbo Malta Superyachts Ltd. to operate the Malta Super Yacht Yard Facility, according to a story in the Malta Independent newspaper.

The €29.4 million shipyard agreement is for 30 years and includes the purchase agreement of €7.5 million and rentals of €500,000, the newspaper reported.

The shipyard was put up for bid last summer and closed in December after two bids were received. Negotiations began in January and the deal concluded March 21. It was unclear what sort of facilities the yard will include.

Malta is part of the European Union and its yachting industry has grown, the news service said.

April 2011 B

B10 April 2011 FROM THE TECH FRONT: Rules of the Road

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Convention should hit critical mass in summer RULES, from page B1 registries (Panama, Liberia, Marshall Islands, and the Bahamas), the gross tonnage threshold was met in 2009.

Since then, the ILO has been waiting for the minimum number of Members to ratify the Convention.

As of February, there are 12 countries committed. They are the Bahamas, Bosnia and Herzegovina, Bulgaria, Canada, Croatia, Liberia, Marshall Islands, Norway, Panama, St. Vincent and the Grenadines, Spain, and Switzerland. As the reader will note, only two of the flags – Marshall Islands and St. Vincent and the Grenadines – have a considerable number of yachts in their registry.

It is anticipated that the countries of Luxembourg and Italy will be the next to ratify the Convention. This is based upon the progress of the MLC requirements being incorporated into their respective national laws. At this pace, it is expected to take until about the middle of this year before the number of countries required to ratify the Convention is achieved.

Two countries that have played a significant role in developing the MLC, and both having a sizable registry of yachts, are the United Kingdom and the United States. In its context, the United Kingdom also includes its overseas territories (Bermuda, British Virgin Islands, Cayman Islands, Gibraltar, Isle of Man, etc.)

Where do they stand on ratification of the Convention?

In the most recent publication released by the ILO, the United States convened a meeting on international legislation to consider a number of conventions. The U.S. representative to the ILO stated that it was necessary to find ways to resolve concerns of national compliance, and that the

process mandated an examination of national laws, regulations and practice with a view to considering ratification or other appropriate action. The United States could not ratify without having in place the necessary regulations. The U.S. Coast Guard had undertaken a comparative analysis of the national legislation. There is no indication of if or when the Convention will be ratified by the U.S. In similar circumstances, the United Kingdom stated that the MLC could not be ratified until all national legislation was in place.

Tripartite meetings (flag, industry, labour) had been held regularly since 2007 to advise the government, particularly regarding issues such as large yachts and the application of the crew accommodation requirements, as well as on the use of substantial equivalence.

National legislation already covered many of the provisions of the Convention, but some changes would be needed, in some cases following determination by other government agencies. Ratification was expected this month, but current sources indicate there is no known date.

Such an approach should be quite concerning to the industry. Builders, designers, owners and operators are looking to the MCA for answers on how to make yachts comply. Through the Large Yacht Code (LY2), the MCA has become the de facto standard maker.

The MCA and Red Ensign members are seen at nearly every seminar expressing the requirements of the MLC. But how can one discuss a topic that has yet to ratify the MLC? What direction do we head?

Despite the absence of a definitive enforcement date and ratification from major countries, significant actions are being taken. Flag states,

and classification societies on their behalf, have actively begun to audit and certify commercial vessels to the Convention. Flag states have published their interpretations of the MLC and associated national legislation.

Logistically, the certification process must be started now. Considering the number of vessels that MLC affects and the low number of inspectors, it will be impossible to have all of them certified in the 12-month window between the in-force date and the final due date.

Most are familiar with how MLC will affect the onboard environment. What about shoreside? One area of concern that does not get much attention references the audit and approval process of crewing agencies. For merchant ships, it is very common for shipping companies to outsource the manning of the ship to dedicated crew manning offices. With the MLC, there are new requirements for ship owners and suppliers of such services.

Upon entry into force of the MLC, all crewing agencies, private recruitment, and placement services in ratifying states must operate under a system of licensing, certification, or some other form of MLC regulation. When recruiting seafarers from a nonratifying state, the obligation to ensure compliance, as far as reasonable, falls on the ship owner.

So how does this affect yachts? For those crewing agencies that supply candidates to commercial yachts, the company must be certified to do so under the MLC. Who does the certification? In ratifying states, it is the responsibility of the competent authority (i.e., government agency) in the country where these services operate to ensure compliance. In nonratifying states, the responsibility is

See RULES, page B11

The Triton

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FUEL CLAIMS

April 2011 B11

Use fuel samples to speed up any claims against fuel, supplier

By Ernest Janssen What should a megayacht captain do if he suddenly discovers that the marine gas oil (MGO) recently delivered to his vessel is causing a problem for the yacht’s engine?

Standard industry practices dictate that when any fuel is delivered to a vessel, samples should be provided.

A prudent captain should request three samples in sealed containers signed by both a representative of the supplier and a member of the crew who witnessed the drawing of the samples.

Preparation key to meeting regulations RULES, from page B10 placed upon the yacht owner (i.e., captain, yacht manager, etc.).

The measures to ensure compliance with crew recruitment must be documented in the Declaration of Maritime Labour Compliance.

Verification of these actions will also be sighted on board the yacht.

Crew recruitment is one of the 14 areas where conformity must be verified before yachts are issued with the appropriate statutory certificates.

To give a realistic example, if a crew agent or placement service is located in the United States and the U.S. government has not ratified the MLC, but the agent is providing crew to a yacht that is registered with a ratifying country (i.e., Marshall Islands, St. Vincent & the Grenadines), then that company must be certified under the MLC to provide crew.

This is an area that should be addressed well in advance through sufficient preparation. As the industry noted with ISM and then again with ISPS, the creation and implementation of the tools needed to comply with international regulations cannot be done overnight.

Capt. Jake DesVergers is chief surveyor for the International Yacht Bureau (IYB), an organization that provides inspection services to yachts on behalf of several flag-state administrations.

A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society.

Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@ the-triton.com.

Two of these samples should be stored on board and only discarded when the product has been burned in the engines. The third sample is retained by the supplier.

If there is a problem with the fuel, the captain should notify either the broker who assisted with the fuel purchase or the supplier directly.

Once the supplier is notified of a problem, he will send his sample to a laboratory to determine if the product meets international fuel specification parameters.

Once that testing is complete, the

supplier should advise either the broker or the captain of the results.

If the product meets specifications and the vessel is still having problems, the captain can have one of his retained samples sent to a laboratory.

If the test results are different than those the supplier received, the option will be to have the third sample tested at a mutually agreeable lab, with the findings to be binding on both sides.

Remember that there is a time frame in which a problem has to be reported to the supplier. The typical number of days within which to report a problem

is seven and 21 days.

This is just the first step in a quality claim process. But knowing to take samples and retain them will help a captain go far in resolving any issues with fuel quality.

Ernest Janssen is a retired executive from KPI Bridge Oil, a worldwide broker/trader in fuel oil since 1971. The company services all sorts of vessels from container ships and research vessels to cruise ships and megayachts.

