OICNW changes Courses no longer required for some mates.
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Plan shakes GPS Up and away Newest charter toy draws attention. B8 Vol.8, No. 5
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Expanding Internet access could interfer with signal. B1 August 2011
Two yachts fined tens of thousands for red fuel By Lucy Chabot Reed Two megayachts have been boarded and fined thousands of dollars by German customs officers in Kiel for having red-tinted fuel in their tanks. The first yacht was ending a summer-long Baltic cruise when it was boarded in November. The most recent incident, which happened on July 9, came when the yacht was ending a springtime cruise. Neither captain wanted their names
or yacht names mentioned since both have obtained lawyers to sort things out. The Triton is honoring their requests. “They’ve set up a maritime speed trap and captains need to be prepared for this,” said the captain fined in July, who was in New York last month talking to attorneys. At issue is the red-dyed fuel both vessels took on in the United States before heading to the Baltic. Despite taking on numerous liters of clear,
duty-paid fuel after leaving the U.S., some of the U.S. fuel remained to taint subsequent tanks. Red-dyed fuel in the U.S. is reserved for off-road uses such as marine and farm equipment. It indicates that federal road taxes were not paid, but it is not duty-free. Some yachts will pay state sales tax on their fuel, though yachts leaving the country can sign an affidavit to that effect and avoid state sales taxes. Whether sales taxes have been paid or not, all marine fuel sold in
the United States is dyed red. Red-dyed fuel in Germany is dutyfree and also reserved for off-road uses but, as in all European Union countries, is only permitted for commercial vessels. Both megayachts fined are private vessels. “We had taken a very small amount of fuel in the U.S. prior to our transport to Europe,” said the captain fined in November. The yacht cruised around
See FUEL, page A12
Solid footing for wearing shoes onboard
Florida Power & Light’s iconic red-and-white towers mark the entrance to Port Everglades and many a PHOTO/FRANKI BLACK yachtie’s first signal of home..
Lauderdale’s iconic smoke stacks coming down By Franki Black Since the 1960s, megayacht captains have lined up the four red-and-white striped smokestacks that tower over Port Everglades to find the channel into Ft. Lauderdale. As iconic and helpful as these towers may be to yacht crew, they’re the source of excessive pollution and are set to be replaced by a more efficient and environmentally friendly power plant by 2016. Deconstruction is due to start in 2013. The thought of them not there to welcome weary sailors sparked some to reminisce about yachting’s early days. “Back then there were no skyscrapers in Ft. Lauderdale; the stacks were the only landmark,” Capt. Rags Weldon said. “When we left the Caribbean heading for Ft. Lauderdale, people would say ‘look out for the stacks’.” Florida Power Light (FPL) is initiating the replacement
project with a $1 billion investment and says the new power plant will cut carbon dioxide emissions in half. The new plant will use existing transmission and cooling facilities, but replace the four 350-foot-high stacks with three 150-foot-high stacks painted a less obtrusive gray. The stacks will still run from east to west, maintaining the same line as the existing towers, but the reduced height and duller color will make them much less obvious to boaters. “When approaching Ft. Lauderdale after a charter, the smoke stacks have always been an affirmation that we’re home,” said Capt. Chad Wright of M/Y Sheer Bliss, a 75foot Hatteras. “Even though we can now rely on modern navigational technology, I will feel slightly disorientated when the stacks are gone.” Franki Black is a freelance writer and stew. Comments on this story are welcome at editorial@the-triton.com.
Many captains did a double take at a recent photo in The Triton of a yacht crew on the dock in Horta. Most were barefoot; the captain wore shoes. After several yachting veterans commented on the image, we invited captains to explain their thoughts on the role of footwear From the Bridge on boats at the Dorie Cox monthly Triton captains luncheon. “No one goes on the dock barefoot,” a captain said about his crew. “That’s tetanus shopping.” Individual comments are not attributed to any one person in
See THE BRIDGE, page A16
TRITON SURVEY: Yacht ownership
Should an owner change C h a n g in g athe yacht nam e yacht’s name?
OK with me – 70%
Prefer if he didn’t – 15% Don’t care – 13% Shouldn’t– 6%
– Story, C1
A August 2011
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WHAT’S INSIDE
The Triton
Try to keep up
His large-format work is on Mine Games, Destination Fox Harb’r Too, Kolaha, Helios II and more. He barely put his brush down long PHOTO/DORIE COX enough to chat.
Advertiser directory C15 Boats / Brokers B5-6 Calendar of events B14 Columns: Crew Coach A17 Fitness B11 In the Galley C1 Latitude Adjustment A3 Nutrition C11 Personal Finance C12 Onboard Emergencies B2 Photography B12
Rules of the Road B1 Sound Waves B2 Stew Cues C6 Fuel prices B5 Tech Briefs B3 Marinas / Shipyards B7 Networking Q and A C4,5 Networking photos C3 News briefs A4 Triton spotter B15 Triton Survey C1 Write to Be Heard A18-19
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LATITUDE ADJUSTMENT
Sailing is rewarding, even if you don’t know how to do it I’m learning how to sail. I know that’s an odd thing for the editor of a yacht newspaper to admit, but it’s true. Despite growing up in Ft. Lauderdale, neither my family nor our friends had sailboats. I was a roller skating, kick-ball kind of kid. And in college, I was immersed in the fabulous world of Latitude journalism. Adjustment But since Lucy Chabot Reed starting The Triton – since falling in love with my husband, really – I’ve been fascinated with sailing. It’s hard, yet it’s a breeze. It’s complex, yet really pretty basic. It’s exhilarating. (There’s no opposite to that; at least for me, so far, it’s exhilarating.) The trouble is, if you are an adult in this town, there aren’t a lot of places to learn. I could take a community college course, but that gets me on the water one night a week. An adult learning course is a little better but still, not enough time on the water for me. I want to leave work at 4 and jump in a little boat with my daughter and hit the water. Every afternoon. All summer. That option’s not available. If I were 6, I could take the weeklong course at the local yacht club. My daughter did that and now she knows how to sail. What about me? Several friends in yachting have offered to teach me, but I need a boat. So David and I scoured boat listing web sites for a few weeks, finding lots of boats that would be perfect. But each time we got close to buying one, we found a better one, a little bigger, a little closer to home. Next thing you know, we’re ready to buy a 36-foot boat and planning where we’ll take it next summer. Hold on a minute. I want to learn to sail in a little boat with one sail, maybe two, so I can understand just how you can possibly move a boat into the wind. I want to get over my fear that I’m going to capsize every time the boat starts to heel over. And yes, I want to feel the saltwater splash on my face. Friends have told me “You can learn on a 30-footer just fine.” Maybe, but I want to start from the beginning. I appreciate the basics. So David charmed John Muir and Kerry Gruson of Shake-a-Leg Miami to take me sailing. Gruson has a 22foot sailboat specially rigged for her handicaps, and we set off into Key Biscayne on a beautiful summer Sunday. Muir handed me the main sheet; Gruson manned the tiller. It was no big deal. One minute we
were standing on the dock; the next we were out on the water. Sailing. I’ve sailed before, but always as the passenger. Now here I was, holding the main sheet. I held on a little too tightly, convinced we were going to flip over, and after a while, my knuckles hurt. We tacked and jibed (I now know the difference), my face got wet, and I loosened my grip. Muir even said I did a few things instinctually. I was learning to sail. We went back three weekends in a row, subsequent times on a 31-foot Beneteau. I manned the sheets again, but it was harder and I needed help. It was different than being in the little 22, just as I thought it would be, and afterward I was more determined to get a little boat. But something has thrown me off course: meeting Cameron, a 24-year-old young man with Asperger’s syndrome. He captained the Beneteau on our sails. He has passed all the courses and tests for his USCG captain’s license, and is now working to accumulate his sea time. Those with Asperger’s don’t do well in social situations, but Cameron blossomed on the water, whether there were three of us onboard or eight. We met others at Shake-a-Leg, too. Amazing people who don’t whine about what they didn’t get to do as a kid or what someone doesn’t provide, but instead go sailing. David and I have put our sailboat buying plans on hold to invest, instead, in this young man and his dream of being a captain. In addition to selfishly helping him accumulate some sea time, David has reached out to our friends in the marine industry and they have all – every single one we’ve asked – agreed to help. Cameron recently sailed the boat to Ft. Lauderdale where she will be hauled and where a small army of local service providers will give her a face-lift, fix her keel, repair her electronics and give her a fresh coat of paint. Instead of selling the boat to raise money for the charity, we’re making her safe so Cameron can keep on sailing. We expect this flurry of activity to begin any day. And you can see Cameron on her most days, having driven up from Miami to oversee her progress, polishing the stainless. When the work is done and she’s as safe as can be, Cameron promised to take us sailing. On that day, I’m not sure which will feel better, seeing the smile on Cameron’s face or feeling the salt spray on my own. Lucy Chabot Reed is editor of The Triton. Comments are welcome at lucy@ the-triton.com.
August 2011 A
A August 2011
NEWS BRIEFS
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USCG lets mates skip training; Australians fight for sea time Group wants time to count at home Representatives of Superyacht Australia met with federal officials recently to make the case that Australian yacht crew should have their sea time and foreign qualifications recognized at home. “This issue needs to be addressed and highlighted because the Merchant Navy is not producing enough recruits to fill future maritime roles such as harbour masters and harbour pilots,” the association said in a press release. “The yachting industry is producing the experienced crew but their qualifications and experience is not being recognized.” At a panel discussion on the issue at a conference just prior to the Sanctuary Cove International boat Show last month, Donna Morris, principal of Australian Superyacht Crew Recruitment & Training, told attendees, “In Australia, Recognition of Prior Learning for state certificates takes time to acquire, so that on return to Australia after gaining sea time on superyachts internationally, and if crew have RYA Yachtmaster qualifications, they have to go through an expensive and time consuming requalification process to meet state and AMSA qualifications.” The Australian Maritime Safety Authority (AMSA) is revising Marine
OICNW no longer requires 26 weeks of courses By Dorie Cox U.S. yacht crew upgrading to third mate or to mate 500/1600/3000 can now skip the classes if they have the experience to sit for the exam. The U.S. Coast Guard has changed the training requirements for Officer in Charge of Navigational Watch (OICNW) candidates as of July 1. “Hawsepipers” now have a choice of either taking a complete vocational program similar to the college-based programs or skipping the course and studying on their own, according to a notice in the Federal Register. The National Maritime Center (NMC) amended its policy letter on qualifications via “the hawsepipe” for STCW endorsements as OICNW on ships of 200GRT and 500GT or more. “The intent is to give experienced mariners a way to opt out of some of the training and have the relevant Orders Part 3, and will consider the yachting industry as it proceeds. “We are prepared to consider qualifications limited to superyachts but we will need to further investigate how such qualifications fit with Australia’s obligation under the STCW
assessments completed onboard their vessel or on a simulator without a corresponding training course,” said Amy Beavers, managing director of Maritime Professional Training Institute in Ft. Lauderdale. For the past 10 years, the U.S. Coast Guard required a series of courses for the OICNW credential that take as long as 26 weeks. A hawsepiper is a merchant ship’s officer who began his or her career as an unlicensed seaman and worked his/her way up the ranks to obtain a license without attending a maritime college or academy. In January, new amendments are expected to the STCW. It is possible the training requirements could be reinstated, Beavers said. The Federal Register notice and related materials may be reviewed online at www.regulations.gov, docket number: USCG-2011-0525. Convention,” said Mick Kinley, deputy CEO of AMSA.
Speed blamed in San Diego crash
The U.S. Coast Guard is blamed for a high-speed accident in San Diego Bay that left an 8-year-old boy dead.
In a report released July 12, the U.S. National Transportation Safety Board determined that excessive speed is to blame for the 2009 collision between a 33-foot U.S. Coast Guard patrol boat and 24-foot Sea Ray. Four of the 13 passengers on the Sea Ray were seriously injured. No one on the Coast Guard vessel was injured. The NTSB also blamed the accident on the Coast Guard’s “ineffective oversight of its small boat operations.” The Coast Guard boat was responding to a grounding when it struck the Sea Ray from behind, the report noted. The investigation revealed it was running at planing speed, between 19 and 42 knots. Coast Guard Station San Diego lacked an effective oversight system to monitor the operation of their vessels while on patrol, the report stated. In addition, the station’s officer of the day was on the Coast Guard boat at the time of the accident and did not advise the coxswain to slow down.
Cell phone caused accident
The National Transportation Safety Board (NTSB) has determined that the mate operating a tugboat near Philadelphia on July 7, 2010, failed to maintain a proper lookout while towing
See NEWS BRIEFS, page A6
A August 2011
NEWS BRIEFS
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Bahamas bans shark fishing; dredging begins at NC docks NEWS BRIEFS, from page A4 barge up the Delaware River. The accident, which occurred at 2:37 pm, involved an empty 250-foot sludge barge being towed alongside a 79-foot tugboat, the Caribbean Sea. The barge collided with the DUKW 34, an anchored passenger vehicle, which sank in about 55 feet of water. Two of the 35 passengers aboard the Duck boat were killed; 26 passengers and one of two members suffered minor injuries. No one on board the Caribbean Sea was injured. The investigation revealed that the mate was inattentive to his duties while navigating the vessel because he was distracted by repeated use of a cell phone and lap top while communicating with his family, who were dealing with a family emergency. The investigation also revealed that the surge tank pressure cap on the Duck boat was not secured, which caused the engine to overheat and the captain to stop the vessel and anchor in an active channel. The NTSB issued recommendations to the U.S. Coast Guard to increase focus on and oversight of inappropriate use of cell phones and other wireless electronic devices by on-duty crew members in safety-critical positions.
Bahamas bans shark fishing
The Bahamas has banned commercial shark fishing and prohibited the sale, import and export of shark products, thereby protecting its roughly 40 species of sharks. The decision on July 5 came following a media blitz by environmental groups and a petition signed by 5,000 Bahamian residents, according to a story in the Miami Herald. The Bahamas joins Honduras, the Maldives and Palau in outlawing shark fishing. In 1993, the Bahamas banned longline fishing, but shark fishing was not banned outright. A local seafood company announced last fall that it planned to export shark meat and fins to Hong Kong, prompting activists to call for a new law. Recreational catch-and-release fishing is still allowed, and fines for commercial shark fishing have increased from $3,000 to $5,000, according to a CNN report.
Earthquakes hit Sardinia, Japan
A moderate 5.3 magnitude earthquake struck off the west coast of Corsica on July 7. It could be felt as far away as Sardinia and southern France, and was followed by several smaller tremors.
The U.S. Geological Survey called it a shallow quake, striking at a depth of between 3-5 km. A larger quake struck off northeastern Japan a few days later. The 7.0 quake triggering a tsunami warning for coastal areas but no damage was reported. The earthquake struck at 9:57 a.m. on July 9, centered about 130 miles off the east coast of Sendai. Geologists consider this latest quake an aftershock of the 9.0-magnitude earthquake that hit the same area on March 11, which triggered a tsunami that left tens of thousands dead or missing and prompted the most serious nuclear crisis in a quarter century.
Dredging begins in NC
The U.S. Army Corps of Engineers began dredging operations on July 10 at the North Carolina State Port Docks, the Radio Island Barge Docks and the Aviation Fuel Docks in Morehead City. Dredging is expected to last through Oct. 31. The dredging is expected to restore the harbor to a projected depth of 35 to 45 feet, depending on the location. Dredge operators will monitor VHF channels 13 and 16 to coordinate passage for boaters, who have been asked to call the dredge 30 minutes prior to transiting at a no-wake speed.
Former employee sues The Triton
Triton Publishing Group, publishers of The Triton, has been sued by one of its own. In early July, Triton Publisher David Reed and Editor Lucy Chabot Reed received a summons filed by Margaret “Peg” Garvia-Soffen, a former employee of The Triton and business partner of the Reeds. In the lawsuit, Garvia-Soffen claims she was wrongfully terminated as an employee of the privately held company, is due monetary compensation for the shares held, never received dividends or retirement benefits, and was not included on certain business decisions, amongst other things. Garvia-Soffen and The Triton parted ways in late April 2010. Garvia-Soffen was offered two severance options at the time, David Reed said. She declined them and obtained counsel. “No one comes out of this a winner,” Reed said. “The offers that were put on the table could have kept people whole.” Reed added that he hadn’t heard from Garvia-Soffen’s lawyers since last July, and that the lawsuit was a bit of a surprise. “No negotiating was done recently,”
See NEWS BRIEFS, page A9
A August 2011
AC NEWS: In the Cup
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America’s Cup challenger regatta set, adds green competitor Louis Vuitton Cup dates set
Fans of the America’s Cup in 2013 now have a few more event details on which to begin planning their itinerary. The dates and format for the Louis Vuitton Challenger Cup Regatta were announced in early July by Louis Vuitton and the America’s Cup Event Authority In the Cup (ACEA). Paul Warren The 2013 Vuitton Cup Regatta, which has been a part of the America’s Cup scene since 1983, will be held in San Francisco from July 4 to Sept. 1, 2013. The winner will meet the U.S. team, Oracle Racing, which represents the Golden Gate Yacht Club in the America’s Cup Finals Regatta. GGYC and the BMW Oracle Racing team won the America’s Cup from the Swiss team, Alinghi, in 2010. The LV Cup is the elimination race series held by the multiple international challengers for the America’s Cup. Currently, there are eight challenger teams representing seven countries;
France has two teams. Cup in 2013 and the During the almost right to challenge two months of LV Cup Oracle Racing for the racing, there will be America’s Cup. five stages including The ACEA is both fleet racing and the San FranciscoAmerica’s Cup-style based management match racing, the latter organization for pitting only one boat the 34th America’s against another on the Cup Regatta and its race course. associated events. The first series The ACEA is making of races will be fleet substantial plans races with the top to host a variety of three boats scoring 10 superyachts during points, 6 points and 2 the Louis Vuitton points for first, second Regatta and the actual and third places. America’s Cup Regatta, The America’s Cup trophy, as well as the America’s No points are in January in Auckland. awarded for lower Cup World Series leadfinishes. up events. The second and third series will The AC World Series begins in feature the match racing format. Each Cascais, Portugal in August. Early plans race’s winners collecting 10 points in include an exclusive America’s Cup the second round and 12 points in the Yacht Club for superyachts. third. The America’s Cup Regatta will be After the third stage, the top four held in San Francisco from Sept. 7-22, teams will move on to the LV Cup 2013. Semi-Final Regatta. The top team, points-wise, will Spain joins regattas with green cat face the fourth-place team, while the The Real Club Nautico de Valencia second- and third-place teams will (RCNV) of Spain and its race team, meet. Green Comm Racing, announced in The two winners will then sail for late June its challenger entry for the the right to hold the Louis Vuitton 2013 America’s Cup.
