the triton 200909

www.the-triton.com September 2009Vol.6, No. 6

Around The RockCheck out Gibraltar. B16

Bombings close portYachts in Palma wait. A12

Another way out St. Martin’s bridge.

A5

OnbOard Legacy, life mOves On

By Capt. Tom Serio

S/Y Legacy remains anchored in Key West Harbor but things are changing in and around her.

Shipwrecked on the shallow flats from Hurricane Wilma in 2005, Legacy has remained on the hook since being freed in early 2008.

Owner Peter Halmos has been busy consolidating his on-water presence, first by dismantling Aqua Village, his home for almost four

years, and moving onto Legacy. Aqua Village started as a series of houseboats and barges rafted near Legacy to oversee her recovery and keep an eagle-eye on his prized possession. While several storms during recent hurricane seasons forced Halmos to downsize the village from eight houseboats to three, he has now shut it down all together and removed all houseboats.

With his 46-foot Merritt sportfish

Mongoose tied up port side and some floating work docks along the starboard side, Halmos has established Camp Legacy, complete with a few tents adorning the forward deck “for sleeping under the stars,” Halmos said.

He spends his time between vessels while he fits out Legacy for the long term. Two new watermakers are being installed,

fitting her out for the long term

See LEGACY, page A14

S/Y Legacy, being fitted for the long term, has under-the-stars accommodations. PHOTO/CaPT. TOm seriO

Faced with financial demands on all sides, wise yacht owners know better than to nickel and dime captain and crew salaries if they want to maintain their investment, captains

on both sides of the Atlantic said last month.

While captains have not taken pay cuts – nor would they, as a rule – they did note that raises and bonuses have been put on hold, hopefully for better times.

“We did not get our raises or bonuses this year, which come every summer,” one captain said. “It was the first time. The boss has a huge company and no one is getting raises, so it looks bad to give them to the yacht crew.”

“That’s the reason boats are mothballed, not for need, but for appearance,” another captain said. “I can more than well afford to use my boat, but let’s not make it look like that.”

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 photographs on page A20.

With recent talk about salaries coming down for positions once believed in short supply (such as American stews), we were curious to see if that was true for captains’ salaries. None of the working captains gathered for this month’s lunch in Ft. Lauderdale and Antibes have taken pay cuts, but at least one had been laid off in a cost-saving effort and several others were having trouble finding full-time work.

“In general, I think salaries are down,” said one captain looking for work in Ft. Lauderdale.

See BRIDGE, page A20

From the Bridge

Lucy chabot Reed

and Mike PRice

No pay cuts, but no bonuses, either

TRITON sUrveYare you planning to take the yacht to a shipyard this fall? story, C1

Heading to yard shortly – 33.6%

doing maintenance (not in yard) – 29.4%

already in yard – 20.2%

skipping yard – 16.8%

By Dorie Cox

Capt. Walter Richardson and his family freedive for dinner. In bathing suits they don masks, fins and snorkels, hold their breath and descend deep into Biscayne Bay to pursue lobsters.

Count the entire Richardson household as avid freedivers and part of a growing sport that has attracted the interest of yachties in South Florida and beyond.

Freediving is simply holding your breath and diving under water. It

requires no special equipment in the way scuba diving does and it allows access to the underwater world in a way that amazes newcomers.

“It’s quiet, with no bubbles, and after a certain depth, you just start to freefall,” said Richardson, who prefers to dive around 50 feet holding his breath for about 2 minutes. His oldest sons descend to 100 feet for up to four minutes.

Freediving is often associated with the competitive sport, which

See FREEDIVING, page A15

Yachties hold their breath for dinner, work, tips, fun

Deckhand Robert Richardson of M/Y Blackhawk began diving with his family. PHOTO/WalTer riCHardsOn

A� September 2009 www.the-triton.com The Triton

Why so fast?

Find out what caused M/Y Trident to motor out of Palma Harbor. PHOTO/alisOn rese

WHaT’s inside

Advertiser directory C19Boats / Brokers B12-13Business Briefs A14Calendar of events B21-22Career News C1Columns: In the Galley C1 Fitness C13 Latitude Adjustment A3 Nutrition C6 Personal Finance C16 Onboard Emergencies B2 Photography C9 Rules of the Road B1 Stew Cues C8

Cruising Grounds B8,16Dockmaster B6Fuel prices B5Latitude Adjustment A3Marinas / Yards B5-9Med Spread A12-13Networking Q/A C3-4Networking photos C2News A5-8,C5Photo Gallery A18-19Technology B1Triton spotter B23Triton survey C1Write to Be Heard A22-23

The Triton www.the-triton.com September 2009 A�laTiTUTe adJUsTmenT

Latitude adjustment

Lucy chabot Reed

Does any one else shake their newspapers when they read in the mainstream press stories about owners and their megayachts?

