Party time

A22-23

Art of towingCaptains speak on pulling tenders.

A bad dealBeware brokers dangling kickbacks.

B1

A19

Happy faces aplenty at The Triton birthday bash.

By Capt. David Hare

Ft. Lauderdale emerged decades ago as the center of a burgeoning global yachting industry. While the modern industry has outgrown Ft. Lauderdale in some ways, many of the mom-and-pop business owners who are experts at taking care of boats are still there. You can find them behind Lester’s.

For every captain and crew member charged with taking care of a yacht, that address – “behind Lester’s” – is as chic as any on 17th Street Causeway.

In a 10-block grid behind the nearly 40-year-old diner on State Road 84, crew can find everything from paint brushes and blue tape to flags, welders and a side of beef.

“If there’s an axel in the marine industry, this is where it is,” said Ed Brillinger, a business owner behind Lester’s for more than 20 years. “Everything goes out from here. This is where it all happens.”

Just what is behind Lester’s? A drive-by revealed no fewer than 88 businesses immediately identifiable as directly related to the large yacht industry, offering equipment, parts, service, repairs and support. There are at least a dozen engines shops, 10 welders, nine carpenters, and six canvas shops.

And, of course, some of the largest and oldest businesses in town are there, including National Marine Suppliers,

Preparing for this month’s captains’ Bridge luncheon, it occurred to us that we’ve never talked about yachts. We’ve talked about life and work on a yacht,

yacht dealings and yacht repairs, but never about the machine itself.

So this month we asked the question, what does the perfect megayacht look like? Just to be clear, we didn’t ask

about the perfect job or the perfect boss, although those issues came up a few times.

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

We wanted to know what sort of machine yacht captains considered just right in terms of the body, the guts, the brains, etc. The short answer came quickly.

“There is no such thing,” one captain said, almost in unison with several others. Followed immediately by, “What do you want it for?”

“The perfect boat,” one captain said, “begins with defining the mission statement of the owner.”

There was a lot of discussion about trying to get owners to decide what they want to use their yachts for and buying the right one for that purpose, instead of buying what is popular at the moment or what they think is attractive.

“I do a lot of consultation with owners on rebuilding of yachts,” a captain said. “I always ask them, what do you want the boat for? They don’t know. If they knew what they wanted it for, they will enjoy their boat much more.”

But what is it you like to be in command of? What parts of a boat matter to you when you do your job?

“A walk around,” one captain said. “So many owners want the full salon, but that means me and my crew are doing the walk of death to tie lines or

See BRIDGE, page A18

Perfect boat only in the eye of the beholder

By Lucy Chabot Reed

Laurent Monsaingeon, director with the French Riviera Ports Authority, is urging megayacht captains and other transient boaters through the Côte d’Azur this season not to tip or bribe dockmasters for slips.

The French Riviera Chamber of Commerce operates the four ports of Nice, Cannes, Golfe-Juan and Villefranche-Darse.

In a statement released recently, Monsaingeon wrote:

“We are very much involved in the development of these ports, as a tool to sustain the economy of boating and yachting industries, but also the attractiveness of the Côte d’Azur.

“However, the lack of temporary or permanent berthing for yachts is a serious disadvantage that we are trying to lessen through a continuous improvement of our procedures: waiting lists, berth allocation rules, etc., aiming at full transparency and equality of access and treatment in our ports.

“I ask very formally all boating and yachting professionals who are concerned with this issue to make sure that the regulations and laws are fully respected, and more specifically the prohibition of any incentive tip or gift. [Emphasis supplied.]

“If this prohibition is not followed, there is a risk of criminal procedure for corruption (French criminal code article 432-10 and following, and article 433-1 and following.)

“We hope that these measures, together with our efforts to expand and create new ports, will assist the development of the yachting profession.”

When asked about the statement, several yacht captains who frequent the Mediterranean laughed. They requested their names not be printed

See BEHIND LESTER’S, page A16 See RIVIERA, page A14

Officials try to halt bribes for dockage in the Med

What’s behind Lester’s? Everything that you need

SHIP HER ACROSS THE ATLANTIC

Dockwise Yacht Transport has delivered M/Y Magic across the Atlantic seven times. Learn some preparation tips from her seasoned captain in a story on page A10. PHOTO COURTESY OF CAPT. MAC McDONALD

From the Bridge

Lucy chabot Reed

On Friday, March 30, Chief Engineer Brantley Sweat was killed in a single car accident after leaving a Seattle shipyard. He lost control of his pick-up on a pot-holed road that also had rail road tracks in it, according to Capt. William Tinker of M/Y Stargazer, the 185-foot former

Revelation, Sweat’s last yacht. Sweat’s pick-up went under an empty flatbed trailer. He was 34.

Sweat worked in yachting since the age of 17 and aboard such vessels as M/Y Limitless, M/Y Katania and M/Y Abyss.

His career had taken him from

the Mediterranean to Alaska and many places in between. By 27 he had achieved his chief maritime engineer license.

Revelation was based in Seattle and Sweat had recently moved to Tacoma, Wash. Engaged a week before his death to Theresa Gibbs, they had plans to wed July 7. Gibbs wrote about Sweat in an e-mail she shared with his family and friends. In part, it read:

“He began his maritime career with the aid of his uncle. In the icy waters off of Iceland/Greenland, the chief engineer was swept up ship by a wave during a storm, leaving Brantley to fend for himself and the entire crew of a 180-foot vessel. Within 30 minutes, dead ship. Brantley jumped into the engine room and, having never seen a diesel motor in his life, figured out the problems and started the motors and took it on from there.

“Ever since that first day back in 1987, there were no engines on any type

vessel that he could not master within hours.”

Though he had no children of his own, Gibbs had three that Sweat had developed relationships with.

“There are many stories he shared with myself and the children that have brought many smiles to our faces in this heart-breaking time. We would love to share them in the future with our grandchildren and so on. If you would like to write down a favorite memory and leave it with us, with permission we may retype them into a mini book of memories of Brantley. We all think he’d like that.”

Send memories of Brantley Sweat to Lindsay Stabbert of Stabbert Maritime Yacht & Ship at lindsay@stabbertmaritime.com.

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

Chief engineer Brantley Sweat dies in single-car accident

Brantley Sweat, 34, became engaged to Theresa Gibbs one week before his death. They planned to marry July 7. PHOTO COURTESY OF CAPT. WILLIAM TINKER

By Lucy Chabot Reed

On March 18, the 80-foot trimaran Earthrace hit a 26-foot ponga off the coast of Guatemala, killing one of the three fishermen aboard. The crew was detained for about 10 days until a court appearance was arranged. They have since resumed their attempt to break the record for circumnavigation in a powerboat.

News of the accident, however, hit home with several megayacht captains who work the area on deliveries.

“This is one of the biggest fears we

all have,” said Capt. Robb Shannon, a freelance captain based on the U.S. West Coast. “These boats [the pongas] have no running lights and they don’t show up on radar.”

Capt. Pete Bethune, Earthrace’s skipper, wrote in detail about the incident on his blog.

“What lies behind is like a scene from a horror movie,” he wrote the day after the accident. “We’ve driven right over the top of a 26-foot fibreglass fishing skiff, and its tattered remains lie scattered around us. We can hear moans and yelling in the water.”

The crew immediately returned to the area to help the men, pulling two of them aboard, one of them severely wounded. The third man was not found.

Bethune continues: “The Navy captain then comes inside Earthrace. He wants to know what happened. So I tell him the story of the most horrifying night of my life. We struggle over some of the words, and we’re nearly to port before I finally finish.

“The captain came with another young man, who is surprisingly out of uniform. ‘Who is this?’ I ask, pointing

at him. ‘It is the son of the man who is now missing, and he was fishing on the boat last night when you went and asked them for help.’

“I can see in the young man’s eyes he knows we’re talking about him, but he doesn’t understand. ‘Does he know his father has drowned?’ I ask, tears now starting to well in my eyes. ‘Not yet,’ the captain replied, looking away, and also struggling to contain his emotions. Tears roll down my cheeks, and the gravity of last night’s events finally sink in.”

A judge ruled the collision an accident, not caused by negligence or imprudence.

From Capt. Bethune’s blog: “It was earlier in the day when we’d finally managed to meet with the families. … Most of the family members are struggling to contain themselves, as I explain how dreadfully sorry my crew and I are with what has happened, and that we know what a tragic loss it has been for them. In my mind I had ideas of remaining composed, but in the end I just lose it.

“‘When my husband cried out, why did you not rescue him?’ This is the poor lady widowed by the accident. I explain that [another man named Gonzalez] was struggling under the skiff, and that because he was closer, I helped him first. By the time I’d swum over to where her husband was, he was gone.

“It’s a thought I’ve had many times since the accident. If I’d swum over to the third fisherman first, I’m sure I’d have rescued him. And my crew would have rescued Gonzalez because he was visible right behind us. But I didn’t. I just made my decision at the time and it’s something I’ll have to live with.”

To read more of Bethune’s comments on the incident, its subsequent days or any of Earthrace’s challenges to date, visit his blog on www.earthrace.net.

It’s common for megayachts to run at night along the Central American coast, Capt. Shannon said.

He said he’s never seen a ponga with running lights, but sometimes a fisherman will aim a flashlight at him to alert him to his position. In several cases, though, he has passed within a boat length of a ponga without ever having seen it.

“You hear about these accidents all the time but they are so underreported,” Shannon said. “So many owners take this so lightly. It’s just a walk in the park to them because most of us do our jobs well. But they don’t realize that an accident can happen and their crew can be thrown in jail in an unstable country and their boat can be impounded.

“This is the stuff I lose sleep over.”

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

Earthrace hits fishing boat, crew detained in Guatemala

Just south of Port Everglades begins a sleepy little part of South Florida that’s off the tourist path. Even though Dania Beach is well known to yacht crew for its battery of shipyards on the Dania Cut-off Canal, the little community just south of the canal

along U.S. 1 is often missed. Join us on May 2 from 6-8 p.m.

when we gather for networking at King’s Head Pub, a traditional English pub across from Dania Jai-Alai on Dania Beach Boulevard. It’s the first Wednesday of the month, after all.

In the meantime, meet our host for the evening, Richard Hill, owner of King’s Head Pub.

Q. Tell us a little about yourself. I understand your background is on cruise ships.

I spent 12 years with cruise companies. My last job was culinary director for Costa Cruise Lines where I did the menus, the food, the whole nine yards. Before that, I was with Uniworld, a tour operator out of Los Angeles that sold river cruises to Americans. We had 17 ships in Europe and Russia, chartered from seven different companies. I was the director of quality control.

Q. So how’d you get here?I’m British. I came to the states in

1982. I was an executive chef and I wanted to change careers, so I joined the cruise lines. I was in the cruise industry from 1993-2005. I probably only spent 3-4 years at sea during that time, always in a corporate position.

I’m originally from Gloucestershire in the West Country, at the food of the Cotswold Hills. I was born in Uley, in a house that was 460 years old. My parents are still there [in Gloucestershire] but I haven’t been back since I bought this place.

Q. When was that?April 2005.Q. How’d you come to own a pub?By mistake. I knew the previous

owners. Being in the cruise industry, I

worked in Port Everglades a lot and my office was in Miami. There aren’t many

British or Irish pubs in Miami-Dade County, so I used to come here a lot. I proposed to them years ago that if they ever wanted to sell it to let me know. I saw a lot of potential here.

Q. What’s up with this building? It certainly stands out.

It used to be a Phillips 66 station, built 52 years ago. The island where the pumps were is still there by the telephone box. If you look closely at the front, you can see where the two garage bays were.

Over the years it’s been a Mexican restaurant, and Italian restaurant, and a rib and chicken house before that. Nineteen years ago, it became King’s Head Pub. I’m the pub’s third owner.

One of the things I’ve discovered since I’ve been here is that this is one of the best landmarks in Dania, and one of its best-kept secrets. People drive by and never come in. That’s why I’m advertising.

Q. Have you made any changes to the place?

I improved the patio garden. It’s a big draw. People want to sit outside.

Q. What about the food? That’s your forte.

The menu is basically 70 percent the way it was. I just tweaked it, and increased the variety. Most pubs don’t have a full restaurant, they just have pub food and a bar. This is like three places in one: the bar, the gourmet restaurant and the garden outside.

We have an extensive wine list. We have 12 wines by the glass, which is very unusual for a pub. And we have a really diversified menu. You can come in and get anything from a club

sandwich to a rack of lamb or a filet minion, plus a seared tuna appetizer. There’s escargot, baked brie, Stilton cheese with port wine.

We have 10 different desserts, and a vegetarian menu, also very unusual for a bar. The potato-wrapped shrimp is one of my most popular appetizers on the menu, which is unusual.

Q. What about fish and chips?We actually have two dishes of fish

and chips. Traditionally it’s made with cod in a beer batter with Bass. But the cost of cod has gone up considerably in the past two years, so I still have it on the menu, but I also have a more affordable version made with flounder. That one is more popular with the tourists but the locals still order the cod.

I don’t believe you’ll find a better fish and chips anywhere.

Fish and chips and the Shepard’s Pie are my best sellers. And I sell a lot of calf ’s liver, about 60-70 portions a week. We make our own hamburgers, we have fresh mashed potatoes every day, we make all our own sauces and soups, it’s home cooking.

Q. And the bar?We have nine drafts, all imports

except for Yuengling , which is the oldest brewery in America.

Q. What’s next?The dining room. I would like to

keep the look – it’s traditional British, a Tudor-style interior, with bookcases and paintings of King Henry VIII and his wives on the walls – but I’d like to give it a face lift.

Hill pushing King’s Head Pub to fulfill its potential

At Richard Hill’s pub, guests can go for something simple (a club sandwich) or delve into something more elgant (escargot or Stilton cheese with port wine). PHOTO/LUCY REED

By Lucy Chabot Reed

The Triton organized a focus group of 11 captains and senior officers in May to help Bellingham Marine find out what yacht crew want in marinas.

The answer was loud and clear: more of what you already build.

Bellingham, the Washington-based designer and builder of marinas, has made a name for itself building concrete floating megayacht marinas, including the one at Bahia Mar in Ft. Lauderdale and Costa Baja in La Paz, Mexico. In an effort to find out what it could do better, the company asked The Triton to organize a focus group.

Similar to our captains’ Bridge lunches, individual comments are not identified to encourage open discussion. Attendees are identified in the photo above.

“Floating docks are the best, and you guys make some of the best,” one attendee said.

Most agreed, and several in the room complimented the pump-out station facilities, power availability and overall aesthetics.

“When I pull into a marina, it’s obvious you folks are involved,” another attendee said. “Your marinas are infinitely better. You either built it or were copied.”

Some suggestions that would make yacht crews’ lives easier include:l Long finger piers to make cleaning

and polishing the boat easier.l Wide finger piers able to handle

a golf cart for hauling not only guests, but provisions and luggage.l Power on the end of the finger pier.

“You don’t always want to be stern to. Sometimes you want to be bow in with the beautiful view off the stern.”l More, bigger cleats. “Every 5 feet

would be perfect.”l Freeboard of at least 30 inches.l Minimum draft of 15 feet.l Ground tackle. “With Med-style

docking, it’s much easier to pay a diver

than it is to play the anchor game.”l Soft corners, not right angles.l A tender dock. “Rafting to the side

is not good.”l Sturdy floats, made in similar style

and materials to the docks.And there was at least one dream

thrown in: “It would be nice to have a service to take care of filters,” one attendee said. “Sometimes I feel like I’m smuggling those in the trash.”

These yachting pros also wanted to talk about service, things Bellingham Marine doesn’t provide, but which were interesting to note just the same.

Reliable wi-fi. “If you have wi-fi, we’ll convince the owner to go there.”

“If you offer it, make sure it’s available to all boats,” an attendee said. “At some marinas, like Atlantis, if there’s a big boat in the way, you can’t get it, or it doesn’t reach to the end of the dock.”

“And make it a per-day charge through the marina, not an online with a credit card where each person has to register,” said another.

Several noted the need for a basic manual of services not only at the marina but in the surrounding area to include items such as the location of customs/immigration offices, the largest and/or specialty markets, laundry facilities, florists, airport transportation, private clinics (not public hospitals), etc.

Steve Ryder, Bellingham’s manager of project development for the Southeast Division, requested the focus group to see how Bellingham could better attract yachts through amenities.

“Getting this information straight from captains and crew makes it much easier for us to advise our clients on what they should have,” Ryder said. “It was nice to hear they like our marinas. It means we’re on the right track.”

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

From left to right: Capt. Chuck Limroth of M/Y Caprice; Capt. Bernard Charon; Capt. Lee Rosbach of M/Y Mostro; Chief Engineer Gunther Alvarado, Chef Christina Jones and Capt. Gui Garcia of M/Y Primadonna; Capt. Oliver Dissman (behind) of M/Y Arbitrage; Purser Kim Sandall and Capt. Chris Young of M/Y Never Enough; Capt. Paul “Whale” Weakley; and Capt. Guy O’Connor of M/Y Phoenix. PHOTO/LUCY REED

Focus group: Bellingam rules,but we can make a wish list

By Capt. Mac McDonald

The change of seasons is upon us. If you’re one of the lucky few to have your yacht delivered via a transport ship to the Med, here are some thoughts to help you prepare for a more productive journey. This May, M/Y Magic, a 150-foot motoryacht, will be transported to the Med with Dockwise Yacht Transport for the seventh time. Here are a few things that I’ve learned.

Your rider(s) may need a visa. Don’t wait until the last minute to find out what’s necessary or you may end up rider-less. Port Everglades will need a list of all crew and riders about a week ahead of time. DYT also recommends a broker to handle the customs paperwork. If a different person will be off-loading the yacht than the person who drove it on, DYT will want to know about this in advance. They can’t have just anybody driving their cargo away.

If there will be projects addressed during the crossing, you’ll want to have all the parts and tools available ahead of time. It’s difficult to step out to Ace Hardware when you are halfway across the Atlantic. Do you want to change the oil in your engines? Make sure you have the means to store the dirty oil as well as having clean oil on hand. If you are planning on painting the bottom, you might want to bring your own power-washer. There is usually one on board, but it’s always in high demand.

Prior to loading, you will want to prepare the exterior of your yacht. Remove and stow anything loose. Stow any flags that are flying; no need to beat them up during the trip. There’s no point losing cushions on a crossing. Plus, everything will get dirty, even under your canvas covers. Put cushions inside until you are across the pond.

Unless you have watertight cabinets, you may want to tape over all cabinet door edges. This will keep salt spray out of stored goods and will make life easier when you get to your destination. Blue low-adhesive tape works great for this. Some crew like to attempt to preserve their stainless during a crossing. I’ve heard good and bad stories about leaving wax on railings until you are on the other side. The same goes for wrapping with plastic. You might want to try out your idea prior to the actual event. For smaller vessels, there are companies that can shrink-wrap the boat once you are loaded. This will keep all salt and sun off throughout the trip.

Preparations inside the vessel should be the same as securing for sea: Plan on a rough crossing and hope for a nice one. In the event of rough seas, you will already be prepared and won’t need to run around like crazy securing that vase and that free-standing end table in a heaving vessel. You might think about stuffing certain cabinets with towels to prevent that annoying clinking noise that will keep you awake at night.

When loading your vessel, make sure you are in place prior to your scheduled loading time. It’s not a good start to the voyage to have everyone waiting for you to arrive in order to continue the loading process.

Listen in on the designated VHF channel because instructions are given and changes announced. Have plenty of fenders and people to man them. It’s usually a tight fit simply getting into the transport ship, but it gets worse. Once in your designated position, other boats will be packed in around you. Sometimes there are overlaps. Often there is less than a foot between you and your neighbor. You need enough crew to protect your vessel.

Once all vessels are loaded, the transport ship – in my case, the Super Servant – will start to rise. Yachts will begin settling into their chocks. You might need a flashlight because power will be shut down so the divers feel safe underneath you. There could be a blackout period of more than 24 hours. That means refrigerators and freezers as well as the A/C will be down. You might want to have removed (or eaten) delicate items such as chocolates prior to this warm period.

Once the deck is dry, further securing will take place as well as welding. Now is the time to start hooking up power and water. If you want power, you’ll need someone on board who can connect your shore cords to the service provided. There will be an option for saltwater intake lines if you wish to run your air-conditioning. You’ll need to have looked over your A/C connections and come prepared with the appropriate fittings. The time to do this is before you arrive; once you are loaded, you’ll have other things to do.

After the transport ship gets under way, crew will not be allowed on

the elevated catwalks. A ladder will be provided for you. This should be attached securely from the deck the ship to your swim platform. There will be a required safety briefing and daily check-in. There is a crew mess on board, however you may wish to come prepared to rustle up your own meals.

Riders often gather together for informal BBQs. This is a great way for the chef to empty the freezer prior to the upcoming season. Don’t forget that beer and T-shirts are official commodities on board; don’t leave home without them. You can use them to entice the ship’s crew to loan you a large wrench or a bit of gasket material that you forgot to pack.

Fresh water is often hard to obtain. Make sure you are topped off prior to loading. Rinse down the vessel daily or every other day during the trip. You may want to top off your fuel tanks, too. Prices in Europe are normally quite a bit more than in the United States.

Make sure that you have a plan for arrival in your off-loading port. It’s a good idea to spend the night where the ship drops you rather than racing to another port. This gives the crew time to readjust to onboard life as well as to make sure everything is working properly before heading out to sea.

Thinking ahead is really the key to a successful transport ship crossing. If you come prepared, you will arrive at your destination with your to-do list accomplished, perhaps a new bottom job, and a relatively clean vessel. When the full crew arrives to off-load, there will be that much less to do before the arrival of your first guests of the season.

Bon voyage.

Contact Capt. Mac McDonald of M/Y Magic through editorial@the-triton.com.

While under way, the ship is dry and crew can move about through ladders attached from the ship’s deck to the yacht’s swim platform. Chegs are popular during these times. PHOTO COURTESY OF CAPT. MAC McDONALD

Tips simplify yacht’s journey by transport ship

Triton Spotter

Where have you and your Triton been lately? Send photos to lucy@the-triton.com.

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

The crew of the 130-foot Westport M/Y Believe – Mate Jake Roy, Stewardess Sara Frye, Capt. Tony DeFore and Engineer Jerry Thomas – head over to the Rybovich Boatyard Ball from their yacht, which docks at the yard. PHOTO/CAPT. TOM SERIO

Capt. Bob Kimball made his annual trek to Alta, Utah (population 394) to ski for his birthday and brought along his Triton for fun reading.

Chef Peter Ziegelmeier and First Mate Brendan Roney (standing on deck) of M/Y Curt-C sport their colors in Atlantis.

M/Y SunChaser sent these greetings from Panama where the crew blended right in. From left, Engineer Mike Sandiland, First Officer Wade Wadsworth and Chef Randal Hughes. PHOTO COURTESY OF LISA JOURIS

When Capt. Jerry Samuelson of M/Y Commercial Break introduced his latest crew – Stewardess Kim Loughlin and Mate Sabina Finnie – he couldn’t say enough about Loughlin’s experience and Finnie’s potential.

Finnie, 24, turned down stew jobs for six weeks before taking this mate’s position and had this advice for young women wanting to serve on deck:

“Be versatile. Learn as much as you can. Take any opportunity to learn a new skill, no matter how small. Show that you want to grow, that you’re flexible and enjoy the challenge. Work on a smaller yacht if you can. It’s a terrific way to get loads of experience because the crew has to wear many different hats.

“It will be tough. You have to work hard, if not harder than the guys. And when you get your chance, don’t stuff it up because, unfortunately, when a guy screws up, he just screwed up, but when a girl screws up, it’s usually because she is a girl, and that’s what stays.