The Spanish team becomes the ninth to join in the upcoming America’s Cup World Series regatta, which will showcase the new style of America’s Cup racing. The team has begun preparations to participate in the first regatta, to be held in Cascais, Portugal, from Aug. 6-14. The team expects to take delivery of a new 45-foot AC-Class catamaran in July. Green Comm Racing sees “a unique opportunity to rally some of the best minds in the world behind a very exciting goal: designing and manufacturing the ultimate renewable energy machine – a winning America’s Cup boat,” the team said in a press release. “The entry of Green Comm Racing [is designed] to promote a green agenda, by leveraging the media impact of one of pinnacle sport events in the world.” Green Comm Racing is working in partnership with the University of Pisa’s Department of Aerospace Engineering and Design and the University of California at Los Angeles’ Computer Science Department. Together, they will study the development of the wireless sensory networks capable of monitoring the multi-hulls and the rigid wing sails.
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NEWS BRIEFS
Somali pirates plead not guilty in Quest shootings that killed 4 NEWS BRIEFS, from page A6 Reed said. Garvia-Soffen’s lawyer, Jonathan Heller of Miami, declined to comment without speaking to his client first. He did not return several phone calls before deadline. – Tom Serio
Pirates plead not guilty
Three Somali pirates believed to be the shooters in the February hijacking off the coast of Oman that left four Americans dead pleaded not guilty yesterday (July 20) in a U.S. federal court in Virginia, according to a report by Reuters. Ahmed Muse Salad, Abukar Osman Beyle and Shani Nurani Shiekh Abrar were accused of commandeering the S/Y Quest and then murdering the yacht’s owners and their guests despite attempts by the U.S. military to negotiate their release. The Somalis entered their not guilty pleas to 26 counts related to the shooting, kidnapping and murdering of the two couples during an arraignment in federal court in Norfolk, Virginia, according to court records. Most of the charges carry the death penalty if convicted, and the men all requested a jury trial. All of the other 11 pirates involved in the incident have pleaded guilty in plea deals and will spend the rest of their lives in prison. None of them were believed to have been the shooters.
Piracy up; hijackings down
Pirate attacks increased 36 percent in the first six months of this year, up to 266 from 196 incidents in the same period last year, according to the latest report from the International Maritime Bureau’s (IMB) Piracy Reporting Center. More than 60 percent of the attacks were by Somali pirates, a majority of which were in the Arabian Sea area. As of June 30, Somali pirates held 20 vessels and 420 crew hostage. “In the last six months, Somali pirates attacked more vessels than ever before and they’re taking higher risks,” IMB Director Pottengal Mukundan said in a statement. “This June, for the first time, pirates fired on ships in rough seas in the Indian Ocean during the monsoon season. In the past, they would have stayed away in such difficult conditions.” Since May 20, 14 vessels have been attacked in the Southern Red Sea. But although Somali pirates are more active, they hijacked fewer ships, 21 in the first half of 2011 compared with 27 in the same period last year. Worldwide in the first six months of 2011, 495 seafarers were taken hostage.
Pirates killed seven people and injured 39. Ninety-nine vessels were boarded and 76 were fired upon. Vessels thwarted 62 attacks. A surge in particularly violent and highly organized attacks has hit the coast of West Africa this year, the report noted, listing 12 attacks on tankers off Benin since March, an area where no incidents were reported in 2010. Five vessels were hijacked and forced to sail to unknown locations where pirates ransacked and stole the vessel’s equipment and part of their product oil cargoes. Six additional tankers were boarded, mainly in violent armed robbery-style attacks, and one attempted attack was reported. In neighbouring Nigeria, the IMB Piracy Reporting Centre was informed of three boardings, two vessels being fired upon, and one attempted attack. The crew were beaten and threatened. Ship’s equipment and crew’s personal effects were stolen. But IMB says that in reality, the seas around Nigeria are more dangerous than the official reports suggest. The organization is aware of at least 11 other incidents that were not reported to the Piracy Reporting Centre by ships’ masters or owners. Overall, 50 incidents were recorded for Indonesia, Malaysia, Singapore Straits and the South China Seas in the first two quarters of 2011. Three tugs were hijacked by armed pirates and 41 vessels were boarded. For more information, visit www.iccccs.org.
FLIBS adds floating pavilion
The Ft. Lauderdale International Boat Show plans to move its Yacht Builders Pavilion onto a barge and add side-to docking for the yachts largest vessels. A new 16,000-square-foot pavilion, opening in collaboration with the Superyacht Builders Association (SYBAss), will be erected on a barge along the Intracoastal Waterway at Bahia Mar, the show’s central location. A new docking layout will enable show attendees to see the profile of 17 megayachts. The show, to be held Oct. 27-31, spans six sites and will feature more than $3 billion worth of boats, yachts, super yachts, electronics, engines and boating accessories from every major marine manufacturer and boat builder in the world. Back again is the Drop N’ Go dock where boats up to 40 feet may drop off or pick up guests at the Atlass Dock located at the Hall of Fame Marina on the Intracoastal Waterway.
See NEWS BRIEFS, page A13
August 2011 A
A10 August 2011 CAREER NEWS: Job scam e-mails
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Job offers rarely what they seem with Internet communications By Dorie Cox Internet users expect their private passwords to secure their private email accounts, but many scams are infiltrating barriers. As fraudulence continues to propagate online, yacht crew must stay informed in both employment e-mails and unusual correspondence from “friends.” In one example, a yacht captain reported receiving job offers in her e-mail, both in response to a web posting but also unsoliticited. Many of these job descriptions are vague and
require an applicant to reply to receive more details. This leads unemployed captains, engineers, stews and others to share their information and CVs with potential scammers. Crew deal with anonymity in legitimate yacht job offers, also. Many interviewers withhold boat names to protect privacy of the yacht or crew. But anonymous listings make it nearly impossible to research a company to check its legitimacy. While piecing together information, job-seekers should be alert to prominent characteristics of fraudulence such as suspicious e-mail
addresses and requests for money upfront. Legitimate companies usually have legitimate Web sites with company email addresses. But to confuse matters, some captains use their personal email addresses to protect the privacy of the yacht. A scam may occur when the name of the company appears to be a large or corporate business accompanied by a personal e-mail address. An example of a scam that is vague enough to require reply follows: Contact InfoYour Position: Boat, Employer or Agent Overview: CREW VACANCY IS AVAILABLE ON OUR YACHT IN USA. Current Location: Queens, NY, USA Latitude/Longitude: 40.7282239 73.7948516 Sail or Motor Vessel: Sailing yacht; Motor yacht; Cruise liner; Cargo ship; Charter boat Description: Interested crew should contact my personal email address for more description about the job offer. Type: Captain/Skipper; Bosun; Steward; Croupier; Contractor; Deck Hand; Chef/Cook; Hostess; Engineer Salary Range: Negotiable Qualifications: Interested crew should contact my personal email address for more description about the job offer. Website or Homepage: martin_ dennis2010@yahoo.co.uk Another way that fraudulent posts may trick responders is by using a domain name that appears valid, but is not connected to a Web address. This can legitimately done through free hosting sites such as Yahoo and Google. An example is a job post that requests applicants write to citizenshipandimmigration@ realtravelfan.com. Typically realtravelfan.com should lead to a real Web address, but it does not. Importantly, crew should not be asked to send money before starting a job and should be alert to text such as the following verbatim from a fraudulent company: Please Note: All crews are to pay Half of the total expenses needed for their traveling documents to show that you are really committed to work on our Yacht.The Management will pay the remaining half of your traveling expenses.Your Half payment of your traveling documents is refundable once you get On-Board. In another situation, crew have reported receiving unnerving e-mails from friends and names that seem familiar but are from impostors. These fraudulent messages are prevalent as schemes to get money and personal data continue online. They can come from a real friend’s address that has been compromised or from a completely fictitious name. Initial messages often ask for a reply,
but not specific information. Hallmarks of these correspondences are familiarity. They address the reader as though a friend and use dialect and slang, for example, “I’m freaked out at the moment.” Subject lines seem to be from a possible friend or acquaintance, “Very Urgent...Captain Simon” or “Subject: This Is Sad..........”. Though more difficult to recognize as fraud, crew are encouraged to contact a known individual through a personal call, e-mail or old-fashioned phone call to verify if their crisis is real. Several crew agencies and at least one crew member have received these type of messages recently and shared them with The Triton. Here are portions of several recent emails. (Grammar and punctuation have not been corrected.) “Sorry I did not inform you about my trip. I came down here to Madrid, Spain for a short vacation unfortunately I was mugged at the park on my way to hotel where I stayed, all cash,credit card and cell were stolen off me but luckily for me I still have my passports with me. “I’ve been to the embassy and the Police here but they’re not helping issues at all and my flight leaves in a couple of hours but am having problems settling the hotel bills and the hotel manager won’t let me leave until i settle the bills. “I’m freaked out at the moment. I need urgent assistance.” And another one: “How are you? i traveled to wales for a conference at the Belfast, Northern Island) and unfortunately for me the hotel i lodged got razed by fire.all my valuables including cash, cell phones and my traveling documents were destroyed during the inferno but luckily for me i still have my passport with me.i have contacted the police but they are not responding to the matter effectively they only asked me to write a statement about the incident and referred me to the embassy which is over there in United Kingdom please i really need your assistance for me to go to the embassy and also to the airline office so i can start processing a new flight ticket. i am also having problems settling outstanding hotel bills and the hotel management are not helping matters at all please let me know if you can help me out Waiting for your mail Kind regards, Captain Simon” To avoid having personal data compromised or money lost, yacht crew should use caution before responding to e-mails and online postings. Things are not always what they seem in the world of the Internet. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
A12 August 2011 FROM THE FRONT: Red-dyed fuel
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Fines are ‘illegal, completely illegal’ FUEL, from page A1 the Baltic all summer last year, including Scandinavia and Russia, using about 38,000 litres of fuel. “But our fuel still had a very light pink color,” he said. “The chemical tests that customs use are extremely sensitive and will detect unseen quantities of dye. They told me it was illegal to mix tax free with tax paid.” Customs officials immediately required a 10,000 euro bond to cover the fine that was yet to be determined. And the yacht was taxed 15,000 euros – about .55 euros per liter of capacity. Then the captain had to pump out 8,000 liters of “contaminated” fuel, clean the tanks, and refuel, he said. “If you have had any red fuel in your tanks at any time, their tests will show the markers, even if you have used thousands of litres of clean fuel,” the November captain said. “We are not allowed to fuel up to higher that 90 percent tank capacity, yet customs will tax you on 100 percent capacity, even if you have nearly empty tanks.” After about seven months, the yacht’s agent was notified that the fine was 2,000 euros, and a month later 8,000 euros were returned to the yacht, the captain said. Both captains retained paperwork showing where and when the fuel was bunkered as well as samples. But communicating with the German officers was difficult, the Englishspeaking captains said. The November captain was interviewed by four customs officers and three officers from the serious crime squad for about four hours, he said. “Even if [Germany’s] duty-free fuel is also red, if the yacht has documentation that they bought the fuel somewhere else, there’s no basis for a fine,” said Marianne Vanstone, a
fuel trader with Global Yacht Fuel in Ft. Lauderdale. “How can they justify it?” All of Europe offers duty-free fuel for commercial vessels, but each country uses its own color to mark it. In Italy and France, duty-free fuel is blue. In the UK, duty-paid fuel is red. “I feel bad for captains,” Vanstone said. “They’re supposed to magically know all these things, going into all these countries. How can they?” In September 2008, M/Y Daydream was asked to leave Croatia over the blue-green fuel in its tanks. Though the charter yacht bought the fuel in France duty-free, Croatia reserved that color dye for its fishing fleet. “For boats that travel all over the world, this is a disastrous situation,” said the captain of the November incident. “If you fuel in the UK, Malta, U.S.A., you will get red fuel. Now that they [German authorities] are aware that they can get good income from any boat that has come across, they will always check. It’s easy money.” “In my opinion, what happened is illegal,” said Silvio Rossi, president of the fuel trading and yacht agent company Rossmare International in Savona, Italy. “The biggest mistake they [customs officers] make is they confuse supply and consumption.” Rossi cited Article 4 of the Convention of Istanbul, an EU agreement that says that fuel in the normal tanks as a means of transport shall be admitted into the European Union without payment of import duties and taxes. “A private boat in Europe cannot be supplied duty-free fuel, but what’s in the tanks when they arrive is completely different,” Rossi said. “How many yachts arrive in the EU every year?” Rossi said. “They go everywhere in Europe and nobody declares the fuel they have in their tanks because of the Convention of
Istanbul. This is a customs officer who doesn’t know the law, “Believe me, it’s illegal what they have done, completely illegal.” In the July incident in Kiel, customs officers were onboard for 15 hours, that captain said. The resulting fines for fuel and other infractions reached tens of thousands of dollars and include a charge of fraud. This vessel took red-dyed fuel in Norfolk, Va., before heading off on its voyage. It fueled again in Canada and northern Europe before traveling to Germany. This captain suggested a few ways fellow captains can be prepared for questioning about their fuel. 1. Keep samples of each delivery of fuel. “I keep ours for a year.” 2. Make sure the oil record book is up-to-date, and note everything, including where you pull the fuel from. 3. Keep a daily bunker report. 4. Save fuel receipts so you can prove you bought your fuel outside the European Union. This yacht and captain did all those things “and they still fined us,” but the captain said he is confident the matter will be resolved in their favor. “All governments are bankrupt,” this captain said. “Everybody is trying to raise tax money. Germany is bailing out Greece, Florida is looking for more tax revenue. They hope you’ll give in and say it’s not worthwhile and just pay it. But this is a lot of money.” Despite the hassles, the captain said the owner may return to the Baltic. “It beats the Med. It’s stunningly beautiful with great infrastructure. If things don’t work out, we’ll just skip Kiel.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at editorial@the-triton.com.
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NEWS BRIEFS
San Diego’s Yachtfest still on hold; UK diving accidents up NEWS BRIEFS, from page A9
Nantucket starts ACKweather.com
The Egan Maritime Institute and the Nantucket Shipwreck and Lifesaving Museum have launched ACKweather. com, a new Web site that provides detailed weather, wind, surf and tide information for Nantucket Island and Cape Cod, Mass. ACKweather.com features radar maps and modules reporting weather forecasts, buoy data, tidal current conditions, wind observations, and wave height and direction, in addition to a Sagamore Bridge traffic cam and seasonal Nantucket ferry and flight schedules. Twitter and Facebook feeds give onthe-water updates in real time, supplied by boaters, surfers and islanders, while other sections track storms and educate site visitors about the dangers of rip tides. Much like a smart phone app, the site modules can moved based on the user’s priorities and interests. ACK is the abbreviation used to identify Nantucket Airport by the FAA.
YachtFest still on hold
YachtFest, that decade-old boat show held in San Diego each fall, will not be produced again this year. Halted before the show in 2010 at the deepest part of the recession, it was intimated at the time that the four-day show might come back this year. But that is not to be. In 2009, Yachtfest celebrated its 10th anniversary with the second-best paid attendance in its history with a display of nearly 40 yachts. But conversations with an event promotion company caused the show’s directors to not produce the show in 2010, expecting a revamp and move to spring. Instead, the promoters created Delux San Diego, more of a lifestyle show. “We mean to take a complete fresh look at how we fit into the superyacht business paradigm and add an injection of new energy to Yachtfest for the future,” Yachtfest board chairman Doug Sharp said in a statement. Revamp of the show has the support of the show’s major sponsors. “The West Coast is strategically important to our company,” said Diane Fraser, VP of Fraser Yachts Worldwide said. “It’s time to substantially refresh and bring the show to the next level. San Diego has grown in so many positive ways in the past 10 years; the show needs to reflect the new San Diego.” Instead, yachting aficionados enjoyed the four-day San Diego Yacht and Boat Show in mid July, which featured more than 100 powerboats and sailboats up to 98 feet.
“We really miss not having the show,” said Kate Pearson, vice president of business development at Knight & Carver and president of the San Diego Superyacht Association. “We all had great affection for the show. I wouldn’t be surprised if someone picked it up, brushed it off and started it up again.” Just not this year. – Lucy Reed
New board elected for VICL
The Virgin Islands Charter League has elected a new board of governors in late June for the 2011/2012 season. Returning to the board are Randy Tucker of S/V Three Moons, Linda Stracener of S/V Drumbeat, Brian Johnson of S/V Sublime, and Chris Allison of S/V Verna Breeze. New board members include Mat Bockh of M/V NSS Pattam, Derek Hunsinger of S/V Belle Vita, and Richard DeBadts of S/V Freedom. Joe Mancino of S/F Post will also be on the board. The 43-year-old organization has more than 200 members. Board members, all active charter captains, serve for one-year terms.
Diving incidents increase in UK
HM Coastguard responded to 66 decompression illness and 32 rapid ascent incidents in 2010, according to the MCA’s recently published diving report. Medical emergencies accounted for 32 incidents. The total number of incidents has increased in the past two years to include 12 deaths. Many of the incidents involved divers losing control of buoyancy whilst at depth, on ascent and on the surface. The report advises that divers familiarize themselves with new or different gear before planning deep dives.
New IMO head Japanese
A Japanese official with extensive maritime industry experience will be the next head of the United Nations agency responsible for the security and safety of shipping and the prevention of marine pollution. Koji Sekimizu, 59, will take over from Efthimios E. Mitropoulos as Secretary-General of the London-based International Maritime Organization (IMO) as of Jan.1. Sekimizu was elected by the 40member IMO Council. The IMO Assembly still has to formally approve him in November. He is the director of the IMO’s maritime safety division, and has worked in various roles for the agency since 1989. Before then he worked as a ship inspector and in other roles as a Japanese transport ministry official, and studied both marine engineering and naval architecture.