They’re an easy target, I know. Most journalists think the really rich are not like the rest of us (mostly because they don’t know anyone of wealth). So reporters treat them like non-humans and

make fun of their money.They call the yacht “opulent” in a

snarky kind of way, reference her build cost as “a cool $100 million” and add that it has “mid-ocean necessities” such as spiral staircases and hot tubs.

One story in a newspaper in Toronto gushed that a visiting 200-foot yacht “has its own sewage and wastewater treatment plants” and even “makes its own water.”

Now how silly is that? All yachts have those things. It’s not remarkable.

Unless you don’t know any better. Then you make it sound like so much excess.

I have been silently shaking my newspapers for years, but a recent story on the Huffington Post pushed me over the edge. The “reporter” wrote that she had so shamed a yacht owner for using his yacht that he cancelled a holiday in Croatia, taking his family and friends to his farm in Palma instead.

Then she gloated that “journalism reaps results.” That’s journalism? Embarrassing someone so that he spends his money someplace else? It’s not like he donated it to charity. He didn’t cancel his vacation altogether. What results were reaped? I don’t get it.

Is the point simply to embarrass these people into staying away from their yachts?

Apparently so. Captains in this month’s From the Bridge lunch talked about the appearance of yachting is the main reason for its downturn. Boats have been hidden and crew laid off not so much because of financial difficulties, but because of social ones.

How many people have lost their jobs because owners can’t be seen using their yachts? I’m not just talking about crew here. Tens of thousands of people around the world are employed on these vessels; hundreds of thousands, perhaps even millions, more are employed building them, maintaining them and upgrading them.

And there are the scores of people like me, hangers-on if you will, who are able to build businesses of our own supporting the industry these wealthy people have created. We all have our own businesses, employ other people, support our families and contribute to our communities because wealthy people choose to enjoy their money.

And some media people would make them feel shameful about that. Well, shame on them.

So-called reporters would take less umbrage with wealth, I suppose, if it was spent on something a bit less opulent, like a tomato farm. Do you ever think you’d read a blog on the Huffington Post chiding a man because he escapes to his tomato farm? Would we ever see a page 6 photograph of Mr. Former Yacht Owner escorting his wife to their tomato farm?

Yachts, on the other hand, just make normal people nuts.

And maybe they always have. I’ve been shaking my newspaper for years. And each time, I think of writing a letter to the editor but I stop myself. Can they really ever get it?

I wonder how owners put up with it.

They have thicker skin than I. It makes me mad.

But I also understand when we get shooed away from taking crew shots, which has happened more recently than ever before. And it’s a rare story that we print with the name of the owner in it.

Still, there ought to be a way we can make the rest of the world understand that rich people spending their wealth

is a good thing. I’m open to ideas.In the meantime, I need my own

latitude adjustment. I’m going on holiday to New York City.

Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at [email protected].

Picking a fight with the people who buy their ink by the barrel

The Triton www.the-triton.com September 2009 A�neWs

By Capt. Bob Doyle

The Simpson Bay bridge was shut down all the month of June except for one day a week at 0600 on Sundays.

It was scheduled to reopen for normal traffic on June 30, but that did not happen. During that entire time, we were nearly locked in the lagoon.

The owners were due to arrive for their two-week stay on June 28 and wanted to leave the bay on July 1. Everyone in the area – the marinas, the agents and the bridge operator,

including the bridge authority – said there would be no problem. The bridge would be open by June 30.

Well, I have been around long enough to know when they say “no problem” in the islands, there is generally a problem.

I bought a depth sounder for the tender and spent two days sounding the lagoon to accommodate my 7-foot draft. I found a way to squeeze up to the French-side bridge with nine inches to spare in the worst spot.

The bridge is nearly 30 feet and our beam is 22 feet so the bridge was never a problem if centered on it, however there is a strong current there.

The folks around here at Palapa Marina think it is unusual for a 116-foot, 7-foot draft vessel to go that way, but we made it OK. Most important, though, is that the owners were happy and I still have a job that might have been questionable if we did not get out.