“So the bottom line is this: You are going to have to walk the extra mile any chance you get, and you’re going to have to do it with a smile every time. Most importantly, don’t give up. Persevere and over time you will get to where you want to be. Hold out for what you want. Don’t settle for less.” PHOTO/LUCY REED

After a fact-finding mission to the Galapagos Islands of Ecuador in April, a team from the United Nations Educational, Scientific and Cultural Organization (UNESCO) confirmed serious threats to the World Heritage site caused by encroachment by invasive species, uncontrolled tourism and other challenges, according to a report from the U.N. News Centre. The international association welcomed measures to deal with these threats, such as closing the archipelago to tourists.

“The mission confirmed the threat to the outstanding value and physical integrity of this iconic World Heritage site mainly from: the growing encroachment of invasive species, increasing human immigration, uncontrolled development of tourism, and the failure of various institutions and agencies to deal with these threats,” the agency said in a press release.

“The mission welcomed the decisive action taken by the president of Ecuador to address comprehensively

the long-standing problems of the Galapagos Islands, with a series of new policies to be adopted in the coming two weeks,” it stated.

The full findings of the mission will be presented to the World Heritage Committee at its next meeting from June 23 to July 2.

Larry Smith in Europe acquiredLarry Smith Electronics of Europe

Srl has been acquired by Compagnia Generale

Telemar (Telemar Group) of Rome. Telemar is the largest Italian service and electronics equipment provider for the shipping industry with worldwide offices, according to a statement. The acquisition of LSE EU is part of Telemar’s strategy to expand and strengthen its global position in the megayacht electronics market.

LSE EU had remained open despite the sudden closure of the company’s head office in Ft. Lauderdale in January. LSE EU is based in Viareggio, Italy.

UN visit may put Galapagos on ‘danger’ list, end tourism

Humans and wildlife mingle feely in many parts of Galapagos, causing concern in the archipelago and with the United Nations. PHOTO/LUCY REED

See NEWS BRIEFS, page A15

but are known to The Triton.“It won’t work because that’s how

the dockmaster makes a living,” one captain said.

“When the dockmaster shows up in a Ferrari, you know he’s not making it on dockage rates,” said another. Common practice ... or not?

It’s common practice, one captain said, to anchor out, take the tender ashore, slip the dockmaster 1,000 euros and get a berth. The bribes can be much higher during holidays or events where space is even more at a premium. One captain said he recently paid more than 60,000 euros to secure a space in Monaco for the Grand Prix.

“There’s no space,” he said. “You have to anchor out and when the wind blows, you get hammered. The guy who offers the biggest bribe gets in. The agents all help us with that.”

But not all captains see the issue so plainly. Capt. Bernard Charon, who just spent two years in the Mediterranean, said it’s not common practice to bribe one’s way into a marina.

“There’s a rumor between captains that you have to pay to get in anywhere, but it’s not true,” he said. “That’s an

easy way for unethical captains to put money in their pockets. I never had to pay a cent to get into any port in the Med.

“I always manage to get in. I don’t always get the best place, but I get in. The only bribe I give is a smile.”

Charon acknowledged that he has developed relationships with many of the dockmasters along the French Riviera after years in the business. Not everyone has that advantage. And if there isn’t an available berth, several captains noted that they must manage the requests of owners and guests, which often come with little notice.

“It was late afternoon and the guests said, ‘let’s pull into Cannes for the night,’” said a captain who spent his first season in the Med last summer. “I called [our agent] and he wasn’t sure he could do it, and I said ‘make it happen.’”

The agent would come back with a price, usually about 1,000 euros, that

the captain would run by the owner and/or guests for approval. If the amount was OK, the agent would pay it and the yacht would dock.

“If you don’t tip, you don’t get a spot, and that’s the problem,” another captain said. “It’s been complained about that the guys who tip the most get in. Well, that’s just life. That’s the way it is. If we didn’t offer it, we wouldn’t get in, and we’ve got to get in. The owner has guests there and he didn’t tell me six months ago that he wanted a slip.” Bribe reduction a French goal

The French government has been trying to cut down on bribes for the past two summers. If they can prove a bribe was made, Charon said they have been kicking foreign-flagged yachts out and not letting them back in. European-flagged vessels maybe charged with corruption and

prosecuted. An employee in Cannes was suspended two years ago and is being charged for taking bribes, Charon said.

“The French people have integrity,” he said. “They do their best for yachting, giving as many boats berths as they can in the space that they have. They don’t need bribes to try to satisfy people. It’s not necessary to pay. I’m going to have a lot of captains who put the money in their pocket mad at me, but I don’t care.”

One captain who used land-based agents to arrange dockage in the Med said they openly discussed the bribes that needed to be paid to get into marinas. The amounts were even included on services invoices.

“In some places, they [agents] were very nervous about us passing cash so they took care of all that for us,” this captain said. “They [dockmasters] have a lot of discretion. It’s literally up to them to decide who they put in and who they don’t.

“If you have three boats calling in for the same slip, which one are you going to tell its open? The one with the fattest envelope.”

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

Captains: Agents handled money to secure docks‘It was late afternoon and the guests said, “let’s

pull into Cannes for the night.” I called [our agent] and he wasn’t sure he could do it, and I said “make it happen.”’

— A megayacht captain new to the Med, who added that his agent usually would come back needing 1,000 euros

RIVIERA, from page A1

Miami River dredging to re-start

U.S. Congresswoman Ileana Ros-Lehtinen released a statement in mid-April that $3.5 million in funding for the continued dredging of the Miami River was expected by April 20 by the U.S. Army Corps of Engineers. The money was appropriated for the river for 2007 and will allow for the Corps to re-start its work in June and July of this year.

“This $3.5 million will be crucial to the continued dredging of the Miami River and the overall health of this important waterway,” she said in the statement. “A clean and deep river will ensure that our South Florida community continues to grow economically and provide the necessary jobs that are crucial for our economy. I applaud this effort and I look forward to working with my colleagues on the river’s appropriations for 2008.”

Congresswomen Ros-Lehtinen and Debbie Wasserman Schultz took a trip up the river recently to get more information about the marine community that thrives on it. ) was taken by Congresswoman Ileana Ros-Lehtinen’s staff.

The crew at Merrill-Stevens turned out to welcome them and show their support for a working waterfront.

Antibes hosts yacht showAbout 100 exhibitors, 70 yachts

in the water from 55 to 200 feet, and almost 8,500 visitors participated at the premiere in early April of the Antibes Yacht Show on the quays of the Old Port and the Quai des Milliardaires.

The show hosted an impromptu barbecue for the captains and their crews while M/Y Magna Grecia

participated with music and a light show, according to a statement.

Grants offered for female sailorsRolex Watch U.S.A. will sponsor

several “Road to Rolex” clinics across the United States and abroad in preparation for U.S. Sailing’s Rolex International Women’s Keelboat Championship (Rolex IWKC), scheduled for Nov. 14-17 at the Houston Yacht Club in Texas.

The Road to Rolex clinic program is designed for one- or two-day

formats and features an instruction manual developed by five-time Rolex Yachtswoman of the Year Betsy Alison, an internationally recognized sailing educator and coach.

Alison has won the biennial Rolex IWKC five times.

“The Road to Rolex clinics are designed to be adaptable to a group’s ability level, knowledge of the equipment and skills requiring attention,” said Liz Filter, a 2004 Olympian and national chairwoman for the event.

“Our goal is to pair up expert sailors as coaches, such as Betsy Alison, with aspiring women sailors to prepare them for competition in the Rolex International’s Women’s Keelboat Championship.”

Organizations interested in hosting a “Road to Rolex” clinic should contact Trish a McElroy at no720s@gmail.com. Previous “Road to Rolex” clinics have been held in Rochester, N.Y., Monterey, Calif., Chicago, and South Africa.

For more information, visit www.ussailing.org/riwkc/.

Corps gets funding to restart Miami River dredgingNEWS BRIEFS, from page A13

PHOTO/DON McCHESNEY, MERRILL-STEVENS

Rich Beers Marine and Lewis Marine Supply.

Although there was great enthusiasm from each of the business owners I encountered, nearly all my interviews were tempered with strong comments concerning the future of the small businesses behind Lester’s. The No. 1 concern was increasing taxes.

“We saw a large property tax increase in ’05 that is based on artificially raised values,” said Valerie Govan, wife of Don Govan of Spurs. “This is unfair. There should not be a penalty for small businesses to operate in Broward County.”

“What is happening today is changing this entire industry,” said Greg Lillenthal, owner of Bomac Marine Power behind Lester’s for 19 years. “My property taxes and insurance have gone through the roof.”

Some said that if they don’t get some tax relief, they will not be able to stay in business.

Still, business owners and employees love the yachting industry. As I slowed down to talk to some of them, I was amazed at the variety of skills and wealth of knowledge.

At each place, I asked for referrals to another expert in their field and in most cases, these business owners recommended each other, which just goes to show that in addition to the skills you can hire back there, there’s a wealth of history and connections that come at no charge.

Tropic Machine Products

The muscle of the yachting industry in terms of metal has got to be Tropic Machine Products. Kevin Mundelius has been grinding metal for 17 years. His five employees are uniquely

talented with “heavy metal” machines. Need a huge scissor? Tropic can cut three-quarter-inch steel plates 12 feet long.

“You don’t get anything, anywhere like behind Lester’s,” Mundelius said.

Especially at Tropic. It has 200-ton press breaks, the world’s finest Bridgeport CNC machines, lathes that can handle 5-foot diameter, 10-foot long chunks of titanium. He can turn pistons for 150,000 hp diesel engines on 1,200-foot container ships.

“I once stood in the cylinder of an operating 12-cylinder engine at sea while removing the piston, and brought it to my shop for repairs,” he said. “I can also create custom parts; just one or two is no problem for my guys. A chief engineer or captain can bring in any oddball item that is old and virtually unknown and we can replicate it down to one-thousandth of a millimeter. I love challenges. Bring it on and my guts will build it.”

Find them at 217 S.W. 29th St. or at 954-779-7038.

National Marine Suppliers

Think you’ve never been behind Lester’s? Think again. If you’ve attended the huge crew party at National Marine Suppliers every October, you’ve been there. With 72 employees and warehouse space for all sorts of provisions, National takes up nearly an entire shortened block between 2nd Avenue and the railroad tracks.

“My entire crew is comprised of ex-yacht crew members,” said owner Dean du Toit, National’s owner. “They pass on knowledge and direction of every facet of the yachting industry. Captains demand the utmost reliability in deliveries whether here in Ft. Lauderdale or half a world away. My team’s in house knowledge is unbelievable.”

Du Toit started National 18 years ago selling Spot Free water filters out of the trunk of his white Cadillac.

Find them at 2800 S.W. 2nd Ave., 954-764-0975 or www.natlmarine.com.

Spurs

There’s rocket science behind Lester’s.

Don Govan has been creating the sharpest cutting edges known to man for installation on prop shafts and thrusters for 25 years, doing it all behind Lester’s. Spurs is a world leader in this technology. Employing 15, Spurs are not only installed on “white boats” but on cruise ships, U.S. Navy vessels, the entire Japanese fishing fleet and virtually all container ships.

Govan’s 3-D CAD programming and state-of-the-art metal cutters use electronic quality control that is accurate to a millionth of a millimeter. Pablo Sosa is the computer guru behind Spurs’ remarkable accuracy. Stop in for an in-depth look at how he creates magic with metal.

Find them at 201 S.W. 33rd St., 954-463-2707 or www.spursmarine.com.

From left, machinist Gary DiPalma and Kevin Mundelius.

PHOTOS/CAPT. DAVID HARE

Dean du Toit. Pablo Sosa.

See BEHIND LESTER’S, page A17

BEHIND LESTER’S, from page A1

Businesses, skills, history, connections in one place

Bravo Delta Engineering

For years I have noticed that the finest yachts have an outstandingly well-designed panel on the bridge that has an outline of the ship with lights that show which water-tight doors are open, which navigation lights are on (or not functioning), which pumps may be running, etc. I never could find just who was behind these unique designs. I was flabbergasted to find the creator of these treasures in Ft. Lauderdale and where else, but behind Lester’s.

Bravo Delta Engineering is owned by a quiet, most unassuming gentleman, Doug Mitchell. His electrical engineering degree has provided him with the skills to design highly sophisticated custom control and safety panels.

“I have been at this for eight years now,” he said. “Feadships are my specialty. My designs are sold to Simon Data Acquisition – the name on the panels – and they in turn are owned

by Palladian Technologies. With my software program, I can take any yacht designer’s concept or captain’s desire and turn it into a functional, yet beautiful work of art.”

Find him at 260 S.W. 32nd Ct., 954-524-2298 or www.bravodeltaeng.com.

Nance & Underwood

Rodger Underwood and Robert Nance operate a rigging shop that is world class. Nance & Underwood have been creating yacht rigging, sail repairs, sail conversions, dock lines, towing bridles and more since 1988. A Leisure Furl distributor, they offer swaging and rod rigging for the largest sailing yachts.

The staff of 16 can create an entire sail wardrobe; they represent the Max Sails loft in Stuart, Fla. How about dock lines that look utterly perfect with chaff guard sown in?

Find them at 262 S.W. 33rd St., 954-764-6001 or www.riggingandsails.com.

CJM’s Custom Shop

Charlie MacDonald has been creating custom stainless steel and aluminum pieces since 1987 at his CJM’s Custom Shop. With a personality larger than his 6-foot-4 frame, MacDonald is a powerhouse of energy, especially when it comes to working with stainless.

“You are doing a story about what is behind Lester’s?” he asked as I drove up. “This is the heart of the yachting industry. We are what make the Ft. Lauderdale yachting scene possible.”

MacDonald will go to any yacht, extract the component, and reproduce it in his shop.

“Custom fabrication is my game,” he said.

MacDonald spent five years at Norseman Marine building sailing masts, goose neck fittings, pushpits and pulpits before starting this shop.

“I think of myself as creating yacht jewelry,” he said. “Here, take a look at this barbecue. I created this from a hot water heater from a 1927 Trumpy.”

Not many guys can combine their two passions of welding and barbecuing.

Find him at 3232 S.W. 2nd Ave. or 954-728-9542.

Yacht Woodworking Systems

With no fewer than nine carpenters and furniture shops behind Lester’s, it was daunting to choose one for an interview. But so many people suggested Kevin Hanrahan of Yacht Woodworking Systems that I had to stop by.

“I grew up in Manhattan and learned my trade from Italian artisans who were passionate craftsman,” he

Doug Mitchell.

BEHIND LESTER’S, from page A16

Charlie MacDonald with the barbecue made from a Trumpy’s water heater.

See BEHIND LESTER’S, page A26

These businesses are ‘the heart of the yachting industry’

Victor effortlessly splices line.

Kevin Hanrahan.

The boat needs to be a good fit for its owner and purpose

wash her down.”“I think the perfect starter boat is 120 to 130 feet,

fiberglass with no varnish, like a Westport with a shallow draft that you can take anywhere,” another captain said.

“I’ve always said that the perfect boat is a 120-foot, triple jet yacht parked behind my house that the owner never uses,” one captain joked. (They quickly agree, however, that they much prefer an owner who uses his boat.)

The captains did seem to agree that beyond just a starter boat, about 120 feet was the sweet spot for yachting.

“It’s the most practical for the [U.S.] East Coast,” one captain said. “You don’t have to beg for dockage.”

“And it can handle all the toys,” said a third. “You have more room ... because it usually has a garage.”

There were other opinions of the perfect boat – stories of perfect seasons running a 68-foot Viking in the Bahamas, for example – which led back to a boat being perfect for its intended purpose.

“Once the boat is happy, everyone is happy,” one captain said. “We want the owner to use their boat.”

There was some conversation about which hull materials and make-up drove better – Deltas got some praise – and that led to a design discussion.

“I want to drive a boat that is good in a sea way,” one captain said. “As long as it’s constructed right and works well in the sea, it’s a good boat.”

There was a lot of discussion about owners who don’t focus on that, and instead focus on the shape and size of the master stateroom, the size of the engines and speed of the yacht, or some other issue that has less to do with seaworthiness.

“You don’t need something that goes 17 mph,” one captain said. “What you need is something that will get you out on the water, is as environmentally friendly as possible and has the smallest engines to the most work.”

“You want something that’s a pleasure to be at sea on,” another said. “Smaller engines give you more room in the engine room and less maintenance.”

“And if you centralize the engine room, you have room for a garage,” said a third.

“It all comes down to what does the owner want to do?” one captain said. “I’ve worked with owners who

just want to get their money out of the country.”In those cases, bigger and more expensive items

were ordered simply for their price tag, this captain said, despite the objections of the project manager, captain and even the builder.

“Don’t you feel there are an awful lot of decisions being made on not spending money or on areas that don’t affect how the boat runs?” another captain asked. “The owner, if in making his decisions, would just listen to us. They often veer off in directions that are counter-productive. No one steps up and says no.”

“If you do, if you tell them they don’t need that huge engine, now you’re the bad guy raining on their parade,” the first captain said.

The captains began to discuss the influence brokers have on an owner’s buying decision – and their near unanimous derision of that influence – as well as the lack of influence captains often have. Everyone spoke in rapid-fire.

“The problem – and I’ve always said this – is that Joe Millionaire in New York has $5 million to buy a boat. He opens a magazine and gets a broker. Joe Broker now becomes the authority to that millionaire on what he should buy …”

“… and what he should pay the crew,” another interjected.

“Chances are he [the broker] is a misfit from some other industry and doesn’t have the knowledge to help that owner buy the best boat for him,” the other captain continued. “I’ve said this to owners: You pay me all this money, why don’t you listen to me?”

“Sometimes the owner is better to ask the captain what to build,” another said.

“Some will say that all the captain wants to do is spend money,” one captain said. “I don’t want to spend it for myself. I want the boat to be successful.”

“It drives me nuts that the people giving feedback to the owners don’t have their best interests at heart and give them misinformation,” another captain said.

“We care about quality: quality of the builder, quality of the systems, quality of design so that it does what it’s supposed to do and things work as they are supposed to,” a captain said. “Style follows.”

“I agree, I’d look for a quality build, a quality pedigree, a quality designer,” one said. “When you go to a quality builder, you know the wiring will be right.

“There are guys that have built boats for a long time,” a captain said. “What’s right is right. A lot of decision-making is based on the wrong criteria.”

“They’re designed for the interior,” another said. As for specifics, do captains like all the high-tech

equipment or would they prefer less?“Less,” one captain said as several agreed. “It

breaks all the time.”“But it becomes a question of can you get it [the

lower-tech versions],” another said. “You may want those work-horse engines in the boat, and they can get them, but you’ve got to wait seven years. Those Caterpillar high-tech engines, we can get those.”

“We value reliability over technology.“The electronics are so integrated, and you don’t

even use it all,” a captain said. So how much does the actual, physical boat play

into your decision to take a job?“It’s not the boat, it’s the owner,” one captain said.“Because of that,” said another, “we’ve all driven a

lot of crappy boats.”

If you make your living working as a yacht captain, contact Editor Lucy Chabot Reed at lucy@the-triton.com for an invitation to our monthly Bridge luncheon, lucy@the-triton.com.

BRIDGE, from page A1

Attendees of The Triton’s May Bridge luncheon were, from left, Chuck Limroth of M/Y Caprice, Dave Johnson of M/Y Kipany, Pete Gustafson of M/Y Magic Moments, Guy O’Connor of M/Y Phoenix, John Wampler (behind), Paul Canavan of M/V Paladin Shadow II, Scott Sanders of M/Y Casuarina, Fernando Vallmitjana of M/Y Betty and Rupert Lean of M/Y Sea Owl. PHOTO/LUCY REED

By Buddy Haack

It is well known that captains and crew are solicited by yacht brokers for information about their owners’ interest in a new or used yacht. The promise of a big pay day if a deal is struck can be very tempting. Brokers know this and prey on the greed of captains and crew that see big money flying around for toys, fuel, dockage, cars, jets, new yachts and so on.

However, I can tell you that history has proven that the reality of a broker paying a captain or crew member for this information is very remote.

I have seen a lot in my 30 years in this business. I can tell you that 90 percent of the time the broker will not pay as promised if a deal is concluded. In fact, most of the time, once the broker has been paid a commission for the sale and approached by the captain or crew for their agreed pay off, the broker will call the buyer (now his new friend) and report the captain or crew for having their hand out for a part of the commission.

I have seen some brokers get dozens of captains and crew fired and their reputations ruined with these owners for expecting a promised pay off from the broker. This is a classic broker scam that has been practiced for decades. The few captains and crew that do

get paid something (never what was expected) are from that moment on expected to be loyal to that broker forever. (Big conflict of interest.)

Once it is known that a captain or crew member has had his/her hand out with their favorite broker, the word spreads like wildfire. Owners and buyers are getting smarter about this behavior and do not want to hire captains or crew known for asking for money from brokers for information.

Yacht captains are well paid in most circumstances and are expected to be loyal to the yacht’s owner for the money they have agreed to be paid. If you owned a yacht, would you like it if your captain was taking money from a broker? Not many owners like a dual loyalty. Keep your integrity. Keep from being the broker’s sucker. Take your paycheck from the owner and not the broker’s promise to swindle you. That’s my advice when a broker circles for information about your vessel’s owner.

Beware of the broker scam. Not all brokers are bad, but many will lie, steal and cheat to get a deal. Don’t let them make you a party to it.

Buddy Haack is a former yacht captain who has been an independent contractor for Lurssen Yachts since 1997. Contact him through editorial@the-triton.com.

Broker kickbacks a messy affair

S/Y Kaori won the St. Barth’s Bucket in early April amid a field of 26 yachts ranging in size from the 84-foot Metolius to the 289-foot Maltese Falcon. Kaori recently completed a 10-month refit at Rybovich in West Palm Beach to upgrade systems and update the famous schooner that has traveled the world as S/Y Mandalay. This is the owner’s first yacht and first bucket.

Kaori appeared dominant over three days of racing as she displayed her new rig configuration and modified coach roof, according to a news release.

Placing second in the overall competition was S/Y Avalon, another Rybovich semi-annual customer which had come out of the yard in February following comprehensive main engine and generator work in conjunction with some cosmetic projects. She is a 20-year-old Ron Holland ketch.

The Cool Crew award went to S/Y Rebecca. For more information, visit www.bucketregattas.com.

Merle Wood & Associates has added the following vessels to its central listings: the 197-foot Oceanco M/Y Aviva II, the 144-foot Trinity M/Y Marlena, the 124-foot Delta Thirteen, the 106-foot Broward M/Y Soulmate, and the 100-foot Azimut M/Y Island Seeker. Sales for March include the 180-foot Trinity M/Y Mia Elise, the 121-foot Palmer Johnson M/Y Inventorio, the 115-foot Benetti M/Y Bella Dawn and the 87-foot Warren S87.

Broker Pete Hoffmann has refit his submarine again and is looking for a new home for her. The 35-year-old vessel was once 32 feet long but has been reconfigured to a 13-foot length. She completed sea trials in mid April

for ABS and is rated to 1,250 feet.The five-person sub was with 150-

foot M/Y Mystere for a while in the late 1980s. It also hauled tourists in New Zealand for a while. Though he no longer owns her, Hoffmann recently oversaw an 18-month refit. He’s asking $595,000. Contact him through www.subdive.com, pete@subdive.com, 954-261-7225.

– Lucy Reed

In March, the Monaco office of Ocean Independence brokered the sale of the 200-foot (60m) M/V Titan, which has joined its charter fleet. Also sold were the 128-foot (39m) Proteksan M/Y Vinidrea II and the 43-foot (13m) Wally tender Dark Haze, along with a new-build 122-foot (37m) Benetti Classic and 80-foot (24m) Riva M/Y Phantom through the Palma, Antibes and Geneva offices. For more information, visit www.ocean-independence.com.