August 2011 A13
A14 August 2011 PROFILE: Tom Rossetti
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Creating art for yachts, one piece at a time By Dorie Cox Armed with a brush, a sponge and a paint-smeared plastic plate, artist Tom Rossetti swiped bold brush strokes on a canvas in his gallery in South Florida as he explained a painting he created for a yacht. Each megayacht is unique, and custom art guarantees it. Rossetti has left his colorful mark on motoryachts including Mine Games, Destination Fox Harb’r Too, Kolaha, Anna J, Maratani X and Helios II. The 48-year-old Rossetti’s first piece ended up on a yacht in the mid-2000s when his art was chosen by a designer who placed it on M/Y Mia Elisa. More recently, as director of Rossetti Fine Art in Pompano Beach, Rossetti’s work had been noticed by designer Patrick Knowles. Knowles often works with builders including Trinity Yachts and the two recently completed one of Rossetti’s largest yacht projects. “Patrick saw one of my paintings of palm fronds,
Artist Tom Rossetti at work on an original piece in his PHOTOS/DORIE COX gallery in South Florida.
bought it and took it to Saudi Arabia,” Rossetti said. “That was exactly what the owners wanted and they commissioned more.” Rossetti’s excitement at the recollection of the project comes through with a grin that is framed by a moustache and the hint of a soul patch (that tuft of hair under the bottom lip). That project grew to include several 16- by 17foot paintings, “well, really, murals,” he said. The end result was 10 large pieces that took about seven months to complete. They were shipped to Italy and installed through three decks of a spiral staircase onboard the 63m M/Y Kolaha. It was hard to tell if Rossetti had a plan for the image he spread onto the canvas as he described how he and artist Donna Sallee innovated a system to paint the murals. They laid the material across the empty room,
See ARTIST, page A15
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PROFILE: Tom Rossetti
August 2011 A15
Paintings, murals fit Rossetti’s style – colorful and broad ARTIST, from page A14 which is now his gallery, and rolled the 17-foot paintings up as they worked. Rossetti did the underwork painting and commissioned Sallee to do the final painting on the project. “It took two to three months for the detail work,” Rossetti said as he wiped his hands on a paint-smeared rag and adjusted his glasses. Green, black, ochre, yellow, orange and blue feature prominently on the canvases hanging and stacked against the walls in the workspace of his gallery. “Four- by five-foot is my standard size; I like to work big,” he said as he tilted the piece to let drips dribble down the canvas. He described his broad-stroked pieces with broad words such as water, earth, air and fire. Many of the paintings are moody and stark, reminiscent of light over water at twilight, dusk or dawn. But when working on commissioned pieces for yachts, whether for stateroom or stairwell, he said each one is made to yacht color, theme and size specifications. “Maybe a yacht project will require an Old World Italian look or super contemporary,” he said. “They always vary.” Yachts have unique requirements for art, Knowles said, and Rossetti is knowledgeable on these issues of scale, installation, presentation and security. “The walls are typically wood panels and the movement of the vessel requires stability in the installation,” Knowles said. “Also, it’s important to use the correct UV, non-glare glass in the best interest of presentation and preservation of the art itself.” But mostly, Rossetti said, yacht installations prefer not to use glass because of the reflections. And art needs a minimal profile. To save space they need to hang tightly to the walls and not jut out into walkways. As he unscrewed jars and tubes of paint, Rossetti explained another yacht project. With canvases on the floor stacked four and five deep, it is apparent he rarely rests while in the gallery. “There is one of a koi pond at the base of a stairwell on one yacht,” he said with another grin. “It’s recessed to look like a real pond.” As he switched from a three-inch brush to a one-inch brush, Rossetti said he uses an architectural-type program on his computer to present his ideas to the owner or designer. The customer gives him the specs, the color scheme and a price requirement. “Then I present imagery,” he said. “I give them options. They’ll tell me about the wall in the stateroom and I’ll show them what it will look like.”
Another issue unique to yachts, Knowles said, is handling investment quality art. In some cases, Rossetti sources out the art but he also procures high-end investment pieces such as originals by Picasso, Monet or Modigliani. “We are typically charged with the commission to fabricate museumquality cases with secured locks,” Knowles said. “These are used to store the art pieces in an environmentally secure location off the yacht while she is in service.” “Often a yacht will use decorative art for charters and have the originals on for the owners,” Rossetti said. “Tom is also very well connected,” Knowles said about a project the two are currently working on locating investment pieces for another yacht using Rossetti’s art contacts. “That part is pretty simple,” Rossetti said as he sprinkled a handful of crushed red garnets onto the canvas he is still working on. “However, the real art of it is all about taste, quality and a great eye for great art that only comes from knowledge and experience.” Finally setting down his brush, Rossetti walked toward a series of nearby canvases. He seemed to breathe in the images to explain the strong emotion he hopes the viewer will also feel. The thick paint of multiple colors on one canvas should evoke calm he said. And in the other, turbulence. “He truly has a passion for art,” Knowles said. Dorie Cox is associate editor at The Triton. To see Rossetti’s work, visit Rossetti Fine Art at 132 S.W. 15th St., Pompano Beach, Fla. 33060. To contact him, call 954-247-9580,or visit Tomrossetti.com.
Many of Rossetti’s large format paintings and murals hang in yachts around the world.
A16 August 2011 FROM THE BRIDGE: Shoes onboard
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Captains prefer to wear shoes onboard; they’re safety equipment BRIDGE, from page A1 particular so as to encourage frank discussion. The attending captains are identified in the photo below. Why are we even having a shoe conversation? The impression on yachts is that shoes are to be removed at the dock. Shoe baskets and welcome mats are often piled with them. But surprisingly, the captains at lunch said they prefer to wear shoes onboard. And they’ve got the support of owners. Shoes are safety equipment. “Your PFD and your kicks are
important,” one captain said. “For big boats, shoes are part of the emergency drill,” another captain said. “You have to arrive with your life jacket and your shoes to do it by the book.” “The insurance company is the one that makes the rules on the big boats,” the first captain said. “They require shoes for interior and out.” “That’s why we’re issued shoes with our uniforms,” said a third. In February, a Triton survey about uniforms showed that shoes were the fifth most common item yachts provided to the crew, even more
common than engineer coveralls. “Ninety percent of the boats I’ve been on supply land and deck shoes as part of the uniform,” another said. The big support for shoes, of course, is safety. A captain at lunch had a fractured heel and torn ligament from a recent fall onboard. It was the first day of a new job, barefoot at the owner’s request. “I will not go barefoot on a boat again,” he said. Absent shoes, some yachts require socks or booties onboard, but that’s even more unsafe, the captains agreed. “It’s crazy,” one captain said. “The main foyer on our boat is the slickest tile ever.” “Ours looks like a skating rink,” another captain said. “The decks are so slippery, especially with socks,” said a third. “Our policy was either shoes or barefoot when on the boat. The owner was the first to break his own rule and he fell down the stairs.” “I recently watched three guys washing barefoot and it wasn’t five minutes later that one of them rolled off the boat and into the water,” another captain said. Shoes are not without problems, though. They can track in dirt, mud, sand and water. “We’re in and out all day, so we just inspect our shoes for pebbles and dirt,” a captain said. “I’d rather walk around with squeaky wet shoes than not wear them,” another captain said. “Take them to the engine room; that’s my dryer,” said a third. “I put all my shoes there. For the guests, take their shoes and tell them you’ll bring them back when they’re dry. Just do it for them.” Captains like many types of shoes. “I like the Crocs because they’re ventilated, but as they wear down they are slippery,” a captain said. “West Marine makes a good deck shoe,” another captain said. “Canvas ones are good because they will be dry by the next day,” a third
captain said. “Leather gets nasty.” “How about those new finger shoes, the foot gloves?” asked another captain. “They are supposed to be OK for boats. You can put them in the washer, dishwasher, whatever, they don’t ever get smelly.” Engineers, deckhands and chefs have different requirements. “You absolutely wear shoes in the engine room,” a captain said. “I leave a pair in there.” “I use a beater pair of deck shoes,” another captain said. “I take off my nice ones at the door and put those on in the engine room.” Chefs often wear a soft shoe with treads, because they stand in one place on hard surfaces, a captain said. “Deckhands wear deck shoes when doing things like wash down and we all wear them when we are on show, dressed in our whites, or pulling into harbor,” another captain said. Not just any shoe will work, though. Captains said boat shoes are safe because of the treads, but guests don’t usually arrive with proper boat footwear. Occasionally guests insist on wearing their high heels and slippery soles, especially during parties and events onboard. “Every time, we have to warn visitors,” a captain said. “We are continually telling them to be cautious. We just have to reiterate, ‘watch out, be careful’.” Ideally, a captain said, crew have interior shoes and washable exterior shoes, and a separate pair of land shoes. “We had paper booties for everyone and the crew had several pair of shoes, for on the boat and off,” he said. “The owner bought them all. Basically, you have to be comfortable but you have to be safe.” 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 lucy@the-triton.com for an invitation to our monthly Bridge luncheon.
Attendees of The Triton’s August luncheon were, from left, Steven Lumley of M/Y My Ladyane, Roy Conklin of M/Y Savannah Ann, Jon Brunold (freelance), Mark Dixon of M/Y Andiamo, and Trae Miller (freelance). PHOTO/DORIE COX
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YACHT CAREERS: Crew Coach
‘Lighten up’ edict can make matters worse; try compassion “Lighten up, man.” Has anyone said that to you? Did you immediately lighten up? I doubt it. Have you said it to a friend, fellow crew member or family member? Well, before you blurt those two words out, take a breath and think a moment. Just telling someone to lighten up rarely, Crew Coach if ever, produces Rob Gannon the result you’re looking for. In fact, it can make things worse temporarily and can illicit some harsh replies such as, “Don’t tell me to lighten up,” “Why don’t you lighten up,” or maybe quite a bit harsher than that. There may be a better way. I had a crew member once who was pleasant most of the time. If she made a mistake, though, she would beat herself up and be bothered and sullen, sometimes for hours. I had to talk to her about this. I waited and found the right time and approached her with a question. “What’s wrong?” The question kind of threw her at first. Then she gave some stock answers: “Nothing,” “I don’t know,” “I’m fine.” I waited, and before I could say another word, she started talking. She stated she is a perfectionist and when she doesn’t do everything perfectly, it bothers her. OK, now we’re getting somewhere. “Where do you think this comes from?” I asked her. After another “I don’t know,” she proceeded to tell me exactly where it came from. You guessed it; her childhood. Well, I wasn’t going to delve into all that so I just reassured her that I don’t expect nor am I looking for perfection. I then started to lighten the tone by poking fun at us humans and at myself. I got her to smile and even laugh through a few tears. I could see a load, a burden being lifted. It was a nice moment. After our talk, I was really proud of her. She slipped a few times and started to go to that dark place but would catch herself and pull herself out of it. We even turned it into a running joke about keeping her evil twin at bay. So there are those who beat themselves up and then there are those who just take themselves too seriously. These people have a need to be right all the time. They get offended easily and don’t appreciate other views and personalities. They don’t beat themselves up because in their world they don’t do anything wrong. This
usually stems from the ego being in charge and dictating their thoughts and reactions. Sound like anyone you know? The first thing we want to say to these folks is “lighten up.” That’s not a good idea with the inflated ego in control. But come on, you have got to try to not take yourself so seriously. It’s bad for your health and the health of everyone around you. When you get over yourself and can laugh and smile easily, your whole world changes. It just feels good, and the last time I checked, feeling good was better than feeling bad. It’s good energy. When I was in the position of interviewing crew members, I looked for this energy. I always found it a valuable trait, being comfortable in your own skin and radiating fun, attractive energy. When the joy goes out of your days, you become like the still pond. The water isn’t flowing and clean. There’s a murky layer on top, hiding whatever cool life and energy might be below. It becomes unattractive. Nobody wants to hang around the still murky pond. We do like to be around a fast, clean flowing river. This river may have some huge boulders in it but it just flows right around them, taking no notice as it flows on by. Better to flow like a river. So if you know someone that needs to lighten up, understand the reasons for their demeanor can be varied and complex. Are they troubled and struggling with personal issues you can maybe help them with? Remember, timing is important when approaching someone for a talk about emotions. You don’t want to do it while they are in the grips of their heaviness. Wait for the right time. Some may seem unapproachable, but in the right setting, at the right time, most people who are troubled would like to talk to someone. Now if they are the egomaniac controlled by their ego and taking themselves way too seriously, they unfortunately may have to come around slowly after some painful lessons. And if it’s you who needs to lighten up, raise your awareness and pay attention to how you’re feeling. Catch yourself like my former mate did and bring yourself to a better feeling place. It’s not easy but it’s better than staying in the darkness. If you want to get out of the darkness, turn on some lights. Rob Gannon is a 25-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comments on this column are welcome at editorial@the-triton.com.
August 2011 A17
A18 August 2011 WRITE TO BE HEARD
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Those young whipper-snappers might be right Seeing things in black and white serve them well, and can teach the rest of us a few things. By Bob Howie The Young Lions, I’m finding out, see only in two colors; black and white, and I’m beginning to understand that, given the shift in the social paradigm that’s occurred over the past 25 years, that’s not necessarily a bad thing. Aviation is a bit more regulated than most industries and the problem with the regulations that govern us have, up to this point, been akin to Capt. Jack Sparrow’s “Pirate Code;” actually more like “guidelines” open to interpretation than necessarily written in stone. Students of the Federal Air Regulations – and I would imagine U.S. Coast Guard regulations as well – quickly learn the onus of interpretation is upon the certificate holder; that any federal safety inspector can “interpret” the rules in a way diametric to the certificate holder’s interpretation, thus resulting in a violation thus resulting in a possible suspension of one’s license thus resulting in temporary (hopefully) unemployment. I’ve always held that if the regulations did not specifically prohibit something, then that something was allowed. “Not so fast,” the Young Lions are saying today. “Is it possible that something a pilot might encounter during a flight may have been considered before takeoff, thus becoming something not ‘beyond the control’ of the pilot, thusly exposing the pilot (or pilots) to certificate action by the FAA?” It’s an interesting question that I have come to believe deserves more thought than senior captains in both aviation and yachting might initially think, despite the inference that a crystal ball is needed for proper planning. First, let me say this; after flying for more years than some of my first officers have been alive, I’m not willing to abdicate my accountability for completing a flight both legally and safely. I certainly think yacht captains believe as much. So if I believe a trip can be completed safely and legally, the trip is going to continue. In my case, if a first officer decides not to get in the airplane for what he or she believes is a justifiable reason, I’m not going to force that crew member aboard. The flight will shut down and the first officer is going to have to state his case to a review board. That said, let me say, too, that because I have been at this for this long,
Wing Aviation First Officer Chris Lamont commands a recent flight from Houston to Colorado Springs from the left seat. With more than 3,000 logged flight hours including 510 hours in jets, Lamont represents the Next Generation of aspiring captains who bring to the cockpit new twists on old PHOTO/BOB HOWIE traditions while still putting safety first. I’ve come to understand where this line of black-and-white thinking comes from. Today’s young, up-and-coming pilots and future skippers are smarter, savvier and better educated than some in my generation were when they started out – and that might include me. In today’s society, it’s the plaintiffs’ attorneys and courts that have drawn the lines in the sand to which many Young Lions toe. Their experiences growing up are that things are right or wrong and printed in black and white. So far in their lives, there have been no gray areas; it’s been either stick to a literal interpretation of the rules or suffer the consequences. It’s those consequences, I’m learning from our young squires, that the Young Lions are going to keep at arm’s distance from their careers, and taking the rules literally at face value is how they plan to achieve that distance. It’s not as much about insubordination as it is selfpreservation. As I have come to think about it, what’s necessarily wrong with that, albeit lacking some measure of flexibility and without a view based on experience of the so-called big picture? Whether one is nearing the end of one’s career or just starting out, what’s wrong with wanting to keep things on the straight-and-narrow? Absolutely nothing, I’m thinking. Over the course of my career, I’ve had to both adapt to and adopt many changes, admitting that because we once always did things “that way” didn’t mean we had to keep on doing things “that way” when a better way came along. A thing called “cockpit resource
management” also came along demanding captains listen to their fellow cockpit crew members; at first, a pretty foreign concept, but one I had always thought was a good idea, even before someone stuck a title on it. Captains – both plane and yacht – are held ultimately responsible for anything that happens on their watch, but even so, captains should never turn a deaf ear to ideas and suggestions just because they come from younger heads. The Young Lions are coming to our professions brighter-eyed, bushiertailed and more focused than ever before as they position themselves as Next Generation captains. That’s exactly how it should be, and we, as captains today, owe the Young Lions the courtesy of giving them a fair hearing. Bob Howie is assistant chief pilot with Wing Aviation Charter Services in Houston, Texas. He spent 13 years as a writer with the Houston Chronicle, and is a lifelong boat owner. Comments on this essay are welcome at editorial@thetriton.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.