Simpson Bay Lagoon is empty during the summer, except for us and maybe one or two

other yachts over 80 feet. To give you an idea, we are tied up side-to at Palapa. That is almost unheard of.

Word now is that there will be another two-week closing in mid-to-late August, but they won’t publish the dates. At least I’ll know I’ll be able to

get out if the closure falls when it’s time for us to head up to Florida to beat the big storms.

Capt. Bob Doyle is skipper of the M/Y Margaux. Comments on this story are welcome at [email protected].

SXM bridge closure sends megayacht to French side to get out

The 116-foot M/Y Margaux cut across Simpson Bay to the French side after her captain spend two days sounding the lagoon in the tender. The main bridge was closed for several weeks in June and July.

M/Y Margaux prepares to squeeze through the bridge on the French side. She had 8 feet to spare. PHOTOs/CaPT. bOb dOYle

A� September 2009 www.the-triton.com The Triton neWs briefs

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The U.S. Coast Guard has released a new version of medical evaluation forms to aid the agency in obtaining objective medical information. That type of information will enable the agency to “make accurate and timely fit-for-duty determinations, which will reduce risk to maritime safety,” according to a statement from USCG Capt. David C. Stalfort.

The new forms will be CG-719 K (Merchant Mariner Credential Medical Evaluation Report) and CG-719 K/E (Merchant Mariner Evaluation of Fitness for Entry Level Ratings)

These forms more clearly align the Merchant Mariner Credentialing process with the policies set forth by NVIC 04-08, “medical and physical evaluation guidelines for merchant mariner credentials,” the statement said.

These new forms are designed to be used in conjunction with the NVIC, particularly enclosure 3, to facilitate obtaining objective medical evidence of an applicant’s physical condition as it relates to their ability to perform duties as a merchant mariner. Mariners and physicians are highly encouraged to use the NVIC in conjunction with the new forms to provide as much documentation of an applicant’s physical condition as possible.

If these forms are properly and completely filled out and additional information mandated/requested by the NVIC/Instructions is provided, mariners, even those with medical conditions, should expect to see reduced processing times, according to the statement.

These forms will be available via the NMC Web site (www.uscg.mil/nmc/) by Sept. 1. The Coast Guard is working to create both a printable user guide and to embed instructions in the electronic version of the form.

The forms will be available for use on Oct. 1. The previous version of the forms 719K, Rev (01/02), and K/E, Rev (10/02), will no longer be available from the Coast Guard after that date.

The CG-719 K/E should be used only by mariners seeking an entry-level credential. The CG-719K should be used for all other endorsement applications.

Gates ideas may slow hurricanesAccording to a story in USA Today,

five U.S. Patent and Trade Office patent applications, made public on July 9, propose slowing hurricanes by pumping cold, deep-ocean water in their paths from barges.

If issued, the patents offer 18 years of legal rights to the idea for Bill Gates and co-inventors, including climate scientist Ken Caldeira of the Carnegie Institution of Washington.

TWiC tips from UsCGNearly one in five Merchant Mariner

Credential applicants do not hold a TWIC, according to a U.S. Coast Guard statement. The National Maritime Center (NMC) has uncovered several reasons why this might be true.

1. The first and most obvious issue is that some people whose applications were on file with the NMC prior to April 15 (the TWIC deadline) and who are still waiting to test or in an awaiting information status, still have not applied for a TWIC. The NMC will not issue an MMC until the applicant has a TWIC.

Information on applying for a TWIC can be found at www.tsa.gov or by calling 1-866-347-8942.

2. To avoid delays in processing an application (whether originals, upgrades, renewals or endorsements), the NMC says it is critical to identify oneself as a merchant mariner by selecting “Merchant Mariner” as the occupation when applying for a TWIC.

Even those who have yet to apply for an MMC must identify themselves as a Merchant Mariner. This identification is what triggers the Transportation Security Administration to send data to the Coast Guard. Applications for Documents of Continuity do not require a TWIC.

Applicants who have already received a TWIC and did not or cannot remember if they chose “Merchant Mariner” as their occupation can call the TSA help desk to check. Call 1-866-347-8942, select a language preference, then select 4 to get a representative.

3. Mariners must ensure that the biographical information supplied to TSA is the same as that was used to apply for the MMC. More information is available at www.uscg.mil/nmc.