Since the Miami boat show in March, Robert Cury & Associates has sold the 106-foot Lazzara M/Y 24 Karat, the 95-foot Burger M/Y Pacific Shadow, the 100-foot Broward M/Y Sea Bear, the 75-foot Hatteras M/Y Carma and the 70-foot Hatteras M/Y Stein Song. Broker Bob Cury also centrally listed the 147-foot Intermarine M/Y Aquasition and broker Mark Osterhaven has listed the 103-foot Broward AMIXTLI. For more information, call +1-954-525-7484.

International Yacht Collection

(IYC) has sold the first Lazzara 110 in Europe. Broker Mark Elliott, with the assistance of Kevin Bonnie in the IYC Monaco office, concluded the deal. IYC is the Lazzara distributor for France, Monaco and Italy. For more information, visit www.IYC.com or call (888) 213-7577 in the United States or (+377) 97 98 24 24 in Monaco.

The only remaining lifeboat of the SS Nomadic, tender to RMS Titanic, was reunited briefly with the mother ship

March 1 after more than 30 years apart. The wooden lifeboat, one of only 2 White Star Line lifeboats remaining in the world, has been transported back to Belfast after it was bought from the Chantereyne Museum in Cherbourg. The lifeboat is fragile and it hasn’t been decided if it can be restored or should be preserved as is. For more information, visit www.nomadic preservationssociety.co.uk.

Kaori wins St. Barth’s Bucket

PHOTO/LUCY REED

More than 750 captains, crew and industry professionals helped us celebrate our third birthday in April in Ft. Lauderdale.

Readers often tell us they can tell we love what we do. Is it any wonder? Yacht crew and the professionals who support them with goods and services are just so interesting.

We love hosting this party each year. We bumped into crew who have been in Europe for six months as well as those who have been in West Palm Beach but equally unseen.

Special thanks go to our sponsors, including Alexseal, Camper & Nicholson, Global Yacht Fuel and Headhunter. Next time you work with them, thank them for the party. We couldn’t have pulled it off without their generous support.

And thanks to James Schot, the professional photographer who not only writes our photography column (see page B14) but also too most of these great shots. Tom Taylor from Northrop & Johnson also snapped a few.

Here’s to a great summer. Ft. Lauderdale will miss you.

Thanks for coming to the party ... THE TRITON’S THIRD BIRTHDAY

... see you soon

By Capt. Tom Serio

Kimberly Gonzales has been named chief executive officer of Shadow Marine, the Ft. Lauderdale-based builder of shadow vessels. Founded by her husband, Tom Gonzalez, Shadow missed an announced unveiling at the Ft. Lauderdale International Boat Show in October.

“We’ve had some growing pains as can be expected, but we’re making changes to strengthen the operation,” Kimberly Gonzales said.

Gonzales, who has a background in interior design, will manage daily operations at Shadow, including dealing with subcontractors and being involved with negotiations.

“Making this change makes us more focused and allows us to keep in step with what the yachting industry wants,” Tom Gonzalez said.

He did not elaborate on why he stepped down from the position. He remains owner and chairman of the company, and is working to redevelop the old Best Western site at the southeast foot of Ft. Lauderdale’s 17th Street bridge.

Gonzales owns the property, which is attempting to be developed into The Sails, a hotel and marina project. This deep-water marina just north of Port Everglades includes new concrete docks and is expected to have high-speed fueling and electrical service up to 480/3-phase/400 amp.

Although the marina is open, development of the planned dry-storage facility (for 150 boats up to 50 feet) and hotel (350 rooms, condos, retail and office space) was denied by the city’s planning and zoning board recently. City commissioners are expected to vote on the project sometime this summer. All of the surrounding neighborhood groups or marine industry groups involved have supported the project, which would replace the pink building across 17th Street from Pier 66.

As for Shadow Marine, the company is about 90 percent finished with Palladin Shadow 2, a 185-foot vessel built on spec. It will have a sky lounge and upgraded guest accommodations, said Gary Slatkow, the company’s new vice president of sales and marketing.

The company’s Mystere Shadow was host boat at the Honda Grand Prix in St. Petersburg in early April and participated in the Boys & Girls Club event in the Bahamas in April.

The company also has converted the former City of Vegas hull to include six stateroom suites with balconies, a swimming pool and sky lounge to create the new 225-foot Allure class vessel. Several other shadow vessels are on the drawing boards, but details were not released.

Atlass broadens coverage

Ft. Lauderdale-based Atlass Insurance has introduced a new program that will enable yacht owners to insure them all year long, including Florida, the Bahamas and the Caribbean.

“Trying to get insurance coverage for boats in Florida and the Bahamas that includes hurricane season has been a nightmare for recreational boaters,” said Frank Atlass, president and founder of Atlass Insurance Group. “If your insurance company won’t let you use your boat where you want to, what’s the point?”

The new program, called Seawave, provides protection every month of the year, including hurricane season. It is available for recreational vessels valued up to $1.2 million ($750,000 in Puerto Rico) and Lloyds of London approved.

For more information contact, Atlass +1-954-525-0582 or www.atlassinsurance.com.

On Call launches medical plans

Global travel assistance company On Call International announced its entrance into the megayacht

See BUSINESS BRIEFS, page A25

Shadow Marine gets new CEO

Shadow Marine has upgraded the docks outside of its office, near the 17th Street Bridge. PHOTO/CAPT. TOM SERIO

market in April with three new insurance and assistance products. A provider of medical, travel and insurance assistance to cruise lines, On Call provides customized medical, travel, insurance and concierge services, including evacuations and repatriations, to more than seven million consumers.

“Because of our relationships with the cruise industry, we are confident in our experience and knowledge in handling maritime emergencies and it only seems natural that we would introduce ourselves into the superyacht arena,” said Michael Kelly, president and CEO of On Call. “You can never be too cautious. While cruise lines provide a safety net to passengers who want to jet ski, scuba dive, or search for shells on a deserted beach, superyacht owners and their guests are often on their own, inviting risks and liabilities of which they might not be aware.”

For more information, visit www.oncallinternational.com.

ISO adds Italian fuel company

Global fueling company ISO Industries has acquired Rossmare International of Savona, Italy. Silvio Rossi and his wife, Rosanna, will remain with the company as directors and shareholders. Rossmare is a physical supplier in the port of Savona, and it specializes in traded gasoil in the Mediterranean in addition to servicing customers worldwide.

Virginia-based ISO created its yacht fueling subsidiary in February 2006 with the acquisition of Ft. Lauderdale-based Global Yacht Fuel.

ISO’s yachting division was conceived by David Price, managing director of the yacht fuel group.

New fueling company launches

Strait Superyacht Services has launched at the Port of Ceuta in Morocco to provide fuel bunkering for megayachts, with both ex pipe and bowser truck facilities, supported by an infrastucture that will allow berthing of vessels irrespective of their L.O.A. and draft, according to a news release.

Yachts will be able to not only buy fuel, but also support services, duty-free goods and great tourism opportunities (with Morocco at its doorstep).

IYC adds office, expands

International Yacht Collection has opened an office at Paradise Island in Nassau, Bahamas. Located at Hurricane Hole Marina in Atlantis Resort, the office is a collaboration with locals Geoff Keato and Ian Robertson, formerly of Paradise Island Charters. To contact IYC Bahamas call +1-954-681-4644 or +1-242-363-4458.

In Monaco, IYC has hired Phil Rose as European general manager. Rose

worked as chief engineer on high-profile yachts and was group project manager with the Monaco Marine Group. The industry may know him best for his role in the development of the MCA Yacht Engineer qualifications.

Sofia Lembrin joins IYC as its European-based charter broker. She spent four years in yacht management and brokerage for a private megayacht owner on the French Riviera and three years at one of the largest firms in the industry, according to a statement. Contact the Monaco office at 377-97-98-2424.

For more information about either office, visit www.IYC.com.

Knight & Carver forms team

Knight & Carver YachtCenter has formed a teaming agreement with British-based equipment supplier Atlas B2B and interior space designer Techtonic Design. The arrangement will provide Knight & Carver with a single source of megayacht equipment and installation services (AtlasB2B) as well as interior space design (Techtonic Design).

For more information, visit www.atlasb2b.com, www.tectonicdesign.eu or www.knightandcarver.com.

Callenberg buys Dynamic Electric

On April 11, Miami-based Callenberg Engineering agreed to acquire Dynamic Marine Electric, a seller of lighting components to the marine market, making Callenberg one of South Florida’s largest electrical suppliers to the marine industry. Callenberg will now be able to offer products from Osram, Philips, Radium and Sylvania. Terms of the acquisition were not disclosed.

Firm specializes in marine property

South Florida resident and Broker Ginger Hornaday has launched a marine real estate firm that specializes in marina developments, resorts with a marina component, dockominiums, dry stack “rackominiums” and luxury waterfront residences.

Beginning as a yacht chef, Hornaday founded Enhance Marketing 15 years ago and has created a niche for her business in marine real estate. For more information, visit www.aquamarinerealty.com.

Photographer opens gallery

Professional photographer James Schot opened a fine art photography studio and gallery in Ft. Lauderdale in April. A photographer for more than 25 years, Schot writes a column for The Triton and is a frequent contributor of photographs. The gallery will showcase Schot’s work plus the work of other artists and photographers. It includes a portrait studio. For information and photographs, contact Schot at +1-954-564-1112.

ISO expands its fueling reachBUSINESS BRIEFS, from page A24

954-525-5577954-525-5577

Excellence in New River Towing To and Within Ft. Lauderdale’s Premier Service Facilities and Marinas.

Experienced, Reliable, Professional Service Since 1989Experienced, Reliable, Professional Service Since 1989

said. “I am a one-man band and pride myself in handling all aspects of an assignment.”

Perusing a portfolio of Hanrahan’s creations for Larry Ellison’s M/Y Shogun was like viewing a book of art. If your boss has been grumbling about redecorating his stateroom, this is the place to start.

Find him at 3232 S.W. 2nd Ave., 954-763-9997.

C.L. Associates

“We stay at it,” said Don Zane, owner of C.L. Associates, the Kobelt and Microphor gurus. “I have been here since 1988 working with Chuck Hornberger, and all the yards know they can rely on us for our engineering expertise when it comes to engine controls.”

The guys do all the bells and whistles to customize any megayacht: digital, analog or pneumatic.

Not at all related to engine controls, Zane also specializes in Microphor yacht heads.

Need a rebuild kit for your head? Call Zane.

Find him at 260 S.W. 32nd Court, 954-525-9846.

Beaver-Brand Canvas

With more than 20,000 clients since 1987, “my temporary thing turned into forever,” said Linda Schwartz of Beaver-Brand Canvas. “My three employees and I do exotic custom canvas projects. We prefer exterior projects; that is our real forte.”

With the ability to bend stainless steel in-house, Schwartz and her staff guarantee a perfect fit for biminis and dodgers. She uses Sunbrella fabrics and Wevlon Regatta vinyl-coated fabrics.

BEHIND LESTER’S, from page A17

‘More than 20,000 clients’ since business began in ’87

Don Zane of C.L. Associates, with his dog Nikita.

See BEHIND LESTER’S, page A27

Linda Schwartz.

“Word-of-mouth is how I have grown my business and let your readers know that we are ready for our next project.”

Find her at 246 S.W. 33rd St. or 954-763-7423.

Seafarer Marine

When I asked people who else I should visit, every single person said, “Go see Bob Bagley of Seafarer.” Since 1987, Bagley has maintained the largest inventory of veneers, hardwoods, teak, rare woods and all of the associated hardware required.

“We pride ourselves on good service,” he said. “I am in a specialty niche that could not exist anywhere else. The yards depend on us for their decks, cabin soles and veneers.”

Seafarer is a dealer for Teak Decking Systems, and its in-house vacuum bagging table is a great way to glue cabin soles.

“My real secret is Fred,” Bagley said. “He knows more than all of us combined.”

Fred spent 30 years as a yacht carpenter.

“My specialty is matching veneers with existing cabin décor. I am the job estimator and planner here at Seafarer. After a lifetime, I pretty much know what any given exotic project will take.”

Find them at 3100 S.W. 3rd Ave., 954-763-4263 or www.seafarermarine.com.

Bomac Marine Power

Had a gut full of living with the absurdity of a generator without a sound shield? Greg Lillenthal’s Bomac Marine Power produces outstanding sound shields. For 19 years he has created fuel, water and holding tanks along with bending stainless steel pipes for megayachts’ custom installations as well as custom fixed dock steps. Selling

Phasor Marine Generators and building custom Ford-powered generators (including supplying 60 to the Mexican Navy) has kept Greg and his three employees busy.

But Lillenthal is looking to cruise ships for the future of his business because he’s not confident that yachts will keep coming to Ft. Lauderdale. Increases in taxes and dockage rates have steered many of his clients to points north, including Savannah.

“I am focusing on the cruise ship business and their exhaust repairs,” he said. “With this full metal shop, I can do anything.”

Find him at 271 S.W. 33rd St. or 954-766-2625.

These businesses are only a handful of what lies behind Lester’s. Feel free to send us news about any others that you do business with. Contact Editor Lucy Reed at lucy@the-triton.com. Contact Capt. David Hare at david@hare.com.

BEHIND LESTER’S, from page A26

Specialty niche foundationon which businesses coexist

Bob Bagley with cherry-and-maple sole.

Greg Lillenthal.

By John Freeman

Capt. Robert O.S. Verity admits he has an easier work schedule than most captains he knows.

Verity, captain of the 145-foot M/Y New Century, shares his captaincy with another skipper, Michael Anderson. Teamed with their wives, they each spend three months aboard the vessel, then take three months off.

Together, they’ve been following that schedule the past three years. Each of their wives serves as chief stewardess, with two engineers – Anta Jordan and Damir Kucar – also in the same rotating schedule. A blue-hulled Heesen/Diaship built in 1997, New Century runs with a crew of seven.

“It’s what everyone would like to do, but can’t,” said Verity, who guesses that less than 1 percent of megayachts operate that way. “Trying to get someone else to do the job as efficiently and professionally as you’d like is very difficult. But it’s worked out very well for us.”

Compensation is based on total number of days spent aboard, which varies at times but usually works out to be three months on, then three months off.

New Century is in the midst of a six-week stay at Knight & Carver YachtCenter in San Diego undergoing service, maintenance and paintwork before heading north to Vancouver and Alaska for the summer.

British by birth, Verity spends his

off-months with his South African-born wife, Vicky, in two homes, depending on the seasons: one in Palma, the other in Capetown. For land-based adventure, they often escape to Namibia and Mozambique for extended safaris.

“We don’t do any real hunting, other than pointing a camera,” Verity said.

A yacht captain for nearly 25 years, Verity finds the shared arrangement a welcome source of stress relief.

“Running a big boat is very stressful these days,” he said. “The daily demands made on the captain are much more administrative than in the past. There are so many new regulations you have to know and follow to the letter; it’s more than simply driving the boat, not like it used to be.”

John Freeman is director of communications for Knight & Carver YachtCenter. He spent more than a dozen years as a journalist at the San Diego Tribune and Union Tribune newspapers before joining the marine industry. Contact him at jfreeman@knightandcarver.com.

Sharing captain’s dutieseases each one’s burden

‘Trying to get someone else to do the job as efficiently and professionally as you’d like is very difficult. But it’s

worked out very well for us.’

Capt. Robert O.S. Verity is working in what he considers to be the idea arrangement for work-life balance.

PHOTO/JOHN FREEMAN

Take a stroll down the docks of any marina from Pensacola to Jacksonville, around the 1,197 miles of Florida coast, and note the ports of call on the transoms of the boats.

The little boats call Florida home; big boats use various cities outside of Florida to call their port home.

Those other cities have governments that have adapted their tax laws to attract this new and large floating economy.

The states and countries that have modified their tax codes to lure these moving giants – including North Carolina, Rhode Island, Delaware, the Cayman Islands, St. Vincent, the Marshall Islands and the British Virgin Islands – have experienced a surge of tax revenue to improve their communities’ standard of living.

Why is Florida’s legislature not adapting our tax polices to encourage the enormous boating economy to stay in our state? Why isn’t there a use-tax cap of $15,000, $30,000 or even $50,000 to keep boats in Florida?

Maybe the late economist Milton Freedman said it best: “Governments don’t learn, people learn.”

We cannot expect the Florida governor’s cabinet designed in 1847 – with a commissioner of agriculture, but not a commissioner of aqua-culture – to learn the value of a relatively new market and the potential revenue.

As late as 1980 there were fewer than 100 yachts privately owned larger than 100 feet; as of 2007, there are 3,355 yachts larger than 100 feet privately owned, according to a report in The Yacht Report.

It’s very difficult to grasp the impact of a mobile economy made up of thousands of individual pieces of fiberglass and aluminum that has taken 25 years to develop into a global giant of tax revenue.

Florida’s Legislature is filled with smart people who can read economic impact studies, learn, and modify a law to increase the standard of living for his or her constituency.

The Legislature also has professional politicians who legislate the way of their forefathers did. They see a tax cap on a big pretty white boat as political suicide, like it was decades ago.

Today, the people of Florida that these legislators represent need a

portion of the 3,355 big boats to pay for the service of dockage, insurance, carpet cleaners, varnishers, divers, welders, captains, bankers, delivery truck drivers, secretaries, furniture salesmen, gas station owners, waiters, grocery stores and all the goods these boats, crews and guests consume.

Our biggest benefactors should be our children, teachers, civic leaders and community services from the $15,000-$50,000 per boat in new Florida tax revenue.

High dockage rates via high property values and massive increases on insurance premiums are pushing boats north.

If “We the people,” a k a the government, do not learn, we will all be scratching our heads wondering why all the boats are located at those fancy new marinas in Georgia, Alabama, North Carolina, Rhode Island, and the Bahamas, and not in the Sunshine State.

Jason DunbarBoard Member

Florida Yacht Broker’s Association

Florida’s goverment needs to see yachts, taxation with new eyes

The Triton knows how to throw a party. Congratulations on your third anniversary.

Fiona G. WellesFirst Vice President – Investments

UBS Financial Services

We had an absolutely fantastic time at your party Thursday night. I did some shopping at three trades around town on Friday and they were all talking about the party. Can’t wait for the next one.

Capt. Oliver DissmanM/Y Arbitrage

Editor’s Note: That would be in mid-October to welcome crews back to Ft. Lauderdale for the boat show. If you want to receive details about it, send us an e-mail to events@the-triton.com.

Thanks for a relevant paper

I would like to take this opportunity to say what a great job you are doing with the newspaper. As an ex-captain, I always find the articles interesting and relevant.

Your recent article about home ownership was particularly interesting. I am happy and surprised to learn how

many crew do own homes. As an ex-yachtie, I have often kicked myself for not investing in property while I was part of a crew.

To those who do not own homes yet, I would suggest you investigate investing in a home as early as possible. If you are going to be on yachts for the long term, you are going to need somewhere for a potential family to live or to send all that cool stuff you collect from around the world. Property has always been a great investment and probably always will be. If you ever want to leave yachts and go shore-based, you’ll have a home. If the property is not in the place you decide to settle down in, you are already on the property ladder and buying and selling is easier than first-time buying when starting a new career.

To those of you who are considering purchasing a home, I would suggest getting your financing in place prior to looking for a home.

Mike PriceLynxBanc Mortgage Corp.

Surplus food shouldn’t go to waste

Have you ever had a new job as cook/chef and inherited a pantry full of

ingredients that don’t fit your cooking style? Or maybe your boss buys a new boat and the pantry is still stocked with items from the previous chef that you will never use in a million years. What to do?

My first plan of action is to box or bag up these items and offer them to day workers that help out around the marina.

If there are no takers then I deliver the food items to the Daily Bread Food Bank. This is a South Florida organization that feeds the homeless (www.dailybread.org) with locations in Miami, Ft. Lauderdale and West Palm Beach.

On its web site are links to other organizations that serve other communities throughout the United States. Try www.secondharvest.org.

Since there is so much waste in the yachting industry, donating excess food items is a positive way to help the community.

I know many chefs are quite busy so maybe they could delegate the job of donating to a stew or deckhand.

A megayacht chef(name withheld on request)

I read Debbie Neimeyer’s article “Unkind - to womankind” in the April issue of The Triton. I have had similar experiences on yachts, working with internationals and being the target of sexist and anti-American comments.

I wanted to share some thoughts with you.

I am 30 years old and have been in the industry four years. I have worked my way from a stew to mate and recently obtained the Yachtmaster Certificate and 100-ton USCG license.

It was a long road with many obstacles.

As for sexist comments, they are unacceptable. Those crew members must be held responsible. As Debbie explained in her article, the proper protocol should immediately be followed, i.e. going to the captain or chief stew. If nothing is done or the situation doesn’t improve, remove yourself from the vessel.

As for the anti-American comments, my advice is as follows: By putting yourself on a foreign-flagged vessel with an international crew you are entering the lion’s den of anti-American views.

I try and educate myself on foreign affairs because inevitably you will have to defend yourself for being an American. It is an unfortunate part of the working environment.

Choose your yacht carefully. The only way to avoid anti-American comments is to work aboard an American-flagged vessel with an American captain and crew.

This is my current working situation and it is finally a non-issue. But it took me four years to figure it out.

I appreciate the article and Debbie’s courage to address these issues.

Mate Erin (last name withheld on request)

Women:Choosevessel, jobwith care

That party was awesome; when is the next one?

www.the-triton.com May 2007Section B

Since earliest times, the sea has been synonymous with insecurity for those who venture on it. “He that would sail without danger must never come on

the main sea,” as the old seafarer saying puts it.

This endemic absence of safety probably explains why early maritime trade was mainly the preserve of adventurers. The

sea was associated with the idea of chance or fate, a concept still to be found in expressions such as “maritime perils.” Ocean transport developed in such a laissez-faire way that the many accidents, of which bold navigators were victims, were soon accepted as part of the natural course of things.

The technological innovations that accompanied the Industrial Revolution encouraged development of maritime transport in the 19th century. The most important were undoubtedly the introduction of steam-powered engines onboard ships and the construction of iron and then steel hulls.

These technological advances were accompanied, however, by an increase in risks at sea, corresponding to the greater number, size and speed of vessels engaged in trade. While regulation on shipping was normally seen as a hindrance on free trade, a general push toward more standardization was seen following a series of maritime disasters in the late 1800s and early 1900s.

The term SOLAS is often thrown around in our industry, but what exactly does it mean is this acronym

See RULES, page B4

SOLAS: Safety of Life at Sea

With more than 1,300 people gathered in Ft. Lauderdale for Sunrise Harbor’s annual captain and crew appreciation party, we couldn’t help but start asking questions. This year, amid the sushi, pirates and moist spring air, Editor Lucy Chabot Reed queried captains about towing tenders.

We didn’t always get answers to every question – thoughts were often in other places, as you can imagine at a party like that. So we begin with the thoughts of Capt. Michael J. Dailey, who shared what he has gleaned from more than 20 years as a commercial tug captain.

Capt. Dailey started his career in the U.S. Navy as a navigator on fast-attack submarines. His nearly 20-year commercial towing career began with offshore oilfield services companies and he has commanded both ocean-towing and harbor service tugs for several towing and salvage companies such as Crowley Towing and Transportation, Foss Maritime and Zeidel International.

A recreational sailor most of his life, Dailey competed in two America’s Cups before switching to yachting in the early 1990s. He has skippered both motor and sailing yachts and currently does worldwide deliveries.

Contact him through editorial@the-triton.com.

Towing a tender, or anything for that matter, shouldn’t be an insurance risk – much less require more crew – if done properly. This means towing from a good tow point with proper chafe protection, a long enough towline made of the most appropriate material for the job at hand and a secure point on the tow.

Anyone who can manage a scrub brush, chamois or a mooring line can pull in a towline by hand with a bit of cooperation from the guy driving the boat. If a blend of materials is used, the towline will float and be even easier to pull in.

A good towing point is always forward of the rudders, making it easy for the towing vessel to maneuver. However, this is also always

impractical aboard yachts. Therefore, towing from one stern bit or the other will suffice.