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WRITE TO BE HEARD
August 2011 A19
Bigger boats, older captains guard yachting traditions I am thrilled to see the response to your traditions survey [“Traditions still part of fabric of yachting,” page C1, July issue]. It seems that the size of yacht has an influence today. Likely the captain of a larger yacht has been in the business a while and, as a result, started on a smaller boat. When I was taught etiquette, I was on a 57-footer in the early 1970s. Dipping the U.S. flag is a no-no. The U.S. Navy, etc., does not dip to anyone. Interesting, but check it out. I have dipped the U.S. ensign to the Royal Yacht Britannia with a return dip, a most memorable experience. When I departed Gibraltar on a 108-foot U.S.-flagged yacht, I was saluted by the British vessel via dip. I was captain of yachts owned by New York Yacht Club members and was dismayed to see them change the rules (circa 1975) for burgee lowering at night, when they decreed that the owner’s flag (mast head) could be left up at night. Their reason: Many members own sailboats and there are expensive apparatus up there that interfere with the removing and raising of the flag. Side bar: NYYC is one of original clubs to institute the yacht traditions held of old. Today, there are many 90-day wonders who get their 1,600-ton licenses with little or no teaching from us old farts. Capt. Adrian Loughborough M/Y Mystere C.I. Thank you for the story “Traditions still part of fabric of yachting.” This has to be one of the best I have read in a while. I think the younger generation does not appreciate what and why they have what they do. Tradition makes you stop, think and be thankful. Great article. Ashlie Megrichian Licensing & Technical Manager of Yacht Operations International Registries
Lack of traditions equals lack of discipline Regarding your survey about yacht traditions, one captain said “The ensign flag ceremonies of raising at 0800 and lowering at local sunset are vital training of the assigned deckhand. This is the only item that the lowest deck rank would be held personally responsible for (on my yachts). It teaches respect and responsibility, vital attributes for deck crew when advancing through the ranks.” I completely agree. If a crew member can’t even have the respect and responsibility to raise and lower the flag at the assigned times, what use will they be when an emergency arises and it is necessary to follow instructions? I am horrified at how many yachts do not raise and lower their ensigns. Not only is it disrespectful, it shows a complete lack of discipline. How can you possibly run a yacht without discipline? First Officer Mandi Formoso
Thailand not so bad
I have just read your July column [Latitude Adjustments: “Keeping tabs Editor Lucy Chabot Reed, lucy@the-triton.com News staff Dorie Cox, dorie@the-triton.com
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on captains, crew who sail off the radar,” page A3, July issue], and am somewhat confused by Capt. Craig’s negative comments on Thailand. I have lived in Indonesia, Singapore, Malaysia and Thailand, and have found the Thais to be a loving and peaceful people.Perhaps he has been frequenting some of the seedier establishments, ones you find in every large port region. I have just assumed command of the 40m Feadship M/Y Alchemy and depart for a five-year world tour tomorrow, starting with a brief Caribbean tour, then Panama and all points West. I do hope we spend some considerable time in the very safe country of Thailand. Capt. Nick Coombes M/Y Alchemy
Chef jobs must be defined
The parameters of one’s work must ultimately be defined if one is to meet or even exceed expectations. Chef Mary Beth Lawton Johnson obviously understands this and has so tactfully presented the concept in this article [Culinary Waves: “No ego stroke; chefs Contributors Mike Avery, Carol Bareuther, Stew Franki Black, Ted Cline, Jake DesVergers, Rob Gannon, Beth Greenwald, Capt. Stephen Hill, Bob Howie, Chef Mary Beth Lawton Johnson, Capt. Craig Jones, Chief Stew Alene Keenan, Kymberlee Ann Mitala, Keith Murray, Rossmare Intl., James Schot, Tom Serio, Paul Warren
improve when asking for feedback,” page C1, July issue]. Such illumination to yacht owners and captains is a great assistance to chefs in the industry. And, as a patron of much Etruscan and Ligurian cuisine, as well as a fan of panis focacius (the Roman name for the stuff), I find her recipe for focaccia bread to be outstanding. I tried it. Chef Mary Beth covers all the classical elements while giving you interesting options to dress things up to your taste. Bravo chef. Joseph DeSantis, attorney Kuhn, Kuhn & DeSantis
Chef jobs must be defined
What a cool niche in the yachting business [“It’s more than washing and drying with Motoryacht Laundry,” page A10, July issue]. Expanding into training is also pretty sharp. I’m sure Erin and Michael will do well. Who would have thought to fold linens to fit pre-measured yacht drawers? Robert Maddrey Varnish by Robert Vol. 8, No.5
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August 2011
U.S. monitors plan that could disrupt GPS
are intended or licensed for.” “If you needed a comparison, it would be similar to the old days of FM radio when one station would bleed into another one,” said Peter Prowant, SE regional manager of Furuno USA, which sells marine navigational equipment. Aeronautical tests showed that receivers on transport-category aircraft would be unable to track GPS satellites in certain regions near landbased towers. LightSquared’s plan includes 400,000 towers. Several megayacht industry sources note that less than 1 percent of GPS devices are likely to be impacted, predominantly older units without filters that protect from interference and high precision level GPS use. “Precision frequencies are different than the ones most maritime operations use,” Prowant said. Navigation along the coastal United
See GPS, page B13
See RULES, page B10
Negotiations under way to resolve industry concerns GPS-enabled devices could be compromised if a plan to expand the United States’ broadband system goes forward. But maritime industry sources say they are confident the U.S. government will ensure the plan protects the government-operated GPS system. The U.S. National Broadband Plan, mandated by Congress in early 2009, directed the Federal Communications Commission (FCC) to develop a plan to ensure every American has “access to broadband capability,” especially in rural and under-served areas. The government gave Virginiabased LightSquared conditional approval in January to do just that. The private company, using $14 billion of private capital, proposed a plan to expand its nationwide 4GLTE wireless broadband network integrated with satellite coverage. Since then, groups representing
GPS consumers, including those in maritime, aviation, military and smart phone applications, have presented concerns that the proximity and strengths of LightSquared’s signals might overpower the relatively weak GPS satellite signals. “Although LightSquared will operate in its own radio band, that band is so close to the GPS signals that most GPS devices pick up the stronger LightSquared signal and become overloaded or jammed,” according to the U.S. government organization Space-Based Positioning, Navigation, and Timing (PNT), a group established for matters concerning GPS and related systems. “The frequencies are very close, which leaves little margin for error,” said Derik J. Wagner managing director of yacht services at MTN Satellite Communications. “Many devices can malfunction or be misused, many times emitting frequencies outside of the range they
Yachts learn lessons from detentions in European ports With the continued expansion in Europe of port state control inspections to yachts, a number of “lessons learned” have been discovered. In addition, various new directives have been announced by other worldwide jurisdictions that will affect yachts. Fire pump Rules of the Road failed after Jake DesVergers undocking After the drydocking of a yacht carrying out a periodical bottom survey, the fire pump was tested. It failed to build up the required pressure. The yacht was properly trimmed and the sea valve was dismantled and examined. All was found to be in a satisfactory condition. However, the internal investigation of the sea chest revealed an item blocking the flow, a small bucket of paint. After removing it, the sea chest was blown through and the pump was re-tested with positive results. This experience is publicized to bring attention to yacht crew for the need of a final check of the underwater portion of the hull before undocking. The fire pump is a port state control focus item and remains on the list of the top detainable deficiencies. Reporting of defective equipment Due to an increase in the number of vessels failing to report incidents, accidents, breakdowns and defective equipment as required by SOLAS Ch. 1 Reg.11 (c) and various national and state laws, the Australian Maritime Safety Authority (AMSA) sent a notification to ships and yachts calling upon ports in the country. The correct method of reporting to AMSA is by
A variety of GPS-enabled devices are found on yachts. Some maritime applications could face interference if a TRITON FILE PHOTO plan to expand the United States’ broadband system goes forward.
By Dorie Cox
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B August 2011 ONBOARD EMERGENCIES / AUDIO/VIDEO
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Confusion, dizziness, slurred speech could be signs of stroke It’s lunch time and one of your crew begins to slur his words and appears confused. What can it be? Your crew member might be having a stroke. A stroke can cause paralysis, coma and death. It is the brain’s version of a heart attack. A stroke occurs when a blood clot blocks a blood vessel, interrupting Sea Sick blood flow to an Keith Murray area of the brain (ischemic stroke) or an artery bursts and blood leaks into brain tissue (hemorrhagic stroke). When either of these occurs, brain cells begin to die and brain damage occurs. Where the damage to the brain occurs and how much of the brain is damaged will determine which symptoms the person will display. Typical symptoms that onset suddenly may include: Numbness or weakness of the face, arm or leg, especially on one side of the body Confusion, trouble speaking or understanding Trouble seeing in one or both eyes Trouble walking, dizziness Severe headache Women may experience different
but also sudden symptoms such as face and limb pain, hiccups, nausea, weakness, chest pain, shortness of breath, and heart palpitations. If you think someone may be having a stroke, act F.A.S.T.: F - Face: Ask the person to smile. Does one side of the face droop? A - Arms: Ask the person to raise both arms. Does one arm drift downward? S - Speech: Ask the person to repeat a simple phrase. “Today is a sunny day.” Is their speech slurred or strange? T - Time: If you observe any of these signs, note the time and get medical attention immediately. There is only about a three-hour window for clotbusting medication to be given at the hospital. A TIA, or transient ischemic attack, is a “warning stroke” or “mini-stroke”. It produces stroke-like symptoms but generally has no lasting damage. If you suspect a crew mate or guest of having a stroke, stay with the victim, place them in a position of comfort, and monitor their breathing and consciousness until help arrives. Keith Murray, a former Florida firefighter EMT, owns The CPR School, which provides onboard CPR, AED first aid safety training. For info, visit www. TheCPRSchool.com. Comments are welcome at editorial@the-triton.com.
Consider donation when its time to recycle old equipment It’s time for an upgrade and all the old audio/video equipment is coming out of that rack, computers are getting replaced, new flat screen monitors are being installed, thinner and lighter LCDs are going up, and the big bulky remote is being replaced. What do you do with the old equipment that you paid Sound Waves thousands of Mike Avery dollars for? There are several things you can do to still get some miles out of old equipment. 1. Have the A/V company doing the installation take it all away. This tends to be the fastest way to get the old equipment off the vessel. 2. Offer it to crew, staff or friends. I’ve heard of a few captains who post a list and create a contest for each piece of equipment. This is a fun way to generate excitement amongst the crew. 3. Donate it to a not-for-profit. This is my favorite way of getting the most
out of your older equipment. This also allows for a tax deduction is some cases. There are charitable locations all over the world, so do a little research to see if any of them will accept your old equipment. 4. Recycle it. There are many places that will accept the older equipment and recycle the parts and pieces. In some cases, they will even pay you by the pound for it. 5. List it on an auction site and sell it. But note that this is a time consuming approach and requires a dedicated person to monitor the auction and handle the shipping after a winner has been declared. Make the most out of your old equipment and enjoy the new stuff. Mike Avery is a founder of MC2 (Music, Cinema and Control), which specializes in design, engineering, and installation of audio/video, lighting, remote control and theaters for yachts. He has more than 18 years experience in the field. Contact him at 954-914-4755. Comments are welcome at editorial@ the-triton.com.
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TECHNOLOGY BRIEFS
August 2011 B
Technology expands in phones, weather services, displays New phone offers messaging
Maine-based DeLorme, a designer or navigation technology, plans to release this fall the DeLorme inReach, an Iridiumbased personal communicator to deliver global twoway satellite text messaging that includes delivery confirmations, SOS capabilities, remote tracking, and an Android smartphone interface. The core component of the inReach is the Iridium 9602 short-burst data (SBD) transceiver, which provides a two-way communications connection through the Iridium satellite network. The GPS-enabled inReach can be used by itself or paired with either an Android smartphone or a DeLorme Earthmate PN-60w. When paired, users can send text messages (up to 160 characters per message) to and from e-mail addresses and cell phones. Messages can also be posted to Facebook and Twitter. In case of emergency, Android or PN-60w users can describe their predicament so responders can better prepare, and an ongoing dialog can be
maintained for mutual status updates. The inReach will be available in October, according to a company press release. Suggested retail price is $249.95. Annual subscription plans begin at $9.95 a month. For more information, visit www. delorme.com.
Weather site gets better data
Alabama-based WxWorx has begun supplying super-resolution 2km Sea Surface Temperature (SST) data to the XM WX Satellite Weather service. The enhanced SST data is immediately available at no extra charge to subscribers of the Master Mariner data package. While other sea temperature data products can have gaps caused by clouds and missed satellite passes, the 2km dataset is derived from multiple sources, including cloud-penetrating satellites that can measure sea surface temperatures in overcast conditions. Advanced mathematical models of the atmosphere and oceans are also employed to predict missing temperature values and fill in any gaps. Subscribers can use this information to identify pockets of cooler or warmer water, and determine the location of breaks and eddies. The dataset is updated four times a day. Support for the new SST data will
be enabled by a free software update now available on www.wxworx.com. Other manufacturers are expected to add support for 2km SST, according to a company press release.
KEP launches dual-touch screens
New Jersey-based KesslerEllis Products (KEP) Marine, a manufacturer of marine hardware and software products, has launched its KEPM GB Dual Touch Glass Bridge Display series. The displays allow boaters to zoom in and out and skew displayed images with two fingers, similar to movements used with smart phones and Apples’ iPad. The new screens are compatible with new PC-based marine navigation software that offers 2D and 3D topdown and side viewing of data. The new displays look identical to the company’s existing monitor. Compatible with Windows 7 operating system, the displays are designed to enhance the use of navigation software such as Furuno MaxSea and Nobeltec
TimeZero Trident. The KEPM GB series comes in 15-inch, 17-inch, 19-inch and 22-inch models. The displays have suggested retail prices starting at $7,300. For more information, visit www.kepmarine.com.
Navico launches 3G radar
Auckland-based Navico has now launched its all-new Broadband 3G Radar, marking continued development of frequency modulated carrier wave (FMCW) technology. With twice the RF transmitting power of the BR24 at the antenna, objects such as small fibreglass boats and channel markers can be seen from up to 30 percent farther away with radar visibility to within less than two metres of the vessel, according to a company statement. Broadband 3G also has InstantOn, which enables the radar to power-up instantly from standby, and in less than 16 seconds from a full power down, about a tenth of the time required by a conventional radar, the company stated. More importantly, Broadband 3G (along with the BR24) transmits at 1/10,000 the power of typical pulse radars – emitting five times less energy than an average mobile phone – and
See TECH BRIEFS, page B4
B August 2011
TECHNOLOGY BRIEFS
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EPA approves diesel additive; KVH covers South America TECH BRIEFS from page B3 emits no harmful radiation outside the dome, the company stated. For more information, visit www. navico.com.
EPA approves marine additive
ValvTect Petroleum has received approval from the U.S. Environmental Protection Agency (EPA) for ValvTect BioGuard Plus 6, a biocide diesel additive, in all 50 states. Ultra low sulfur diesel fuel, required by the EPA to be sold in most marinas, contains less than 15 parts per million of sulfur and is better for the environment. However, it can cause fuel-related problems and requires more than a biocide that only prevents bacteria. ULSD contains a high moisture content that can lead to corrosion, sludge and plugged fuel filters. The sulfur in high sulfur diesel lubricated the fuel injectors and fuel pump. The lack of lubrication can cause premature failure of injectors and fuel pumps. BioGuard Plus 6 is available at West Marine and other marine supply dealers in quart containers that treat 375 gallons and one gallon containers that treat 1,500 gallons of diesel fuel. For more information, visit www. valvtect.com.
KVH covers South America
Rhode Island-based KVH Industries has completed its seamless global maritime VSAT network by going live with coverage over South America, the last region in the mobile communications company’s original network plan. Coverage in South America will come from the IS-14 satellite. Mini-VSAT Broadband equips vessels with downloads as fast as 2 Mbps and uploads as fast as 512 Kbps, as well as Voice over IP (VoIP) telephone lines. The network uses ViaSat ArcLight spread spectrum technology, which was previously available only for military applications. The systems are available for any application via the 24-inch TracPhone V7 and 14.5-inch TracPhone V3 antennas and the integrated ArcLight modem. In other KVH news, the company has shipped its 1,500th TracPhone system for its mini-VSAT network. For more information, visit www. minivsat.com.
No more Volvo low hp engines
With the launch of the 4.3Gi, 200 hp entry level V6 engine, Volvo Penta has completed the transition to the new generation gasoline sterndrive line-up it started one year ago, according to a story in Boating Industry. “For many years, a low horsepower engine was a boater’s first experience with a sterndrive boat,” said Clint Moore, president and CEO of Volvo Penta of the Americas, in a statement. “Times have changed. “As with today’s car buyers, a new boater is more knowledgeable than ever before with understandably high expectations,” he said. “We believe those expectations are only met by higher horsepower, more technically sophisticated engines. We build the engines that are designed to keep people in boating.” All Volvo Penta sterndrive engines now feature multi port fuel injection, electronic throttle control and advanced engine monitoring systems.
Mold and mildew neutralized
Ft. Lauderdale-based Star Brite, a manufacturer of marine maintenance products, has introduced NosGuarg SG Mold/Mildew Odor Control to prevent foul odors from forming in boats. The product releases a safe odoreliminating chlorine dioxide gas that permeates the interior of the boat to eliminate odors and prevent odors from forming. It also works with boats stored for a long period. Chlorine dioxide is a non-toxic mold/mildew odor neutralizer that has been used to remediate flood-damaged buildings without a residue. There are two versions available: slow release and fast release, which works within hours. For more information, visit www. starbrite.com or www.nos-guard.com.
Distributor offers boat carpets
South Florida-based distributor World Panel Products now offers MarineTuft, an indoor/outdoor cabinsole carpeting for boats. Produced in Australia, the carpet carries a five-year warranty indoors, two years outdoors. It is available in 14 styles, from teak-and-holly planks to solid colors. For more information, visit worldpanel.com.
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BOATS / BROKERS
Perini Navi signs two 60ms; Pegasus II sells; Antares sails The Perini Navi Group has launched a new series of 60-meter sailing yachts and signed two sales contracts for a total value of more than 70 million euros. The two yachts – a ketch, C.2193, and a sloop, C.2218 – will be delivered in 2013 and 2014, respectively.
include exterior paint, new interior and updated systems throughout. The vessel was sold to a long-time client of Bob Cury and her new name will be M/Y Mysorah. Upon completion of the refit, she will travel to the Med and eventually base in Dubai.
YPI Brokerage, the sales division of Yachting Partners International, has sold the 60m Oceanco M/Y Pegasus II.
In June, the brokerage Fraser Yachts sold the 160-foot (48m) Feadship M/Y Major Wager by broker Stuart Larsen in Ft. Lauderdale, and the 122-foot (37m) Heesen M/Y Perle Noire by Larsen and broker Nabil El Jammal in London. The company added the following to its new central agency listings for sale: the 241-foot (73m) M/Y Pegaso for 85 million euros; the 183-foot (56m) M/Y Regina for 11 million euros; the 134-foot (41m) M/Y Old Captain for $6.9 million; the 124-foot (38m) M/Y Rodreiquez C 356 for 11.85 million euros; the 108-foot (33m) San Lorenzo M/Y Keep Cool for 8 million euros; the 99-foot (33m) Benetti M/Y Quid Pro Quo for 6.9 euros; and the 88-foot (27m) Ferretti M/Y Aurora Dignitatis for $5.8 million.
The brokerage also has listed the 140-foot (43m) S/Y Senso One, pictured below, for sale. Launched as S/Y MariCha IV in 2003, the schooner was built by JMV Industries in France specifically to break speed records. The yacht holds speed records in several trans-Atlantic and regional races. She is capable of speeds more than 40 knots.