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

B12 April 2011

PHOTOGRAPHY: Photo Exposé

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Use your brain; don’t let the camera take photos for you Welcome aboard photo enthusiasts.

Lately I have had several people I know report their photographic horror stories to me. They were all the same: “My hard drive crashed and I lost all my photos that I’ve taken.”

The bottom line to this story is that all hard drives will crash sometime; we just do not know exactly when. Once Photo Exposé it crashes, there are James Schot services available to recover the lost data most of the time, but not all the time.

If you are in the position where data can be retrieved, you are a lucky person.

All you need is to pay about $1,000 to

get your lost files back.

Why not make this possibility of a crashed hard drive a non-issue at a far lower cost by buying at least one backup hard drive?

Small drives powered through the USB cable that have a capacity of 1 terabyte of data storage are available for less than $100. They are hotswappable, so removing them from the computer is fast and easy.

And they are easy to use. You simply copy and drag a set of new photographs taken from your primary hard drive to your back-up drive and sleep well.

You can research more about hard drives on the Internet. You absolutely must back-up all your work onto a second hard drive. Then, if one of those drives crashes, replace it and copy all the files from the active hard drive onto the new hard drive. There you go

… easy and, compared to a recovery process, inexpensive.

One more time -- because I tell this to everyone I know and work with, but people seldom want to listen or otherwise put it off -- you must, without question or delay, back up all your computer files.

Changing subjects, let’s talk about digital photography vs. film photography and the person behind the camera.

Photographic artist Louis Davis mentioned as we were leaving the Las Olas Art Show that digital photography is, in general, making camera owners poor photographers.

With film, things were different.

To take photographs, new rolls of film had to constantly be purchased and processed at additional cost. In other words, taking photographs always

affected your pocket book.

When money is spent, there is a tendency to make sure you do not waste film, and the best and only way to avoid this from happening was by knowing what you are doing. Keep in mind you would never be 100 percent sure of your results until the film was processed and for this you also paid a price.

Digital photography changed all that. Once you purchased a (relatively inexpensive) memory card and processing computer software, you could theoretically take and process an endless number of photographs.

Camera technology allows you to place your camera in “auto” mode and you’re off taking what look like fine photographs that can be quickly viewed on the LCD screen. Incredible how this way of taking photographs is simple and inexpensive.

There is one major drawback in this photographic approach: it doesn’t take a brain.

Yes, we may have photographs, but they lack all the knowledge and understanding of the variety of functions available to take really creative photographs.

In conclusion, the ease of operating a digital camera to give us a suitable photograph makes us lazy and the illusion of being photographers, but without true credentials.

Building credentials takes time, effort to learn the many aspects of the equipment used, an expanding understanding of how equipment functions to creative ends, and practice.

It doesn’t end with the camera and flash. Great photographers know about light and color. Photography literally means painting with light. There are many types of light sources with unique color temperatures, and many ways to control them. Color in itself has a variety of emotional attachments associated to it. My previous two articles talked about compositional aspects.

There is much to learn to be a great photographer, but the ease of digital equipment can have us believing that the knowledge necessary is no longer needed. This will never be true, unless you are happy with robotic, softwarecontrolled results.

If you have studied, implemented and practiced the many lessons and tips I’ve provided in the previous 63 articles, you will have come a long way to mastering all the basics of photography. Remember to send me your questions for the next article.

Until then I take leave to go ashore.

James Schot has been a professional photographer for more than 35 years and has a studio/gallery in Ft. Lauderdale. Send questions to james@ bestschot.com.

The Triton

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FITNESS: Keep It Up

Mix strength training with some high intensity cardio Get ready … this workout is intense.

Complete one set of 20 repetitions of each of these strength exercises.

Then do a high intensity cardiovascular interval. You can use a machine (treadmill, bike, rower, etc.) for these intervals but a jump rope works just as well.

Run through both three times.

Do your best.

Keep It Up Use your Beth Greenwald perceived exertion level – how your body feels in response to the exercise – to know when to adjust the intensity. Perform a 2-minute warm up, then increase the intensity; for 30 seconds go as hard as you can; then recover, performing at a low intensity for 90 seconds. Try to do four sets continuously. As you improve, increase the number of sets.

and bending forward at the waist until your palms can lay flat on the floor.

Kick both feet back, so your legs are extended behind you, and you are in a push-up position. Kick both feet in simultaneously toward your hands and stand up straight in your starting position to complete one repetition.

Front/side lunge with bicep curls Hold dumbbells in hands with palms facing forward.

Take a big step forward (lunge) with your right foot, bending the knees, ensuring your knee does not cross over the front of the toe.

Simultaneously bend both elbows, curling the dumbbells up to your shoulders.

Push off your right foot and lower the dumbbells, returning to starting position. Take a lateral step with your right foot, bending the right knee ensuring it does not cross over the toe, and curl the dumbbells to the shoulders. Return to starting position and perform the same movements with your left foot.

Hold a pair of dumbbells at your sides and stand with feet hip-width apart. Bend at your knees; lower your hips toward the ground, making sure your knees do not cross your toes.

Squeeze your butt muscles, your glutes, to return to an upright position and lift your right leg out to the side while simultaneously raising your arms out to the sides to the height of your shoulders. Repeat the movement with the left leg and continue alternating.

Squat thrusts

Stand straight with your feet close together, hands at your sides. Begin the movement by bending your legs slightly

Squat with leg abduction and lateral raise

Bridge with chest press

Lie on your back with your knees bent. Push through the heels to lift your butt off of the floor and squeeze your glutes to hold your body off of the ground. Holding a dumbbell in each hand, keep the weights directly above the chest, palms facing away from you.

Press the weights straight above your chest, keeping your wrists in a neutral position. Lower the weights, still holding your body in a bridge position.

Beth Greenwald received her masters degree in exercise physiology from Florida Atlantic University and is a certified personal trainer. She conducts both private and small group training sessions in the Fort Lauderdale area.

Contact her at +1 716-908-9836 or bethgreenwald@hotmail.com.

April 2011 B13

B14 April 2011

CALENDAR OF EVENTS

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The Triton

Spring yacht shows begin in Antibes, Genoa, China April 3 Jazz Brunch, Ft. Lauderdale,

along the New River downtown, 11-2 on the first Sunday of every month. Jeff Prine Group featuring Juanita Dixon, Tallawah Mento Band, Tony and Gloria.

Free. www.fortlauderdale.gov

April 7 The Triton From the Bridge

luncheon, Ft. Lauderdale, noon. Our monthly captains’ roundtable where we discuss the issues of the day. If you make your living running someone else’s yacht, RSVP to dorie@the-triton. com or +1 954-525-0029.

April 7-10 5th annual Antibes Yacht

Show, Antibes, France. The brokerage and charter show marks the beginning of the Mediterranean yacht season. www.antibesyachtshow.com

April 9 11th anniversary Captain

and Crew Appreciation Party, Sunrise Harbor Marina, Ft. Lauderdale. Theme: Saturday Night Disco Fever. RSVP: rsvpdiscofever@comcast.net.