Choosing which side to tow from should be based on the prevailing weather and sea conditions expected. This arrangement can actually help to steady the towing vessel by exerting a force to compensate for wind, waves or swell. The idea of elaborate rigs to change from side to side is a waste of time and money when the comparatively narrow beam of most yachts is considered.

The secrets to towing anything are a long-enough towline and an appropriate speed, based on the size and weight of the tow and the weather tolerance of the tow. I will use a 30-

See TENDERS, page B8

Towing should be a veryeasy feat

The catenary (the measure of the dip in a towline) is an indication things are proceeding well; a dry tow line is not. PHOTO COURTESY OF NOAA

Helping the environmentl Increased availability for

Ultra Low Sulfur Diesel and

new fuel standard should

make for less pollution.

l A solidifier that keeps fuel

and oil spills in check has

been pre-approved.

Relaxing in the BalticThe open-

air cafés and

cobblestone

streets of

Stockholm

blended well

with fjords,

islands and tight squeezes through

many, many places. B15-19

This way to remove paintCapt. David Hare writes that

there is nothing like baking

soda, compressed air and

an experienced, skilled

technician when it’s time to

get your boat’s bottom back

to brand new. B2

B3

B5

Rules of the Road

Jake DesVergers

B� May 2007 www.the-triton.com The Triton

After 18 years of primers, bottom paint and 50,000-some miles, it became time to figure out a way to remove all of the built-up bottom paint on M/V

Thunder, a Delta expedition-style motor yacht.

During the course of a vessel’s life, owners change and captains come and go. If a solid record is not kept of the paints applied, a non-compatible paint can end up on the

bottom of a boat. This can result in bottom paints not

lasting as long as one would expect or even complete non-adhesiveness so that within a few months the paint has flaked off, leaving the substrate exposed to saltwater.

When it comes time to strip off years of paint on a fiberglass hull, I have found a method that is both environmentally safe and ultra-safe for the hull itself. That technique is soda blasting.

Bicarbonate of soda is the product used. That’s right, plain old baking soda. However, there are several trade

secrets that make this process unique.I turned to Vic Olsen, owner of

Miami Soda Blasters when it came time to remove bottom paint from Thunder’s underbelly.

Vic, a 57-year-old U.S. Coast Guard captain, has owned MSB for four years and along the way has perfected a fantastic manner in which to strip a fiberglass yacht efficiently.

With a good laugh, Vic explained.“The first attempts to tent boats

proved somewhat humorous,” he said. “The soda is propelled by a high-powered air compressor that puts out 210 CFM (cubic feet per minute). Our tents blew up within minutes; they blew up like hot air balloons, ripping the tape off of the hulls. We looked like a scene in an old Laurel and Hardy movie.

“My wife deserves a lot of credit for researching the correct plastic and tape to build our tents,” he said. “We tried dozens of plastics and tape until we hit on the right match. With practice and persistence, we overcame the learning curve and have now successfully removed bottom paint from hundreds of boats.”

MSB’s Mega Soda Blaster machine is the key to the process. Joe Alexander, a Seattle engineer, invented the process by marrying a generator, air compressor and cool air induction with water separator into one trailer-mounted, highly mobile package.

“Water is the death of soda,” Vic said. “The soda must be perfectly dry for the process to work. We tried a dozen bicarbonate of soda manufacturers before we found the one company that supplies the perfectly sized crystals that are 100 percent moisture free. We truly use the finest available.”

The process removes bottom paint, primers and barrier coats from fiberglass, aluminum and steel without damaging the substrate surfaces.

Vic introduced me to his two blasters, Ryan Wallach and Rico

Masena, both 33.“Without Ryan, this thing would

never have happened,” Vic said. “He is the true MacGyver of soda blasting.”

“This took me a year to perfect,” Ryan said. “We went through the ringer on everything from the correct soda to use to the right plastic to cover the hulls with. Nothing came easy and there was no manual to turn to. We figured out the process each step of the way and today we have this down to a science.”

The pattern of the wand is only half of the science; the critical item is the angle of the wand along with making only a 2-inch circle in the pattern.

On a large bottom such as Thunder’s with 10-foot draft, Ryan designed a harness to help him hold the wand

while on a ladder 12 feet in the air.

I asked Vic what it was like getting started in a business that no one had tried before in South Florida.

“It was horrible in the beginning,” he said. “We would work for a week and then spend a month trying to get paid.”

Vic credits Spinnaker Marina in Miami for helping his business get off the ground. The staff at the marina sent over “reliable” clients, and MSB has since grown to Ft. Lauderdale, West Palm Beach, Stuart and Jupiter.

MSB also handles projects as diverse as engines, automobile restoration, and removing graffiti from buildings or playgrounds.

As for Thunder, the job was completed in five working days, on time, on budget and to my specifications. Today, her bottom is as the day she was launched.

Contact Capt. David Hare at david@hare.com. Contact Miami Soda Blasters at 305-377-0977 or through www.miamisodablasters.com. If you have a product you’d like to see reviewed, contact Editor Lucy Chabot Reed at lucy@the-triton.com.

Ryan Wallach, a blaster for MSB, has become an expert at soda blasting through persistence. “This took me a year to perfect. We went through the ringer on everything.”PHOTO COURTESY OF MIAMI SODA BLASTERS

Having a blast removing old paint

“We truly use the finest (bicarbonate of soda) available.”

– Vic OlsenOwner, Miami Soda Blasters

Captain’s Call

DaviD Hare

CAPTAIN’S CALL: Soda blasting

The Triton www.the-triton.com May 2007 B�

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CANVAS & UPHOLSTERY

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 649/691Savannah,Ga. 543/NANewport,R.I. 642/NA

CaribbeanSt.Thomas,USVI 699/NASt.Maarten 673/NAAntigua 673/NA

NorthAtlanticBermuda(St.George’s) 835/NACapeVerde 528/NAAzores 544/NACanaryIslands 609/730

MediterraneanGibraltar 565/NABarcelona,Spain 608/1,215PalmadeMallorca,Spain 615/1,283Antibes,France 633/1,431SanRemo,Italy 705/1,543Naples,Italy 831/1,626Venice,Italy 699/1,538Corfu,Greece 746/1,239Piraeus,Greece 800/1,299Istanbul,Turkey 571/NAMalta 570/NABizerte,Tunisia 575/NATunis,Tunisia 568/NA

OceaniaAuckland,NewZealand 592/NASydney,Australia 601/NAFiji 632/NA

*When available according to customs.

Today’s fuel prices One year agoPrices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of April 19, 2006

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 623/672Savannah,Ga. 598/NANewport,R.I. 642/NA

CaribbeanSt.Thomas,USVI 735/NASt.Maarten 685/NAAntigua 670/NA

NorthAtlanticBermuda(St.George’s) 777/NACapeVerde 580/NAAzores 545/NACanaryIslands 586/711

MediterraneanGibraltar 572/NABarcelona,Spain 599/1,168PalmadeMallorca,Spain NA/1,100Antibes,France 617/1,370SanRemo,Italy 702/1,355Naples,Italy 675/1,365Venice,Italy 656/1,343Corfu,Greece 678/1,211Piraeus,Greece 658/1,187Istanbul,Turkey 570/NAMalta 568/NATunis,Tunisia 555/NA

OceaniaAuckland,NewZealand 653/NASydney,Australia 661/NAFiji 673/NA

*When available according to customs.

By Richard Manto

On June 1, 2006, new fuel standards were introduced in the United States by the Environmental Protection Agency that affect both on-road and off-road use, including marine.

They require that 80 percent of the highway fuel either produced or imported be ultra-low sulfur diesel fuel (ULSD), also know as S15. This fuel has a maximum sulfur content of 15 parts per million (0.0015 percent).

These new regulations also include requirements that address the use of both the low sulfur diesel fuel that has been available for several years and high sulfur diesel as well.

The former has a maximum sulfur content of 500 ppm (0.05 percent) and is known as Low Sulfur Diesel (LS500). The latter has a maximum sulfur content of 5,000 ppm (0.5 percent) and has been known as High Sulfur Diesel (HSD) ever since the introduction of LS500.

The reason for this, of course, is the belief that less sulfur means cleaner air. The reduction, over a bit more than a decade, has been a dramatic one with HSD having a max sulfur content that is 333 times the new ULSD.

The new regulations address diesel type use and their timelines with regard

to refineries, terminals, auto retail, off-road, locomotive and marine. We will address only marine use.

Beginning June 1, 2007, High Sulfur Diesel will no longer be available for marine use and, except for in California, the new standard will be LS500. States are permitted to enact stiffer standards if they so desire, and California has. Since Jan. 1, all fuel for marine use in California must be the new ULSD.

The U.S. requirement of LS500 for marine use will be a definite benefit to those yachts that are required to use Low Sulfur Diesel only. Although it has been around for some time now, many diesel supply locations (mostly terminals) have not had LS500 available until this year, and some may still not yet have it.

Although the timeline for use of ULSD in the auto industry began in 2006 – and despite being available at many fuel docks, marinas and by truck to yachts – the requirement for marine diesel engines to use only ULSD will not be until 2012. At that time LS500 will no longer be permitted for marine

use.With regard to how the new ULSD

will affect current marine engines, many of which may be several years old, there are a few things to consider.

Lubricity

Lubricity is a measure of the fuel’s ability to lubricate and protect the various parts of the engine’s fuel injection system from wear. It has been well known among many captains and engineers that a lower sulfur fuel has

less lubricity. Many of us thought that the sulfur itself was the lubricant. This is not correct.

The processing required to reduce sulfur also removes naturally occurring lubricity agents in diesel fuel. To manage this change, the American Society for Testing and Materials (ASTM) adopted the lubricity specification defined in ASTM D975 for all diesel fuels.

Energy

The refining process that removes the sulfur also reduces aromatic content and density for the fuel,

resulting in a minor decrease in the energy content, by about 1 percent.

Although the reduction is slight and will most likely go unnoticed, the decrease in energy content may result in reduced peak power and fuel economy.

The reduction of the aromatic content will also result in an increase to the cetane number.

Fuel System Seals

It is not anticipated that existing diesel engines will require equipment changes to operate the new fuel, however there is the question of how it will affect fuel system seals, especially in older engines.

It is possible that some fuel system seals may not perform well in the transition to the new fuel, resulting in a possible fuel leak.

Although it is anticipated that a small fraction of engines will be affected, it is something that should be watched if the vessel loads ULSD.

Contacting your engine manufacturer or diesel engine service company in this regard could be a good idea.

Richard Manto is managing director of Global Yacht Fuel. Contact him at info@globalyachtfuel.com.

Ultra-low sulfur diesel allows clean fuel standards to rise

Beginning June 1, High Sulfur Diesel will no longer be available for marine use and, except for in California, the new standard will be LS500.

ULTRA-LOW SULFUR DIESEL

B� May 2007 www.the-triton.com The Triton

and why does it play such a major role in what we do?

The Safety of Life at Sea Convention is generally regarded as the most important of all international treaties concerning the safety of ships at sea. The first version was adopted in 1914, in immediate response to the Titanic disaster, with a second revision adopted in 1929, a third in 1948, and a fourth in 1960.

The original intention was to keep the Convention up-to-date by periodic amendments, but in practice, the

amendments procedure proved to be slow. It became clear that it would be impossible to secure the entry into force of amendments within a reasonable period of time.

As a result, a new Convention was adopted in 1974 that included not only amendments agreed on up to that date, but also a new amendment procedure – the tacit acceptance procedure – designed to ensure changes could be made within a specified (and acceptably short) period of time. There are numerous recent examples of this including the ISPS Code immediately after the events of Sept. 11, 2001, and

the new requirements for balcony fire protection of passenger ships after the Star Princess accident in March 2006.

Instead of requiring that an amendment shall enter into force after being accepted by, for example, two-thirds of the parties, tacit acceptance means an amendment shall enter into force on a specified date unless objections are received from an agreed number of parties before that date. As a result, the 1974 Convention has been updated and amended often. The Convention in force today is sometimes referred to as SOLAS, 1974, as amended.

SOLAS presently is divided into 12 subject chapters on construction, fire protection, lifesaving, firefighting, radio communication, navigation, cargo, nuclear ships, safety management, high-speed craft, maritime security, and special measures for bulk carriers. Each chapter and subpart may have different applications for a yacht depending upon length, age, and most often, gross tonnage.

Life rafts, rescue boats and lifejackets must be designed, constructed, tested, evaluated and maintained in accordance with Chapter III of SOLAS and the associated publication International Lifesaving Appliance Code.

Chapter IV of SOLAS outlines the specifications for items such as GMDSS, EPIRBs, and SARTs. This is closely aligned with the Radio Regulations of the International Telecommunication Union.

Regardless of the size of yacht you operate, knowledge of SOLAS regulations is essential. While “SOLAS yachts” are considered those above the 500-gross-ton threshold, many of the regulations provided through the SOLAS Convention trickle down to the less-than-500-gross-ton fleet.

This is especially true for commercial yachts certified to the specific yacht codes, such as those published by the MCA, Marshall Islands and Malta. These administrations have recognized that yachts in commercial use for sport or pleasure do not fall naturally into a single class, and certain prescribed merchant ship safety standards have been found to be incompatible with the intended use, scope of operations, or safety needs particular to such yachts. These codes are regulations modified from SOLAS and other major safety rules for application to those yachts that cannot fully comply as defined. Knowledge of SOLAS is also a requirement for those possessing a deck or engineering license.

So next time you have a spare minute or two – or if you can’t find a solution to your insomnia – dust off that big blue book on the shelf and give it a read. You’ll be surprised to know what information it contains.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau, an organization that provides inspection services to Marshall Islands-registered private yachts of any size and commercial yachts up to 500 gross tons. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-496-0576 or through www.yachtbureau.org.

RULES, from page B1

First version of SOLAS adopted in response to Titanic disasterFROM THE FRONT: Rules of the Road

The Triton www.the-triton.com May 2007 B5

CI Agent powder, a solidifier that is an alternative to absorbents and mechanical recovery of oil and fuel spills, has been preauthorized for use in Southeastern states, according to Immediate Response Spill Technologies (IRST), the product’s manufacturer.

CI Agent can be employed in Alabama, Florida, Georgia, Kentucky, Mississippi, Tennessee and the Carolinas. The preauthorization allows

up to 1,000 pounds of CI Agent to be used on spills of less than 500 gallons.

Non-toxic, non-hazardous, non-corrosive and non-carcinogenic, CI Agent is an environmentally friendly, petroleum-based

blend of polymers. It has been proven to have no effect on even the most sensitive marine organisms, meeting all criteria for being listed on the EPA National Contingency List Product Schedule, IRST said in a news release.

CI Agent can immobilize oil and related petrochemical emergency spills in water and on land. Upon contact, the dry granular power encapsulates petroleum-based liquid spills and transforms them into a cohesive rubber-like mass. A person becomes qualified to administer the solidifier after about 3 minutes of training.

For more information, contact IRST in Louisville, Ky., toll free at 866-242-4368 or online at www.ciagent.com.

SkyMate available in South Pacific

Messaging and data services provided by marine satellite communications systems provider SkyMate are now available in the South Pacific, including Australia, New Zealand and parts of Asia. Service will be provided through ORBCOMM’s newest gateway Earth station in Rutherglen in eastern Australia.

For more information, visit www.skymate.com or call +1-703-961-5800.

New satellite TV stronger, better

KVH Industries has introduced a new line of satellite TV systems called the TracVision M-series. The systems offer KVH’s exclusive new RingFire antenna technology, which the company says brings “home theatre-quality” satellite TV programming onboard, including HDTV.

“The new TracVision M-series use a groundbreaking new antenna design that extends the range of our products farther offshore than they’ve ever been able to go before,” said Ian Palmer, KVH executive vice president of satellite sales.

Fusing tuned parabolic dish

antennas with dual-mode feed tubes and modified LNBs, RingFire technology provides unmatched illumination of the reflector, resulting in signal strengths comparable to larger antennas and up to 30 percent more powerful than KVH’s original family of satellite TV systems, according to a news release from the company.

For more information, contact KVH Industries at www.kvh.com.

DYT’s super ship to Monaco

Dockwise Yacht Transport (DYT) has released the schedule for its newly launched super ship, the 686-foot (209m) Yacht Express, and will have a re-christening ceremony in September at the Monaco Yacht Show.

The ship is the largest vessel of its kind with a semi-submersible dock bay that allows yachts to be floated on and off as cargo. Built in China, Yacht Express is expected to be delivered this month. It will travel to Taiwan before making its way to Brisbane, Australia, and Auckland, New Zealand, in July.

August will mark its first trans-Pacific voyage to Mexico, then to Ft. Lauderdale in late August before heading to Monaco in mid-September.

Yacht Express also will be outfitted with a SeaKeeper 1000TM modular ocean and meteorological monitoring system, designed to plot a broad and continuous picture of critical measures of ocean health.

For more information, visit www.yacht-transport.com.

Underwater lights now in 24 volt

Underwater Lights’ SV19, the company’s most popular and brightest D.C. light for fiberglass hulls, is now available in 24 volt in addition to its 12-volt size. The SV19 uses a 50 watt HID xenon lamp (3,900 Kelvin colour temperature) and a 50 watt ballast. For more information, contact Underwater Lights in Ft. Lauderdale at +1-954-760-4447, sales@seavision.com or through www.seavision.com. In Antibes, contact the company at +33.4.97.21.02.96 or sales@seavisioneurope.com.

Soundproofer launches marine line

American Micro Industries, a manufacturer of soundproofing materials, has introduced a product line for tough marine noise-blocking applications such as bulkheads, hatch covers, flooring, generator and engine rooms. Professional-grade Ultra Barrier Plus products provide significant reduction in airborne and structural noise transmission in an easy-to-install low profile, according to a news release from the company. The four-layer composites provide vibration isolation, sound absorption and noise blocking barrier with a heat and light reflective reinforced metalized facing. For more information, call 800-558-2058 or visit www.MarineFoam.com.

Fuel spill solidifier pre-approvedTECHNOLOGY BRIEFS

NEW LISTINGS ON THE CAPTAIN’S MATE. View the complete list on the website: www.thecaptainsmate.com

Some of the listings in the NORTHEAST U.S.A for the complete list visit: www.thecaptainsmate.com

B� May 2007 www.the-triton.com The Triton

foot Contender in my examples. No one in their right mind would take a 30-foot Contender out in 12-foot seas, so why should anyone expect to be able to tow one at high speeds under those conditions?

Most yacht captains’ experience comes from towing a small tender or dinghy, maybe even a sailing dinghy, from one anchorage to another. This leads to some serious mistakes because, in general, they try to go as fast as possible with a very short towline, and most often in flat water. Often the bow line of the tender itself is used and not a designated towline.

I will say it again and again: The longer and heavier the towline, the more successful the towing effort will be.

There is a term little known by people in the yachting world called catenary. This is the measure of the dip in a towline stretched (under load) between the towing vessel and the tow at towing speed.

The greater the catenary, the faster you can tow. This catenary is what takes up all of the shock loads on the tow, the towline and the towing point on the towing vessel. It is also a speedometer for towing. As the

catenary declines, so should the speed of the towing vessel to maintain the necessary catenary. If the towline is out of the water at all, you are going way too fast, or the towline is way too short.

The straight, taught towlines that I often see between yachts and their tows are glaring indicators that a disaster is waiting to happen. The stresses and strains exerted on the towline, the tow and the towing vessel are enormous and greatly exaggerated by this

arrangement. I have even heard the boastful

adages of, “I have the latest high-tech line available for my tow.” This, of course, just leads to more damage when the “high-tech” stuff explodes under load.

There is a general misunderstanding of what dynamic loading is all about. A piece of line that is rated for, say, the weight of a 30-foot Contender will not stand up to a dynamic or shock load of twice or even three times the weight of the Contender. These dynamic loads are often encountered when towing and absolutely must be allowed for. Safety of the tow is enhanced by a long, heavy towline. There, I said it again.

There are available today all kinds of beacons suitable for a tow of value such as a 30-foot Contender. A permanent or even a temporary solar panel to charge the batteries of the tow enabling bilge pumps and running lights to operate for the duration of the voyage is a must. The bigger and brighter the running lights, the better. These can be a separate set of lights that are temporary, along with the solar panel. Remember, a vessel towing should also be appropriately lit. The correct day shapes are also a must for safe towing. Some of the vessels being towed by yachts today are, by their very nature, unwieldy. They have hull forms that are designed at great expense to be pushed, not towed, and even then, at speeds far in excess of what they are most likely to be towed at.

There are a number of ways to compensate for this. To mention only a few: ballasting the tow to keep the stern down and the bow up; adjusting the tow point on the tow, or the bridle legs of the tow if a bridle is used; adding a trailing line to help steady a tow; and possibly even adding a second towline.

A second towline has the added benefit of enabling both towlines to be shorter, the towing point to be centered on the towing vessel, a halving of the loads at any one point with the exception of a single tow point on the tow, and possibly the ability to achieve faster towing speeds.

A second towline is like having a backup towline already in place. The ideal second towline would be made fast to separate towing points on both the towing vessel and the tow, be of equal length, and could be crossed at the tow end if proper chafe protection is in place. This is sometimes effective when you have a tow that wants to veer from the desired track. It will still veer somewhat, but securing the port towline from the towing vessel on the starboard bow of the tow reigns it in much sooner and the tow will often run with one towline doing most of the work. A bit like a dog pulling on a leash.

You do, however, need a second person to handle the additional towline when shortening up. This

is the procedure that should be followed when arriving from a sea voyage (long towline, best speeds) to the entrance or approach channel at your destination. The towline(s) should be hauled in fairly close to the towing vessel and the speed adjusted downward to compensate for the loss of catenary accordingly. This will enable the towing vessel to maneuver more effectively or react more quickly in a confined navigational area. Also, the tow should become less unwieldy on a shorter leash and slower speeds. The basic standards of watchkeeping required on any bridge should be enough to monitor a tow at night, in inclement weather, and even in fog. The running lights of the tow will show up, the radar(s) should see the tow at a fixed range, and speed, exhaust temperature or RPMs should change accordingly if the tow is lost. In other words, there is no excuse for losing a tow.

In the event that a towline should part for any reason, a properly rigged emergency towline can be recoverd by the towing vessel quite easily without having to put crew over the side. This could be a spare, or perhaps a used and retired towline that is stowed aboard the tow, rigged to the towing point or a secondary towing point at the one end, secured aboard with lightweight (small stuff) line that will break free under load and allow the emergency towline to pay out without damaging the tow.

The other end of the emergency towline is made off to a trailing piece of floating line as long as the towing vessel deems necessary to safely approach the tow in inclement weather. This trailing line need only be heavy enough to break the securing lines on the emergency towline stowed aboard the tow. This is the same principal as using a heaving line on a mooring line. The free end of the trailing line is commonly made off to a small brightly colored buoy called a “goof ball.”

Tows are never lost on nice, sunny, flat, windless days. They only ever disappear at night, and most often in horrible weather.

Most towing vessels operate at speeds well below what the average yacht is capable of. If you want to go fast, either lengthen your towline or ship the tow. That said, in agreeable weather, there is no reason whatsoever that an average yacht can’t successfully tow something such as a 30-foot Contender at speeds of 15 knots or more, if the towing arrangement is set up to do just that.

With most yachts, it is simply a matter of adjusting your schedule to allow extra time for safe towing.

Towing isn’t rocket science; it is just good old common sense with an extra bit of prudence thrown in for good

TENDERS, from page B1

See TENDERS, page B9

If you would like to pipe in with what you’ve learned about towing tenders, answer these questions in an e-mail to Editor Lucy Reed (lucy@the-triton.com). Be like the Sunrise Harbor party attendees and feel free to deviate.

1. Do you tow a dinghy or tender?2. How big and what distances?

What speed?3. What type of rigging or bridal

do you use? (single line, floating line, dual lines, etc.)