Yachting Developments of New Zealand has launched S/Y Antares III, a 100-foot (30m) composite performance cruising sloop. Built to comply with Germanischer Lloyd and MCA classification requirements, the vessel is 25-30 percent lighter than similar vessels built of aluminium, according to a company statement. It has accommodation for four crew. In coming months, the owner plans to sail in New Zealand waters then on to Fiji and other Pacific Islands before heading to the Northern Hemisphere. Other projects under way at the Yachting Developments yard include a major refit of the iconic 130-foot (40m) J-class Endeavour and the construction of a new Warwick-designed 100-foot (30m) sailing catamaran YD66. See www.yachtingdevelopments. co.nz for more details. RJC Yacht Sales has sold the 160foot (49m) Feadship M/Y Major Wager. The vessel has begun a refit to
Merle Wood & Associates has sold in June the 161-foot Trinity M/Y Blind Date and the 106-foot Burger M/Y Wow. The brokerage also added the following yachts to its central agency listings for sale: the 164-foot Hakvoort M/Y Jemasa and the 108-foot Hargrave M/Y Freedom R in a joint central with Atlantic Yacht & Ship. In June, International Yacht Collection sold six yachts, added two central listings and added five yachts for charter. Yachts sold include the 183-foot expedition yacht (56m) M/Y Alucia by Bruce Shattenburg in Ft. Lauderdale, the 180-foot (52m) Benetti M/Y Quantum of Solace by Mark Elliott of Ft. Lauderdale, the 150-foot (46m) Trinity M/Y Vita by John F. Dane in Abu Dhabi, the 123-foot (37.5m) Palmer Johnson M/Y Ocean Drive by Frank Grzeszczak in Ft. Lauderdale, and the 116-foot (35m) Azimut M/Y Gilaine O II by Bob Anslow in Ft. Lauderdale. New central agency listings are the matching Generation One International America’s Cup Class (IACC) sailing racing yachts NZL 10 and NZL 12, both 76 feet (23.2 m) and built by Marten Marine. They are listed with Mark Elliott in Ft. Lauderdale for $750,000 each. The brokerage has added the following yachts to its charter fleet: The 205-foot (62.5m) Codecasa
See BOATS, page B6
August 2011 B
Today’s fuel prices
One year ago
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15.
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15, 2010
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 901/957 Savannah, Ga. 872/NA Newport, R.I. 905/NA Caribbean St. Thomas, USVI 1,013/NA St. Maarten 1,143/NA Antigua 1,119/NA Valparaiso 965/NA North Atlantic Bermuda (Ireland Island) 1,035/NA Cape Verde 935/NA Azores 1030/NA Canary Islands 1052/1,267 Mediterranean Gibraltar 920/NA Barcelona, Spain 978/1,672 Palma de Mallorca, Spain NA/1,835 Antibes, France 1061/2,052 San Remo, Italy 1,093/2,125 Naples, Italy 1,089/2,113 Venice, Italy 1,075/2,097 Corfu, Greece 1,095/2,230 Piraeus, Greece 1025/2,045 Istanbul, Turkey 1020/NA Malta 952/1,779 Tunis, Tunisia 872/NA Bizerte, Tunisia 881/NA Oceania Auckland, New Zealand 975/NA Sydney, Australia 1002/NA Fiji 1,057/NA
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 605/645 Savannah, Ga. 585/NA Newport, R.I. 600/NA Caribbean St. Thomas, USVI 745/NA St. Maarten 810/NA Antigua 970/NA Valparaiso 790/NA North Atlantic Bermuda (Ireland Island) 830/NA Cape Verde 685/NA Azores 710/NA Canary Islands 705/NA Mediterranean Gibraltar 695/NA Barcelona, Spain 750/1,470 Palma de Mallorca, Spain NA/1,390 Antibes, France 645/1,465 San Remo, Italy 810/1,625 Naples, Italy 770/1,542 Venice, Italy 775/1,555 Corfu, Greece 720/1,790 Piraeus, Greece 695/1,785 Istanbul, Turkey 670/NA Malta 720/1,550 Tunis, Tunisia 650/NA Bizerte, Tunisia 655/NA Oceania Auckland, New Zealand 695/NA Sydney, Australia 715/NA Fiji 770/NA
*When available according to local customs.
*When available according to local customs.
B August 2011
BOATS / BROKERS
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Vita sells; Felicita West for sale; Wild Goose seeks historical nod BOATS from page B5
Harle available this fall in Croatia.
M/Y Apogee, available in the western Med in summer, the Caribbean in winter; the 161-foot (49m) Trinity M/Y Blind Date, available in the western Med in summer, the Caribbean in winter; the 155-foot (47m) Sterling M/Y Triumphant Lady, available in the Bahamas and Florida year round; the 104-foot (32m) Sunseeker M/Y Moliver, available in the western Med year round; and the 91-foot (28m) Sunseeker M/Y In All Fairness, based in the western Med year round.
YCO has a joint central listing on the new 38m Perini Navi, a yacht the company is building on spec. The hull and superstructure are complete. Designed by Philippe Briand, the yacht has a lifting keel and water ballast for performance. It can be delivered within 14 months. YCO has added the new 54m Amels M/Y Spirit to its charter fleet. Designed by Tim Heywood, the yacht includes a spa room and can carry 11 guests.
Northrop & Johnson has sold the following yachts: the 150-foot (45.7m) Trinity M/Y Vita by broker Ann Avery; the 107-foot (32.6m) Hatteras M/Y Capricorn by broker Bill Titus; the 92-foot (28m) M/Y Shine, built by Aleutian, by broker Chuck MacMahon; the 82-foot (25m) M/Y Andiamo, built by Monte Fino, by broker Rick Weisenberger; and the 72-foot (22m) M/Y Poincare. The brokerage added the following yachts to it new central agency listings for sale: the 210-foot (64m) Perini Navi S/Y Felicita West with Kevin Merrigan for 28 million euros; the 90foot (27m) yacht Orion built by Catana with MacMahon for $5.9 million; the 86-foot (26m) Nordhavn M/Y CaryAli with Michael Nethersole for $6.95 million; the 76-foot (23m) M/Y Swan Lake II built by CNB with Nethersole for $1.25 million; and the 75-foot (23m) Sunseeker M/Y Kauhale Kai with Weisenberger. New to the N&J charter fleet include the 160-foot Delta M/Y Newvida available this summer in the Med; the 154-foot M/Y Ohana available in New England this summer and the Bahamas/Caribbean/Florida this winter; and the 147-foot Feadship M/Y
Erdevicki Naval Architecture & Yacht Design. The design includes crew accommodations for six with a lounge and laundry with direct access to the guest staterooms.
France-based Acronautic Yacht Crew, a management and seller of tenders, has delivered a 13m Dariel Boats rigid hull inflatable to a Monaco client. The Italian-built tender is a luxury day boat with a U-shaped seating arrangement in the aft, overhead sports top, strategically positioned grab rails bound in leather and wind deflectors molded into the forward console. The Dariel DT13 has twin 350 hp Mercury Verado racing engines producing more than 260kw power, which can power the boat to in excess of 50 knots, according to a company statement. The vessel delivered was fitted with a 1140 liter fuel tank giving it a range of nearly 300nm at 30 knots. Designed and built for a repeat customer, it also has a Nespresso coffee machine, built-in dive compressor, refrigeration, advanced LED lighting, DVD surround sound system, shoe storage, sunscreen compartments and mobile phone dry storage aareas. For more information, visit www. acronautic.com
M/V Wild Goose, the World War II minesweeper that American actor John Wayne bought in 1962 and sailed as a yacht, has been nominated to the National Register of Historic Places. Hornblower Cruises of Southern California bought the 136-foot yacht in 1997 and operates it as an homage to the actor, according to a story in The Orange County Register newspaper. Wayne used the vessel to travel and entertain until his death in 1979. But the vessel has undergone significant alterations, including a complete upper deck. Wayne’s final captain, Bert Minshall, wrote a book about his experiences aboard the Wild Goose. He was a member of the team that built the actor’s stateroom on the main deck, with a doorway that was 6-foot-8 to accommodate the man who stood at 6-foot-4, according to the Register They’ve kept the state room mostly as it was, he said, but changed the color of the bed from a speckled brown and yellow to a darker varnish. The application for the accolade, an honorary designation meant to recognize places of historical significance and encourage their preservation, was submitted last year and passed a state of California review. It now must be reviewed by a historian at the national level, the newspaper reported. A decision is expected this summer.
Wisconsin-based Burger Boat Company has designed a 40m raised pilothouse motor yacht with Ivan
Through a complex arrangement of companies and shares, Fairline Group was acquired in July.
BECAP Fund LP reached a formal agreement with the Royal Bank of Scotland to acquire a majority stake in Masco 30 Limited, a new company set up solely for the purpose of acquiring 100 percent of the share capital of Fairline Boats Acquisition Limited and its subsidiaries. Fairline, which manufactures boats up to 80 feet, is based in Northamptonshire in the UK. BECAP and RBS have committed £16.6 million and £3.9 million, respectively, to finance the transaction and to fund restructuring and working capital requirements. “This investment will allow us to focus on three core elements paramount to our continuing success as a UK manufacturing business, being new product development, the implementation of new build technologies and the support of further growth in burgeoning overseas markets,” said Derek Carter, CEO of Fairline, in a company statement. “The investment allows our threeyear model launch plan to be set in motion, which includes the completion the Fairline Squadron 80.” Churchill Yacht Partners has added two yachts to its charter fleet: the 100-foot Inace M/Y Unforgettable, available in the Bahamas this summer, and the 105-foot M/Y The Lady J, built by Diaship-Heesen based in the Virgin Islands this winter. Bill Nelson has joined Ft. Lauderdale-based Curtis Stokes & Associates as a new sales associate. Nelson most recently managed his own marine consultants company, which provided consultants for yacht brokerage, new construction and marine surveyors. “Bill has not only managed the buying, selling and service of a wide range of yachts but he has also worked on yachts from 194’ to 65’ as a project manager and captain,” company president Curtis Stokes said. “This type of firsthand experience is very valuable to our clients.” Soon after attending Bowling Green University in Ohio, Nelson moved to Ft. Lauderdale to pursue a career in the yachting industry by starting as a deckhand. He holds a USCG 1600ton license and has experience in vessel design, construction and repair, including having managed the refit of a 194-foot Amels. Ocean Independence has added Lars Bjorklund, John Vitali and Debbie Gribble in Auckland, New Zealand, to its network of worldwide offices. The office will handle sales, charter, management and new construction, and will continue to operate as Diverse Projects Ltd. but will service OCI clients in the region.
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MARINAS / SHIPYARDS
August 2011 B
New marina opens near Barcelona; new yard opens in Bangkok Qatari Diar buys Spanish marina
Qatari Diar has bought Port Tarraco Marina in northeastern Spain through its subsidiary Qatari Diar Marina Tarragona. The marina, about 95km south of Barcelona, offers 64 berths for boats between 160m and 330m. Visit www.qataridiar.com for details.
Yacht Solutions opens in Bangkok
Yacht Solutions has opened a superyacht refit facility in Bangkok, Thailand. The facility can accommodate vessels up to 200m in length, has haulout facilities for a maximum of 85m and 1,500 tons, and has two 115m dry docks, side-to berthing, two floating docks up to 160m and 3,000-ton lift capacity. “We have been in the marine refit and repair business in Thailand for 10 years and this seems the natural progression for our business,” said Gareth Twist, managing director of Yacht Solutions. “The superyacht industry in Asia is growing and recent trends show that there has been a year-on-year increase in the number of superyachts either in the region or transiting through the region. We are very keen to attract those vessels to our facility in Thailand for planned or emergency refits, repairs or conversion work.” Yacht Solutions has completed refit projects on the 54m M/Y Pegaso, 40m M/Y Amoha, 36m M/Y White Rabbit and 35m M/Y Nymphaea.
Puerto Portals turns 25
Mallorca marina Puerto Portals celebrated 25 years in business in July. The celebration included an ongoing photographic exhibition of more than 100 images depicting the evolution of the marina, which is open to the public for the summer. The celebration was launched by Balearic President Jose Ramon Bauza and 200 guests. The marina has 670 berths for vessels up to 80m.
Big Game gets new GM
Michael Weber has been named the new general manager for the Bimini Big Game Club in Bimini, Bahamas. Weber recently was general manager for Lucaya Beach and Golf Resort in Freeport, Grand Bahama. Located on the main navigation channel in Bimini, the resort features a 75-slip marina for boats up to 145 feet in length. Founded as a dinner club in 1936 in Alice Town, the Big Game Club has hosted world-class fishermen, major tournaments, international celebrities and tens of thousands guests looking to bask in the unique ‘Islands in the Stream’ mantra made famous by author Ernest Hemingway who lived and fished in Bimini in the mid-1930s. A
full-service fuel dock is expected to be open by spring. For information: 1-800-867-4764 and BigGameClubBimini.com.
River group hires former M-S VP
Former Merrill Stevens Vice President Philip Everingham has been retained by the Miami River Marine Group to help guide the development of the Miami River’s boatyards and marinas. Everingham served as senior vice president, general manager, and principal at Merrill-Stevens Dry Dock
Co. until his interest was sold in 2005. He is the managing partner of The Marine Advisory Group, a marine consulting firm with associate Tony Chapman. Everingham is the immediate past president of the South Florida Marine Council and served on the board of directors of the Marine Industries Association of South Florida. Everingham also served as a member and Past Chair of the City of Miami Waterfront Advisory Board, and represents the Marine Council on the Biscayne Bay Regional Restoration
coordination team. Everingham received his BA and his MBA from Florida State University.
Errol Flynn opens dinghy dock
Errol Flynn Marina in Port Antonio, Jamaica has opened a new dinghy dock for anchorage clients. The Carolina Waterworks dock is 40 feet long and eight feet wide with a 20-foot boarding ramp. Anchorage clients are able to lock their dinghies to the dock on a number of secured cleats. For details, visit www. errolflynnmarina.com.
B August 2011
TECHNOLOGY: Yacht toys
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Yacht passengers and spectators on the dock take photos of Jetlev R200 flight demonstration at Lauderdale Marine Center in Ft. Lauderdale in July. PHOTO/DORIE COX
Futuristic jetpack flies onto yacht charter scene By Dorie Cox Now humans can fly solo over the sea with little more than a bathing suit and a jetpack. And with the Jetlev R200, a futuristic water-powered craft, yacht charter guest requests have reached new heights. Jay Oosterhouse, general sales manager of Jetlev South East in Ft. Lauderdale, said guests will want to soar like James Bond in the film “Thunderball,” and because competition for charter customers is also high, captains can win bookings with this latest water toy. “What’s not to love?” said Sean Phillips, Jetlev academy instructor and assemblyman. “The ‘wow’ factor is high.” “Wow” is one thing, but captains have to ensure the safety of crew, guests and property before professing their love for the new technology.
To fly in a Jetlev, a pilot sits on a unicycle-type seat and strap into a fivepoint harness connected to a backrest. The right hand holds the throttle; the left, a handle. On the backrest are water jets connected to a 33-foot hose. This flexible tether leads to a water pump in a small boat hull. A twist of the throttle starts water flow and creates enough lift to levitate several hundred pounds. A tilt of the handles rotates the jets forward and the pilot starts flying. Actually flying. Once the pilot has gained height over the water, he steers by tilting his body and turning like a NASA space astronaut wearing a manned maneuvering unit of the 1980s. In the water, the pump is pulled along in a modified personal watercraft hull. This allows the system to travel untethered. “Right now you could go from South Beach [Miami] to Bimini at about 20
mph, about four hours, if you have a strong butt,” said Raymond Li, chief executive officer and inventor of Jetlev. Li came up with his vision about 10 years ago after studying jet packs and rocket belts of the 1960s. Those were powered by a unstable mix of hydrogen peroxide and compressed nitrogen. Aiming for a safer design using water, Li created his first proof-of-concept prototype in 2005. The first fully functional prototype was completed in 2008 and is still propped in the corner of his factory in Dania Beach, Fla. His invention is safe, insurable and U.S. Coast Guard compliant, Li said. He has perfected it during the past three years. “I realized first thing, we had to be able to get insurance,” Li said. “So, I researched falls and accidents.” Professional platform diving records
See JETLEV, page B9
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TECHNOLOGY: Yacht toys
August 2011 B
Jetlev R200 requires a new category for Coast Guard books JETLEV, from page B8 during the past 100 years show only two deaths from the standard diving platform height of 33 feet, Li said. Both were hits to the head on the platform, not from hitting the water. Although the tether that connects the pilot to the water pump could be extended, Li limited the length to 30 feet for safety. It is even be safer than other water craft because of the design, Li said. “In the Jetlev, you can stop, even at full throttle, and hover motionless so there is no forward thrust,” Li said. “You can also go reverse by leaning and bypass a collision. Boats can’t stop, but this can. “Plus, no one will miss seeing you in this,” he said. “They’ll have their camera out watching.” Li compiled a six-page safety briefing for the U.S. Coast Guard. The craft falls under coast guard jurisdiction because it is powered by an inboard motor of more than 10 mph. It is unique because it is not classified as a vessel. It carries no passengers, it is just a floating pump. There is no propulsion because the boat is pulled by the flier. The Jetlev has an official grant of exemption in the U.S Code of Federal Regulations and the boat unit is affixed with the required label. The safety report was also sent to insurance companies where he secured coverage options for owners. “The machine looks really fun, but well before I could consider using it with crew or guests, the question would be if the yacht’s insurance company will insure its usage as one of the yacht’s toys,” said the captain of a 139foot private yacht who asked not to be named. “As always, the insurance company has a lot of say.” Charter Capt. Herb Magney said he and his boss regularly review water toys to see if price, liability, storage, maintenance and safety issues make them worthwhile to buy. The yacht once lost a charter because another boat had a water slide. But Magney’s boat is undecided about the Jetlev at the moment. The yacht already has scuba, PWCs, sailboats and nearly every other water toy. “We went back and forth with this one,” he said. “We don’t have a plane or helicopter, but clients can rent them and anything else.” There is a market for yachts to rent the machine, Oosterhouse said, noting that details are being worked out for flight instructors to train crew and bring the Jetlev to yachts as rentals. Others in the industry, such as Jennifer Saia, executive director of the charter division of International Yacht Collection, are waiting for a bit more information before recommending them to owners. Perhaps the first step is to fly it. Flight instructor Keith Paul counts
three stages of introduction to the craft: First, people see a video on the Internet or in a news report. Next, they see it in person. Then, they fly it. “Most people learn the flight aspect quickly,” Paul said. “In the beginning, they’re a bit nervous, but then they splash down, get excited and are ready to go again.” Paul recommends the introductory flight experience for captains. The course provides training, 15 minutes of flight time and enough information to share with yacht owners. Once a yacht has a Jetlev, the crew
would train to become certified flight instructors. “It’s a rush of adrenaline,” said Shelley Oosterhouse, administrative manager of Jetlev South East, as she pointed to her flight on the promotional video running in the office. “See me screaming in that video? That’s what it’s like.” There are several flight centers open in Florida, California and one opening in Mexico. Travis Wolf, lead instructor at JetPack Adventure in Key West, performed a demonstration flight at Lauderdale Marine Center in Ft.