April 9-17 Monte-Carlo Rolex

Masters Tennis Series, Monte-Carlo Country Club, Monaco. www.montecarlorolexmasters.com

April 14-17 China International Boat Show, Shanghai Exhibition Center.

Expects to host 400 exhibitors. www. cmpsinoexpo.com/boat

April 14-19 24th annual Antigua

Classic Yacht Regatta, Antigua Yacht Club Marina, West Indies. Prestigious regatta hosting 50-60 boats from 26175 feet. www.antiguaclassics.com

April 17 Annual Day at the Docks, San Diego, signaling the official start of Southern California’s spring saltwater fishing season. 9 a.m.-5 p.m. Free. www.sportfishing.org

April 20 Networking Triton style

(the occasional third Wednesday of every month), Ft. Lauderdale at Diesel Services of America, 2301 W. State Road 84 (Marina Mile Boulevard) from 6-8 p.m. See page C4 for details.

April 24-29 44th annual Antigua

Sailing Week. Six days of racing in some of the best sailing conditions in the world. www.sailingweek.com

April 25-30 Fleet Week, Port

Everglades, Ft. Lauderdale. Events include ship tours, dinners and tournaments at a variety of locations. www.BrowardNavyDaysInc.org.

April 27-30 Bahrain Boat Show

International, the Kingdom of Bahrain. www.bahrainboatshow.com

EVENT OF MONTH April 6 Triton Expo, Ft. Lauderdale.

Join The Triton at an outdoor trade show that targets the people who work on and in yachts. Triton Expo will be held this spring at Lauderdale Marine Center from 4:30-8 p.m. Features include a resume clinic staffed by veteran captains and a crew uniform fashion show. More details at www.the-triton.com.

April 29 The Way Forward, Malta. A

forum on the Malta yachting scenario Organized by Wilfred Sultana & Associates, publishers of “Yachting in Malta,” and International Superyacht Society. +1 954-525-6625, yim@anatlus. com, superyachtsociety.com.

May 1 Jazz Brunch, Ft. Lauderdale,

along the New River, 11 a.m.-2 p.m. on the first Sunday of every month. Free. www.fortlauderdale.gov

May 4 Networking Triton style (the first Wednesday of every month), 6-8 p.m., with V-Kool n Ft. Lauderdale.

May 9-11 International Marine

Insurance course, London. Lloyd’s Maritime Academy sponsors this seminar to cover recent developments and their impact on working practices: sanctions, inherent vice, piracy and security. www.informaglobalevents.com

May 12-14 16th annual Trawler Fest, Cap Sante Boat Haven, Anacortes, Wash. Produced by PassageMaker Magazine. trawlerfest.com

May 12-15 Boat Asia, Marina at Keppel Bay, Singapore. www.boat-asia.com.

May 16-18 American Superyacht

Forum, Hilton Marina, Ft. Lauderdale. $1,295 for all three days, including sportfishing trip. www.superyachtevents.com

MAKING PLANS May 2-6 23rd MYBA Charter Show, Genoa International exhibitions dedicated to charter professionals, superyachts and an exclusive display of ancillary services for the yachting industry. There are numerous events surrounding the show in the Porto Antico (Ancient Harbour) of Genoa. www.mybashow.com.

The Triton

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SPOTTED: SEATTLE, GUATEMALA

Triton Spotters

Capt. Denise Fox of M/Y Crescendo found her copy of The Triton at Elliott Bay Marina in Seattle, Wash., and took it with her for a lovely hike up on Rattlesnake Ledge.

“I just finished watching the history of the national parks series and just had to go visit some of our great national parks while I am out here,” she reported.“Hiking in the mountains is a nice change from being in the tropics or South Florida. I love seeing the snow-capped mountains and, of course, partaking in the many great hikes that are available here. The Seattle area is beautiful.”

The next day, she went snowshoeing at Mt. Rainer National Park but forgot to take The Triton with her, unfortunately. We know we were with her in spirit.

Captains John Wampler and Cynthia Contreras check out the latest yachting news on the Rio Dulce, Guatemala.

Where have you taken your Triton recently?

Send photos to editorial@the-triton.com.

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

April 2011 B15

March networking

April networking

Are you sure about that?

Tortillas as a breakfast treat

With Nautic and Co., DYT and GYF

Spring brings Expo and DSOA

Beer has health benefits.

A spicy way to start the day

C2

C3-4

C7

April 2011

www.the-triton.com

Section C

Immersion can provide a chef a new perspective

TRITON SURVEY: HOW PLANNED IS YOUR SUMMER?

New York, New England and Maine were listed as a summer destination by more than a third of the respondents in the survey. This view around the lighthouse on Nantucket Island would be one of the draws. PHOTO/LUCY REED

Most yachts already have a summer plan

By Lucy Chabot Reed A captain wrote to us in February asking if we knew much about a marina along the U.S. mid-Atlantic coast because he was thinking of stopping there on his way north this summer.

After a few e-mail exchanges, it was clear this captain had just about every portion of the boss’s summer itinerary mapped out, and was making final reservations. In February.

That got us wondering how many yachts plan so far ahead. So we asked.

We started with the broad and basic: Do you have plans for the summer yet?

To our surprise, most (78.5 percent) do, though not all as specific and concrete as the captain who called us in February.

“Boats are more active this year than last,” said the captain of a vessel 100-120 feet with firm plans to visit

New England this summer. “The past two years, you could get away with very short or no reservations. While it’s a far cry from the boom times, some advance notice will be needed to get into the best spots.”

Among the 21.5 percent remaining, 15 percent said the boss is considering several options. Just 6 percent had yet to discuss summer plans with the boss when we conducted our survey in early March.

“We keep the boat ready for the owner’s use and any emergency, hurricane-related relocation,” said a captain cruising with the owners and guests in Florida this summer. “Fuel topped off, food and beverage on board, maintenance done, etc.”

There are several potential yachting events coming up, including the Summer Olympics in London in 2012 and the America’s Cup races in San Francisco in the fall of 2013. Only five of the 98 respondents said they

C11

already had plans to attend any of them.

While the amount of planning captains have already undergone was a bit surprising, we weren’t surprised at the answer to this question: Is this different from last year?

Almost 60 percent said it was.

Several readers have asked us to identify the body of respondents to get a better sense of what these answers mean. In this month’s survey, we asked yacht captains to share their summer plans.

Among the 98 respondents, about 40 percent run vessels of 100 feet and less; 60 percent run yachts larger.

Nearly 25 percent are on vessels larger than 140 feet. We didn’t ask where the yacht is based, nor the nationality of owner or captain.

Now that we know the majority of yachts in our survey are busy making

See SURVEY, page C8

For a yacht chef, total immersion is the way to go.

Not that we aren’t already immersed in the cultures and cuisines of the areas we visit but I am talking about total immersion, where you are surrounded by a foreign language 98 percent of the time, and new and different recipes.