UsCG: don’t post mmCAfter deciding to merge officers’

licenses and the Merchant Mariner Document into a single unit, the Coast Guard is trying to deal with questions about how to display, use and protect the new document. In a notice entitled “Important Information for Mariners About Posting the New Merchant Mariner Credential (MMC) On-Board a Vessel,” the Coast Guard advises that, “as a security measure, mariners should not post their credentials while the vessel is visiting foreign ports.”

“But in some foreign ports, officials take mariners’ documents and hold them while their vessel is in port,” said Mike Rodriguez, a staffer at the headquarters of the mariner union Masters, Mates & Pilots. “It is not an issue everywhere, but if government officials want to take mariners’

New USCG medical forms ready Sept. 1, to be used Oct. 1

See NEWS BRIEFS, page A8

A� September 2009 www.the-triton.com The Triton neWs briefs

documents, what are our members supposed to do, refuse?”

The new MMC also serves as an international identity document because the Coast Guard and the Transportation Security Administration (TSA) refused to use a biometric identifier on the TWIC that was compatible with international standards under the ILO Seafarer Identity Document (SID) Convention, ILO C185. For this reason, mariners may be required to carry the MMC, which now also includes their license, when going ashore in foreign ports.

The original concept was to have the license serve as a certificate of competency and the TWIC serve as a separate identity document. But the failure on the part of the Coast Guard and TSA to make the TWIC compliant with the SID Convention makes it useless in foreign ports as an ID.

To address that problem, the USCG has grafted the International Labor Organization’s SID biometric identifier into the new license format so it can fulfill the function of the TWIC outside the United States.

There is an additional problem: since the new MMC created by the Coast Guard is an identity document, posting it in any port, foreign or American, gives rise to the risk of document/identity theft.

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

Cities can’t stop anchoringWith the passage on May 27 of

Florida House Bill 1423, city officials cannot usurp state authority to regulate recreational vessel anchoring, according to a statement by BoatU.S.

“BoatU.S. wants to get the word out that the local restrictions on where and how long a boat may anchor are not applicable,” said BoatU.S. Vice President of Government Affairs Margaret Podlich. “There are no enforceable anchoring ordinances outside of the marked boundaries of mooring fields anywhere in Florida.”

Before the passage of HB 1423, boaters sometimes had as little as 24 hours before being told by law enforcement they had to depart or fear a written citation. Some of the changes called for in the bill came into effect on July 1 and others are due to take effect Oct. 1.

BoatU.S. has created a two-page reference sheet with details of the law. “Anchoring Information for Florida Cruisers” is downloadable at www.boatus.com/gov.

The reference sheet points out four aspects of HB 1423:

1. The definition of a “live-aboard”

vessel has been narrowed. Now, cruisers who reside on and move their boats are not considered live-aboards.

2. Effective Oct. 1, municipalities may not enforce any ordinance regulating anchoring – other than live-aboards – outside of marked mooring fields.

3. In the next few years the state will develop five mooring field pilot programs to test new anchoring and mooring concepts with both live-aboard and non-live-aboard boats. While these local municipalities will be able to regulate by ordinance the anchoring of vessels outside of a pilot mooring field, it can only take effect after input from stakeholders and the Florida Fish and Wildlife Conservation Commission (FWC). It is expected to take several months before the first location is selected.

4. As of Oct. 1, for public safety reasons local governments will be allowed to create “boating restricted areas.” The FWC and the U.S. Coast Guard may use these areas to restrict speed or boat traffic. However, there are limits on where they may be placed and they are only enforceable after a uniform waterway marker is in the water. (Laws of Florida Chapter 2009-86, section 13). Court grants damages under Jones

The Supreme Court has ruled in a 5-4 decision that injured seamen may seek punitive damages when their employer willfully fails to pay them for “maintenance and cure.”

U.S. Supreme Court Justice Clarence Thomas, writing for the majority, held that Atlantic Sounding Co., the owner of a tugboat on which a crew member was injured, was liable for punitive damages. He rejected Atlantic’s argument that the Jones Act barred availability of punitive damages.

The Jones Act created an “alternative” statutory claim for negligence, but did not affect existing common law claims and remedies for seamen that existed prior to it, Thomas said. He also rejected claims that the court’s previous ruling in Miles v. Apex Marine Corp. limited seamen only to remedies under the Jones Act.

In related news, a recent European Commission (EC) report called the Jones Act, which protects the jobs of American mariners aboard U.S.-flagged ships, one of several “barriers to trade” that should be eliminated. The report, called “United States Barriers to Trade and Investment Report for 2008,” describes the Jones Act as a “Department of Defense security restriction,” which “uses national security reasons to prohibit the use of foreign vessels.”

Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters,

Mates & Pilots. It has been reprinted with permission.

europe launches fatigue studyThe European Commission has

launched an extensive research project to study the effects of fatigue on seafarers. Fatigue has become a major issue in the shipping industry and is believed to have been a contributory factor in a number of shipping accidents.

The research, which will take two-and-a-half years to complete, will study the work and rest patterns of deck and engine officers, concentrating in particular on watch-keeping, which has become an area of increasing concern, with fatigue being identified as a major safety issue.

The European Maritime Safety Agency reported that in 2008, 754 vessels were involved in 670 accidents and 82 seafarers lost their lives.

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

Jerry’s marine owner diesJoseph E. Lewis Jr., owner of Jerry’s

Marine Service in Ft. Lauderdale, died Aug. 6. He was 74.

According to a report in Soundings Trade Only, Lewis was born June 11, 1935, in Cold Springs, N.Y. He became an outboard mechanic in the late 1950s and worked at his father’s marine business in Bricktown, N.J. He moved to Florida in 1964 where he worked as a marine mechanic and business owner of Lewis Boat Sales & Service until 1973.

Lewis married Helen Novic in 1968 and, in 1973, the two teamed up with longtime partner and friend Bobby Laborde to purchase Jerry’s Marine, an inboard engine sales and service dealership. The new owners quickly transformed the dealership into a distributorship specializing in “hard parts” - marine engines, parts, transmissions, steering systems and remote controls.

By the late 1970s, Jerry’s Marine became a pioneer in the development of the marine aftermarket parts industry where it has held the lead position for more than 30 years.

Lewis was preceded in death by his wife, and is survived by his sons Joe, Doug, Tim and Jon; five grandchildren - Joe IV, Andy, Alea, Anessa and Shane; and an older sister, Carol Harvey.

Today, the four sons manage Jerry’s Marine’s three locations.

Services were Aug. 10. In lieu of flowers contributions may be made in his memory to: Hospice of Gold Coast, 2101 W. Commercial Blvd., Suite 4500, Fort Lauderdale 33309. Condolences can be shared at www.fredhunters.com.

State: Cities can’t stop boats from anchoringNEWS BRIEFS, from page A6

A10 September 2009 www.the-triton.com The Triton marinas / Yards

Mandalina Marina & Yacht Club in the central part of the Croatian Adriatic coast is being expanded and renovated.

Dogus Group has joined Island Global Yachting (IGY) and Nautical Center Prgin (NCP) in the work in the historical town of Šibenik.

Plans are to add 65 megayacht berths to the existing 350 wet-slip and 50 dry-dock marina. Mandalina Marina remains open during renovations.

For more details, call +385 22 312 977 or visit www.igy-mandalina.com.

san fran pier plan scuttledAn ongoing conflict between the

Port of San Francisco and developer Carl Ernst was in bankruptcy court in early August, jeopardizing Ernst’s plans to remake a dilapidated pier into a megayacht marina, according to a story in the San Francisco Chronicle.

Assets of the company Ernst formed to run the marina under a 20-year lease were given to a trustee to liquidate to repay his debts. Ernst has had the lease to renovate the port for 13 years.

In an effort to save his lease, Ernst recently submitted a plan to federal bankruptcy Judge Dennis Montali outlining a strategy to fund a megayacht marina, the Chronicle reported.

Ernst estimated that such a facility could make $30 million to $40 million a year and would cost a comparatively low $4 million to $5 million to build.

In rejecting the plan, Montali said that it was “not supported by any competent, admissible evidence.”

Pez vela slips ready this fallMarina Pez Vela in Quepos, Costa

Rica, plans to open its initial 100 slips this fall. The marina offers a base of operations for fishing and boating along the Pacific coast of Central America. Once completed, Marina Pez Vela will be the largest full-service marina in Costa Rica, equipped with 300 wet slips, 120-unit dry storage facility, and a maintenance and repair boat yard with 200-ton Travel-Lift.

Bellingham Marine is installing the concrete slips, including utility and gangway units. According to project founder Harold Lovelady, putting docks into the water is the result of nine years of preparation and work.