Lauderdale in July. “This is a childhood dream, it’s ridiculous,” Wolf said. A test spin costs about $250, or you can buy one for $99,500. A Jetlev is one of the few water toys that has control, agility, safety, and is fun, Jay Oosterhouse said. “I also think this it’s appealing because not everyone can have one,” he said. Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.
B10 August 2011 FROM THE TECH FRONT: Rules of the Road
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USCG may check commercial yachts for 26 types of discharges RULES, from page B1 using the AMSA Form 18 Incident Alert (to be completed within four hours) and AMSA Form 19 Incident Report (to be completed within 72 hours). These forms are available from the AMSA Web site (www.amsa.gov. au). Australian legislation provides penalties for failing to comply with any reporting requirements. Failure to report damage and implement rectification may lead to a yacht’s detention. Similar laws are in effect in the United States and European Union. Inspection of quick-closing valves
In 2008, the U.S. Coast Guard published a Safety Alert on the inspection of fuel oil quick-closing valves QCVs). Two years later, it issued another alert on the same issue. USCG Port State Control officers are discovering fuel oil QCVs that are intentionally blocked, modified or poorly maintained. This prevents them from operating as designed during an emergency. During Coast Guard inspections, engineers should be able to explain the system’s general maintenance requirements and provide operational test and maintenance records. The engineer should also
be able to explain how the valves are tested and reset following closure. USCG begins VGP inspections The USCG and Environmental Protection Agency (EPA) have signed a Memorandum of Understanding (MOU) regarding matters related to the Vessel General Permit (VGP). The VGP applies to discharges incidental to the normal operation of commercial vessels of 79 feet (24m) or more in length, and it covers 26 types of discharges, many of which have not previously been covered by U.S. regulations. The VGP requires certain training, inspections, monitoring and reporting
and to undertake assessments and corrective actions as necessary. Commercial vessels are required to submit a Notice of Intent (NOI) to receive permit coverage and to submit a one-time permit report 30-36 months after obtaining permit coverage. Providing a false statement, record or certification, or tampering with,or knowingly rendering inaccurate any monitoring device or method required to be maintained under the permit may result in fines, a jail sentence or both. Commercial yachts may be subject to inspection by the USCG during routine inspections on both U.S.- and foreign-flagged vessels subject to the VGP that operate in U.S. waters. Any deficiencies found will be reported to the EPA as the enforcement authority to address VGP violations. Detention due to documentation A vessel was detained in the Paris MoU region for having two sets of Safety Management Certificates (SMC) and International Ship Security Certificates (ISSC) on board. The vessel had undergone renewal ISM and ISPS audits. As is normal, new certificates were issued. During the review process by the issuing classification society, it was noted that the expiry date of the SMC was incorrect and the certificate was reissued. The ISSC certificate was also reissued in order to be harmonized with the SMC. Regrettably, the obsolete certificates were not removed from the ship’s certificate file. During a port state inspection, almost two years after the re-issuance of the certificates, the vessel was detained. Normally, errors on certificates do not constitute grounds for detention. However, the PSC officer may consider this to be a clear ground for a more detailed inspection. To avoid similar situations, when new certificates are received, they should be checked and any obsolete certificates should be removed from the file (ref. ISM Code, Section 11 – Document Control). Structural Safety and Load Lines The Concentrated Inspection Campaign (CIC) on Structural Safety and Load Lines will be carried out from Sept. 1-Nov. 30. It is expected that port state control inspectors will verify that commercial yachts remain in compliance with the operational limits placed on the International Load Line Certificate. 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. Contact him at +1 954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at editorial@ the-triton.com.
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FITNESS: Keep It Up
Challenge your core strength and balance with exercise ball The following workout incorporates a stability ball, also known as a Swiss ball, exercise ball or balance ball. A stability ball helps to improve balance and core strength and stability. Complete a 5-10 minute warm-up before beginning. Once you complete the circuit, take a 2minute break, drink some water and Keep It Up begin again. Your Beth Greenwald goal is to complete the circuit three times.
Stability ball push up
back on the floor, remove your right arm and left leg from the ball, bringing them close to the ground, holding the ball in place with the left hand and right leg. Using your abdominal strength, bring your right arm and left leg up to be in contact with the ball. Repeat the same movement with your left arm and right leg to complete one repetition. Count: 15
Jogging with the ball
Holding the ball between your hands, move it from side to side as you jog in place. Jog with the ball for 1 minute.
Side leg-raises
Lie with your torso on the ball, and place your hands on the ground in front of the ball. Walk your hands forward until the ball is underneath your thighs. The closer the ball gets to your feet, the more challenging the exercise will be. Perform a push-up by bending your elbows, lowering your upper body toward the ground, keeping your neck aligned with the spine and engaging your abdominals. Straighten your elbows and push your body up to starting position. Count: 20
Lean against the ball. Rest your right hip, right side of your torso and right arm on the ball and place your right knee on the ground for stability. Straighten your left leg out to the side with your toe pointed forward. Lift and lower your left leg. Switch sides and repeat. Count: 20
Ball catches
Jumping jacks with the ball
Hold the ball with both bands, and keep your feet together. Jump in the air, lifting the ball up over your head, and widen your legs, landing with your feet apart from each other, holding the ball over your head. Jump again, bring your feet back together and lower the ball to starting position and as you land to complete one jumping jack. Count: 30
Opposite abs
Lie on your back with your legs and arms in the air, holding the stability ball in between. Keep your head and low
Lie on your back, rest your head on the ground and keep your legs straight in the air. Hold the ball in both hands and spread your legs wide, to a Vposition. Toss the ball towards your legs as you quickly close them to catch the ball. Count: 20 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. Comments on this column are welcome at editorial@the-triton.com.
August 2011 B11
B12 August 2011 PHOTOGRAPHY: Photo Exposé
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Digital photography so easy a monkey can do it? Not always Welcome aboard photo enthusiasts. I mentioned in the July issue of The Triton of wanting to give voice to those who take time writing responses to my articles, and posted one sent to me by Robert Shullich that provided additional practical information on the technical aspects of the increasing capacity of memory cards. Photo Exposé This time James Schot around, let me give voice to Jan Boles, archivist with The Robert E. Smylie Archives in Idaho. He took a different tack. This is what he wrote in response to my article in the May issue, where I point out the second problem of quantity vs. quality that larger and larger memory cards facilitate: “Thanks for outlining the latest in the never-ending world of digital matters. I’m like you in feeling the constant pressure of keeping up with the technical end of things. “However, I feel that I must comment on your statement (appended below). I’m afraid that ‘technical and creative perfection’ is not the correct term if we are talking about the prevailing attitude among today’s photographers and videographers. Substitute “adequacy” for “perfection” and you might have it. “I’m from a generation of still photographers (I’ve been at it since 1963) whose attitude has been the ideal of ‘get it in the box,’ in other words, use all the needed skills and effort to produce an exposed film [positive or negative] that could be sent to a commercial processor. The resulting product was intended to be the finished product: no retouching or darkroom gymnastics needed. This was the ideal, but in practice it was obtainable. “Contrast this with today’s commonplace attitudes: ‘We’ll Photoshop that, so no sweat,’ or, ‘Postproduction can clean it up OK.’ “Early on in the digital age, the expression GIGO appeared: Garbage In, Garbage Out. Neither Photoshop nor post production can overcome GIGO. In my humble opinion, if you have a sloppy attitude toward craftsmanship (garbage) you are bound to get garbage.” Those who take photography seriously, even as a hobby, will be inspired by Jan’s message. I am pleased to be able to leave the technical aspects of photography at times to talk about aesthetics and inspiration. The question is whether his comments in his last paragraph, suggesting the digital age for photography carries the
GIGO banner, is justifiable. Digital age photography is becoming ever more automated that even a monkey can do it. This monkey ability was written about in a July 4 article in a British newspaper, The Telegraph, along with self-portrait photos. Apparently a macaque monkey, which are not known to be the most clever breed, hijacked a camera from pro-photographer David Slater and started snapping. The monkey did a nice job (but could have done better by not using a wide angle lens). Somewhere later in this article I read that the monkey did not master focusing. He’d be happy to learn this will not be a problem much longer thanks to Lytro’s new camera technology being introduced later this year. This technology includes optics with many lenses of varying focus points. Our macaque monkey can shoot now and focus later. You may have heard of “creative destruction,” a termed coined and written about by Austrian philosopher Joseph Schumpeter. Like the rise of the Phoenix or the resurrection of Christ, new things come from the ashes of things before. In photography, digital rises from the ashes of film. To this I would like to explore a term I’ve coined “creative reduction” to discuss whether we (on a grander scale) will lose more of our creative insight, our artistic inclinations as technology-automationrobotics continue to do more for us and to make more decisions for us. I always ask people if they see art on the Starship Enterprise? In a book on nutrition called “Chef MD’s Big Book of Culinary Medicine,” Dr. John La Puma discusses food production in the early 20th century compared to today. “We’ve become much better at producing larger and larger quantities of food, but bite for bite its nutritional value is smaller and smaller,” he writes. The same can be put forth about photography. We have larger and larger quantities of photographs, but is the quality, photo by photo, getting less and less? The good news is, if you are truly inspired about photography and just don’t want to play a photographer with rudimentary knowledge of the field and meaningless certificates, there will always be room for the exceptional to excel. On this positive feeling, I take permission to come ashore. James Schot has been a professional photographer for more than 35 years and has a studio/gallery in Ft. Lauderdale. Photo enthusiast readers are encouraged to e-mail photos for critique and possible publication to james@bestschot.com.
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LightSquared and GPS aim for solutions GPS, from page B1 States and its inland waterways may be more affected by signal interference than high seas operations, he said.
Possible solutions
The three factions – Lightsquared, GPS-users and the U.S. government – are negotiating to resolve potential problems through testing and analysis. LightSquared has offered to operate in the section furthest away from the GPS signal. But according to the company’s site, www.lightsquared.com,, some of the problem rests with GPS-enabled device manufacturers that have not actively protected the GPS signal from interference. The FCC may require actions from either or both LightSquared or GPS manufacturers and users, Wagner said. “They could require that LightSquared purchase more bandwidth with frequencies further from those used by GPS today, like the L-band they acquired from Inmarsat,” he said. Or the FCC could require older GPS devices to be upgraded or replaced in order to work properly. GPS manufacturers may be required to install filters to prevent interference, possibly through a recall or with regulations for future equipment, he said. In the meantime, if there is an accident because a boater could not receive the proper GPS signal, the issues of responsibility and liability are only the beginning. “Then whose fault would an accident be?” said Jeff Erdmann, president of Bollman Yachts and chairman of the legislative affairs committee of the Florida Yacht Brokers Association. “For long periods of time, people were told not to rely on GPS, that the government could degrade the signal at any time,” he said. “But, instead, we have become very reliant on it.” The government is accepting comments until July 30, after which the FCC will determine whether to let LightSquared begin commercial operations. “In general, the FCC is strong on this and will not allow GPS to be compromised,” Wagner said. “There is too much at risk.” Dorie Cox is associate editor at The Triton. For more information, visit www. pnt.gov and www.gps.gov. Comments on this story are welcome at editorial@thetriton.com.
FROM THE TECH FRONT: GPS
August 2011 B13
B14 August 2011 CALENDAR OF EVENTS
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Music, festivals, boat shows and events keep summer cool EVENT OF MONTH August 17th, 5p.m. The Triton’s 5th annual Poker Run and networking
Come with your street-legal ride for a start from Hall of Fame Marina with stops at Crew Unlimited, Maritime Professional Training and Universal Marine. The run will end with networking at National Marine Suppliers from 6-8 p.m. The goal is to raise $2,000 for the Triton Scholarship at Broward College. No need to RSVP; just show up by 5:00 p.m. Hands are $5 each, with a minimum buy-in of two hands. More info on page C5.
Aug. 3 The Triton’s networking event
Sept. 6-11 34th annual Cannes
Aug. 4 The Triton Bridge luncheon,
Sept. 7 The Triton’s monthly
on the first Wednesday of every month from 6-8 p.m. Sponsored by Poseidon and held at Lauderdale Marine Center. No RSVP necessary; bring business cards and be ready to meet new people. www.the-triton.com noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. RSVP to Editor Lucy Reed at lucy@the-triton.com or 954-525-0029. Space is limited.
Aug. 5 Starlight Musicals, Final Friday night concert in Ft. Lauderdale. 7-10 p.m. www.fortlauderdale.gov
Aug. 5-6 Classic Lyman and Antique Boat Rendezvous, Boothbay Harbor, Maine. www.OldBoatLovers.com.
Aug. 12-14 9th annual Shipyard
Cup, East Boothbay, Maine. www. shipyardcup.com
Aug. 18 Art Walk Las Olas, Ft.
International Boat and Yacht Show, France. Before Monaco Yacht show and for smaller yachts. Exhibitions include new vessels in the “Old” Port and the pre-owned in Port Pierre Canto. www. salonnautiquecannes.com networking event on the first Wednesday of every month from 6-8 p.m. Sponsored by Ward’s Marine. www.the-triton.com
Sept. 8 The Triton Bridge luncheon,
noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. RSVP to Associate Editor Dorie Cox at dorie@the-triton. com or 954-525-0029. Space is limited.
Sept. 9-10 Recycled Fish 24 Hour
Fish-A-Thon. Anglers fish around the clock and around the nation raising awareness. www.recycledfish.org
Sept. 15-18 41st Annual Newport
Lauderdale. Each third Thursday from 6-10 p.m. on Las Olas Boulevard. www. artwalklasolas.com
International Boat Show, Newport, R.I. Power and sailboats with 750 exhibitors and 600 boats. 401-846-1115, 800-5827846 www.newportboatshow.com
Aug. 19 Ida Lewis Distance Race
Sept. 16-18 Florida Marine Flea
Newport, R.I. www.ildistancerace.org
Aug. 19-21 Montreal Classic Boat Festival www.fbcmontreal.com
Aug. 25-28 25th anniversary Newport Bucket Regatta, Newport Shipyard, RI. www.newportbucket.com
Market and Seafood Festival, West Palm Beach, Fla. flnauticalfleamarket. com
Sept. 21-24 21st annual Monaco Yacht Show, Port Hercules, Monaco. This year includes 100 yachts from 25m to 90m, 500 exhibitors and 27,000 attendees. www.monacoyachtshow.org
Aug. 27-28 Newport Arts Festival,
Newport, R.I. www.newportartsfestival. com
Aug. 29-Sept. 11 U.S. Open, New York City. One of the four grand slam tennis tournaments. www.usopen.org
Sept. 2-4 32nd annual Classic Yacht Regatta, Newport, R.I. Sponsored by Panerai. www.moy.org
Sept. 4 SunTrust Sunday Jazz Brunch, Ft. Lauderdale. Free from 11a.m. to 2 p.m.. www.fortlauderdale.gov
MAKING PLANS Oct. 12 Triton Expo
The Triton is once again hosting its popular Expo for the people who earn their livings working on yachts. The Expo is open to yacht crew and industry – both working and looking – to help them develop the contacts to better their careers. Stay tuned to www.the-triton.com.
The Triton
www.the-triton.com SPOTTED: Charleston,S.C., Boca Raton, Fl.
Triton Spotters
From left, Dockmaster David Isom, marina manager David Rogers and dock crew Robert take a moment during the relative quiet of summer to catch up on their Triton news at Charleston’s City Marina in South Carolina. This time next month, they will be hip-deep in yachts transiting south. Tell them you saw them in The Triton. PHOTO/CAPT. CRAIG JONES
Capt. Peter Smits of M/Y P.G.’s Jester and Stew Kymberlee Ann Mitala announced the arrival of their daughter, Coral Skye Smits, on June 9. “Peter and I have just finished a nine-month, nautical adventure around the Gulf of Parents-To-Be and recently navigated due east of that ‘gulf’, where the ‘sunrise’ of our little mermaid was a beautiful sight, and we’ve enjoyed the rush of cruising through the ever-changing craft advisories, reported by the mermaid herself,” Mitala wrote in with the news. Mitala has taken a break from her full-time position since March and took Coral Skye and a Triton to the beach in Boca Raton, Fla., so the little one would “become familiar with the sound of the waters that her Mama and Daddy exposed her to while surfing when she was still in utero.” PHOTO/KYMBERLEE ANN MITALA
Where have you taken your Triton recently? Send photos to editorial@the-triton.com.
August 2011 B15
July networking
August networking
With Wecando Printing
With Poseidon and Triton Poker Run
C3
C4
Know science behind the bar
Step away from the sprouts
Then appreciate the Green Dragon
First, learn fact from fiction.
C6
August 2011
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Section C
When did we start abusing each other while aboard?
TRITON SURVEY: Yacht ownership
Owners usually change the name of a yacht they buy, but some – like M/Y Gotta Go, seen here at the Palm FILE PHOTO Beach show in March – change it to sell. Whatever the reason, captains don’t mind.