I recently spent Culinary Waves two weeks in such Mary Beth an environment Lawton Johnson prepping for a new job. I thought I knew a lot about Latin cuisine, or at least had a good idea. I was never so wrong.

The picture painted in our minds of Mexican cuisine is not at all what it is. In fact, it is entirely different. Their food is not slathered in cheese sauces like the plates you find in Mexican restaurants in the United States, but rather dipped, with sauces served on the side. The use of the freshest ingredients prevailed and what was an enchilada for us is really their quesadilla.

The food is not out-of-control spicy but rather gives a continuous build-up of heat, or none at all.

I used so many serrano, poblano and chipotle peppers that their taste could not be discerned automatically.

It was that mild. They are cooked for a while, thus de-intensifying their spiciness.

Mexican cuisine starts with tiny sopas, small tortillas that are handmade and fried in a pan. They See WAVES, page C11

C April 2011 NETWORKING LAST MONTH: Nautic and Co./Dockwise Transport and Global Yacht Fuel

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The Triton

N

early 300 yacht captains, crew and industry professionals networked with Nautic & Co. at The Triton’s monthly event on the first Wednesday of March. It was a lovely evening at Lauderdale Marine Center where our guests enjoyed food, wine, music and great company. We do it every month. Join us.

PHOTOS/DORIE COX, LUCY REED

D

ecked out in festive St. Patrick’s Day garb, more than 250 yacht crew and industry professionals networked with The Triton on the third Wednesday of March. Sponsored by Dockwise Yacht Transport and Global Yacht Fuel, the festivities included corned beef and cabbage, beef stew with Guinness and shepherd’s pie from Eten Food Company, wine and green beer, and music by Yacht Entertainment Systems. Congratulations to Capt. Kirk Swingley of M/Y Mai Kai who won a 55-gallon drum of PHOTOS/TOM SERIO Shell Rotella lube oil in the drawing held by GYF.

The Triton

www.the-triton.com

NETWORKING THIS MONTH: Triton Expo

April 2011

C

Start your Spring with The Triton Expo in Ft. Lauderdale The Triton is innovating again with the upcoming Triton Expo on Wednesday, April 6, at Lauderdale Marine Center in Ft. Lauderdale, sponsored by MHG Insurance Brokers.

“We’re getting back to our roots,” David Reed, publisher of The Triton, said. “We’re not glossy and fancy.

We’re about the employees and the Reed workers. So, this year we’re having the Expo at a shipyard, with music and a fashion show.”

The half-day event will feature about 40 exhibitors in the east lot of LMC, the majority providing goods or services yacht crew need, including placement agents, schools and provisioners.

The Triton Expo is free and open to everyone in the marine industry -- both working and looking -- to help them develop the contacts that can make their careers better.

Join us on April 6 from 4:30-8 p.m. at Lauderdale Marine Center, 2001 SW 20th St., in Ft. Lauderdale.

“We just want to connect with our readers and have fun,” Reed said.

“Come and enjoy the barbeque.”

Until then, learn more from our sponsors, MHG Insurance Brokers with Mark Bononi, director of the company’s luxury yacht division.

Q. What should Bononi mariners know about MHG? We have been providing insurance and benefit solutions to the marine industry for 20 years. As representatives of our clients, we are able to search the marketplace to find and recommend solutions to any particular needs based on our experience.

Q. Why are you involved in the Triton Expo?

The Triton Expo gives us the opportunity to meet directly with our clients and prospective crew members.

It also allows us the chance to educate them about insurance in general and be there to answer their questions.

Q. Are there international concerns that affect crew with a variety of passports?

Currently the only concern is for U.S. passport holders, and that is because of uncertainty due to the health care reform act and how it may impact

insurance requirements when working on a yacht.

Q. How did MHG begin and what was the focus?

MHG started in 1991 when our CEO, Andrew Dudzinski, and our president, John Haagensen, joined forces to educate the marine industry about the need to provide benefits to their employees.

Prior to this time, crew members were treated more as a commodity rather than an asset, and it was Andrew and John’s mission to educate employers about the importance of crew benefit plans.

MHG provides benefits to more than 75,000 marine employees and dependents worldwide, living and working onboard vessels of all shapes and sizes. We have nearly 200 years of combined at-sea and shore-side experience. We simply understand the needs of the marine community.

Q. What do you offer?

For crew, we can provide a customized plan specifically suited to your needs. As a full-service insurance broker, MHG offers our clients the best solutions in the marketplace for medical, travel, dental, life, disability and retirement savings plans for groups and individuals of all nationalities located all over the world.

We also offer U.S. health insurance, life and property/casualty insurance.

Q. What makes insurance different for people in the marine industry?

The marine industry has a number of unique challenges, many of which are not able to be handled through traditional insurance channels.

Whether you are a Croatian working on an Isle of Man-flagged vessel that travels globally, or a Brit floating around the Caribbean, it is important to have the tools necessary to make things go smoothly. This means understanding the marine employee work environment.

Q. What is a fact that most people don’t know about MHG and its services?

MHG has long been focused on providing benefits to the crew who work in marine industry, but we also provide U.S.-based health and property insurance for companies and individuals who live and work in the U.S. While we focus on marine-based companies in South Florida, we can provide these solutions to anyone in Florida and other states as well.

For more information about MHG contact Bononi at markb@mhgmarine. com or +1 954-548-3576.

C April 2011 NETWORKING THIS MONTH: Diesel Services of America

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The Triton

Check out DSOA with The Triton’s spring networking On April 20, the third Wednesday of the month, we’re bringing our monthly event to Diesel Services of America in Ft. Lauderdale from 6-8 p.m. No RSVP needed.

Until then, learn a little more about DSOA from Operations Manager Scott Porter.

Q. What should we know about Porter DSOA? Diesel Services of America is one of the largest marine diesel sales and service companies in South Florida. We are factoryauthorized dealers for MAN, Volvo Penta, Perkins, John Deere, Cummins Onan, Kohler, Northern Lights, Westerbeke and Phasor.

Q. Specifically, what does that mean?

We have factory-trained technicians who are expertly trained to work on more than 20 brands of diesel engines and generators.

As a MAN dealer, we provide service starting at the inline-6 500hp all the way through the new V-12 1800hp.

MAN engines are distinguished by their high power-to-weight ratios and great power, even at low engine speeds.

We are also a Volvo Penta-certified Propulsion Partner and Rapid Response dealer. Our technicians have the latest diagnostic tools and are experienced in the repair of Volvo legacy products and state-of-the-art inboard performance systems or IPS. IPS is a drive system with forward-facing propellers and steerable drive units. Mounted on the front of the drive unit, the propellers work in unagitated water for maximum efficiency.

As a Volvo Penta authorized parts dealer we pass on to our customers the 72-hour parts guarantee. Our parts department is fully stocked and offers next-day shipping on all available parts, worldwide.