4. How much line?5. How do you crew up for the

tow?6. What sort of emergency or

recovery system do you use?7. Does your insurance cover you?

Inshore and offshore? 8. What restrictions are there?

Longer, heavier towline makes for a more successful towFROM THE FRONT: Towing tenders

The Triton www.the-triton.com May 2007 B�

measure.For a harrowing read about towing,

try Farley Mowat’s “Grey Seas Under: The Perilous Rescue Missions of a North Atlantic Salvage Tug (1959),” a non-fiction account of the Foundation Franklin.

Capt. Michael J. Dailey

Do you tow a dinghy or tender? No, but I have towed ships, barges, and just about anything that can be towed, including a small submarine.

How big and what distances? The ship was more than 400 feet long, towed at about 1/2 mile, from San Diego to Singapore. What speed? Our best speed was 9 knots.

What type of rigging or bridle do you use? The bridal was on the tow. We used the ship’s anchor chains, towed with a single 2-inch diameter wire.

How much line? Nearly 3,000 feet of 2-inch wire. (Remember, this was commercial towing.)

How do you crew up for it? Normal crew; it was a tugboat.

What sort of emergency or recovery system do you use? A small trailing line on the tow, with a float called a “goof ball.” The trailing line is made up to a second tow line that is stowed aboard the tow and rigged to play out by

pulling on the goof ball/trailing line.Does your insurance cover you for

it? Inshore and offshore? Yes, even the barge full of airplane fuselages that were worth $300 million. The America’s Cup sailboats were only worth about $5 million, but then we won in ’92 with America3 and we had spent $80 million to get there so it was worth a lot as well.

What restrictions are there? Prudence. The towing gear and weather dictate your speed. Then there is the proper lighting for both the towing vessel and the tow, something I have noticed not a single yacht captain ever even considering. Dayshapes are also a requirement if a vessel is to take advantages of the privileges allowed a towing vessel under the International Rules of the Road.

Capt. Chris Berg M/Y Intrepid

Do you tow a dinghy or tender? Yes, occasionally.

How big and what distances? 22 feet, between islands. Never during crossings or long distance. What speed? Up to 18 knots, usually 12-14 knots.

What type of rigging or bridle do you use? (single line, floating line, dual lines, etc.) Professionally made, special braid (floating) w/shock cord and quick disconnect

How much line? 150 feet.

How do you crew up for the tow? At least two on the swim platform with radio to me at the helm while hooking up. The tender can be seen from our covered/enclosed flybridge while under way. Our vessel is run from the flybridge 90 percent of the time.

What sort of emergency or recovery system do you use? Not of major concern during our calm water, recreation, non-crossing scenarios

Does your insurance cover you? Inshore and offshore? Yes.

What restrictions are there? None.

Capt. Bill Curran M/Y Miss Barbara

Do you tow a dinghy or tender? Yes, with a previous boat. If I could avoid it,

TENDERS, from page B8

See TENDERS, page B10

Capt. Chris Berg and Chef Sylvie Staboli. PHOTO/LUCY REED

Towing gear, weather should dictate speedFROM THE FRONT: Towing tenders

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I would.How big and what distances? A 35-

foot Intrepid.What type of rigging or bridle do you

use? (single line, floating line, dual lines, etc.) 100 feet of plasma line and 50 feet of nylon bridle. National Marine makes it up. I just call them and tell them what I need.

How do you crew up for the tow? We managed with existing crew, but we really should have another person. The owner and his son help out.

What sort of emergency or recovery system do you use? Lights on the tow, night vision on watch, and cameras on the dash.

Does your insurance cover you? Inshore and offshore? Yes.

What restrictions are there? No. We told them what we wanted to do, and we pay the premium.

Capt. Paul Canavan M/V Paladin Shadow II

I’ve lost them, I’ve found them. The key to towing any tender anywhere is if I lose it, I’m not going to jeopardize anyone’s life to get it back. It becomes a half crew member in work.

Capt. Dave Johnson M/Y Kipany

Capt. Johnson does not tow, but said he would if there was an adequate number of crew aboard to allow for a dedicated, trained crew member to operate the towed boat during departure and arrival without compromising the number of skilled crew need to run the yacht.

“Crew need training to tow safely,” he said, pointing to the U.S. Coast

Guard’s requirement of a special license for commercial towers who tow on vessels over 26 feet. “There’s a whole set of skills and the Coast Guard has recognized that. There is the potential for serious injuries and time should be allowed for training and practice.”

Capt. Lee Rosbach M/Y Mostro

Do you tow a dinghy or tender? Yes.How big and what distances? A

39-foot Midnight Express with triple outboards behind a 120-foot Palmer Johnson.

What type of rigging or bridle do you use? (single line, floating line, dual lines, etc.) 1½-inch, double braided nylon line with a 20-foot, 1-inch painter.

How do you crew up for the tow? You always lose a crew member when you tow a tender. You just have to make sure that the remaining crew are capable. I don’t hire extra crew. Mostro has a crew of four. The guy driving the tender has to be able to get to the dock or alongside without damaging it. I’m the captain and engineer, so I put the first mate on the tender.

What sort of emergency or recovery system do you use? I’ve had a tow line snap and I’ve had to put someone in the water. If it had been bad weather, I would have let the insurance handle it, without a doubt. We have cameras on the stern that are visible in the wheelhouse and the flybridge. It’s too close to show up on radar, even at a couple hundred feet of line. 100 feet is not enough. I tow with the engines down, in neutral. It tracks better. And I never cut it loose until the engine is running.

Does your insurance cover you? Inshore and offshore? Yes, and I have a towing endorsement. I’ve never filed a claim.

Capt. Paul “Whale” Weakley

Do you tow a dinghy or tender? Yes.How big and what distances? A 30-

foot Intrepid behind a 100-foot yacht.What type of bridle do you use?

(single line, floating line, dual lines, etc.) Completely separate harness in the bow. PVC plastic floating line.

How much line? It’s the length. Go with a long line. A minimum of 100

TENDERS, from page B9

Want to tow? Training needed

See TENDERS, page B11

Paul Canavan, left, and Dave “Tool Time” Parker, chief engineer.

FROM THE FRONT: Towing tenders

The Triton www.the-triton.com May 2007 B11

feet. 200 feet is too long. How do you crew up for the tow? You

don’t need extra crew.What sort of emergency or recovery

system do you use? Use one of those silly aluminum radar reflectors so you can see it on the radar. Either blip in your radar or it’s not there. Or have a strobe light. Those high-tech systems are just spending the boss’ money.

Capt. Rick Lenardson M/Y Maria Layne

What type of rigging or bridle do you use? (single line, floating line, dual lines, etc.) One line or a bridle. I use lines that are the same thickness as the lines for the big boat. I’ve not had any problems. The only time it failed was when the lines had been stretched from two hurricanes.

How much line? About 100 feet, adjusted for the space between waves depending on the kind of seas.

What sort of emergency or recovery system do you use? I keep a set of fins on the swim platform. If I have to go in after it, I will. It’s not dangerous. It’s only dangerous in 15-foot seas. We also have a camera and night vision.

Does your insurance cover you?

Inshore and offshore? Don’t have insurance for the tow.

Capt. Patrick McLister

What type of rigging or bridle do you use? (single line, floating line, dual lines, etc.) Use a line with plenty of stretch. Nylon octoplat and lots of line. Don’t be tempted to use high-tech fibers because they have zero stretch and will pull out your fittings.

What sort of emergency or recovery system do you use? Checking every 15 minutes on the Inmarsat D.

Does your insurance cover you? Inshore and offshore? Yes.

“I just think it’s a bad idea,” he said. “If you want a bigger tender than you can carry, have someone drive it or ship it. Towing a tender is very silly.”

Capt. Jerry Samuelson M/Y Commercial Break

Do you tow a dinghy or tender? Yes.How much line? More than 200 feet

of line. 150 feet of spectra, the rest (at least 50 feet) of nylon. I get mine at National Marine. I just call and tell them to make me one.

How do you crew up for the tow? You need an extra person just for the tender. On a yacht with three crew, it makes it difficult to tow a tender.

TENDERS, from page B10

Capt. Jeremy Samuelson, Stewardess Kim Loughlin and Capt. Patrick McLister. PHOTOS/LUCY REED

Tow line must be stretchable

FROM THE FRONT: Towing tenders

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The Triton www.the-triton.com May 2007 B1�

B1� May 2007 www.the-triton.com The Triton

This is the second of two columns interviewing underwater photographer Marc Furth. This month, I ask Marc some more technical questions

about shooting photographs underwater and his advice about cameras.

Q: Is there a compact camera suitable for underwater photography?

There are quite a number

I would consider suitable including Canon, Nikon, Sony, Fuji, Casio and Olympus. I recommend www.digideep.com as a great resource offering an extensive database on both compact and professional cameras as well as available underwater housings.

Q: Do they have housings for compact cameras? Are there any you recommend that are inexpensive yet functional?

There are many inexpensive camera housings available. The clamshell style housings are typically made from inexpensive polycarbonate plastic and come with full controls.

Q: What do you look for in features in underwater cameras?

I recommend looking for automatic

cameras with a functional, manual override for shutter, aperture and white balancing. You can start off using your camera system on automatic and grow into using full operator control to achieve better images.

Q: Have you tried any disposable underwater cameras? What do you think of them?

For high quality images, I don’t think much of throw-away cameras. They are great for catching a shot during an underwater snorkeling adventure but offer little emphasis on quality.

Q: Light changes behavior when passing through water. How is light altered? How are subjects altered?

Water filters color and the deeper you dive into the natural darkness, the more the color spectrum will become absorbed. At 100 feet most light in the red spectrum has been absorbed. In deeper depths, you cannot get true color using natural, ambient light alone. If you are trying to achieve color-balanced images using natural light you need to stay in shallower water.

Q: How does light’s diminished ability to travel affect your choice of flash power? Is this the main impediment to using compact cameras underwater?

Yes, the flash is absorbed just like natural, ambient light. The farther away your flash is from your subject, the more flash power you need to illuminate the subject. I recommend not being farther than 3 to 4 feet from your subject. At 3 feet you are actually filtering your flash through 9 feet of water. [Marc is referring to the loss of light being squared to the distance it travels, what we photographers call the inverse square law. – JS]. More importantly, water is seldom completely clear. Most often there are suspended particles that act like a sponge to filter light. So my advice for the best results is photograph within 10 feet of your subject and keep the colors vibrant by not venturing too deep.

Q: Is there a depth limit and/or distance limit to which compact cameras are usable?

The main stumbling block of compact cameras is the internal flash is not properly located to take good pictures. A flash should be externally positioned to minimize back-scatter, the floating particles in water that reflect light and cloud the picture.

With an optional external flash, your limits are the housing manufacture depth rating, usually about 100 feet for a better-made housing.

One other option available if you prefer shallow water and not using the internal flash is the use of a color correction filter. Made by several different manufactures like UR Pro and Magic Filter, these filters absorb some of the predominantly blue spectrum of light while passing the red. I’ve had excellent results using these

filters to a depth of 50 feet.Q: What, if any, are the difficulties in 

operating equipment underwater?Most important is becoming

familiar with your equipment by knowing how to operate your camera through your housing’s controls. The key to great photos is good buoyancy; keeping your camera steady will yield the sharpest pictures. You don’t want to find yourself banging or kicking corals while going after the shot. Often, underwater photographers will also find themselves holding their breath to keep their buoyancy and should be careful about ascending while chasing their subject.

Q: Do you do all your photography scuba diving? Is it possible to have success while snorkeling?

You don’t always have to scuba dive to get good underwater photographs. There are many great opportunities for good pictures while snorkeling. The disposable underwater cameras are great for snorkeling in very shallow water. While snorkeling, I occasionally take half-in/half-out (of water) photographs, which are quite beautiful.

Q: Are there ways to select the best underwater locations for photography? I suppose reefs are always best?

Not necessarily. One of my favorite places to take photographs is under my local fishing pier where I consistently see all manner of fish life, large and small. Wrecks also provide great backdrops and, of course, coral reefs provide an array of breathtaking corals as well as fascinating reef fish. Again, obtaining local knowledge is advisable.

Q: Do you plan any shots? Can you?I do plan whether I will be taking

close-up or wide-angle shots, so I arrange my equipment (accordingly).

Q: What do you enjoy most from underwater photography?

I just love it all. I enjoy the peace and tranquility of the underwater world. For me, the inhaling and exhaling is like a meditation and it is so peaceful and quiet that you can hear the reef crackling with life. I like the euphoric sense of weightlessness and the adventure of seeing something new and different on every dive, capturing it, and bringing it back to share.

To all seafaring travelers, I would like to mention that Mark and his wife, Cristie, own and operate the Blue Seas Courtyard in Lauderdale-by-the-Sea, a beautiful spot to hang your cap when visiting. For more information, visit www.blueseascourtyard.com. It’s a great place for me when I have permission to come ashore.  

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

Tips on choosing an underwater camera

Photo exPosé

James schot

PHOTOGRAPHY: Photo Exposé

M/Y Quiet Place is a 100-foot Broward. Her crew is Capt. Alexander Proch, First Mate Laura Moss, Chef Wolfgang Murber, and Deckhand Matt Drapela.

By First Mate Laura Moss

Our Baltic Sea adventure began in Aruba. It was there we decided to take M/Y Quiet Place to Europe, the Baltic Sea being top of the agenda of places to visit.

In recent years the Baltic Sea region has become an increasingly popular destination for cruise ships, superyachts and cruising boats, with its exotic northern latitudes, midnight sun, and lands rich in dynamic history.

The Baltic is fringed with wonderful cities to explore: Copenhagen with its beautiful Rosenburg Palace and Tivoli Gardens; Stockholm and its amazing surrounding islands and gorgeous medieval old town; Oslo, Berlin and Gdansk, each as unique and glorious as the last. For those wanting to explore the baroque palaces of the czars and priceless art treasures, there is the amazing Russian city of St Petersburg.

The Baltic offers spectacular scenery including the ice-sculpted fjords of Norway such as Hargangerfjord and Sognefjord with their steep cliffs, cascading waterfalls and glistening glaciers.

And as Capt. Alex – also my husband – knew this area quite well, he was able to take us around and show us all the best spots. There was so much to see but due to prior engagements, we only had a few months to squeeze it all in, so we chose to explore Germany, Denmark, Sweden, Norway and the surrounding islands. (We’ll go back soon to see the rest.)

We shipped Quiet Place from Tortola to Southampton with Seven Stars Yacht Transport and were pleased with the service. From Southampton we headed to Kiel in northern Germany as we wanted to be there in time for Kiel Week, one of the major race events on the world’s sailing calendar with more than 4,000 yachts taking part.

It was an interesting trip through the English Channel and then into the North Sea along the coasts of France, Belgium and The Netherlands.

We came into Amsterdam through the canal at Imujeden and we got really lucky with a dock downtown, five minutes walk from the train station. Amsterdam was beautiful. A

See BALTIC, page B16

From left, Deckhand Matt Drapela, Chef Wolfgang Murber, First Mate Laura Moss and Capt. Alexander Proch. PHOTO COURTESY OF LAURA MOSS

Quiet Place and her crew visit glorious cities, fjords, islands

Baltic beautiful

CRUISING GROUNDS: Baltic SeaThe Triton www.the-triton.com May 2007 B15

B16 May 2007 www.the-triton.com The Triton

highlight for us was going to the most amazing-looking movie house called The Tuschinski just off the Rembrandt platz. It opened in 1921 and has an Art Deco design.

Throughout the Baltic, many countries show their movies in their original language, so it’s worth asking what language they will be shown in as many will be English with subtitles.

From Amsterdam we went through IJsselmeer (Lake IJssel), a large sea inside of Holland. When leaving IJsselmeer you come into the Wattenmeer (The Wadden Sea), which experiences high tides and large areas that fall dry at low tide. There are well-marked channels that can be easily followed, even at low tide, where you pass just feet away from birds scavenging in the grasses. There are some interesting islands in this area such as Terschelling, Norderny, Sylt and Helgoland.

Then it was on to the North Sea and on up to the Elbe. The Elbe is the main waterway into Hamburg and beyond and is well traveled by cargo and passenger ships. All the waterways

are well-marked and well-regulated in the Baltic. Make sure you cross traffic separation zones in the proper manner, 90 degrees to the separation zone.

A short distance up the Elbe is the entrance to the Kiel canal (North East Sea Channel), a 100-year-old shortcut to the Baltic. It is longer then the Panama Canal and carries more ships per year. It was an easy and enjoyable trip though the canal and at our size (30m) we did not need a pilot, even with our 40-foot tender in tow. Our Baltic adventure had finally begun.

We emerged from the canal right in the middle of Kiel and right in time for Kiel Week in mid-to-late June, 10 days of racing and partying. It is really quite hard to describe – food, music, drink, and lots and lots of boats. Many of the pre-Olympic sailing races are held here during this week and we were able to go out with our boat and watch them. Last year, they even had America’s Cup training sessions.

I raced cutters with a women’s team at Kiel Week for 10 years. We were terrible but we tried hard and had a lot of fun.

BALTIC, from page B15

See BALTIC, page B17

The Trollhattan Canal in Sweden has 58 locks but is set up to accommodate larger vessels. PHOTO COURTESY OF LAURA MOSS

All waterways in the Baltic are marked, regulated well

CRUISING GROUNDS: Baltic Sea

On the last day of Kiel Week there is a tall ship parade of all the ships that have come from all over the world to attend, plus everybody else that has a boat sails out of the harbor under full sail.

It was nice to spend time in Kiel again. We lived in Kiel for many years while we built our sailing boat. And it was also Alex’s old stomping ground when he was younger and had his first boat, a beautiful old wooden Hancko Cruiser built in Norway.

After Kiel Week was over and the city had gone back to normal, we pulled Quiet Place out of the water in a shipyard in Laboe, Baltic Bay Schiffswerft, to have some minor maintenance work done as well as an extra coat of anti-fouling (though it wasn’t really needed as nothing grew on the bottom the whole time we were there).

Kiel is a great place to get work done as it has been a boat building center for hundreds of years. The German handworkers know what they are doing. M/Y Octopus was built here at the HDW yard, also Pelorus, Lady Maura, Ecco, Limitless, Sea Cloud and many more. They are presently working on Roman Abramovich’s new submarine-like gigayacht (this is a secret, so don’t tell anyone). Lurssen’s new yard is also not far away.

Once back in the water, we headed up toward Denmark, our first stop being Sonderborg where we were rewarded with the sight of the Danish Royal yacht, the 78m Dannebrog. It was built in 1931 and has belonged to the royal family since then, a real beauty.

From there we moved on to Middelfart on the island of Fynen, where we visited Egeskov Castle belonging to a modern-day baron who collects antique cars and motorcycles. There are nearly 100 cars and 150 motorbikes, an exhibition of emergency vehicles and an interesting collection of dolls – something for everybody. Matt, the deckhand, is a motorbike fanatic and loved it. The gardens alone were worth a day out.

Our next destination was Copenhagen, perhaps Denmark’s best known city with its gorgeous harbor, famous Little Mermaid statue, promenade shops and beautiful pedestrian streets.

Then, of course, there are the wonderful Tivoli Gardens and the Royal Copenhagen Porcelain Factory, or you can simply sit and enjoy a Carlsberg and sample the city’s famous open sandwiches.

Leaving Denmark we headed across to Varberg in Sweden, which has an old fort on the waterfront and the most amazing spa built out on a pier with onion-dome roofs like in Russia. We stayed mostly in public harbors. They

were cheap and run on a first-come, first-served basis, although we never had any trouble finding a slip. And it was clean everywhere we went.

The Swedish island of Marstrand was our next stop. An old city is in the middle of the island with three waterways going to it, so the island is actually broken up into three smaller islands. It feels a bit like St. Tropez 30 years ago. I did not see a single car.

There are great little islands all along this coast, and you can safely anchor near these as it is quite deep

BALTIC, from page B16

See BALTIC, page B18

Kiel is a boat-building centerThe Triton www.the-triton.com May 2007 B17CRUISING GROUNDS: Baltic Sea

B1� May 2007 www.the-triton.com The Triton

throughout. With their little wooden houses by the water it is all so picturesque that it is hard to believe it wasn’t just put there for a photo.

We sailed up to Oslo in Norway. This waterway where the North Sea meets the Baltic Sea is called the Skagerrat, and for three days we had a dock right in the middle of town so we could walk into town whenever we wanted to.

Oslo was wonderful, full of people but somehow very peaceful. There is plenty to explore and we checked out the Nobel Peace Museum. For those wanting to get out of the city, there is an efficient underground system and you can take it to see the Holmenkollen ski jump. A short ferry ride away is the Norwegian maritime museum.

We sailed back down the west coast of Sweden to Gothenburg and arrived on the first day of the Gothenburg city festival. What amazing fireworks they had for our arrival! (Well, the European Athletics Championships might have had something to do with them, too.)

There was a huge party going on all over Gothenburg, with live music on stages around town as well as street performers and lots to eat and drink. Wolfgang, the chef, and Matt took full advantage of everything.

The people were incredibly friendly and helpful, and everyone speaks English. Wolfgang didn’t have any problems provisioning the ship along the way. He was able to get just about

anything he wanted and try out some local stuff, too.

From Gothenburg we headed to the Gota Canal, which crosses half of Sweden. The first part, coming from Gothenburg, is called the Trollhattan Canal and is much larger then the Gota Canal. There are 58 locks, most of which are manned by students who

BALTIC, from page B17

Often there was only a meter of room between the Quiet Place and the sides of the canal, meaning a lot of line work. PHOTO COURTESY OF LAURA MOSS

Open arms,tight canalsin Sweden

See BALTIC, page B19

CRUISING GROUNDS: Baltic Sea

The Triton www.the-triton.com May 2007 B1�

do the job for the summer. (Wolfgang and Matt enjoyed this as many of them were pretty young Swedish women.)

Most of the locks were built about 1819, and the canal rises to 90m above sea level, so it was something of a mission to get a big boat like Quiet Place through. The literature all said maximum 30m length, and Alex said, “We can make it.” Quiet Place is 30m, 40cm and she couldn’t have been a bit longer.

The trip through the canal took us about a week and we certainly drew a lot of attention. At most locks it looked like the whole village had turned out to see us. Often there was only a meter of room between us and the sides of the canal. It was tight and demanded 100 percent concentration at each lock and bridge. There was a lot of line work.

I don’t think they were thinking of boats like Quiet Place when they built this lock system. One day we went through 16 locks and we only got 18 km down the canal. The locks often came in sets, like climbing stairs. The longest set was seven locks right after each other called Carl Johan.

There are also many lakes along the way that gave us a bit of time to relax. The salmon fishing up there is supposed to be great.

Each night we stopped in a different town. They have guest harbors all the way along the canal and the fees are included in the cost of using the canal. I wouldn’t have minded if we had stopped a few days longer in there, it was so amazing.

So, there we were in Stockholm and got lucky again with a dock right in the middle of town. What an amazing city with narrow cobblestone streets, a wonderful medieval old town, amazing art galleries and open air cafés.

Around Stockholm are thousands of tiny islands, beautiful white sandy beaches and the waters – in summer – are clear and warm.

While many think of the Baltic as being cold, in summer it offers wonderfully warm temperatures and long sunny days (the sun didn’t set till 10 or 11 at night).

From Stockholm we sailed down the east coast of Sweden, stopping at lovely beaches, anchoring in sheltered bays and just loved exploring this relatively undiscovered part of northern Europe.

The Baltic is becoming an important destination with huge investments into tourism, hotels and marinas being made in recent years. With the Caribbean and Mediterranean becoming crowded, more and more boats are including the Baltic in their cruising itinerary. The best time to go is from May to September when the weather is generally dry and temperatures are warm.