For more information, call 866-PEZ-VELA or visit www.marinapezvela.com.

new marina in st. maartenPorto Cupecoy marina village plans

to open on St. Maarten in November. Located on the western end of Simpson Bay Lagoon, the marina will be the hub of 181 residences. Yachts to 300 feet will be able to dock in the marina’s 54 slips, 11 of those for megayachts.

For details, call + 599-545-2318 or visit www.portocupecoy.com.

Cni to renovate marina in st. KittsCockleshell Bay Marina has signed

a 10-year operating agreement commencing Sept. 1 with Camper & Nicholsons Marinas. The partnership will cover the development and operation of the 153-berth marina on the southern coast of St Kitts.

Work will begin in January and the marina is scheduled to open in November 2012. It will be designed for yachts up to 70 meters.

bradford expands into lmCBradford Marine has opened a

satellite office in two warehouse bays at Lauderdale Marine Center in Ft. Lauderdale.

Among the services available are naval architecture and engineering; electrical engineering and service; welding and fabrication; plumbing and pipefitting; carpentry; fiberglass; stabilizer and hydraulic repairs; optical and laser alignments; shaft reconditioning and fabrication; and propeller reconditioning, MRI scans and dynamic balancing.

In related news, Bradford Marine has promoted Tom Krigger to general manager of Bradford Marine’s Ft. Lauderdale shipyard.

Krigger graduated from SUNY Maritime College with a bachelor’s degree in engineering in naval architecture and USCG 3rd Assistant Engineer’s license.

He joined Bradford Marine in 1996 and was promoted to assistant superintendent in 1999 to help with Bradford Marine Bahamas’ construction of its 1200-ton floating drydock.

In 2003, he was promoted to vice president of operations and superintendent of the Ft. Lauderdale yard where he manages daily operations, a role he will continue with his new duties.

Westport docks readyWestport in Fort Lauderdale

has completed construction and renovation of its yacht sales and service center after five years.

Bellingham Marine completed replacement of the facility’s marina in which the existing waterfront was reallocated and the marina reconfigured to provide berths for the 164-foot Westport yachts. The basin was dredged to an operating depth of 13 feet and a new seawall was installed.

The marina includes seven berths and side-tie for 20 boats 100 feet in length along with a new 315-foot dock.

For more information, visit www.westportyachts.com.

Expansion plans continue for more megayacht dockage

www.the-triton.com The Triton A1�A1� September 2009 TriTOn in THe med

By Alison Rese

In Palma Nova, a holiday destination southwest of Palma, twisted metal and broken blue lights were all that remained of the car in which two police officers were killed July 30 when a bomb under their vehicle exploded.

Within minutes, the entire island was on high alert and all ports and the airport were closed. The Basque separatist group ETA claimed responsibility for the blast, as well as for one that went off in northern Spain the day before injuring 60 people, and for three more in Mallorca on Aug. 9 that caused no deaths.

As evening approached on the day of the Palma Nova bombing, from a terrace high over Portals Nous Marina with views toward the Bay of Palma and the airport, the 215-foot M/Y Trident was seen turning back from Palma after not being allowed to enter. The next morning, she remained at anchor off Puerto Portals.

At about 2:20 that afternoon, air traffic slowly resumed. Holidaymakers heard the explosion from the beach; the next day, the beach was almost empty.

Down in Puerto Portals, Capt. Tim Edwards of

M/Y 66º Above said the yacht, with the owners aboard, was due to go on to Palma about 6 p.m. the day of the blast, but after the explosion no boats were allowed to leave the marina.

“Fortunately, our owners really like Portals so they didn’t feel their plans had been disrupted to any degree,” Capt. Edwards said.

Further along the dock, Capt. Daniel Bustamante and his wife, Paola, who arrived from Italy aboard M/Y Far Too XSIV two days before the blast, were being allowed to proceed to the fuel dock for their scheduled refueling in the hours afterward.

“Before we were given permission by the port captain to move (about 200 yards), we had to sign a letter and present the ship’s papers and passports of everyone on board,” Bustamante said. “We also had to make a statement saying that no one else was or had come on board.”

Bustamante noted the pointlessness of the bombing by the Basque terrorists who want independence from Spain.

“From what?” he asked. “A great country? Possibly

See ATTACK, page A13

Palma Nova ports shut down after blast

The 215-foot M/Y Trident turned back from Palma after not being allowed to enter on July 30. The next morning, she remained at anchor off Puerto Portals. PHOTO/alisOn rese

the best in all of Europe?”In the hours after the blast, Guardia Civil divers

patrolled the port in a high-speed inflatable and dove alongside the fuel dock.