Our service department performs engine and generator surveys and provides 24-hour emergency service seven days a week.

We provide service calls in South Florida, or anywhere in the United States, as well as out of the country. If it runs on diesel power, Diesel Services of America can service it.

Q. How did you end up at DSOA? My first experience in servicing marine diesels was aboard an amphibious assault ship in the U.S. Navy.

Shortly after my tour ended, I went to work for an authorized Detroit

Diesel dealership in Texas who specialized in the servicing of diesel engines aboard yachts.

I enjoyed the work so much that in 1983 I moved to the “yachting capital of the world” and went to work for RPM Diesel Engine Co. as a technician and, in 1985, as the service manager. In 2008, I was given the opportunity to manage Diesel Services of America.

Q. What do you do for yacht crew?

We know that yacht crew work against tight deadlines. When they are in need of technical information, field service, or if they need the right part, we are only an e-mail or phone call away.

Whether their yacht needs an oil change, an engine survey, generator service, a service call to the islands, or a complete overhaul, Diesel Services of America is dedicated to keeping the engines running at peak performance.

Remember, at DSOA no job is too big or too small. We handle every repair professionally and complete the job right the first time.

Q. Tell us about the DSOA team that captains and engineers might know.

When the phone rings at DSOA, the caller is greeted by our receptionist, Amy Ciparro. Amy will direct the caller to either our parts, service or sales departments.

Our parts team consists of our parts manager, Mike Drinkwater, and parts specialist Daniel Rosas. Parts pick-up and delivery is handled by Tony Ruiz.

If the caller needs service, either myself or our service coordinator, Linda DelCampo, will take the call. We will dispatch one of our service technicians -- Bob Horwatich, Andrew Aniano, Dave Goehring, Alex Jimenez or Mark Gellert -- to the customer’s boat.

Engine and generator sales calls are taken by our sales representative, Chris Dowling. Our DSOA team represents many years of training and expertise to ensure that our customers receive the best service experience.

Q. What’s coming up for DSOA? This year we will celebrate the start of our third year at our new location on Marina Mile 84. We start by hosting this Triton networking event at our shop where yacht captains and crew can see our facilities and have some food and drinks with us.

For more information, visit DSOA online at www.dieselservicesofamerica. com or call +1 954-781-1464. DSOA is located at 2501 W. State Road 84, Ft. Lauderdale, Fla, 33312 ( just west of I-95 on the north side of Marina Mile Boulevard).

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INTERIOR: Stew Cues

April 2011

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Recent murder of yacht chef conjures memories for stew I haven’t been able to stop thinking about the chef who was murdered in St. Maarten.

What did he do that was so horrible to deserve to die? What did he do that most of us haven’t done before?

The islands of the Caribbean have been dangerous for decades.

Thinking about it Stew Cues now, I feel lucky Alene Keenan to have survived some pretty risky behavior during my time in the islands.

I attended college in St. Thomas in the early 1990s and we were warned about crime even then.

There were several of us exchange students from mainland universities.

When we arrived at the college, as part of our indoctrination, we were advised that alcohol consumption was frowned upon, and were warned that if we insisted on drinking and partying in the bars on the waterfront (Greenhouse, anyone?) we were putting ourselves in harm’s way and would be held responsible for our actions.

We were also warned about gypsy taxi drivers, and urged to stay away from them. However, every month or so, there was an incident where an inebriated student was robbed and sometimes beaten after taking a lift back to campus from a gypsy taxi cab driver.

I knew lots of people who were physically assaulted, and I narrowly escaped being a victim myself on one occasion.

My girlfriend was robbed and attacked the night of her engagement party. Turns out the perpetrator had been in the restaurant near her group all evening, had even bought a round of drinks, then waited outside and ambushed the bride-to-be as she left the restaurant. When he demanded her new diamond, she refused, and he shot her in the face. She survived.

Later, when I got my first job on a yacht, the captain was pretty strict about crew going out when we were in the islands. When we had guests on, we were not even allowed to leave the boat.

Even so, I went out to a concert one night with a fellow crew member.

We had a lot to drink and had an automobile accident. The next thing I knew I was in Broward General with a broken neck and bolts screwed into my head. I was in intensive care for two weeks and then had surgery. I required eight more weeks of recovery, but then I was back at work, good as new.

I survived, for some unknown reason, but it was a close call.

The world can be a dangerous place, and we have to watch our step, but who among us hasn’t drunk a little too

much or been out late at night with no way back to the boat except for a taxi.

The yachting community is known for its lavish spending habits, and even the bad guys know we often walk around with wads of cash in our pockets. It could be said that we are an easy mark.

I don’t know what happened to this young chef in St. Maarten, but it is clear that he was in the wrong place at the wrong time. My heart goes out to his family, friends and his crew.

The death of a crew member who is also a friend and part of our boating family is heartbreaking. I worked on a boat on which our chef died from injuries sustained in a car accident. He was a lovely man, and dearly missed by all. I can only imagine how his parents must have felt when they heard the news.

I do know how we all felt when we

heard the news. We were devastated, and we felt alone. Several members of our crew were so upset by the tragedy that they resigned.

It would have been helpful to have someone to talk to outside the boat, a support network of some kind to turn to during that time.

Human beings have to grieve.

Keeping it inside hurts more, and when that grief comes out some time later, it’s often worse for us and those around us.

When something like this happens, yacht crew don’t always have the opportunity to express our grief. It can be hard to talk about, and it can seem like no one understands what we are going through.

To top it off, sometimes it seems like we’re not supposed to talk about a tragedy. But I think that talking about

feelings is the only way to resolve them.

There is a flood of emotion that wells up at a time like this, and everyone handles it differently. I hope someone in the yachting industry figures out a way to help us manage all the stresses we deal with as yacht crew. There are lots of companies that manage skills and operations. But we can’t forget the human factor. It’s the most precious thing we have onboard.

Alene Keenan has been a megayacht stewardess for 19 years. She offers interior crew training and crew placement through Nautic Crew International as well as the workshops, seminars, and onboard training offered through her company, Stewardess Solutions (www.stewardesssolutions. com). Comments on this column are welcome at editorial@the-triton.com.

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NUTRITION: Take It In

Beer is fat-free, adds protein, fiber, nutrients and vitamins Move over wine, beer also serves up a big swig of health benefits. This isn’t news, though in our carb-phobic society, we tend to forget it.

Greek playwright Sophocles touted beer as one of the essential ingredients in a healthful diet along with bread, meats and vegetables back in 450 BC. Take It In Today, the growing Carol Bareuther popularity of craft and microbrew beers along with a steady number of domestic and imported beer fans has put this drink firmly on the table for many.

“Red wine enjoys a reputation for sophistication and health benefits, but as interest in artisan brewing gains momentum and emerging research reveals unique nutrition properties, beer is finding redemption not only as a classy libation with deep roots in many cultures, but as a beverage with benefits,” said Andrea Giancoli, a spokesperson for the Chicago-based American Dietetic Association (ADA), in a press release in February.