Long-term long timers ‘rare’ in yachting By Lucy Chabot Reed This month’s survey comes at the request of a captain who has been on the same vessel with the same owner for 25 years. He was curious to learn if there were other long-time, longterm crew out there. Turns out, not so much. Before we begin, we want to acknowledge that the results to this survey likely would have been much different if we had asked these questions three years ago, before the industry was wracked by financial upheavals. But, alas, we didn’t ask then. We’ve asked now. The captain who asked for this survey is indeed in a class by himself. While it’s a little less unusual to find captains who have stayed with an
C11
owner a long time, there aren’t many who have stayed with one owner and the same yacht for a long time. “The captain who has been lucky enough to be with the same owner for 25 years is very lucky,” said a captain in yachting more than 25 years. “This is by no means the norm.” “Longevity is the key to the industry,” said a captain in yachting more than 30 years. “If you can find the right owner, you have solved 90 percent of the problems. It is important to build a relationship, and relationships only evolve with time.” In an open-ended question, we asked captains if they would prefer to work on one yacht long term or if changes kept things interesting. Resoundingly, captains preferred a long-term position, but not necessarily with one boat. Almost all
of the 73 respondents who answered this question said their contentment depended on the owner. “As a captain, I look for good owners (good people), not a good boat,” said a captain in yachting more than 30 years. “I can fix the boat with a good owner, but you can’t take a good boat and make a good owner.” “Good owners are harder to find than good boats,” said a captain in yachting more than 25 years. “At least if you get a bad boat you have a chance of fixing it. I would like to hang on to a good owner. Long-term yacht jobs are very rare.” Regretfully, we didn’t ask about the owner specifically. “The yacht has nothing to do with it,” said a captain in yachting
See SURVEY, page C8
Let me give you several scenarios and see what you would do. Scenario 1. You just started a new job as chef. You don’t know where you stand among other crew, and it is apparent that the chief stew has control issues, even to the point of controlling your galley. Your chief stew won’t permit you to sit down to Culinary Waves talk to the owner so Mary Beth you don’t know why Lawton Johnson they vacillate on their food desires. The only information you have is secondhand. How would you proceed? Scenario 2. Food you have prepared for the crew is criticized in front of fellow crew or may even be thrown over the side. It could be the captain, but it could also be the owner doing it. How would you react? Scenario 3. You are given your pink slip, back dated to a week earlier. You just completed a large party for the boss, even though they knew they were letting you go. What would you do? Each of these scenarios constitutes abuse. So what would you do? What can you do? Nothing, I’m afraid. Professional abuse happens every day and many of us put up with it so we can keep our jobs. In recent months, I’ve discovered that it’s often not the owner mistreating crew, but fellow crew mates mistreating each other. We used to hear horrible stories of owners yelling at captains, making advances on the stew or churning through 10 chefs in one month. We crew knew that word got around fast, so if a yacht was known for mistreating
See WAVES, page C7
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NETWORKING LAST MONTH: Wecando Print
ore than 200 yacht industry folks joined The Triton on the first Wednesday in July for networking with Wecando Printing. Held at the little gem of a yacht club, Lauderdale Isles Yacht and Tennis Club, the event featured Miami roasted pig (courtesy of Spencer Boat Company), pizza and cold beverages. Rain? What rain? It hardly ever rains on Triton events. PHOTOS/DORIE COX
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C August 2011 NETWORKING THIS MONTH: Poseidon Promotions
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Join Poseidon Promotions for Aug. networking in Ft. Lauderdale Poseidon Promotions is sponsoring our Triton networking on Aug. 3, the first Wednesday of the month, from 6-8 p.m. The industry is invited to join us at Lauderdale Marine Center in Ft. Lauderdale for food and beverages. Until then, learn more about the business and meet owner Russell Westerlind. Q. Great name; Poseidon was Triton’s dad. What does Poseidon Promotions do? We are a one-stop shop for anything promotional. We Westerlind create things with customer’s names, art, or logos on them. We produce custom screen-printed T-shirts, embroider all types of apparel, and work with familiar brand names like Columbia and Tommy Bahama. We can create your logo or design and we can print it on almost anything you can think of. We don’t like to list only some of our promotional items because that limits creativity, but some examples are T-shirts, mugs, beverage koozies, and keychains. The marine industry loves our floaty key chains. We do a lot of visors and caps. We recently did
a custom pedometer for a client. If you want a key chain in the shape of a house, or a boat, we can do that too. We sell lots of thumbdrives, or flashdrives. Captains like them too because you can put anything on them, music, files, or nautical charts. One of our clients gave thumbdrives to their clients with a .pdf of their catalog on it. It worked as a dual purpose gift. I’m a huge fan of screen printed T-shirts, so we sell a lot of them, but I am still amazed at the variety of promotional items that we have access to. Like bottle or can koozies. You can get an inexpensive type to give away, or a high-end neoprene zippered one that you keep onboard. We never sell junk, just good, better and best. Overall, screen printed T-shirts are our bread and butter. Q. You were a boat captain, right? I’m an active yacht captain and have been for 30 years. I’m a fourth generation captain. I grew up on the south shore of Long Island by Fire Island Inlet. After I got off my dad’s commercial boat at 17, I was mate on a corporate yacht and then the captain. I’ve spent thirty years on three boats. I like long term and I’m a fan of loyalty. Q. Who will captains work with? Dan Davis and I will be your contacts. Dan is my business partner and a major “quality control” person.
You will likely be speaking with him at some point during each job. Dan calls himself a graphics technician. I can’t operate a computer like he can, he’s an artist. He’s always there to help ensure a successful project. Q. What can you offer the marine industry? Because I am so closely connected to the marine industry, the most important things we can offer are ideas. Like our ad says, “We Speak Boat”. We work closely with our clients to maximize the benefits that their purchase will have on their business or event. Having a unique insight into this industry means that we can be very successful at helping our clients get exactly what they need. We also do international shipping and have good relationships with shippers like G&G Shipping for the Bahamas, or we can deal directly with your yacht’s shipper. We’ll get your order delivered to wherever you want. For local orders we can arrange to drop off and save you shipping. Q. How did you start? I designed a screen-printed T-shirt for one of our seasonal trips on M/Y Medusa. We always have a theme for our trips and that particular one was a “Pirate Cruise”. The owner realized that we didn’t have a flag, so we created a unique design for the yacht and we
put it on a shirt. I wore it while I rode my motorcycle and everyone wanted one. At first, I printed 12 shirts and sold them. Then I printed 72 shirts, and then 72 more. I sold them all. A local bar owner asked me, ‘who does your shirts?’ When I said, ‘we do’, he asked if we could design and print his shirts, then matches, lighters, and eventually, coasters. We realized that this was a great opportunity to form a business. Being from a nautical background, we chose an appropriate name and the rest is history. Q. Any interesting stories? Somewhat recently, the authorities captured the Barefoot Bandit at Romora Bay Resort and Marina on Harbour Island in Eleuthera, Bahamas. We received an urgent call from the resort manager who happens to be an existing client. She wanted shirts to sell with a catchy design that poked a little fun at the capture. We sent a few designs via email, and within a week, we shipped 100 “Captured at Romora Bay” shirts. They were very popular and there have been several re-orders. We’re only limited by our imagination. Poseidon Promotions can be reached at +1 954-537-3799 and by visiting www.poseidonpromotions.com. Lauderdale Marine Center is at 2001 S.W. 20th St. in Ft. Lauderdale.
The Triton
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NETWORKING THIS MONTH: Poker Run
Join the Triton Poker Run, raise money marine program The Triton is hosting its fifth annual Poker Run on Aug. 17 to raise money for the Marine Training Program at Broward College. The Run, which starts at 5 p.m. at Hall of Fame Marina, is a five-stop tour of town. At each stop, pick a card. The best hand wins. We’ll have prizes, including a stay-cation at the Marriott Harbor Beach. The Run will end by 6 p.m. at National Marine Suppliers for regular Triton Networking. If you can’t join the Run, join us for networking at National (2800 SW. 2nd Ave.) and perhaps donate to the cause. Until then, learn more from Triton Reed Publisher David Reed. Q. So tell us why you do this. This is another level of helping kids. These kids – unlike the kids who are abused and neglected that we help at Kids in Distress – are looking for an education. Kids have a lot of reasons not to go to school. We didn’t want money to be one of them. All the money raised at the Poker Run goes to the Triton Scholarship and is dedicated to the Marine Training Program at Broward College. Just $2,000 puts one kid through the twoyear program. It’s a primer course in repairing boats, from electronics and engine room to fiberglass. If we can help a couple kids go back to school, it enables our community to provide labor for our industry, which helps us all thrive. And it keeps Ft. Lauderdale viable as the Yachting Capital of the World. Q. How long have you had the scholarship? The Poker Run is five years old; the scholarship is four. We donated proceeds from the first run to Broward College’s marine program, it didn’t have official scholarships. Ours was the first named scholarship for the program. We’ve only been able to help one kid a year, so far, but we’re hoping to grow the scholarship. We’ve gotten some nice letters from kids who have gone through the program already. It’s great to know we’ve helped a specific kid. Q. Why end at National? Doesn’t National have it’s own poker run? Yes, National owner Dean du Toit hosts the industry’s biggest poker run just before the Ft. Lauderdale International Boat Show in October. Dean loves his motorbikes, and always puts on a good show. In previous years, National was just a stop in our ride, but people would stay there and hang out. So National
is the end point this year. Consider it a prelude to the October ride. And now for a bit from National owner Dean duToit. Q. What is the history of National Marine? I started National Marine Suppliers in 1990 and I am very much and always will be involved in operations. du Toit It started with working on yachts and realizing the need and being able to supply and service at a wholesale level. I have been in the business of parts, provisions, and worldwide logistics for more than 22 years. National Marine Suppliers is based in Ft. Lauderdale in a state-of-the-art facility with a staff of more than 100 specialists in their field. Q. What are the primary services you offer? Sourcing specialty supplies and provisions to megayachts worldwide. We have every department: engineering, deck, galley, safety, medical, interior, uniforms, cordage and fueling, and a by-the-industry/ for-the-industry Ebay store. Also life raft and fire safety equipment recertifications. Q. You have other offices, right? We operate out of the United States, Italy, France, Germany, and St. Maarten, and our shipping and global logistics department has mastered the process of shipping anything anywhere. Goods can be shipped to all major ports and most countries and islands. We have a daily delivery from Miami to the Palm Beaches. Our large volume enables us to pass on discounts. We opened our store in St. Maarten last year and it has been a great success. We have a dingy dock for boats to send the tender to pick up their spares to avoid the traffic. We stock our most popular items and ship special order items daily. Q. Tell us about the staff that crew will work with closest. Crew will not deal with order takers, they will reach a staff of captains, engineers, mates, chefs, and stews who have first-hand knowledge of the specialized products crew require. We have worked alongside yacht owners, captains, crew, and management companies for the past 20 years, which has made us industry leaders with a proven track record. Find the mid-month August networking event at National Marine Suppliers, 2800 SW. 2nd Ave., Ft. Lauderdale, 33315, www.nationalmarine.com.
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C August 2011 INTERIOR: Stew Cues
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Elevate your bartending to a sort of alchemy with mixology Recently I taught a bartending class and we had a discussion about the difference between simple bartending and mixology. We determined that mixology is a step up from bartending, a sort of alchemy, and that aperitifs, digestifs, and liqueurs are a large part of the magic equation. There is an Stew Cues amazing variety Alene Keenan of such elixirs available, many of which were initially formulated for medicinal purposes. Understanding these products and their place in different cultural traditions can help us understand why a yacht owner might pay more than $1,000 for a bottle of cognac or liqueur. And it can help us sort out that perplexing jumble of bottles we find stashed in the back of the liquor cabinet onboard. Knowing how to store and serve these beverages can enhance our guests’ enjoyment of food and drink, and add to their overall enjoyment on board. So what is the difference between the three? An aperitif is served before a meal or with a small appetizer to stimulate the appetite. Common examples include dry champagne, sherry, bitters, or vermouth. You can serve it with an amuse-bouche such as crackers, cheese, pate, nuts, chips or olives. Anise-based aperitifs are popular in Europe; Pernod and Ricard are the most famous. They are often mixed with water, shaken with ice, and strained into a cocktail glass. These are stored safely at room temperature for several months. Vermouth is a classic aperitif worldwide. It is a wine-based bitters drink invented in 1786 in Turin, Italy. Popular Italian brands include Martini, Cinzano, and Gancia. French brands include Noilly Prat and Amere. Most companies produce two styles of vermouth: a drier, white-wine based vermouth and a sweeter, red-wine based vermouth. Dubonnet and Lillet are both forms of “tonic wines” that contain quinine. Joseph Dubonnet invented one of these first wine-based drinks in 1846. Intended to deliver malaria-fighting quinine, it was a favorite of the French Foreign Legion based in mosquitoinfested North Africa. Lillet is based on 85 percent wines from Bordeaux, 15 percent macerated liqueurs from citrus fruits. Lillet has been around since the 1870s. Bitters-based aperitifs contain herbs that stimulate the appetite, such
GREEN DRAGON My favorite recipe for Chartreuse is a Green Dragon. Mix 2 measures of Stoli vodka and I measure of green Chartreuse in a shaker with ice. Shake well, strain into a cocktail glass, and garnish with a twist of lemon. Sip it slowly, or be brave and take it down in a couple of gulps. Then lie down. as Campari, a popular Italian drink from the 1860’s, and Pimms, which originated in Great Britain in 1856 and is a favorite worldwide. Vermouth, tonic wines and bitters are served simply over ice, either alone or mixed with juices. Drinks like Pimms are often made into a punch, served in a tall glass over ice with lemonade or soda, garnished with slices of lemon, lime or cucumber and a sprig of mint. They are fortified wines, so they will keep longer than table wines, but the best way to store them is to refrigerate them after opening. I would check them at the end of every season to see if the quality has deteriorated. A digestif is served after a meal to aid in digestion. They usually have a higher alcohol content than aperitifs. Fortified wines such as port, sherry and Madeira are also served as digestifs, as well as brandies, cognacs, and many liqueurs. Serve them in smaller sherry or port glasses, or in brandy snifters. Cognacs and other distilled spirits are stable and have a long shelf life. They do not need refrigeration. Sherry and port have a shorter lifespan, but will last several months to several years before they start to lose quality. A liqueur is a sweet distilled spirit that may have had sugar and various herbs, fruits and spices added to it. Many are based on spirits, including Drambuie (Scotch); Irish Mist (Irish whiskey); Nassau Royale and Rumona (Rum), to which honey and botanicals have been added. And then there are proprietary liqueurs protected by specific brands and known only by the brand’s name. Some of these recipes date back centuries, such as Frangelico (17th century Italy), Benedictine (Original recipe/Venice, 1510; Benedictine DOM/ France, 1873), and Chartreuse (Original recipe 1605, took 32 years to decipher; 1737 recipe for green Chartreuse perfected, 1838 yellow Chartreuse created). These latter two, in particular, are known as monastic liqueurs. They are the descendants of the original
See STEW, page C11
The Triton
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IN THE GALLEY: Culinary Waves
Sweet Potato Gnocchi with Sage Butter and Pistachio Crumbs By Mary Beth Lawton Johnson
Sweet Potato Gnocchi can be served with either freshly grated Parmesan cheese or ground pistachio nuts mixed with bread crumbs and sea salt for a bit of variety. PHOTO/MARY BETH LAWTON JOHNSON
For the gnocci 2 sweet potatoes, peeled, boiled and mashed (you can use butternut squash) 1 garlic clove, minced 1 egg 1/2 teaspoon fresh nutmeg, grated 1 1/2 cups to 2 cups flour Water for boiling Pistachio oil for drizzling (can use olive oil) Salt and white pepper to taste Dash of cinnamon (optional) Combine first four ingredients. Gradually work in flour until it forms a dough. You can use a mixer or hands. Roll out into long logs, about 1 inch thick. Cut into 1-inch pieces. Using a gnocchi template, rub each one on the template. (You can use the edge of a grater, too, just be careful of your finger tips.) Bring water to a boil. Add the gnocchi. Once it rises to the top, remove and
drain; it is ready. Drizzle with oil. Reserve 1 cup boiling broth (3 tablespoons per person) for the sage butter sauce.
For the sage butter Fresh sage, chiffonade 1/2 cup clarified butter Salt and white pepper to taste Nutmeg Olive oil Boiling broth from the gnocchi Combine first four ingredients in a food processor. Add oil and boiling broth to desired consistency. Be sure it is hot before drizzling over gnocchi. Top with freshly grated Parmesan cheese
For the pistachio crumbs
Grind pistachio nuts in a food processor with some panko bread crumbs. Add a little sea salt. Sprinkle over buttered pasta. Serve.
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Crew live and work together; be nice and work as a team WAVES from page C1 crew, it would have a hard time finding new crew. But we never heard about crew abusing fellow crew. What gives a crew member the right to degrade someone else? Nothing. That sort of behavior shows a lack of respect, a lack of professionalism and a lack of self esteem. Is this a trend to stay or has it been around for some time? I’ve spent more than a dozen years on one yacht, so my experiences with this are thin, but I recently asked a friend who owns a crew agency if it was common for crew to mistreat each other crew. His answer was yes. Trying to fit in
on a new yacht isn’t the easiest thing to do, he said. We all do the best we can. The quality of treatment and salary is not there as it was years ago. He is right. If you are crew on a yacht, don’t become one of the gossip mongers, the clique hangers, or the abusers. It might feel like the right thing to do – considering you are trying to fit in, too – but it might just come back to bite you in the long run. Be nice. Work as a team. And leave the abusiveness at the door. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for 20 years. Comments on this column are welcome at editorial@the-triton.com.
C August 2011 TRITON SURVEY: Yacht ownership
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A n individual man
O riginal Name Does the yacht carry its original name?
W h o is th e o w n e r ? Is your boss the yacht’s original If not, howIfmany not, owners how m any ow ners theowner? yacht had. Whohas is the has the yacht had? owner? Other – 5% Is th e o w n er th e yach t's o rig in al o w n er?