“These are routine inspections for this time of year in preparation for the king’s arrival,” Port Captain Jose H. Eraso said.

The King of Spain is a keen sailor and spends the month of August on the island each year at his palace

in Marivent. The attack took place two days before his scheduled arrival on Aug. 1.

The Aug. 9 bombings left no one injured. The first exploded in the toilet of a restaurant in Portixol, a tiny beach suburb just east of Palma. The restaurant had been evacuated.

The other two bombs were detonated under controlled explosion by the police. One was discovered in another restaurant 500 meters down the street, and the other in Plaza Espana in the center of the city.

ETA, the Basque separatists, warned of the explosions in a

phone call to a taxi company earlier in the morning. They also claimed responsibility for the explosion in Palma Nova and the preceding one in northern Spain that destroyed a police barracks.

According to the Associated Press, the 50th anniversary of ETA’s founding was July 31 and the group may have been trying to demonstrate before the milestone that it was not in any danger of breaking up, despite recent police claims that it had been weakened in recent months.

Alison Rese is a yacht chef and freelance writer based in Palma. Comments on this story are welcome at [email protected].

ATTACK, from page A12

Capt. Daniel Bustamante, here with his wife, Paola, noted the pointlessness of the bombing by the Basque terrorists who want independence from Spain. “From what?” he asked. “A great country? Possibly the best in all of Europe?”

PHOTOs/alisOn rese

Capt. Tim Edwards took M/Y 66º Above to Puerto Portals after the blast. “Fortunately, our owners really like Portals so they didn’t feel their plans had been disrupted to any degree,” he said.

The other two bombs were detonated under controlled explosion by the police. One was discovered in another restaurant �00 meters down the street, and the other in Plaza Espana in the center of the city.

Attacks took place only 2 days before Spanish king’s trip

A14 September 2009 www.the-triton.com The Triton

along with solar panels and portable generators to make living onboard a little more comfortable.

“We haven’t had fresh water out here in weeks, and need to get it aboard Legacy,” Halmos said on a hot and sultry Key West day in early August.

There is no sustained power aboard Legacy to run most accessories. He can run the ship’s generator, but for short periods.

“There’s still a risk of fire as we continue to determine which wires and circuits may have issues,” he said.

Although Legacy is still battered on the outside, Halmos has been working on the inside. Onboard recently for a tour, it’s clearly noticeable why Halmos has spent so much time and money in recovering her.

The aft deck now closely resembles her pre-Wilma style and not the work deck with gear and generators strewn about as during her recovery from the sandy shallows.

Halmos, his crew and dayworkers have been restoring the mahogany woodwork throughout the 158-foot Perini Navi. Surfaces have been sanded and polished, gashes filled in and a number of rooms have been put back to working condition.

Through the main salon and forward along the beamy corridor to the dining area, Legacy is being cleaned as best as can be and looks as if she’s ready to sail again. Down below, stateroom woodwork is being refurbished, as are the corridors and staircase. Water stains and salt corrosion have left marks but Halmos is determined to bring back the original luster and charm.

There is still much work to be done. Standing at the lower helm, the dash switches are in place, waiting to be energized.

But looking around, constant reminders of the stormy night are evident, including several shattered windshield panes, the missing masts, and the navigation and electronics stations aft of the helm that are partially disassembled.

The most significant reminder of their unfortunate event may just be on the brass name plate attached to the helm’s upper aft bulkhead. There, clearly marked, is someone’s foot print. Halmos thinks someone stepped on it during the hurricane, as Legacy violently pitched and rolled helplessly through the night.

Halmos thinks there may be a light at the end of the tunnel, albeit faintly. He’s battling insurance brokers and

carriers now, causing Legacy to stay in Key West until early next year, at least. Court dates dictate Halmos’ schedule, so he doesn’t make many long-term plans.

Perseverance may be Halmos’ best attribute. He remains dedicated to saving the yacht that saved him, and

fighting the forces that are against him. He looks at life a little differently

now. Perhaps a bit more spiritual (though, he says, not mystical), Halmos believes he was saved from the hurricane to make a difference later on.

Keep an eye on him. He may just make a difference, and it may start in Key West.

Capt. Tom Serio is a freelance captain, writer and photographer in South Florida. He is a frequent contributor to The Triton and has written extensively about Legacy and her recovery. Comments on this story are welcome at [email protected].