Beer – which is most commonly made from malted barley, brewer’s yeast and a flavoring such as hops – works its wonders in two ways: delivering essential nutrients and providing health preventative substances.

Beer provides fewer calories on an ounce-per-ounce basis than wine. For example, a 12-ounce serving of regular beer contains about 150 calories compared to 300 for an equal amount of red wine. Beer and wine are both fat-free; however, beer provides both protein and carbohydrates.

Protein, which is nearly non-existent in wine, is present in small amounts in beer or at about 4 percent of the total calories.

Carbohydrates, which make up about one-third of the calories in beer, come from starch in the barley.

Beer is also less alcoholic than wine. Most beers, for example, provide between 3 and 6 percent alcohol by volume. Many wines contain are between 12 and 14 percent alcohol by volume. The benefit of this is that because the average beer has less alcohol and more than two and half times as much water, it’s a better thirstquencher and fluid replacer than wine.

Beer also provides dietary fiber, just like your morning oatmeal. This fact escaped measure in the USDA Nutrient Database because methods of measuring dietary fiber in foods are not applicable to beverages.

However, Spanish researchers, who published their work in a 2009 issue of the American Society of Brewing Chemists, used a special method and found that lager contains 2 grams of soluble fiber per liter while dark beer has 3.5 grams of soluble fiber per liter.

This translates into nearly 1 gram and 1.3 grams of fiber in a 12-ounce lager and dark beer, respectively.

Soluble fiber can help lower blood cholesterol and blood glucose levels, which can help protect against heart disease and diabetes.

As for vitamins, beer provides more of the B vitamins thiamin, riboflavin, niacin, pantothenic acid, B6, B12 and folate than does wine. However, beer and wine are just about equal when it comes to mineral composition (potassium, magnesium and phosphorus).

But beer is the clear winner in selenium and silicon content. Selenium can help protect against cancer and heart disease as well as regulate thyroid function and aid the immune system, while silicon strengthens the connective tissue between bones.

Like wine, beer also provides the health protective phytonutrients called polyphenols. There has been a virtual lack of research of how the polyphenols in beer aid health, but in general, these phytonutrients protect against the substances that can initiate cancer.

Beer offers many health helps.

For example, moderate intake of any alcoholic beverage, such as beer, can increase HDL (good) cholesterol, lower LDL (bad) cholesterol and reduce the risk of blood clotting. Moderate drinking is also linked with a lowered incidence of gallstones, decreased risk of type 2 diabetes and improved cognitive function in older adults.

More specifically, beer has been associated with lowering the risk of kidney stones in men. This is due to beer’s high water content and diuretic effect. In addition, substances in hops may also slow the release of calcium from bone and thus prevent it from being available to form kidney stones.

In addition, beer drinkers have a greater bone mineral density and less risk of osteoporosis due to the high content of silicon in beer.

Finally, if you want to choose the most nutritious beer, consider these points from the ADA: the more malt in the brew, the more B-vitamins; the more hops, the more phytonutrients; and darker beers may have more dietary fiber than their lighter counterparts.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton.

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

April 2011

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TRITON SURVEY: Summer Plans C April 2011

Do you have plans for the summer yet?

Is this different from last year?

Haven’t discussed it – 6.1% Considering options – 15.3% Yes, firm plans with dates and reservations – 31.6%

Yes in general, but nothing concrete – 46.9%

No – 40.6% Yes – 59.4%

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What will the yacht do, mainly?

If you have plans, w

Chartering – 4.1% Other – 4.1% Getting work done – 5.1%

Dock – 4.5%

Awaiting call – 11.2% Good mix of owner, charter use – 16.3%

N Europ Cari

Mexico – 4.5%

Cruising with owner and guests – 59.2%

Yard – 6.8% Pacific NW – 6.8% Bahamas – 9.1%

The Me

‘Dates are firmed up but exact destinations and cruising itine SURVEY, from page C1 plans for summer already, we were curious to know What will the yacht be doing this summer, primarily?

Nearly 60 percent of captains said their vessels will be cruising with the owner and guests this summer.

“From the Caribbean to Florida, then New York, then the Baltic for the first half of the summer,” said the captain on a yacht larger than 160 feet. “On to the Med, beginning in Malta, for the second half of summer. Ending in Spain. Dates are firmed up but exact destinations and cruising itinerary are not.”

The next largest group, at a tad more than 16 percent, expects a good mix of charters and owner’s use. Eleven percent expect to be sitting at the dock, awaiting a call to cast off.

We crunched these numbers a little further to see if the size of the vessel had any impact on summer plans. Turns out that vessels of 80-100 feet were three times more likely to be sitting at the dock than other-sized vessels.

For those with summer plans, we wanted to know where are you heading?

The two largest groups indicated the yacht was heading to New York, New England and Maine (35.2 percent) and the Med (25). Some are hitting lots of spots.

“NYC, Sag Harbor, Martha’s Vineyard, Nantucket, Provincetown, Boston, Maine,” said a captain who doesn’t yet have concrete dates for summer, despite the itinerary.

“Dania Beach now, to the Bahamas/ Exumas in April/May, then sailing north to Rhode Island for the summer, cruise the cape and islands with the boss in August,” said the captain of a yacht less than 80 feet with concrete plans. “Then we sail to Spain in September for next winter.”

“NYC for May to June, possibly July, then up to Maine for August-September, then back to NYC,” said the captain on a yacht less than 80 feet.

“Monaco Grand Prix, first row; Italian coast line into Messina canal and the Adriatic Sea up to Venice and back to Sardinia, Italy and back to Gibraltar by the end of the summer,” said the captain of a yacht between 80-100 feet.

“We’re taking Dockwise to Palma, then cruise the Med at our whimsy,” said the

veteran captain of a yacht 80-100 feet.

The remaining captains offered a smattering of destinations, including the Bahamas (9.1 percent) and the Pacific Northwest, British Columbia and Alaska (6.8 percent).

“Heading north from Seattle to British Columbia and Alaska,” said the captain on a yacht less than 80 feet cruising with the owners this summer. “Not heading south to Mexico, too dangerous. Staying in safe waters. This is not the season to go on the great adventure. There are too many dangerous waters presently, and it is not worth risking the owner or the yacht.”

Still, about 4.5 percent were heading to Mexico, despite the perceived dangers.

Another 6.8 percent expected to spend much of the summer in a shipyard; 4.5 percent would be waiting at the dock.

“The boat is in dry dock,” said the captain of a yacht less than 80 feet who hasn’t discussed summer plans with the boss. “The owner wants to sell her to get out from under costs. The economy has me sitting still at the moment.”

Only a handful of respondents indicated heading off the beaten track

of traditional yachting destinations. One respondent was starting our spring in New Zealand, heading to Tahiti for summer, then over to Costa Rica for fall.

Just 2.3 percent of respondents expect to summer in the Caribbean.

“Cruising the Caribbean as far south as Barbados to take advantage of the nice weather and uncrossed anchorages,” said the captain of a yacht 80-100 feet that will have the owner and guests aboard this summer.