At least 5 – 5%
Family – 4%
No idea – 4%
Yes – 37.5% No – 62.5%
No
3, maybeYes4 – 40%
2 – 50%
Business – 4%
A married couple
If not, the yac
At l
2 that I know of, just the boss and the previous owner Yes – 45% 3, m aybe 4 3, m(n – 55%or corporation A man A No business
– 48% Married couple – 37%
The Triton
A t least 5 I have no idea
corporation created for tax p true corporate vessel such a Highlander or Gallant Lady) A family (several generation
Other
Key to longevity is relationship captain builds with owner, and that t SURVEY, from page C1 more than 20 years. “It is all about the owner that you work for. I, for example, have done four boats over 10 years for the same owner.” “It’s all about the owner,” said the captain of a yacht less than 80 feet in yachting 10-14 years. “I work for a great family. They could buy a tub and I’d stay with them.” “I’m more interested in staying with my owner than with a particular yacht,” said the captain of a yacht 80-100 feet in yachting more that 30 years. “Great owners are scarce. I would stick with this one even if he traded for an outrigger canoe built by bleep and equipped with bleep electronics.” In the interest of statistics, we asked captains and crew lots of questions about their vessels and their bosses. Here’s what we learned. First, we wanted to know about the vessel, so we asked Is your boss the original owner? About 37.5 percent of our 144 respondents this month said their
boss was the yacht’s first owner, leaving most yachts – 62.5 percent – no longer owned by the original owner. Since most yachts have had more than one owner, we wanted to know how many owners they’ve had. Interestingly, exactly half had just two owners, the original owner and the current boss. About 40 percent have had three or maybe four owners. Almost 5 percent have had at least five owners. Just four respondents had no idea how many owners the yacht they currently work on has had. So just who is the owner? We asked this to get a feel for who the captain answers to, so we asked respondents to give us the beneficial owner, not the paperwork owner, for example the off-shore corporation created for tax purposes. Almost half of the 144 respondents (47.9 percent) said the yacht is owned by an individual man. The bulk of the rest of yachts were owned by a married couple (36.8 percent). The next two groups were tied
at 4 percent each: a business or a corporation (such as those that own The Highlander and Gallant Lady), and several generations of a family. Just two respondents (1.3 percent) said the yacht is owned by an individual woman, which surprised us a little. Two yachts are owned by a group of friends. Just one of our survey respondents works on a yacht owned by monarchy (less than 1 percent). The other main thing to know about a yacht when you look at it is the story behind its name. Since we couldn’t compile all that information in a statistically significant way, we asked instead Does the yacht carry its original name? These results were a bit more evenly matched. More than 45.1 percent of yachts still carry their original name, which was interesting considering less than 40 percent of yachts are still owned by their original owner. Most respondents (54.9 percent) said their yachts do not carry the original name. Among those yachts that do not
carry the original name, respondents owner did A group of individual owners figured that 62 percent have had only acknowled ownership two names: its original andfractional its current theirvessel call. name. And 13 buddies) Once again, the next largest group either way of yachts – 35.4 percent – had three, A n individual womanIn an ef maybe four names. Just 2 percent long-timer had at least five names, which was captains H interesting considering more than onboard twice that amount of yachts have had Though A monarchy much long at least five owners. Just two respondents had no idea responden how many names their yacht has had. on their cu While we were on the topic of years. The names, we had to ask What do a third) ha Other of you think about the practice vessel 4-6 changing a yacht’s name? “I have While we have heard many first was fo captains question this practice, saying one for the that naming a vessel is the privilege of a yacht you get for building it, very few in our more than survey – just 6.25 percent – said it is to retire shouldn’t be done. security in The vast majority – 70 percent of “I like to respondents –.0 said it’s no big deal people and and believed that the owner can name much,” sai his boat whatever he wants. 180 feet wh About 15 percent of respondents admitted they would rather the
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TRITON SURVEY: Yacht ownership
u m b er o f has P revio u s nHow am es long have you been aboard your current vessel? how manyNnames tim e o n v e s s e l cht had? (by percent)
least 5 – 2%
No idea – 2%
maybe 4 – 35%
50
35
2 that I know of, jus t this one and 26 the previous nam e
30
3, m aybe 4
40
2 – 62%
15 10 5 0
takes time
dn’t change the name, but dged that it wasn’t really
percent had no preference y. ffort to determine how many rs were out there, we asked How long have you been your current vessel? h their tenures were ger, the largest group of nts (38.2 percent) have been urrent vessels less than four e next largest group (nearly ave been on their current years. worked for two owners, the or ten years and the current e last six,” said the captain 121-140 feet in the industry n 20 years. “My intention e with them. Longevity is n a very insecure industry.” o stay working for the right d not move around too id the captain of a yacht 161ho has been in the industry
See SURVEY, page C10
12
36
40 30
At leas t 5
12
3 4-6 years years 4-6 7-97-9
years
years
10-14 10-14 years years
S eries 1
20
10
I have no idea Les s than than 1-3 years 1-3 Less year years aa year
How long has the owner owned this vessel? H o w lo n g o w n e rs h ip (by percent) 50
25 20
C
60
32
45
August 2011
15-19 15-19 years years
4 More Morethan than 2020 years years
13
10 0
22 15
5 Les sthan than Less year aayear
3 1-3 1-3 years 4-6 4-6 years 7-97-9 years
years
years
years
10-14 10-14 years years
15-19 15-19 years years
4 More than More than 2020 years years
Captains, crew prefer long-term jobs, can’t always find one By Lucy Chabot Reed In an open-ended question, we asked: Would you prefer to work on one yacht longterm or do changes keep things interesting? Here’s what captains and crew said: Both have advantages; I go where the wind blows. But it’s nice if the owner appreciates that the longer I stay, the more I know and therefore the more valuable I am to him. l l l
One yacht long term is great, as long as the program is challenging and interesting, otherwise things get stale. Being on a flashy new yacht is no use to anyone if it does not engage in an interesting schedule year round. l l l
While there is something to be said for changing things up once in a while, I’d rather have one job that I’m happy with than bounce around from boat to boat. l l l
I have been working with the current owner for 11 years and two boats. I just love the family. They are appreciative of their crew
and their talents and generous regarding the financing of their yacht. Whenever I think it might be nice to have a change I remember all those yacht owners I have met who did not have these traits. I feel lucky. l l l
I hear a lot about people working on a boat for a year, taking a holiday and then going to another boat. I guess it would be nice to take more holidays or maybe try to find the perfect owner and boat, but I’m not sure there is the perfect situation. I feel like quiting once a month, at least, but I know the grass is not always greener on the other side. l l l
Although I would prefer to work on a yacht long-term, I believe it is a thing of the past. Being a yacht captain is a temporary situation at best. l l l
I would love to have been able to work for one owner long term. However, I have not had the luck nor the financial buffer to be able to pick what I prefer or “wait it out” to get that super long-term job with what may be a super, good honest owner.
l l l
Long term is great, as long as the owner and captain are good people to work with. l l l
One yacht. You experience the different generations as they grow older, have children and they all enjoy being on the boat. It’s an adventure for young and old seeing new places and new experiences together. l l l
Change is good but the best would be to work with one great owner who changes yachts every few years. l l l
I have found that the best way to keep your salary going up is to stay for several years then start looking for more money. l l l
I prefer to work on one yacht long-term, but I also understand yachties who change boats. It’s extremely hard to find a great yacht to work on for a long period of time. Too many factors make you want to jump ship, and it only takes one to consider other avenues.
See COMMENTS, page C10
TRITON SURVEY: Yacht ownership C10 August 2011
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Longevity ‘is just as key as insurance history, experience or licenses’ COMMENTS from page C9 l l l
When I was new to yachting, I thought that changing all the time was interesting. Now that I’m older than 45, I’m happy to be with the same owner and boat. l l l
You don’t have to change boats to keep life interesting. l l l
I’d prefer working long term where a regular schedule of upkeep is maintained and the nuances of the
boat (and owners) become familiar. It is a shame when owners, by their own inconsideration, cannot keep crew for more than a few months at a time. The problem with staying on one boat, one owner is things get stale and you loose your drive and ambition to be energetic and stay on top of things.
are many boats that tend to be revolving doors. I don’t think this is caused by junior crew, but by the mentality of the managers. I have worked a few of the best captains in the industry who are calm and willing to teach all of the time. I have also worked for many more captains who are confused over who the owner of the boat is. Mentalities of the latter are what cause high crew turnover.
l l l
l l l
l l l
Although it seems untrue, I think that most crew yearn for stability. Longevity (on the same boat) in this industry is just as key as insurance history, experience, or licenses. There
Stability, as you get older with a family, is without question as secure as you can feel in the yachting industry. Leave the change to young crew who have no responsibilities and can afford
to spend their income on those frivolous expenses we all did when we started out. l l l
I’d prefer changes, maybe every 2-4 years, but the current job climate has me cautious about switching boats. Owner/crew relationships have a shelf life. I it’s best to go out on a high note. l l l
Stability and longevity is what keeps this industry rolling. Jumping crew scares owners and destroys their fun in owning a yacht. I’m sure the industry loses more owners over crew problems than the bad economic times.
While owners can be long-term, tenure on their current vessels is short SURVEY, from page C9 more than 25 years. “My last owner was eight years; this one is now nearly six years.” About 12 percent have been on 7-9 years; 10 percent 10-14 years; and 2.7 percent have been on 15-19 years. To our original point – how many long-timers are there left out there – just 4.2 percent have been onboard their current vessels more than 20 years. When we cross referenced these long-timers with the original boat
owners, we discovered only four captains among our 144 respondents – 2.7 percent – have been on one boat with one owner as long as the captain who suggested this survey. “Building a long-term relationship with the owner and family makes the job easier and more pleasant,” said a captain in yachting more than 30 years. “They do not use the yacht a lot, therefore it is always relatively fresh and new to them. So they are still enthusiastic about yacht ownership, despite it being the same yacht, for 23 years.”
It occurred to us afterward that a captain may have been on the same vessel with the same owner for a long time, but just not from the beginning, so the number of long-time, long-term captains may be higher. Next, we asked specific questions about the owner, including How long has the owner owned this vessel? The largest group of owners (36 percent) has had their current vessel 4-6 years. More than a quarter (27 percent) have owned their vessels less than four years. Just 4.2 percent have owned their current vessel longer than 20 years. Interestingly, five of the six respondents that have been on their current yachts more than 20 years have been with the owners that long. After asking about a yacht’s ownership, we were curious to see how an owner’s yacht habits would differ, so we asked, How many boats has this owner owned? We had a tie between “three, maybe four” and “at least five” with 30.5 percent each. “My wife and I have worked for this owner for 20 years,” said a captain in yachting more than 30 years. “During our time with them, they have owned at least a dozen boats and he owned dozens before we went to work for them. I’m sure he has a few more boat purchases in him for the future.” The next largest group – a quarter of respondents – said the boss has owned just two yachts. “I have been with the same owner on two boats for almost 19 years,” said the captain of a yacht 81-100 feet in the industry more than 30 years. “Great guy.” Just 11 percent said the current yacht is the boss’s first. And three respondents had no idea. We thought it might be interesting to find out the naming and buying habits of the boss, so we asked a few more questions for the 128 respondents who work with an owner who has owned more than one yacht. First, have the names been
similar, perhaps in a Roman numeral sort of way? Owners were evenly split in this regard. About 48 percent of respondents said the owner keeps the names similar; 48 percent said they don’t. Just six respondents, about 4 percent of this group, had no idea. Does the owner always buy bigger with each successive yacht? The vast majority – 86 percent – of owners have bought ever larger vessels. “The owner has offered to buy a bigger yacht if the crew agrees,” said the captain of a yacht 81-100 feet in the industry 5-9 years. “We know our busy charter yacht inside out and are reluctant to move up unless we find a yacht that is very likely to grow the business.” “As the owner’s boat changes to a bigger size, the owner changes personality as he acquires different friends, and it’s not always for the best,” said the captain of a yacht less than 80 feet. “I move as soon as I am treated as a servant.” Has the owner always bought the same kind of boat, be it power, sportfish or sail? Nearly 65 percent of respondents said their boss stays in the same yachting genre. Has the owner always bought the same builder? More than 80 percent said no. With owners that appear to continue to move up, it shouldn’t be too surprising that there aren’t more crew on the same boat long term. We get the point that it’s the owner – and the crew’s relationship with the owner – that makes all the difference. Lucy Chabot Reed is editor of The Triton. 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.
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NUTRITION: Take It In
How can a bean sprout or fresh meat be seriously dangerous? Everyone who enjoys salad collectively picked up their fork and paused in June when news broke that dozens of people were injured or killed from the E. coli bacteria. It wasn’t until the end of the month that bean sprouts were unearthed as the culprit, but not until a lot of lettuce, tomatoes and cucumbers Take It In Carol Bareuther were discarded or destroyed. Food safety is a global issue. According to the World Health Organization, up to 30 percent of the population in industrialized countries suffers from a foodborne illness each year. In the U.S., the Centers for Disease Control and Prevention estimates that some 76 million new cases of foodrelated illness happen each year. While you can’t control a farmer’s agricultural practices, you can protect yourself from foodborne illnesses by separating and understanding what is myth and what is fact. Myth 1: You can marinate meat by leaving it on the counter because ingredients such as wine or spices kill harmful bacteria. Fact: The only way to marinate meat safely is in the refrigerator. Alcohol is a weak antimicrobial and when mixed with meat juices this power becomes even more diluted. In addition, the “heat” in spices such as cayenne pepper doesn’t bother bacteria at all.
Keep marinated meat safe by cooking it until well done and not returning it to the plate where it marinated. Myth 2: Unless or until they smell bad, leftovers are safe to eat. Fact: Smell isn’t the end all in determining if a food is safe. While an unpleasant aroma likely signals that a food is bad, a bad food might not give off any smell at all. This is because harmful bacteria don’t necessarily change the smell, look or taste of a food. The better bet is to dump all refrigerated leftovers after three days. To prevent waste, freeze portions of the food immediately after cooking. Myth 3: There’s no need to wash fresh fruits and vegetables if you’re going to peel them. Fact: Wrong. Wash all fresh produce under running tap water when you’re ready to prepare and eat them. Harmful bacteria can be on the inside as well as the outside. Also, cutting something such as a cantaloupe or watermelon without washing the outside can transfer bacteria from the outside in as the knife travels through the fruit. Don’t use dish soap or bleach to wash fresh produce because these cleaners aren’t safe to eat. Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Her 17-year-old daughter, Nikki, recently won the bronze medal in the Girls 420 event at the 41st annual International Sailing Federation Youth World Sailing Championships, held in Croatia in early July. Comments on this column are welcome at editorial@the-triton.com.
Liqueurs are versatile treats for coffee to after-dinner drinks STEW from page C6 medicinal elixirs, and are still made by monks according to ancient and closely guarded secrets. In both instances, only three people reputedly know the recipe at any given time. Liqueurs have many uses, and forms of serving vary. Many of them are great served in or with coffee. In meal service, there is often a beverage course where these after-dinner drinks are offered. Liqueurs can be stored safely for months or even years, depending on their alcohol content. If you see sugar crystallizing on the bottom of the bottle or changes in color or appearance, you might want to taste them to see if they are all right before serving. Cream or egg-based liqueurs,
such as Bailey’s and Amarula, however, should be discarded after 18 months. Check for an expiration date to be certain. Learning about this class of drinks will give you plenty of opportunities to use various beverage recipes to create a variety of potions that add to your guests’ enjoyment and enhance your level of service. Grab a recipe book and get started. Practice makes perfect. Alene Keenan has been a megayacht stewardess for 20 years. She offers interior crew training classes, workshops, seminars, and onboard training through her company, Yacht Stew Solutions (www. yachtstewsolutions.com). Comments on this column are welcome at editorial@ the-triton.com.
August 2011
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C12 August 2011 PERSONAL FINANCE: Yachting Capital
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How to plan for things you can’t plan for with insurance options This article covers a different side of finance that impacts everyone. Insurance is often considered the poor person’s way of protecting their wealth and health. As it is with financial planning, a person’s insurance needs change with time and the growth of assets. Using personal Yachting Capital just knowledge Ted Cline or casual conversation with others are not the best ways to decide how to protect things of value. First, let’s take a quick look at life insurance. Life insurance should be a part of contingency planning should something happen to you unexpectedly.
Being in debt just a little can become a problem for your survivor(s). When selecting life insurance, you can choose to pay a smaller premium just for a death benefit. A higher premium includes additional coverage in the form of a payout at retirement. Those who work may also have an optional life insurance coverage plan as part of their contingency plan. This is often a low-cost premium paid mostly by the employer. The downside of this is that as soon as you leave a company, coverage premiums sky rocket. As a result, most do not elect to continue that coverage and get a new policy, typically with a new employer. Remember, life insurance should be a big part of your financial plan. Unfortunately, many choose to not have life insurance and gamble that nothing will happen to them.
We use auto insurance for many reasons. We protect ourselves financially in case of a wreck if we don’t have health insurance. Additionally we protect ourselves from others who accidentally hit our vehicle and don’t have any means of paying for our loss caused by them. If we cause an accident, our insurance will pay the person we hit for the loss of their vehicle and compensation for their losses up to the limit of the policy. Auto insurance is mandated by state laws to force those with insurance to protect others in case they cause loss to others. We also use auto insurance to pay for the loss of property damaged by our vehicle. A lamp post or guard rail is an example of this type of loss as well as another vehicle. Health insurance is carried by the vast majority of Americans. This health
coverage is typically carried in a group policy with an employer. Much of the way health insurance is available is in turmoil with the new laws, including the mandating of coverage for everyone. The U.S. Supreme Court will ultimately determine the viability of these new laws. One thing we know is that the cost for those who pay for health insurance will surely continue to be significantly higher every year in the near future. Homeowners insurance is normally purchased by anyone who owns or is buying a home. This insurance also includes coverage for contents (personal belongings), which is typically 50 percent of the cost of the policy on a house or townhouse. Those who rent a home should insure their contents with renters insurance. The real homeowner (the landlord) typically pays a higher premium for the home insurance on the rental property even though they are not insuring contents. Those who live in condominiums share the cost with their condo association for the insurance covering the condo unit. All condo owners need to make sure they know their share of coverage is adequate and discuss that coverage with their agent. Any upgrades from original construction unless specified in the policy are not covered. An example of this is if a prior owner of the condo upgraded the windows to hurricane proof at extensive expense, the window coverage by the condo association replaces only the cost for original windows. You must have insurance for upgrades. In Florida and other states homeowners have hurricane risk stand-alone policies. These policies are also available combined with the homeowner policy. Lenders require hurricane coverage. If you own your home, all insurance is optional but surely a responsible way to protect one of your major assets. If you have a loss due to flood, only flood insurance coverage will cover the loss. The maximum dwelling coverage is $250,000 and $100,000 for contents. Additional coverage requires excess flood coverage. Floods can happen anywhere and even affect you in a higher story than a first floor. Flood can cause an entire building to be condemned, and without flood insurance you would have a total loss if the loss was caused by a flood. Regular columnist Capt. Mark A. Cline is away on a yacht delivery. Ted Cline, his father, is a chartered senior financial planner and has Florida insurance licenses that include life, health, property, casualty and auto. Comments on this column are welcome at editorial@the-triton.com.
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August 2011
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BUSINESS CARD ADVERTISERS C14 August 2011
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August 2011
WORLD OF YACHTING
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