More and more ships are going to

start discovering the Baltic, especially with all the talk – and reality – of the world’s climate change. Many cities are starting to prepare for the expected rise in the number of ships as in the expected increase in the size of the yachts.

But for now it is still one of the best-guarded secrets. Go and see for yourself. You won’t be disappointed.

Quiet Place Capt. Alexander Proch has recently teamed with a developer to find investors to build a marina in Kiel at the mouth to the Baltic. Read more about that endeavor in the April issue (page A5, www.the-triton.com). The project has since launched a Web site at www.balticbay-kiel.com. Contact First Mate Laura Moss through editorial@the-triton.com.

Open-air cafés on cobblestone streets were only part of Stockholm’s charm. There was a dock right in the middle of a wonderful, medieval old town that boasted amazing art galleries. PHOTO COURTESY OF LAURA MOSS

Visit from May to SeptemberBALTIC, from page B18

CRUISING GROUNDS: Baltic Sea

B�0 May 2007 www.the-triton.com The Triton

S/V Ocelot is a 45-foot catamaran that serves as the home of the Hacking family of Seattle, Wash.: Dad Jon, mom Sue, son Chris and daughter Amanda. They started their journey in Sint Marteen in December 2001. They originally planned to stop when they reached Australia last fall, but they have decided to keep on going. Chris has left for college but recently returned for a semester’s visit. Here’s the latest installment of their adventures. To read more about their travels, visit http://hackingfamily.com. Contact them through editorial@the-triton.com.

25 March 2007, Galle, Sri Lanka

We’ve just come back from a wonderful tour through inland Sri Lanka. Sri Lanka, known as Ceylon when the British controlled it, is a tear-drop shaped island SSE of India.

The northern part is being fought over by the Tamil Tigers (who want a country to call their own, so we didn’t go there), but the southern half is usually safe. The central area is quite mountainous and therefore deliciously cool so that’s where we spent most of our time. Although we were offered a car and driver for only US$35/day,

we decided to really get the flavor of Sri Lanka by using primarily public transport, which was an adventure in itself.

Our first leg, from Galle on the southwest corner to the capital of Colombo three hours north, we did by old, rickety commuter train (second and third class only). The tracks follow the coast and we saw considerable damage from the 2004 Boxing Day tsunami (foundations without houses, lots of small cemeteries, etc.) even after more than two years. There was also none of the warning sirens or posted tsunami directions that we saw all over coastal areas of Thailand.

Some of the many palm trees along the coast sported ropes between the tops. These are for the “Toddy-tappers” who slice the small coconut nodules to make them weep, wrap the bundle of nodules in the husk that hangs over them, and hang a gourd at the end of the husk to catch the juice. The tapper then walks the ropes to the next tree to repeat the process. The juice is fermented into a beer (Toddy) and also distilled into a liquor (Arrack).

Colombo is a sprawling concrete jungle, with traffic all following the Indian driving model (get where you want to go the most expedient way you can). When we were here in 1980, all of the taxis were old Morris Minors, but now they use Indian 3-wheeled “tuk-tuks” with tiny 125cc (7.5 cu in) engines and crazy drivers. Since they aren’t metered, getting in one usually involves an argument over the fare, which the locals seem to enjoy. Beggars, businessmen, guards with AK-47s slung casually over their shoulders, and thousands of street vendors are everywhere; the women wrapped in beautiful saris.

After a spicy and delicious curry lunch at the Pagoda Tea House (which included our first taste of Watalappan, a cardamom-coconut custard dessert

made with eggs and palm sugar), we boarded the “first-class” rail-car to Kandy. Now, second class costs about 50 percent more than third class ($1 for three hours) and sports individual seats rather than benches, but there is still no assigned seat and you have to be fast or you’ll end up standing.

First class costs $3 and gets you a fan overhead (no A/C) and an assigned seat, but they all face backward. This is guaranteed to induce motion sickness as the rails are none too flat. The best place to be was standing in the doorway savoring the moist, fragrant tropical breeze. We never saw any of the huge, comfortable, air-conditioned buses that we took all over Thailand and Malaysia.

From the coast to the mountains, southwestern Sri Lanka is a jungle paradise of coconut palms, climbing vines, frangipani trees, banana plants and huge mahogany trees. The tracks climb to 1,600 feet (500m) up the side of a ridge, which affords excellent views of the plains below. As we rose higher the air chilled delightfully and the vistas included misty hills, deep forested canyons and small villages of concrete and wooden houses nestled amongst the greenery.

Thankfully, the guesthouse manager met us at the train and took us “home” to delightful long showers and interesting “tea.” (It seems they don’t have a license to sell beer, so they pour it into big teapots when customers want it.)

Dinner was extravagant with four different vegetable curries, curried chicken, pappadam, dahl (lentils), rice and ice cream afterward to put out the fire on the lips. Strangely, they don’t serve yogurt (called “water-buffalo curd” here) or even chutney to cut the fire of the curry, which is much hotter than what we experienced in Indonesia, Malaysia or Thailand.

Get to know Sri Lanka by seeing the streetsCATAMARAN FAMILY UPDATE: SRI LANKA

See CATAMARAN, page B21

The Hackings spent a morning outside Haputale at a tea factory where they took a one-hour tour of the processing of tea leaves into the fragrant brown powders that fill Lipton tea bags. Amanda and Sue wandered the fields, chatting with pickers, who harvest 15 kg a day in the highland fields. PHOTO/AMANDA HACKING

CRUISING GROUNDS: Indian Ocean

The Triton www.the-triton.com May 2007 B�1

We spent a day in Kandy, enjoying a lazy breakfast (fresh fruit, eggs, toast, jam and delicious tea) on the terrace overlooking the lake and temple where a tooth of the Buddha is enshrined. Amanda and Sue excitedly checked out the many new birds that sang around us.

A stroll around the lake was enchanting with the Buddhist statues and shrines, families with neatly uniformed school children, the girls with their long black hair neatly braided and tied with ribbons, men selling peanuts and sweets, and women under bright umbrellas from the sun. In the trees above us hung thousands of fruit bats (flying foxes, with their long brown snouts) and scores of white egrets that preened, argued, nested and swooped in turn to the lake edge to feed.

Kandy, like the other Sri Lankan towns we visited, is a-bustle with lumbering ancient buses, tuk-tuks honking, pedestrians and bicyclists, and the occasional cow or ox cart. We escaped the street madness with a walk in the elegant Royal Botanic Gardens before enjoying front-row seats at an athletic Kandian dance performance in the evening.

Moving higher into the hills the next morning, we opted for a van and driver, which meant we could stop for photos, hike to a waterfall and stop to taste fresh cups of excellent Ceylon tea at Blue Fields Plantation. Despite the van breakdown – a necessity for any good Hacking road trip – we still had time for lunch before boarding the afternoon train from Nuwara Eliya to Haputale.

This 90-minute ride must be a highlight of train travel in the world and only costs 40 cents (second class, window seats). Running along both forested and open ridges at more than 5,300 feet (1,600m) we passed blooming rhododendrons, manicured tea plantations and small villages surrounding Hindu and Buddhist shrines. A thousand feet below spread small, neat fields that provide the majority of fresh vegetables for the country.

At the lovely Tissa Inn we arranged an all-day safari into Yala National Park, a wildlife sanctuary on the southeast coast. Bouncing along poorly maintained roads, we arrived at the park entrance the next morning at sunrise.

Thus began a day that rivaled some of the best in Africa. Watering holes and ancient reservoirs (more than 1,000 years old) attracted crocodiles, dozens of wild water buffaloes, and hundreds of birds (Sue and Amanda identified more than 45 species). On the dry, flower-studded plains we spent hours in company with wild elephants (sometimes only a few paces away),

monitor lizards, mongoose, wild boars, red-faced monkeys, well antlered chital (spotted) and sambar deer, and jackals.

We took a four-hour break in the middle of the day to relax by a clear river, eating our chicken and fried-rice lunch, drinking cool water and lime juice from our 12v fridge, swimming, reading and napping in the shade on our foam pads. Later in the afternoon, as a finale to a great trip, we reveled in a half-hour of following and observing a Sri Lankan leopard as it ran after a water buffalo, climbed a tree, rested there, then descended, groomed and finally blended into the bushes. There are only 35 in the whole park, so they’re not often seen.

We’re now back in Galle aboard Ocelot, having seen Chris off at the ultra-high security airport in Colombo.

As we wait for the fluky late-season

winds to return to some semblance of normalcy, we are provisioning Ocelot with three months worth of dry goods and as much fresh fruits and vegetables as we think we can store. The diesel tanks and jerry jugs are full. We’ll be out of here in a day or so, starting the 600nm passage to Addu Atoll in the southern Maldives, just south of the equator. From there we’ll head to the Chagos archipelago (home of the Diego Garcia military base) 300nm further south for two months of swimming and relaxing.

8 April 2007 Gan, Addu Atoll, S Maldives

We left Galle the afternoon of 27 March and arrived here the morning of 31 March after a slow (5 knot average) but peaceful passage.

Since then a weather system has moved in, bringing some rain and squally conditions, so we’re staying put for now.

We’ve had to re-anchor three times and we feel uncomfortable if we’re off Ocelot for much time. Luckily, the fun stuff to do is mostly nearby, snorkeling and diving on the reef next to us. We’ve seen many old friends (spotted eagle rays, lion fish, turtles, etc.) and many new varieties that we’re trying to identify now.

The Maldives are a strange blend: The physical atolls remind us of the pristine beauty of the Tuamotus – low rings, perhaps 20nm in diameter, of 3-foot-high islands covered in palm trees – except they have much more population. The people are friendly enough but they’re all Muslim (by decree). Tourists are tolerated (they’re the main cash-crop here) but are not encouraged to mingle with the natives lest their strange ideas rub off. Tourists are supposed to stay in their resort compounds so we are also restricted and not supposed to move around at all.

Last night we had a fun pot-luck on Ocelot with the other three yachts anchored here. It was ostensibly to celebrate Jon’s birthday, but we take any opportunity for a party. Since we had a couple of professional singers on board, Amanda started playing the guitar and a good time was had by all (of course).

We’ll be pushing off for the 300nm passage to the two northern atolls of Chagos when the weather calms down a bit (right now, there’s a cyclone brewing off the coast of Sri Lanka) but we don’t know when that will be. We’ll let you know.

Fair winds and calm seasJon, Sue & Amanda Hacking

S/V Ocelot

CATAMARAN, from page B20

Maldives natives not expected to interact with tourists

High hill-country on the train ride from Nuwara Eliya to Haputale provided many breathtaking views. PHOTO/AMANDA HACKING

CRUISING GROUNDS: Indian Ocean

B�� May 2007 www.the-triton.com The Triton CALENDAR OF EVENTS

Through May 4 40th annual Stanford Antigua Sailing Week, www.sailingweek.com

Through May 4 19th annual MYBA Charter Show Marina Molo Vecchio, Porto Antico, Genoa, Italy. Expect more than 50 yachts 80 feet and larger, scores of charter and sales brokers from around the world, and dozens of exhibiting companies. www.mybashow.com

May 2 Triton networking (the first Wednesday of every month), King’s Head Pub, 500 E. Dania Beach Blvd., across from Dania Jai-Alai. See story page A8. 954-922-5722

May 4-13 15th Annual St. Lucia Jazz Festival. www.stluciajazz.org, slutour@candw.lc, or in the U.S. 800-456-3984

May 5-6 McDonald’s Air & Sea Show, Ft. Lauderdale beach between Las Olas and Oakland Park boulevards. Featuring the U.S. Navy Blue Angels demonstration team and the Canadian Forces Snowbirds. Free. (954) 527-5600, ext. 4; www.nationalsalute.com

May 6 SunTrust Sunday Jazz Brunch (first Sunday of every month) at Riverwalk from 11 to 2, Ft. Lauderdale. Free. www.fortlauderdale.gov

May 9 International Marine Standards

Summit and ISO Plenary Session, Annapolis. Hosted by the American Boat & Yacht Council (ABYC), in conjunction with the International Organization for Standardization (ISO). +1-410-956-1050, ext. 28, clove@abycinc.org, www.abyinc.org

May 9-11 Project USA, Hotel Monteleone, San Diego. Three-day conference of panel discussions and professional sessions. Hosted by The Yacht Report. www.theyachtreport.com

May 16-20 Beirut Boat 2007, Marina Josef Khoury, Beirut, Lebanon. The sixth annual international show. www.biztradeshows.com/trade-events/boat-beirut.html

May 16-27 60th Cannes Film Festival, Cannes, France. www.festival-cannes.org

May 18-20 Ladies, Let’s Go Fishing! Stuart. Registration of $135 includes welcome party, classes at beginner/advanced levels, lunch, hands-on skill stations, T-shirt and more. Fishing adventure fees range from $35 - $105. 954-475-9068, billfishbetty@hotmail.com, www.ladiesletsgofishing.com

May 19 Bottom paint/invasive species seminar, 9 a.m., Sunroad Resort

May 9-11 Working Waterways & Waterfronts, a national symposium on water accessSheraton Norfolk (Va.) Waterside Hotel

The first-ever Working Waterways and Waterfronts symposium, designed for public and private stakeholders across the United States, will explore solutions to the loss of water access that is hindering recreational boaters, commercial fishermen and water-dependent businesses around the nation’s coasts. Topics include: guiding policy and programs; revitalizing harbor communities; the economics of access; preserving working harbors; and balancing public access and private development. Registration is $375; a daily rate of $115 is also available. www.wateraccess2007.com, 800-249-0179.

A first: symposium on water access for all boaters. PHOTO/LUCY REED

EVENT OF THE MONTH

See CALENDAR, page B23

Sailing Week, Charter Showgive May an exciting opening

The Triton www.the-triton.com May 2007 B��CALENDAR OF EVENTS

Marina, San Diego. Free seminar by the University of California Sea Grant Extension Program. Find out how to deal with regulations on copper bottom paint, nontoxic bottom coatings, and ways to prevent invasive species from being transported by boat bottom. jagonzalez@ucdavis.edu, +1-858-694-3414.

May 23-24 Maritime Accident and Incident Investigator course, Ft. Lauderdale. Gives students the skills needed to conduct accident investigations, nonconformity analysis, and hazardous occurrence elimination. www.usmaritimeinstitute.com, training@usmaritimeinstitute.com

May 24-27 Sanctuary Cove International Boat Show, Australia. www.sanctuarycoveboatshow.com.au

May 24-27 Monaco Grand Prix, Monaco, www.visitmonaco.com, and scroll under “events.” Future race dates: May 22-25, 2008; May 21-24, 2009; May 27-30, 2010

May 27-June 10 The French Open, Paris. One of the four grand slam tennis tournaments. Played on clay. www.fft.fr/rolandgarros

June 2 26th annual Great Chowder Cook-off, Newport Yachting Center, 401-846-1600, www.newportfestivals.com

June 2 6th annual Women’s Sailing Conference, sponsored by BoatU.S. and organized by the National Women’s Sailing Association, Corinthian Yacht Club, Marblehead, Mass. $115 for NWSA members, $150 non-members, plus $15 late fee. www.BoatUS.com/women and click on Training/Seminars, 866-631-6972.

June 3 SunTrust Sunday Jazz Brunch (first Sunday of every month) at Riverwalk from 11 to 2, Ft. Lauderdale. Free. www.fortlauderdale.gov

June 6 Triton networking (the first Wednesday of every month). Watch the June issue for more details or visit www.the-triton.com as the date draws near.

June 8 World Ocean Day, www.theoceanproject.org/wod/

June 19-20 National Small Vessel Security Summit, Arlington, Va. Sponsored by the U.S. Department of Homeland Security, officials expect to discuss numerous ways to better secure the marine industry and environment from potential terrorist attacks. Invitation only. www.dhs.gov/xprevprot/programs/gc_1175627911698.shtm

June 20-Aug. 15 Bahamas Summer Boating Flings. A variety of trips from South Florida to Bimini, Chub Cay, Nassau, Staniel Cay, Port Lucaya, Abaco and Andros. Lengths of trips vary. www.bahamas.com, search for “fling.” 800-327-7678 or 954-236-9292

June 15-17 33rd annual Newport Spring Boat Show, Newport Yachting Center, www.newportspringboatshow.com

June 19-22 25th annual Spring Charter Yacht Show, Newport Shipyard, www.newportshipyard.com

June 20-22 Integrated Maritime Auditor (ISM/ISPS) course, Ft. Lauderdale. Gives students knowledge and understanding of the ISM Code, ISPS Code, and auditing techniques, enabling them to carry out simultaneous ISM Code and ISPS Code internal audits. www.

usmaritimeinstitute.com, training@usmaritimeinstitute.com

June 21-24 ShowBoats International Rendezvous Monaco. This is the 18th annual Monaco Rendezvous. Events include the ShowBoats Awards and the Bal de la Mer Gala dinner and fundraiser at the Hotel de Paris to benefit the International Commission

for the Scientific Exploration of the Mediterranean and The International SeaKeepers Society. Invitation only. www.showboats.com

June 25-July 8 Wimbleton, London. One of the four grand slam tennis tournaments. www.wimbledon.org

MAKING PLANSAug. 2-7 Sydney Int’l Boat Show Sydney, Australia

Held in six halls at the Sydney Convention & Exhibition Center, Darling Harbor and Cockle Bay Marina, with more than 300 exhibitors, and more than 300 vessels from 70 in-water exhibitors. Open 10 a.m.-6 p.m. each day. $18 adults, $10 kids under 17. Show includes a fishing clinic, a Strictly Sail Expo, a boat-building competition, fashion shows and a “better boating” workshop. www.sydneyboatshow.com.au

CALENDAR, from page B22

Mediterranean sports thrills: Monaco Grand Prix, French Open

www.the-triton.com May 2007Section C

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The Mexican Shrimp Council went all out to promote its country’s shrimp as an international jet-setter that inhabits crystal clear turquoise waters

and is a celebrity among other Neptune gods of the sea, dining on rich underwater buffets.

On the reverse side, our native son, the American Wild-Caught Shrimp, touts “don’t let your friends eat imported shrimp,” offering taste to

rival its south-of-the-border cousin.A battle of the shrimps began. Both

countries offer sweet, firm shrimp available in all sizes.

As megayacht chefs surrounded by the sea and all that dwell in her waters, preparing and cooking seafood should come as natural as to a fish to water. If it isn’t, it will happen sooner than you think.

Roe shrimp (shrimp with eggs) come due this month. Shrimping season begins in late July and August. Prawns and shrimp can be fixed as appetizers, first courses, main entrees and even desserts. (I once saw a dessert of chocolate cinnamon mousse paired with cinnamon sugar-cured shrimp.)

Shrimp are found around the world in fresh and saltwater. Prawns are the larger version of shrimp and are sometimes called shrimp, while in other countries shrimp are called

See WAVES, page C4

Get ready for the arrival of shrimp season

It’s time to talk about optimizing individual performance. The fundamental factor – which underlies the successful application of all other

performance factors (e.g., talent, education, experience and skills) – is attitude.

Attitude is the way we think, feel and act. It’s the way we react to the world around us. It determines

the quality and effectiveness of all of our thinking, emotions and behavior and, thereby, the positive or negative consequences of that behavior.

Attitude is the one thing we can count on as a lifetime companion. Jobs and relationships come and go, but your attitude is always with you. You can’t take a vacation from yourself. Attitude is based upon our expectations and perceptions, our definition of reality.

Each of the following people has the same job, but notice their attitudes:

Carrie Critic feels frustrated in her job, but at least it gives her a chance to complain and to vent her frustrations on all the “idiots” she deals with.

When confronted with her mistakes, she looks for excuses and others to blame. She hates what she regards as impositions placed on her by co-workers. Her negative opinions are known by all.

Sam Spectator likes the predictability and limited responsibility of his job. He feels most comfortable when others make the important decisions. He feels threatened when anything out of the norm happens and calls his manager for instructions. He never feels certain about anything and has difficulty making commitments.

Paula Player views her job as an opportunity to experience the thrill of

competence and meeting progressive challenges. She enjoys interacting with her co-workers, guests and vendors. When she makes a mistake, she acknowledges it to herself and those impacted by it, then looks to see how she can correct it and learn from it.

Critics have negative attitudes. They comment on life and complain. They critique after the fact, imposing “expertise” and finding fault in others. Critics are annoyed by change. They often appear frustrated or pessimistic. Their defining word is “no” and typically say “I can’t” or “I won’t.”

Spectators have neutral attitudes.

See GRIMME, page C12

Positive attitude, positive outcome

The power of positive thinking helps people reach goals successfully. Manager’s TiMe

Don Grimme

Culinary Waves

Mary Beth Lawton Johnson

C� May 2007 www.the-triton.com The Triton

One of the increasing requirements in modern society is the need to document nearly everything. There are good reasons for this. One of the

most important on a megayacht is to capture evidence for use in defense in the event of a claim.

Another reason is statutory requirements, depending on the size and flag. And a much-overlooked

reason is to provide historical details.This is the last of three columns

that summarizes the main areas of a yacht’s activity where records and/or documentation are required.

Crew

1. Next-of-kin records. Yachts that move have a crew list to meet immigration and customs requirements. However, it is often not lodged ashore with a responsible person before the yacht goes to sea.

The same is true of next-of-kin records. Often these are compiled and held on board with no system for the information to be accessed in the event of an emergency. On some occasions such lists are prepared and lodged ashore but have no established system about what to do in an emergency.

What is needed is a routine system for making certain that somebody ashore knows who the crew are, at any given time, and how to contact their next of kin if required.

Maintaining lists for the identity of the guests, let alone records of next of kin, is difficult for the crew of a superyacht as confidentiality is valued. However, it is worth asking what you would do should the worst happen.

2. Induction manual. With any crew member, it is important to have a system to introduce them to the way the yacht works. Such an introduction should, ideally, be detailed in writing, and the new crew member should sign off as having been properly briefed.

Navigation

1. Paper charts. Correction of paper charts is a constant challenge. If a yacht navigates on an out-of-date chart and there is an accident, insurance interests could deny the claim on the grounds of un-seaworthiness.

Many yachts have charts corrected once a year by the local chart agent during an off-season lay-up period. Whilst this might prove satisfactory from the operational perspective, further precautions are necessary to protect against a navigational incident.

Probably the simplest way to do this is to have the chart agent summarize key corrections. The captain can then decide whether to have the correction done or purchase a replacement chart.

2. The magnetic compass has progressively been supplanted by modern electronic systems (gyro, flux gate, ECDIS and GPS). However, the magnetic compass still provides a level of safety for emergency situations. Even

in the event of a lightning strike, the compass is useable as soon as compass error has been checked by observation.

In an ideal world, the compass should be swung (checked for deviation errors) once every year and particularly after extended periods in a shipyard.

3. With the increased use of electronics on the bridge, problems are introduced by complexity and integration. Systems are now common where the GPS provides position information to the ECDIS, which in turn controls the autopilot, so that the yacht is steered along a pre-determined track. The problem is that all failure modes of each individual component have often not been checked.

It is important to know exactly what happens with every failure mode and alarm of the system. This is known as Failure Mode and Effect Analysis trials. The system is operated in every conceivable failure mode and the effect noted. Where single-point failures are identified, either the system can be changed or precautions introduced.

4. A major area of often overlooked concern is that of radar blind arcs, particularly as the number of satellite and television domes proliferate on yachts’ masts. The radar should be tested every time changes are made to the radar mast to identify if shadows have been created. If so, a diagram should be prepared that is readily available to all watch keepers so that they are aware of specific limitations.

Ian Biles is the founder of Maritime Services International, a marine surveying and consultancy business. He holds a Class I (Unlimited) Master’s certificate and developed a risk management program for large yachts for a London-based underwriter. Contact him at ian@maritimeservices.demon.co.uk or +44-2392-524-490.