“We’ve stayed around the Caribbean the past two seasons,” said the captain of a yacht of 120-140 feet. “The weather is great, the marinas have low rates, there’s plenty of space in the anchorages, and we get great charters.”

To get a better handle on how much planning goes into a cruising season, we asked captains How far ahead does the boss usually make cruising plans?

The largest group (almost 30 percent) said the boss plans at least a few months out. But the next largest group – nearly 20 percent – said it was just a few weeks.

The bulk of the rest were all over the timeline with anything from just a

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where will you go?

pe – 3.4% ibbean – 2.3% Great Lakes – 2.3% New York, New England, Maine – 35.2%

ed – 25.0%

How far ahead does the boss usually make cruising plans?

At least a season – 9.2%

A year – 6.1%

A few days – 10.2% 4-6 weeks – 11.2% 6-8 months – 14.3%

erary are not’

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TRITON SURVEY: Summer Plans

few days to 6-8 months. Six percent of respondents said the boss will plan a cruise a year in advance.

“Pre-planning is the way to go if the owners don’t change their minds too much,” said the captain on a vessel larger than 160 feet with an owner who plans a year in advance.

Since not every yacht cruises every summer, we were curious, too, to learn How far ahead does the boss usually make maintenance plans?

The answers were similar in that most respondents (32 percent) said the boss plans maintenance a few months out.

Again, though, the next largest group – at 16 percent – plans maintenance just a few weeks in advance.

“Maintenance is done around the [cruising] schedule, and at times with little notice,” said the captain on a yacht of 80100 feet.

The change for maintenance is that just as many owners and captains at 16 percent plan maintenance a year in advance.

Only 1 percent gave just a few days

See SURVEY, page C10

How far ahead does the boss usually make maintenance plans?

4-6 weeks – 9.4% At least a season – 10.4%

A few months – 29.6%

6-8 months – 13.5%

A few weeks – 19.4%

April 2011

A few weeks – 16.7%

C

Does this planning timetable work for you?

A few days – 1.0%

A few months – 32.3% A year – 16.7%

No – 4.1% Usually it’s a problem – 3.1%

Usually it’s fine – 34.0%

Yes, we know the places and the boss’ needs – 58.8%

‘Get out there and keep the boss enjoying his boat’ As yachting prepares for summer 2011, captains shared these bits of advice on how to make the most of it. l l l

Do the research, even though plans will probably change radically hundreds of times. Make reservations, if possible, and have back-up plans, if not. Plan passages with plenty of room to allow for weather and to give crew plenty of time to get ready for guests. Crew are the very best at getting local info when in the cruising area. l l l

Make all the plans for dockage ahead of time if possible. It gets difficult to find closer to the season. l l l

Get out there and keep the boss enjoying his boat. l l l

Three points: prepare, prepare, prepare. l l l

Even if your trip is the same old “milk run” and you are bored with seeing the same locations, don’t forget that for some of your crew it may be the first time they have ever been there. Just

because you are an “old salt,” remember that somebody held your hand on that first wash down, too. l l l

To make the most of it, start early and book everything in the areas you might be cruising. My boss always thinks it’s easier to cancel than book. l l l

Each day is a new experience and should be met with the most excitement and enthusiasm. Attitude is everything. l l l

Correct owner education to the expectations to yachting and booking early are the most basic pouints to avoid disappointment. l l l

Enjoy cruising and making your boss’s investment feel worthwhile and fun. If he’s happy, we’re happy.” l l l

Places like Abacos in the Bahamas need to get their act together with providing stable electric power, otherwise yachts just won’t come.

Marsh Harbour and Hopetown have been a disaster the past few years. We won’t go back there again till we can

get confirmation that electric power is available reliably at the docks. If we want to run our genset for power, we don’t need to pay for expensive dockage.

As for the Caribbean, security issues in previously desirable places such as St. Maarten and Antigua make those destinations out of the question for the next few years, and St. Bart’s doesn’t have dockage to speak of, except for megayachts. The rather limited and declining reasonable destinations makes it more likely that we and others like us will get out of yachting altogether. l l l

Put foreign destination magazines on the coffee table and in the owner’s head. l l l

Be patient, don’t rush. Rushing makes crews make mistakes. Better to be safe or late than sorry. l l l

Get to know your neighbors. l l l

As owners are often changing the plan, suggest to the crew that they not be too committed to personal plans

See COMMENTS, page C10

TRITON SURVEY: Summer Plans C10 April 2011

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The Triton

One captain offers 3 suggestions and the owner makes the final call SURVEY, from page C9 notice for maintenance plans.

Not wanting to judge those time frames, we asked captains Do those planning timetables work for you?

Almost 93 percent said it was usually fine. Nearly 60 percent said they are familiar with the cruising grounds and the boss’s desires, and so they are ready when the boss is.

“Go with the flow,” said the captain of a vessel 80-100 feet whose boss makes plans a few months in advance. “The check arriving each month makes for a great life.”

With plans already being made, we were curious to learn How much influence do you have in where the yacht spends the summer?

We were happy to learn that most yacht captains (more than 60 percent) have at least some influence on summer plans.

“Our summer cruise begins with myself suggesting three cruises to the owners,” said the captain of a private yacht smaller than 90 feet. “Information on ports of call and destination are submitted at the time of presentation.

The owners then make a decision and I start the preparations for the cruise.

“They seem to like not having to think of multiple locations to visit,” said this captain, who has been with the owners eight years. “I have had years when they haven’t liked any of the presentations. This seems to inspire them to think of a cruise area.”

Those who felt they didn’t have influence with the boss may be mostly guided by the charter market and the owner’s traditional cruising habits.

“It is crucial to know the owners’ preferences and the places that match them so you can give solid advice on where to go,” said a captain of a yacht

of 120-140 feet who has some influence on itineraries. “The places owners think they want to go are often the places they like the least. It’s our job to make suggestions based on our knowledge of destinations but ultimately to take them where they want to go.”

We crunched these numbers a bit more to learn if experience played a part in this. Did captains who have been doing this a while have more influence than relatively newer captains?

The answer is no. The only experience category that showed any difference from the group as a whole were captains with 20-24 years experience, and the results for them were siginificantly lower – just 8 percent of these experienced captains had a lot of influence compared with 23 percent of those outside this group.

We also wondered if the size of the vessel played a part in how much influence the captain had. It appears that owners are more involved in planning on yachts of 81-100 feet as only 5 percent of respondents in that group said they had a lot of influence, compared with 26 percent of respondents in other groups. In vessels larger than 160 feet, just 9 percent of those captains said they had a lot of influence.

Regardless of who makes the calls, results from this month’s survey appear to predict an active summer ahead.

Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at lucy@the-triton. com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.