MPI Group of Surrey, England, offers a distance-learning course designed to bridge the gap between master certification and the reality of running a large yacht. The course is sponsored by the Professional Yachtsmen’s Association and Middlesex University. Course material was created by Ian Biles. For more information, call +44(0)1252-732-220 or e-mail et@mpigroup.co.uk. To read previous columns, visit www.MegayachtNews.com.

Records, Part III: Crew, navigation information

Up and rUnning

Ian BIles

SUPERYACHT OPERATIONS: Up and Running

The Triton www.the-triton.com May 2007 C�

Eleven of us gathered in a park on a lovely Monday morning in April. We were all too busy to be there, but we made the time because Kristen Cavallini Soothill at American Yacht Institute asked us to and because

relationships are more important than four more hours in front of our computers.

Some of us have had fallings out over the years; some of us have built businesses together; some of us met for the first time. Tension and cynicism swirled with the cool breeze coming off the Intracoastal. I added a bit of skepticism to the mix.

We had gathered to experience a little of what Joe Noonan said he can

deliver to yacht crew, and because we all work with yacht crew and honestly want to help strengthen this industry, we were there, bright and early, in tennis shoes and bug spray.

Noonan conducts leadership and teambuilding programs. In the past 15 years, he has worked in the corporate world with such companies as AT&T and General Electric as well as with a number of colleges and universities.

Now he’s set his sights on yachting.“The focus of my work,” he said, “is team-based

leadership. What I love about the yachting industry is that the fundamental element of making a yacht run is teamwork.”

In theory, of course. We all know of yachts that don’t have such great teamwork, and many folks will agree that one of the biggest problems in the industry today is crew turnover.

But Noonan is up to the challenge. One of the things that he said attracted him to yachting is the unique component (compared to the corporate world) that the people who work together also live together, making their functionality as a team that much more vital.

“This training gives people the tools and communication skills and the perspective and attitude of mutual respect to not only work well together, but to thrive,” he said.

It worked for us, a mish-mash of yachting industry business owners and employees from no fewer than seven businesses.

In one exercise (I won’t explain it to protect the cool feeling you get when you go through it) we tried, discussed, debated, negotiated, trusted and tried again, getting better every time and ultimately blowing away our goal. I must admit, it was pretty cool.

I can only imagine how powerfully it would work with a group of people such as crew on a single yacht to go through together.

Noonan used to be a psychotherapist and he uses a lot of the touchy-feely words of a New Age healer, but he also understands the brain, how it works in this regard, and how to get humans to treat each other with respect.

“Unless they grew up on a boat, most people have some resistance to the sort of behavior that living on board requires, that response that you’ll do whatever you have to do to get the job done,” he said. “This training makes sense to the left brain and it re-patterns the right brain. It educates and influences the right brain and that’s where we make significant changes to behavior.”

Many of Noonan’s programs take two and three days. Our group got a taste of the training in a four-hour program. And when it was over, no one bolted for his or her car to hurry back to the office. A few cell phone calls were returned, but for the most part, we lingered, wanting this camaraderie to continue, at least for a little while.

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

Joe Noonan has launched Crew Synergy, a crew training division of his business. He’s offering a mini training session for captains on May 8 in Ft. Lauderdale. If you are interested in the free introduction, contact Editor Lucy Reed for details. Space is limited. For more information about Noonan, visit www.joenoonan.com or www.crewsynergy.com, or call 800-220-6925.

Meet Joe Noonan and discover teamwork

Teamwork, success and unity illustrated. PHOTO/JOE NOONAN

editor’s notebook

Lucy chabot Reed

CREW TRAINING

C� May 2007 www.the-triton.com The Triton

prawns, especially in Southeast Aisa where they are only distinguished by their size. The difference between the two lies in the structure of the gills, and shrimp carry their eggs on their pleopods.

Prawns, also known as penaeus setiferus, can be farm raised or caught in the wild, as can shrimp. These two crustaceans form a global cuisine from the Cajun jambalaya to the Greek saganaki, from Spanish paella to the Asian flavoring of dried shrimp.

When we talk about deveining shrimp, we refer to their open circulatory system that runs downs their backs. This “vein” is really the shrimp’s digestive track that can be pinched off with the tail by hand or

removed by making a slit down the back. Rinse with cold water.

Pulverize baked shells for flavor

Everybody has a different way of cooking shrimp. I will give you my professional opinion on how to cook it as it has never failed me nor do my shrimp come out looking shriveled or shell-shocked.

Forget cooking them in boiling water. Start the shrimp in shell in cold water and bring to a boil with your

seasonings of choice. Be sure to stir often from the bottom up or the lower shrimp will cook before the top ones. Once they start to turn pink, they are ready. This happens before the water boils.

You will never overcook your shrimp using this method. Plus, you will never have the look of shriveled shells.

Shrimp shells can be used to season the dish. Simply remove the shell surrounding the shrimp, season with your favorite seasoning, place in a

350 degree F oven and bake until dry and crisp. Pulverize to a powder. This powder can be used with bread crumbs to coat the shrimp as well. Wild vs. farm-raised

Some people think shrimp are shrimp. If you were close to me, I would personally cook wild shrimp and farm-raised shrimp and let you taste the difference. Wild-caught shrimp, especially from rivers and estuaries, are sweeter than farm-raised shrimp.

What’s the difference between farm-raised and saltwater shrimp? Taste, and the practices of obtaining them.

Farm-raised shrimp are actually capturing their market share, especially shrimp from Vietnam and Brazil, and exported to such places as the European Union and throughout Southeast Asia.

Why the stronghold? Their prices are cheaper than wild American shrimp, which can run $11 a pound and up in select markets. Farm-raised shrimp is considerably less.

Farm-raised shrimp are typically raised in inland ponds. There is no by-catch associated with catching these shrimp, but there is danger of runoff into the ponds from water containing fecal matter and pesticides. And there is a threat of runaway shrimp that can invade rivers, posing potential threats to other species.

With wild-caught shrimp, American trawlers are required to have by-catch reduction devices installed in their nets such as Turtle Extraction Devices (TEDs) and other smart gear. For every pound of targeted catch, 5 pounds of by-catch is caught. This includes smaller fish such as bait fish, immature game fish, and numerous types of crab including blue, horseshoe and spider crabs.

Until the law forced shrimpers to use TEDs, there were a large number of turtles killed by this practice.

Another problem with using trawling nets is that the nets are weighted on the bottom so most bottom plant growth they touch is destroyed.

American Wild-Caught Shrimp’s new ad campaign was originally produced to perk up the sagging Gulf fisheries. Gulf shrimp has a higher iodine content, which is fairly evident when tasting them. So it is up to the consumer to decide.

I have tasted both – having casted for wild shrimp and purchasing farm-raised – and I like the wild-caught shrimp taste better.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. Visit her Web site at www.themegayachtchef.com or contact her through editorial@the-triton.com.

WAVES, from page C1

Avoid the common error of cooking shrimp in boiling waterStart the shrimp in shell in cold water and bring to

a boil with your seasonings of choice. Be sure to stir often from the bottom up or the lower shrimp will cook before the top ones. Once they start to turn pink, they are ready. This happens before the water boils.

IN THE GALLEY: Culinary Waves

The Triton www.the-triton.com May 2007 C�

Serves �

2 lbs fresh shrimp Old Bay seasoning

Start the shrimp in cold water with ¼

cup of Old Bay Seasoning added to the water.

Heat on high, stirring often. Before the water boils, the shrimp will be done. The shrimp should be firm to the touch and pink.

Remove and drain. Once cool, peel.

For the sauce: 2 tablespoons extra virgin olive oil 1 ½ cups green bell pepper, chopped 1 ½ cups sweet onions, chopped 1 stalk celery, chopped 1 jalapeno, seeded and minced fine 1 ½ cups tomatoes, chopped Salt and pepper to taste

Heat the olive oil over high heat. Add the peppers, onions, celery and

jalapeno. Cook until the onion is opaque and

celery loses shape. Add the tomatoes and reduce heat.

Reduce the sauce. (You can also thicken the sauce with a cornstarch slurry by mixing cornstarch with a little cold water and adding it to the hot sauce.)

Five minutes before serving, add the shrimp to heat through.

Serve over thick stone-ground grits.

Stone-Ground Grits(I buy mine from a mill.) Heat 4 cups of salted water to boil. Add one cup of stone-ground grits. Cover and reduce heat to low. Stir often throughout cooking. Let

the water cook out and add ½ cup of whipping cream.

Once this boils down, add ½ cup more cream as necessary.

Taste the grits. If they are somewhat hard, add ½ cup more liquid and cook down. Keep adding liquid until the grits are soft to the taste.

Add 1 cup of shredded sharpcheddar cheese and salt and pepper to taste.

Plate the grits first and then top with the shrimp. Enjoy.

Capt. Richard’s Shrimp and Grits

If the grits are still hard

after cooking, add a little liquid and

keep cooking. PHOTO/CAPT.

RICHARD JOHNSON

IN THE GALLEY: Shrimp and Grits

C� May 2007 www.the-triton.com The Triton

Shrimp Cocktail

By Chef Peter Ziegelmeier, M/Y Curt-C

  This is a recipe I learned years ago

at a mom-and-pop shop where I worked.

20 16-20 count shrimp, shell on, frozen (if thawed, reduce cooking time by half )

½ gallon water 2 tablespoons Old Bay seasoning 1 tablespoon whole mustard seeds 1 tablespoon apple cider vinegar ¼ tablespoon fresh cracked black

pepper and kosher salt 1 teaspoon red pepper flakes,

crushed ½ large Spanish onion, rough chop,

no skin 4 endive, cut in half leaves ¼ cup cocktail sauce, your favorite

brand 1 red cabbage 2 heads Romaine lettuce ½ lemon, cosmetically attractive 2 sprigs curly parsley, fine chopped

In a large pot, combine water with

most of the Old Bay seasoning,

whole mustard seed, vinegar, cracked black pepper, kosher salt, red pepper flakes, and Spanish onion.

Bring to a boil. Drop frozen shrimp in. As soon as the middle of the shrimp becomes snowy white, remove and strain (should take 5 minutes or less). Remove the large pieces of onion and put into abowl of ice.

When shrimp have cooled, peel,

leaving the tail on for presentation.

Set up the endive in the bottom of a large martini glass. Use the red cabbage cups for lemon crowns. Form the Romaine into a mini bowl and pour cocktail sauce in the middle.

Garnish the lemon with a sprinkle of Old Bay, and fresh parsley on the cocktail sauce.

Hang the shrimp off the glass.

IN THE GALLEY: Guest recipe

The Triton www.the-triton.com May 2007 C�

Burgundy is without doubt one of the most perplexing wine regions on the world.

Whereas Bordeaux is focused on chateau estates, Burgundy centers on a host of villages, makers, negociants and vineyards. Happily there are really only two grape varieties to worry about as all red Burgundy is pinot noir with the exception of wines

called ‘pastoutgrains,’ which include the Beaujolais grape Gamay. All white wines are made of chardonnay unless the label mentions the acidic variety called Aligote. Both chardonnay and pinot noir originate from Burgundy.

The reason for the existence of so many small properties – and consequently small production – lies in the centuries-old tradition for splitting estates among the children when a vineyard owner dies. Properties are so small some only make 50 cases of wine.

This is countered by the large negociants such as Latour, Jadot and Drouhin who own vineyards all over the region and produce thousands of cases each year of a range of wines both red and white.

In recent years wine quality has improved immensely. In years past buying and drinking Burgundy was a lottery wherein you could spend $200 and get a horrible bottle or spend $20 and get something quite sublime.

At their best, Burgundian wines are among the world’s most enchanting and memorable. At worst, they are thin, acidic and downright plain. The reason is the northerly position of Burgundy, which makes it especially difficult to ripen pinot noir in particular.

You must figure out what the label tells you. Only on cheaper wines are grapes mentioned, so you’ll encounter Bourgogne and then chardonnay or pinot noir. This said, these wines often are good and can be refreshing to the jaded chardonnay drinker, but be sure to check the name of the maker and get recommendations from your merchant.

Labels on more expensive wines will note the name of the village the wine comes from, such as Chassagne Montrachet or Beaune. It may add 1er Cru, Premier Cru or Grand Cru indicating a wine of higher quality than a wine with just the village name on it.

After this there may be a particular vineyard mentioned such as Morgeot, Les Chaumes or Clos St Jean in the case of Chassagne Montrachet.

The final information you need is the name of the maker or negociant if the wine is produced by a bigger firm. Examples would be Joseph Drouhin, Vincent Girardin or Olivier Leflave, etc.

Now to the wine. The reds are

wonderful, ranging from expensive wines such as Vosne-Romanee, Clos Vougeot, Nuits Saint Georges, Pommard, Beaune and Volnay to less expensive but good wines such as Auxey Duresses, Mercurey, Marsannay and Savigny Les Beaune.

These wines can display aromas of wild flowers (in particular, violets) through to rich fruits such as blackberries. The palate will show berry fruits, earthiness and even cherries. When young they can also be tannic and closed (showing less flavor), which is why the best wines need to be stored for a few years to drink them at their

best. The fruit is less overpowering and the wines are more complex than most New World examples of pinot noir, which makes them good to pair with food, especially the local cuisine in Burgundy. This is true of whites also.

Burgundy whites are the world’s greatest expression of chardonnay. They range from affordable and easy drinking Macon, St Veran and Pouilly Fuisse in the south to the expensive and world-renowned wines of Aloxe Corton, Meursault, Puligny-Montrachet and Chassagne Montrachet. Limestone soils and the aspect of the vineyards are perfect for producing great chardonnay

that will acquire flavors of nut, honey, almonds and spice as the wines age.

Due to demand and often low production, whites and reds are becoming expensive. The skill in choosing good wines lies in sourcing less expensive but enjoyable wines. I find value in whites from Pernand Vergeleses, St Aubin, Montagny and Savigny Les Beaune. Seek single vineyard wines. In good years they’re an amazing value for money.

Mark Darley is a freelance wine writer in Ft. Lauderdale. Contact him through editorial@the-triton.com.

Get ready for an enchanting, complex trip through Burgundy

By The glass

Mark Darley

WINE: By the Glass

C� May 2007 www.the-triton.com The Triton

Are you a skinny Minnie? A 98-pound weakling? Don’t resort to junk food to pack on pounds. Calorie-dense, nutrient-rich foods are key to a bigger,

healthier body.Like any healthy

lifestyle, winning at the weight-gain game comes down to combining a balanced diet with regular physical activity. While many overweight folks find it difficult to shed

extra pounds, if you’re underweight, you know that it can definitely be challenging to keep each pound on and add more. The good news is that adding pounds can be a simple process if you follow a few healthful and practical tips.

The key is shifting the body weight equation so you take in more calories than you burn. You may need to eat more. Instead of “three squares a day,” add two or three substantial snacks between moderate-size meals. By spreading things out, you’re more likely to enjoy food without feeling stuffed.

Tip the scales toward weight gain by choosing foods that are high in calories. While rich desserts and fried foods quickly come to mind, the emphasis should be on foods that pack other nutrients, such as protein, vitamins and minerals in addition to calories.

Begin by choosing calorie-rich foods from each group of the Food Guide Pyramid, plus fats, oils, and sweets in moderation. Aim for the higher end of the recommended number of servings from each group shown in the pyramid.

There are several calorie-rich foods in each group. For example, dense whole grain breads have more calories and nutrition than white bread. Other calorie-packed grain foods include granola-type cereals, rice dishes with dried beans, dried fruits or nuts for

flavoring, and pasta with cheese sauce. In the fruit group, canned fruits in

heavy syrup, fruit nectars and dried fruits have the most calories. As for vegetables, avocadoes, olives, potatoes, peas, corn, and winter squash can help pack on the pounds.

Lean meats, poultry, fish, beans, eggs, and nuts are good protein choices.

In the dairy group, whole milk, fruited yogurt, hard cheeses such as cheddar, ice cream, puddings, custards and milk shakes are rich in calories as well as body- and bone-building nutrients. Even though they are calorie-dense, use fats and sweets such as butter, margarine, sour cream, cream cheese, gravy, salad dressing, jellies, jams, honey and candies in moderation.

Although these foods provide calories, they have few, if any, nutrients. Remember, your goal should be to gain healthful weight, not simply body fat.

Another tip for gaining weight is to maximize each mouthful. Incorporating extra calories into everyday meals can make eating a creative and flavorful experience. For example, use milk in place of water to prepare hot cereal, soups, and sauces. Sprinkle powdered milk into casseroles and meatloaf for added calories, protein and calcium. Then try adding avocado, cheese, and salad dressings to sandwiches. Fat-free dressings and cheeses add calories without added fat.

Smart snacking plays an important role. Choose snacks that add calories, vitamins and minerals, such as powdered milk added to a yogurt or ice cream-based shake with fruit and fruit juice. Dip crackers, chips, and fresh vegetable relishes into high-calorie dips made with cheese, sour cream, mashed beans, or hummus. Space out snacks so you don’t spoil your appetite later.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Contact her through editorial@the-triton.com.

Surprise – gaining weight is no easier than losing it

Take iT in

Carol Bareuther

NUTRITION: Take It In

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The Triton www.the-triton.com May 2007 C�

As with last month’s article, this article is another story to parallel a real-life situation of a client couple. My clients know that the article is based on

their personal life but that no one could identify them based on the details.

I think many of you in the yachting industry may be able to relate to this story.

Several years ago I sat down with a captain and his wife, who worked with him occasionally on deliveries and charters. He was 60 at the time and his wife was 64. She was ready for him to slow down so they could travel on their schedule instead of the yacht owner’s schedule. We sat down and gathered all the information to see their financial position. The captain had just taken over a new vessel making about $20,000 more a year than in his prior job.

Once we reviewed all statements I identified that an inheritance that they had from their parents was in a very conservative bond fund. While that was OK for an 80-year-old, it was not good for them. They were also paying taxes on this as income and did not need the income. These investments were under three different financial advisers and no one was helping them understand what was best for them.

Some of their personal investments were also not tax-deferred. Needless to say once we did a Money Map on them to see exactly were they were, we made several changes. I will never forget the phone call I got from their accountant about a year later. He wanted to clarify the changes I had made to their portfolio, specifically interest expenses. Compared to prior years they were now making $20,000 more in salary and were paying less in taxes. I love phone calls like that.

Now that we had gotten their financial house in order, we needed to protect it. The captain wanted to work a couple more years and they were borderline OK to retire then. They decided to take out $100,000 in life insurance each. This insurance would carry them a little farther since there was longevity in her family. This would insure that there was plenty of money for the surviving spouse.

The next step was to protect against losing their estate to long-term care needs. They did not want to spend money on this. I went as far as painting a graphic picture for them as to what could happen if they didn’t get LTC insurance. The thought of having their

daughter or son changing their diaper was enough to convince them.

I have heard of too many adult children coming back and suing the financial adviser for not making their parents get LTC. When this situation occurs, there is not enough money to take care of the surviving spouse, much less leave an inheritance.

Things went well for a couple of years. They were happy with how their investments were doing. They had planned to work maybe one more year then retire. I will never forget the phone call I got at 10 p.m. on a Friday night. The husband was in intensive care due to an aneurysm. Fortunately, they got him to the hospital quickly enough to save his life. The wife was in a panic as to how they would survive financially. I sat down with her and her grown children to go over finances. I was able to assure them that no matter what happens, they would be fine financially and they should focus their energy on taking care of the husband and father.

There was a 14-month period that the captain was considered a vegetable before passing away. The LTC policy kicked in where his health insurance did not. Their personal finances were protected from the LTC expense. The life insurance policy gave the wife’s retirement an added boost.

According to the MoneyMap we created, the wife will not run out of money until she is 118. She is enjoying her retirement and stops by my office periodically to ask for more money to go on another trip. Aside from being a yacht captain, I could not pick a more rewarding career when I can help clients like this.

I am fortunate with my almost 10 years in my financial practice. Some people have said I have a lot of wisdom for my age. I tell them this phrase that I feel strongly about: Wisdom is experiencing through other people’s mistakes or lives.

I have been fortunate to meet a lot of people in my career and I try to pass that experience on to as many clients as I can. Most do not know that 40 percent of working adults between the ages of 18 and 65 need some form of LTC at some point in their lives.

I’m 43 and have LTC. I will have it paid for completely by age 65. There are many things other than old age that can put you in an LTC situation. Now that more people get LTC, it is much more affordable than in years past.

Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Contact him at +1-954-302-2372 or through www.capitalmarinealliance.net.

Long-term care insurance can offer peace of mind

PERSONAL FINANCE: Yachting Capital

yachTing capiTal

mark a. Cline

C10 May 2007 www.the-triton.com The Triton

With the release of “Encounter by Deadline” (2007, Avalon, $21.95), Mel Taylor secures his place in the talent pool of South Florida authors.

Ft. Lauderdale residents know Taylor as a reporter for WPLG-TV Channel 10. The Chicago native received an Emmy award for his series on the struggle of Haitian immigrants. He now is on the assignment desk at Channel 10.

Taylor’s first mystery, “Murder by Deadline” (2005, Avalon), introduced readers to TV reporter Matt Bowen. Bowen is an African-American living and working in Ft. Lauderdale.

“Murder by Deadline” begins with Matt receiving an unsettling phone call. The female caller does not identify herself, but indicates she is being stalked. While covering a homicide investigation the following day, Bowen realizes the victim is the caller. Bowen’s girlfriend, Cat, has the opportunity to reconnect with her college roommate while she is in South Florida working with an elite group of investigators. As members of the group looking into counterfeiting rings are targeted, Bowen’s coverage identifies connections to the female caller.

Matt returns in “Encounter by Deadline.” The wife of a former co-worker visits to ask Matt for help. Her husband, a freelance photographer, disappeared overnight and she suspects the disappearance is tied to a videotape she shows Matt. Far more startling than the video are the two enormous diamonds hidden in the tape spools. Her concerns prove valid when a gunshot victim is identified as her husband. As Matt covers the case for the station, he becomes part of the story, endangering himself and his girlfriend. Matt is certain the growing number of murders, missing diamonds and an ex-con are linked.

Each mystery provides a behind-the-scenes perspective on gathering, editing and disseminating television news. The public information officers from the police department and the hospital spokespeople we regularly see on TV have added dimension on the pages of Taylor’s books. Bowen’s cameraman, Ike Cashing, and assignment editor, Mike Brendon, add dimension to parts of the newsroom invisible to the viewer.

“Ike’s gear revealed the nicks of more than 20 years in news. …. gouge in the tripod from a bullet graze … scratches and bumps from thousands of encounters …”

The relationship between Bowen and Cat is refreshingly complex. She is the single mother of two. By exploring personal costs of being dedicated to a demanding career, Taylor avoids stereotyping – a frequent occurrence in male lead mysteries. He also creates empathy with readers who have balanced career and family.

The setting of Ft. Lauderdale and its suburbs is an integral part of both books. The reality of Ft. Lauderdale as a large metropolitan area is balanced with the picture-perfect paradise of palms and sand. Taylor’s descriptions of locations are vivid – clearly the observations of a practiced reporter.

Characteristic noise, identifying smells and distinctive air currents make the setting feel real. “A hint of morning breeze was coming off the ’Glades, and I watched the fog take shapes as irregular as ghosts.” Whether the setting is a downtown high-rise or oak-shaded bungalow, A1A or I-95, Taylor selects the unique detail required to transport the reader. Mystery readers will wish reporter Matt Bowen a long career.

Donna Mergenhagen owns Well Read, a used book store on Southeast 17th Street in Ft. Lauderdale. Mel Taylor will be at Well Read on Sunday, May 20, from 1-3 p.m. to launch his book and discuss his writing. For more information, contact the store at 954-467-8878.

Broadcast news suspense

Well read

Donna Mergenhagen

BOOK REVIEW: Well Read

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FREIGHT

They watch life happen and observe others. They play it safe and avoid risks. Spectators are afraid of change. They often are tired or detached. Their defining word is “maybe” and typically say “I doubt it” or “I might.”

Players have positive attitudes. They actively participate in life and embrace opportunities. They take risks and are willing to make mistakes. Players enjoy learning and change. They usually are confident and optimistic. Their defining word is “yes” and typically say “I can” and “I will.”

Most of us have some of each type attitude in us. Often, though, one dominates. A study of success factors by Telemetrics International surveyed 16,000 people and found that one of the most significant differences between high and low achievers was attitude.

The good news is that you control your attitude. Attitude is too often dismissed as something we’re cursed (or blessed) with, something we’re unable to change, or something just too intangible to deal with objectively.

All of these attitudes about attitude are wrong, and counter-productive. A person’s attitude (both their fundamental view of life and their specific views of life challenges) is reflected in objective behavior and can be changed. That’s not to say manipulated by outside forces, but controlled by the individual.

No one can make you feel anything without your permission. When we make that statement in our training classes, participants often take issue with it. Perhaps you do, too.

We’re not referring to children or to victims of physical violence nor to the transitory emotions triggered by external events. We refer to an adult’s basic state of emotional well-being and self-esteem.

And here’s the payoff: When you control your attitude, you control your life.

Some of the techniques to transform your attitude are assertion and active listening. But the single most powerful technique is self-talk. We communicate every moment of our lives not only with others but also with ourselves. And much of this self-talk comes from a “tape” in our mind. Some of the data on that tape was recorded during early learning experiences.

By the time we’re 17 we’ve recorded 150,000 pieces of negative data, phrases such as “You can’t,” “You shouldn’t” and “You’ll only fail.”

Guess what? Garbage in, garbage out. If you fill your mind with negative thoughts, you will have a negative attitude.

Fortunately, all these negative thoughts can be transformed into positive thoughts, attitudes and actions, and subsequently positive consequences. Monitor your self-talk. Catch yourself using negative words and phrases and replace them with positive dialogue.

For example, if you tell yourself after a challenging incident that you failed, try instead to tell yourself that you’ve not yet succeeded. Instead of saying “I messed up,” tell yourself “I was confident enough to try.”

There are four steps to changing your self-talk. Each is vital.

1. Recognize. Start paying attention to your internal dialogue, especially when feeling disappointed or frustrated. What do you say to yourself? It’s probably untrue or unfair. Very likely, it’s unduly harsh.

Don’t limit this to “major” issues. Our sense of ourselves is formed primarily by our thoughts about the little things in life.

2. Tell yourself to stop it. Once you recognize and hear the negative self talk, tell yourself to stop, or words to that effect. Perhaps visualize a blinking red stoplight, or train yourself to say “No, that’s not true.” You don’t deserve the kind of negative judgments you may have been making on yourself.

3. Re-state. It’s important to reframe the negative statement into a positive (and more accurate) one. For example, change: “I’ll never be able to do this” to “That was a bit disappointing. I’ll do better next time.” To become more effective in action, add “What can I learn from this?”

4. Reward. Acknowledge that you’ve turned that little bit of negative talk around. If you have the time and can afford it, take yourself on a shopping spree. At least you should pat yourself on the back, even literally where no one can see you. And tell yourself, “Hey, I did it. Well done.”

The more you practice this, the more you will change your attitude. Reframing just one or two negative thoughts isn’t going to help that much. Remember, you’re challenging a lifetime of heavily negative programming. Pretty soon, those negative thoughts will disappear and you’ll wonder where your great new outlook on life came from.

Next month I’ll give you five more tools you can use to change your attitude.

Don Grimme is co-founder of GHR Training Solutions in Coral Springs, Fla. He specializes in helping managers reduce turnover and attract excellent job candidates. Contact him at dgrimme@comcast.net.

GRIMME, from page C1

Attitude is main difference between high, low achievers

FROM THE FRONT: Positive attitude

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Calm

Try these new puzzles based on numbers. There is only one rule for these new number puzzles: Every row, every column and every 3x3 box must contain the digits 

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(954) 467-6714E-Mail

John@intercoastalrealty.com

John A. TerrillREALTOR

www.worldofyachting.com1126 S. Federal Highway, P. O. Box 230

Ft. Lauderdale, FL 33316Toll Free: 877-98World (877-989-6753)

Ph/Fax: 954-522-8742

WORLD OF YACHTINGThe one source for all your yachting needs Here’s what we can do for you:

• FIND CREW NO agency commissions or percentages no matter how many or how long you need crew members per year.

• CREW Post your CV/Resume for FREE.• Order your APPAREL/UNIFORMS & much more online, phone, fax

or in-person.• Custom Monogramming and Screen Printing• Find or sell a boat (or any other item!) on our boat classifieds.• GET MORE EXPOSURE Advertise with us! Post your charter brochure.• Find information on travel destinations, boatyards, flower shops,

gourmet stores and more all in one place!

Sous Chef Wanted charter/priv. 67m New MY, no yacht exp nec Rest. back-ground, App. required Young, hard working, male Contact: chefgav@hotmail.comAd# 1991

Deckhand and Cook/Stewardess required for 90ft Sailboat, W.Med;Crew required for 90foot Sailboat, W. Med., Hard-workin couple needed imme-diately for Summer. Email Rodney-mash@netscape.netAd# 1959

Crew wanted West coast 137\’West-port looking for stewardess/crew cook and mate team for upcoming summer in Alaska. Email: dsloate@hotmail.comAd# 1962

Atlantic Delivery Crew required for At-lantic crossing, all costs found aboard, experience vital, aboard Oyster 56, End April. Email CV to ejl550@hotmail.comAd# 1932

Yacht Crew Teams Captain and Chef/Stew Teamone with 200T license & the other a experienced chef. Email: denissailing@yahoo.co.ukAd# 2022

Captain & Stew/Deck/Cook Team Avail-able. Highly experienced 100 tonyachting fishing. Prefer Bahamas with private family, limited charters. Emailcrocker_tinamarie@yahoo.com

Ad# 2063

American Stew and Deck-hand/Mate American Team. Looking for the right boat.Availale for freelance too.(954)822-8762 or(425)829-0869Ad# 2095

Team of 2 for a CrossingLooking to gain yachtingexperience by doing acrossing/delivery between May 8 - June 19.Email: finneran@email.unc.eduAd# 2041

Chief Mate 3000gt and Stewardess Available Chief Mate 3000gt + Stewardess Married Team for over 5 years Power or Sail www.FeadShip.co.ukAd# 1930

Need a Team ASAP call on theCurry\’s 1-904-504-5227 CellAd# 2076

Captain & Stew or Mate & Stew -Dynamic Team!6 pk (OUPV) Captain, STCW,diver. Avail as a team with girlfriend who is also exper. & STCW. for both CV\’s email: IslandVirgin@hotmail.com.Ad# 2074

DeliveryBoats Moved Safely - 30 yrs. Exp. 727-360-7070 Deliveries for Dealers, Mfrs, & new owners. Atlantic coast, Gulf, Carib and inland rivers. 30 yrs exp 727-360-7070Ad# 1951

Captain, Crew will work as capt, mate, or crew eager to deliver south Fl. toNew England for summer season.Call Capt Jack Donovan561-784-7983 or 561-909-7788Ad# 2042

Hard Working couple stew and deckhand in Fort Lauderdale. Email: antonjon@mweb.co.zaAd# 1948

Experienced delivery SkipperCircumnavigator licensed Captain will deliver yacht, power or sail anywhere.Email: boatdelivery.my site.comContact Art 772 545 9829Ad# 1956

Available for Deliveries US East coast / Caribbean . USCG 100 Ton w/Tow. Avail.singly or teams. 20 + yrs. experience. Call Capt. Mark Welzel (508) 287-9600Ad# 2007

American Team for DeliveryNorth-bound deliveries fromCaribbean. CVs upon request.Ad# 1906

Engineers AvailableChief Engineer Available for temp or relief Chief Engineer 3000ton US/MCA Relief/Temp/Crew training Worldwide experience large vessels yachts/com-mercial Dave (954)765-3685Ad# 2094

Experinced Y3 Engineer availableLooking for a Yacht with rotation. Preferably charter boat will do relief work or crossings. Check my CV atwww.engineerlars.comAd# 1996

Engineer for long/short term orreposition. 2nd Engr for 100+ M/Y or S/V 1300NM bluewater experiencepilot_sailor@yahoo.com for URL of online CV.Ad# 2180

License for Hire USCG C/E LMTD Oceans(1600 TON / 3000 ITC); Any HP Motor & 2A/E unlimited motor. USSA Certified Marine Surveyor Email: macefieldj@bellsouth.netAd# 2167

Mates/DeckhandsAvailableTop Crewman/ Deckhand/ MateCongenial, Hardworking,Responsible, experiencedDeck/Mate/Cook available. 15+seasons aboard 50-100\’. emaildouglasherman7@yahoo.comAd# 2127

US Mate AvailableUpbeat and fun, passed 100tonUSCG license and finishingpaperwork. Have marine radioOperators License USCGemail:carolemandell@yahoo.comAd# 1933

Deckhand/ sailing crew25 year old American, cleancut and nonsmoker. New toindustry, looking for perm.position. Email:N28678@yahoo.comAd# 1974

Mate available, If you need a fun loving,dedicated, entry level, 55 yr young, man, on your staff. Call Ben at (801) 318-7351 or email: Neiden@juno.comAd# 1915

Spanish Mate in Ft.Lauderdale STCW 95 ENG1 B1/B2 YM 200GT in 2 weeks Rescue Diver. In Ft.Lauderdale 954.534.6656paco_deblaye@hotmail.comAd# 2161

Chief Mate 3000gt and Stewardess Available Chief Mate 3000gt + Stewardess Married Team for over 5 years Power or Sail www.FeadShip.co.ukAd# 1931

Hardworking mate available Detail oriented. Currently looking for a

part-time or full time non-live aboard in Lauderdale or Miami. Call Mike 808-345-5398Ad# 1913

US Mate/Deckhand STCW-95. Owner operator 36’ FTpower boat. 25 yrs. experienceon deliveries, Call Ken at 615 260-3792 or email:Kenlregen@comcast.netAd# 2002

Mates/Deckhands NeededMate/Stewardess, Qualified line,tender handling inside and out cleaning, cooksimple family dinners. 70ft motor yacht, cruising bahamas Email:

admiralsway@bellsouth.netAd# 2134

Mate needed ASAP for Bahamas trip on Azimut 70’ on an Azimut 70’. two-man show casual program. Need to do deck stuff, washdowns, and help out wherever. Must be American. William 571 332-2479Ad# 2026

Stewards /Stewardesses AvailableStewardess, Stew/Cook US resident seeking position remaining within the SE coast. Organized, hard working, fast learner. Call Meloney @ 954 682-7500.Ad# 2098

Working Aboard 28 years old Turkish female. Do not own any certificate.Worked on luxury Motoryachts. Serve well and do cleaning. Email: sinegrafil@gmail.comAd# 2118

Hardworking, professional, outgoing women available for Steward duties. Ability to handle deck work. Emailcrocker_tinamarie@yahoo.comAd# 2124

Stewardess/Masseuse AvailableExperienced available for charters, seasonal work or long-term position. Call 954 682-1697!Ad# 1949

Stewardess Ready to Work! Ft. Laud.based & avail. to work. Call

646 326-4060.Email: Sec8surf@aol.comAd# 2169

Professional Stwdess 9 yrs + experi-ence in the industry as Stwdess avail-able ASAP! Email: oksana-kharko@mail.ru3.81E+11Ad# 2109

Stewardess/Masseuse Availablefor freelance or seasonal position. Experienced, reliable, steady!See ad online.Ad# 2176

Stewardess/ Cook Available. Seeking land based position. 3 years experience in the ind. Daywork. Call Alicia 954560-7265 or email me atAliciaCarstens@hotmail.comAd# 2085

Ch.Stewardess or StewardessLooking for a challenging position in the Motor yacht industry. Excellent references with a good track record.Email: stolyartaty@yahoo.comAd# 2164

Stewards /Stewardesses NeededStewardess w anted to work aboard a new build based in Puerto VallartaMexico. Email Capt. Mark atm-rambler@worldnet.att.netAd# 2177

Stew/cook full time needed for 82’Express Motoryacht, need to be good with lines & fenders & docking. Emailintegrity82@gmail.comAd# 2129

Chief Stew for 170 foot + motor yacht4500-5500 USD per month to start depending on experience. Must have prior experience. Send cv:photo/cover letter to email: www.crewheadhunter.comAd# 2108

Marine ProfessionalsMarina Mile boat yard seeks experi-enced operations person. General marina/boat yard operation with

Kleenco. Call Mr. Lucky 954-321-1010,Ad# 2031

Marine Service Writer neededin Portsmouth, VA. Apply on line at www.oceanmarinellc.comAd# 2184

Executive Broker\’s Assistant for the President of Northrop and Johnson’s Ft. Laud. office for more info on re-quirements and benefits, look at onlinead. Email: geri@njyachts.comAd# 1916

Former stew seeking land based posi-tion seeking a position as a charter broker\’s assistant or something similar. Fast learner and eager. CallAlicia 954 560-7265.Ad# 2086

Marina Crew wanted Marina Mile Marina/boatyard needs Operational manager, experienced full time. Professional attitude growing company. Call 954-321-1010Ad# 2035

Full Time Charter Broker AssistantMust have a good phone mannerExcellent communication formore info on benefits go tothe online ad. Emailjune@njyachts.comAd# 1917

Marine ServicesYour Cuban Concierge, Expediter, translator/agent entry/cruising per-

mits, Transportation, nightlife, toursolafander@yahoo.comAd# 2029

Nicole’s Yachts Professional Detailing We offer complete Yacht DetailServices for your Watercraft.Licensed and Insured. We offer FREE Consultation!954-652-9469Ad# 2099

All Trades NeededWelders, Gas/Diesel Mechanics, Fiber-glass Techs, Electricians Apply on-line at www.oceanmarinellc.com.Ad# 2185Full Time Administrative Asst. neededFt. Lauderdale based. Need computer skills & pleasant phone manner. Email resume to info@culinaryfusion.comNo phone call please.Ad# 1972

Yard Personnel wanted MariTech Services is in need of Service Yard Per-sonnel. Starting at $10-$12 per hour.Great working environment .Call 954 791-7088Ad# 2038

Marine TradesMarine Electrician NeededThunderbolt Marine ElectricianAssemble, install, test, andmaintain electrical equipmentSavannah, GA, 912-352-4931twright@thunderboltmarine.usAd# 2023

Marina Asst. Dockmaster FTMarina exp some weekends reqd

med vac 401k disabRybovich 4000 N Flagler Dr WPBHR@Rybovich.com 561-840-8117Ad# 2170

For RentCar Storage. Store your car safely behind locked gate, Fort Lauderdale.Prices start at $65 per monthCall Sabra at 954-294-0641 orSabraHall1@bellsouth.netAd# 2156

Marine business space availableoffices shops yard withTravel-lift. Docks covered oruncovered. Weekly, monthly6 months or more. Projectboats OK. Call 954-321-1010Ad# 2034

2 bedroom 1bath house for rent2bdrm 1ba house w/ FL Rm canbe used as off. for rent inShady Banks Fully fenced largeyard Great conditionContact (954) 328-1584Ad# 2107

For more details

on any classified ad go to

www.tritonclassifieds.com

and enter in the ad #.

For Rent3/2 POOL HOME

CITRUS ISLESREMODELED, DOCK FOR 55’NFB PETS OKAY 2600/MO.

500/SEC 300/MO. ADD DOCKLISA BURTON 954-232-8584

Ad# 2274

C1� May 2007 www.the-triton.com The Triton CLASSIFIED ADS

Patti Sehi

MARINE FIREEQUIPMENT

“Man’s best friend at sea”

954-868-2049

Norman Benoit

Specializing in commercial & pleasure yachts

marinefireequipment.com

Crew Housing offers private one bdrm. apts & furnished efficiencies.Located near US1 & SE 17th St.For more information email:info@crewhousing.comAd# 2055

2/2 furnished condo East of US1 near Port and Airport. Large rooms, closet space, cable , Elec., local phone DSL $800/wk email: byrneraquel@hotmail.comAd# 1964

$275 weekly apartment rental$275 weekly rental; Huge 1bdin East Fort Lauderdale. Ownerpays all utilities. Great apt in great location Call Tom @ 954-520-2353Ad# 2174

Fully Furnished 2/1 Home with POOL available June-Oct 2007 Situated in Croissant Park, East of 95, excellent location for 17th St; all marinas and boatyards;Email: jackieb65@bellsouth.netAd# 1967

Large Room For RentShare large 1/1 and you canhave the bedroom! In Dania,east of US1. $450 per month.Avail. now. I have 2 small dogCall Jayne @ (917)687-5271.Ad# 2025

Crew Accomodations Crew Apart-ments-Quiet, clean, not crowded, affordable and convenient location, $250/300 Private, $150 shared room.954-294-0641Ad# 2155

For SaleAcreage for sale south floridaFive pristeen acres in NaplesFl. Gorgeouse beaches only20 miles away. $345,000.No realtors. call and leavemessage. (239) 571-0010Ad# 2092

Wireless Cell Phone ChargersAll phones, runs on one AAbattery. Never ever run out

of power! Email AAACaptJ@Comcast.net or 954-288-5881.Ad# 2100

2/1 Condo W/Deeded Dock Off Las Olas Ft. Laud. 409K Deeded dock for 28 ft. boat.Updated in small bdlg. 20.Pet ok! Call Lory at954-554-0863409K & Minutes to beach.Ad# 1979

Homes For Sale3/2 Key West Bungalow nestled on 10.84 acres in north Fl. Sell as is for$150,000. Call John 850 569-5319 or Chrystal 954-465-7020Ad# 2014

Puerto Rico Real Estate Very low prices. Low property tax. Golf all year round,Beaches all around. Call787-646-4745.Ad# 2065S

Shady Banks Pool Home3 bedrooms, 2 and 1/2 baths.Oversized corner lot. New roofnew kitchen and appliances.Reduced to $439,000. Call954-562-8004.Ad# 1982

Perfect Ft. Lauderdale home for Yachting Professionals. 4 bdrm/2 bath/2 car garage. Alarm system & hurricane shutters. $499,500.00.Contact Mark at (954) 254-5246Mark@HowardMarineServies.comAd# 2008

Tarpon River Home2 bedroom/1 bath east Ft Laud.Wood floors,updated kitchen &bath. Bike to beach. Call R.Purswell, Keller WilliamsRealty 954-562-8004.Ad# 1981

Dorado Puerto Rico Two Level home.Only 1 year Call now 787-642-3205Ad# 2064

Waterfront Home 3 bed 1 bath w/ 1 car garage. 60ft of waterfront, oceanaccess. no fixed bridges. Move in ready.$524,900. Call 954 562-8004.Ad# 1980

COSTA RICA, Catamaran charter busi-ness, turnkey, six figure income, all

licenses permits, marketing in placewww.ricaboats.comAd# 1944

Sales JobsIncoming phone salesPhone sales-marine website.Process/assist customers withphone/online orders. Marineprod exp. needed. Sal. neg.felicia@starmarinedepot.comAd# 2000

AnnouncementDriving to Rhode Island Early June.Towing Motorcycle.Can takeone more bike or luggage.Share gas or just flat rate.Email: captainlippman@juno.comor call 954-325-9914Ad# 2150

Splash !! Splash !! With SplashVision. The New Website for SplashLovers, Boat Lovers, Sea Loverand Aqua Life Lovers.... Wehave launched new Websitewww.splashvision.comAd# 2080

MySpace for Yacht Crew and Water Lovers SplashVision.com It’s Free!A Social Media Site for Crew,Share Knowledge, Video, PhotosCreate your own Feed & ConnectWe’re talking to you, Join NowAd# 1993

Cute and adorable bull for adoption My bulldog is vet checked and AKC registered they are both home trained and potty trained. If you are interestedemail: bonahans@yahoo.comAd# 1920

Custom Sewing

New and repairs for all your sewing needs.

Cushions, Pillows, Shams, Neck Rolls

and Sheets. You provide the design and I will fabricate beautiful items for

your enjoyment and that of your guests. Reasonable prices and fast service.

Call Jan:954-921-9500

For SaleCITRUS ISLES 3/2

REMODELED ON WATERCitrus Isles 3/2 home on water

No fixed bridges. Elegantlyremodeled. Heated new pool75 FT WF. 2 car garge, 1 story

Call Lory at 954 554-0863.Ad# 1985

For more details on any classified ad go to

www.tritonclassifieds.com and enter in the ad #.

The Triton www.the-triton.com May 2007 C1�CLASSIFIED ADS

A1A Chem Dry A28 Alexseal Yacht Coatings A24American Marine Canvas & Upholstery C12Andy Carrie Photography B12Antibes Yachtwear A19Argonautica Yacht Interiors C2ARW Maritime A24Bay Ship and Yacht Company B14Bellingham Marine A19Bradford Marine Towing: The Shipyard Group B22Bright Ideas Lighting B10Brownie’s A30Business cards C14-19C&N Yacht Refinishing A2Camper & Nicholsons Int’l B5Cape Ann Towing A13Captain’s Mate Listings B6 &7Chapman School of Seamanship B20Charlie’s Locker B12Claire’s Marine Outfitters B17Constitution Marina C4Crew 4 Crew C5Crew Unlmited C3CTI Group B12-13Culinary Fusion A10Deep Blue Yacht Supply A20D.N. Kelley & Son Shipyard B4Dockwise Yacht Transport B9Edd Helms Marine A18Elite Crew International A26Essentials Boutique B13FenderHooks B2Finish Masters C5Floyd’s Hostel & Crew House B20Global Marine Travel A7Global Satellite B15Global Yacht Fuel B16Gran Peninsula Yacht Center A27Harbor Shops B12-13HeadHunter B21Hughes Power Systems B16International Yacht Training B11Kemplon Marine C9King’s Head Pub A19Lauderdale Propeller B18Lifeline Inflatable Services A30Light Year Alliance B8Lorenzo Canvas and Uphlostery B3LynxBanc Mortgage A14Mail Boxes Etc. C12Mari Tech Services A4Marine Movies C2Maritime Professional Training C20Maritron Alarm & Security Systems B14Marshall Islands Yacht Registry A4Matthew’s Marine A/C C8MaxCARE Professional Carpet and Upholstery Cleaning A15

Megafend A5Merrill-Stevens Yachts A28Metcalf Marine Exhaust C7Moore & Co. Professional Association C10MHG Marine Benefits B24The Mrs. G Team C4Nautical Structures A27Nauti-Tech A15Neptune Group A10Newport Shipyard A16Newport Yachting Center Marina A13North Cove Marina B20Northern Lights B15Northrop & Johnson B19Ocean World Marina A3Palladium Technologies A17Perry Law Firm A13Peterson Fuel Delivery A26Praktek A29Premier Marine Services A8Professional Tank Cleaning B16Puzzles C13Quiksigns C8Radio Holland USA C6Rio Vista Flowers B13River Supply River Services B9Rossmare International Bunkering B18RPM Diesel Engine Co. C8Sailorman A2Schot Designer Photography C12Sea School B5Seafarer Marine C3Secure Chain & Anchor C2SevenStar Yacht Transport A6Seven Seas Yacht Supplies B5Smart Move C9Spurs Marine B23SRI Specialty Risk International C6Steel Marine Towing B11SunPro Marine A26Sunshine Medical Center B23Super Yacht Support Inc. C9Tender Care B19Tess Electrical Sales & Service A13Total Wine & More A11TowBoatUS A26The Triton Birthday Sponsors “Thank You ad” A21Turtle Cove Marina B18Virgin Islands Charter Yacht League C12Waterside Marina B23West Marine A25Westrec Marinas A14,C11Wet Effect A15Yacht Entertainment Systems A8Yacht Equipment and Parts A32Yacht Squad B2, C5Yachting Pages C10

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