‘Plan ... around the natural seasons’ COMMENTS, from page C9 to meet friends and/or relatives that require making firm dates. Sharing this with the crew may help to quell any anxieties that may result from such a change. This is especially true with crew fairly new to the industry. l l l

Be careful about agents fees around the Med, especially Italy. Venice, Capri and Portofino have very expensive fees. l l l

Want dockage in the Northeast for the summer? Make sure to bring a large bankroll for dockmaster “gratuities”. l l l

Plan your cruising around the natural seasons. l l l

Drink lots of water. Wear sunscreen.

Smile. Be ready for the unexpected and for activation of a hurricane contingency plan. l l l

As much as I hate cancellations, make your reservations early for the hot spots. Better to cancel than not get in.

But, if you know of a change of plans, give the marinas as much heads-up as possible. Being courteous always wins. l l l

Keep the shinny side up. Have fun. l l l

Maintenance is to be completed in the off season. When the season starts, it’s all go, so make sure that everything is 100 percent (as far as possible). Don’t leave employing crew or maintenance for the last minute. Be prepared. Bon Voyage and wishing all a very cruise-y summer.

The Triton

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IN THE GALLEY: Culinary Waves

April 2011

C11

Salsa Verde

By Mary Beth Lawton Johnson Here is a recipe for salsa verde, which is served with chips otherwise known as chilaquilles.

It is commonly served for breakfast with refried beans, panella cheese.

To make the chilaquilles, cut corn tortillas into quarters, then deep fry until golden. Quick, tasty and totally fresh.

Ingredients 5 serrano chilies 12 green tomatoes 5 whole cloves garlic 1/2 onion, diced handful of cilantro

3 tablespoons olive oil 1 liter water Heat the olive oil in pan, add 3 garlic cloves and cook with diced onions.

Once translucent, add whole green tomatoes, serranos, cilantro, and water.

Boil 10 minutes.

Remove from heat, pour into a pan and set over an ice bath to cool.

Process in a blender.

Heat 1 cup of the salsa.

Dredge the fried chips into the salsa and remove.

Top with panella cheese and serve.

Complete the learning experience by incorporating language, food WAVES, from page C1 do use a lot of refried beans but more so as a side or an anchor for the main entrée.

Salsas are made from scratch and they use béchamel and salsa verde for breakfast.

Salsa verde is for chilaquilles, a type of deep-fried tortilla chip tossed in a green sauce made from serrano peppers and green tomatoes, then removed from the sauce and sprinkled with a queso blanco (white cheese, similar to a farmer’s cheese).

Eggs are typically the breakfast food with refried beans or chorizo.

It is true they have dinner late, as is customary in Spanish cuisine, and usually dinner is light. The biggest meal of the day is lunch, usually consumed about 1:30-3:30.

The biggest challenge facing a yacht chef in total immersion is the language barrier. I was surrounded by speakers of French, Mexican and Italian, and heard very little English.

This forced me to learn the language as it pertained to reading recipes and learning ingredients.

Write it down, phonetically if you have to, so you can remember it, as I did.

Not only was I immersed in the language, but I was lucky to be immersed in the cuisine, too.

Opportunities to learn a language by immersion are plentiful on the Internet, but I would encourage all yacht chefs to couple that language lesson with cooking.

Why? For one, it is another tool to create cuisine, and you’ll have another item for your resume. The challenge is to not lose the terminology, recipes and ideas that presented themselves.

And, of course, to be able to take what you have learned, make the dishes on a continuous basis, or adapt some of it to your style of cooking.

For my final presentation to the people who invited me, I created cuisine using what I already knew but I added some of their fresh products and ideas at the same time. For an Italian mostardo to accompany meats, instead of using hot mustard oil I used hot peppers. The taste was phenomenal and I took a local staple and made it my own. Everyone loved it.

For the main entrée, fruit and poblano peppers along with port and red wine were made into a salsa to accompany the fowl.

I worked hard on the presentation, too, and I was approached later by a up-and-coming executive chef who said they never served food that looked like mine.

I asked him why and he said because their food was classic. So was mine; I just plated it differently.

So that gave him the idea that even though you can serve a traditional dish, it doesn’t have to look that way.

Sometimes, you have to immerse yourself in new ideas to stay on top.

So total immersion for this yacht chef was indeed a true gift that not only added new cuisine to my repertoire but gave me the chance to take what I was presented with and make it my own.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for 20 years. (www.themegayachtchef. com) Comments on this column are welcome at editorial@the-triton.com.

Bring some spice to your breakfast with Salsa Verde served with freshly deep-fried tortillas.

PHOTO/MARY BETH LAWTON JOHNSON

C12 April 2011 PERSONAL FINANCE: Yachting Capital

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The Triton

Spring reminds us to organize, secure our financial position It is that dreaded time of year again.

It is time that U.S. citizens give their government some of their time and sometimes more money. When we write a check for our annual taxes, though it may be painful, it does not require a lot of time. Through technology we can also do this final step electronically.

Yachting Capital The difficult Mark A. Cline and most painful part of this annual ritual for many of us is finding all our statements from every financial source. If you are self employed, you also have to organize all your expenses for the year.

I have several tips that help clients who bring in a shoebox full of financial statements. After much procrastination, they finally ask for help to organize and secure their future financial position. All financial companies, whether they are mutual funds or simply your bank, send you quarterly account documents throughout the year, most commonly as monthly statements. Keep these statements in a folder instead of their envelopes. This will make your life much easier at tax time.

With investment companies, such as those that manage mutual funds or other stock or retirement investments, you’ll get two types of statements throughout the year.

Every time you have any type of transaction on your investment, you’ll generate a confirmation document.

Address changes also will cause you to get a confirmation statement.

These statements simply confirm the transactions.

You’ll also get a quarterly statement that simply recaps your activities for the previous three-month period.

Take a few moments to look at

your quarterly statement. If you see all of your transactions from your confirmation statements on your quarterly statement, you can shred all those confirmations. When you get your year-end statement, make sure all the transactions are on it, and then you can shred all the quarterly statements.

While you gather all your tax documentation, this is a good time to look at the map of your financial plan. Look back at prior years’ tax returns. Did you overpay and get a refund? Some people see that extra money as a forced savings account, but it’s a no-interest savings. Consider instead adjusting your tax payments and investing the difference. If you owe taxes at the end of the year, you’ll have the money to pay it but at least you got to keep the interest in the meantime.

If you choose not to take this task on yourself, there are options to consider.

What areas do you need help to ensure you get the desired results?

When talking to people who can help, you should find out how many hats they wear and whether they are generalists or specialists. This goes for anyone you consider hiring to do something that is out of your expertise.

Just like doctors and attorneys, they each have a specialty.

This is a good time to sit down with someone and map out your short-term and long-term financial plan. Talk to several people and ask a lot of questions. You don’t have to divulge all your specifics until you feel comfortable with the person. You must get that feeling of trust before you do anything. There still is a little time left until the April 15 tax deadline. And you can still fund your traditional and Roth IRAs. Capt. Mark A. Cline is a chartered senior financial planner. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Comments on this column are welcome at +1-954-764-2929 or through www.capitalmarinealliance.net.

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