LEGACY, from page A1

Legacy has a battered exterior, but an improving interior

The main helm station recently has been reworked but still is not plugged in. It and the cracked window offer evidence of both the storm and the recovery.

PHOTOs/CaPT. TOm seriO

The brass name plate attached to the helm’s upper aft bulkhead clearly shows a foot print. Owner Peter Halmos thinks someone stepped on it during the hurricane, as Legacy violently pitched and rolled.

frOm THe frOnT: s/Y Legacy

The Triton www.the-triton.com September 2009 A1�

is frequently in the media for breaking endurance records for time and depth. Some people have seen the 1988 movie The Big Blue, a fictionalized story of two freedivers.

“But freediving is for everyone, not just strong, young Olympian bodies,” said Erin Magee, a competitive freediver and instructor with Performance Freediving International in Ft. Lauderdale. “If you go underwater and hold your breath, you’re a freediver.”

Magee along with other competitive freedivers, including world record holders Kirk Krack and Mandy-Rae Cruickshank, aim to educate the growing number of yacht crew interested in the sport through courses they offer in Ft. Lauderdale, Hawaii and Canada.

“We’re getting so many more calls from yacht crew,” said Chrissy Beck of Lauderdale Diver, a dive shop in Ft. Lauderdale where Magee has begun teaching freediving classes. “But this is for yacht owners, kids, everyone.”

“There are a lot of crew that have been freediving and are realizing they can dive deeper and longer and be safer with training,” Magee said.

She started freediving in a quarry near Alexandria, Virginia and worked her way to depths around 70 feet. Recently in competition in the Cayman Islands, she doubled that by descending to 180 feet on a single breath.

“I don’t have a special adaptation,” she said. “I just learned how to do it.”

Although most everyone has held their breath and put their face under water, freediving for depth and time takes education and practice. It is important to understand how the human body prepares for immersion without the aid of scuba equipment.

“The body starts to slow down when water touches the eyelashes and nose hairs,” said Simon Hutchins, a member of the crew of S/Y Athena and S/Y Hyperion, explaining the diving reflex.

A dive master and leader of underwater expeditions, he has taken freediving courses, and explained that before a dive, immersing the face begins this natural reflex for the body by lowering the heart rate and the carbon dioxide level.

“I started to realize how complicated and potentially dangerous freediving could be,” he said.

When immersed, the body predicts the potential lack of oxygen and begins to conserve it for the heart, brain and muscles. There is a natural shrinkage of blood vessels as the body redirects its resources from the arms and legs.

Myoglobin stores oxygen in the muscles and oxygen-filled red blood cells are released.

When freedivers hold their breath, it allows the body to use every bit of

oxygen to keep the body functioning. Freedivers only release their breath near the surface at the end a dive. They move as efficiently as possible, doing a dolphin kick with streamlined form to conserve more oxygen.

“All of a sudden, I got it,” Hutchins said after taking courses. Last year, he competed on the 2008 Canadian Freediving Team. When Hutchins began diving he could hold his breath for a minute. Now he can hold it for longer than it takes an average reader to finish this article: 5 minutes, 44 seconds.

“Freediving makes you a better sea person, a better diver and better

swimmer,” he said.Crew who learn to freedive may find

they have increased confidence in the water, which can help with all aspects of working on a yacht. A big bonus is freediving in exotic destinations. With little to no equipment, a crew member can jump in anywhere.

Freediving helped Richardson, now superintendent at Merrill-Stevens, many times when he worked on yachts, including the 126-foot and the 151-foot M/Y Highlander.

“I used to clean props and waterlines and clogged intake strainers,” he said. “Once in St. Barts we were on a

mooring and the line fouled. It was easier to jump in and clear it than to get tanks or call a diver.

“At Ocean Reef [in the Florida Keys] I could say ‘give me a half hour’ and I would return with dinner,” he said. “That always impressed the owner and guests.”

“And it can help with tips,” said Lauderdale Diver’s Beck, a former stew.

Freediving can also help crew respond to rescues faster than they can loading on scuba gear. And they can retrieve things guests drop overboard.

FREEDIVING, from page A1

See FREEDIVING, page A17

With training, body saves oxygen to take divers down longerfrOm THe frOnT: freediving

A1� September 2009 www.the-triton.com The Triton

By Lucy Chabot Reed

It started simply enough, diving with the boss and fellow crew members aboard S/Y Spes Nostra in 1996.

But one thing led to another and now Simon Hutchins has his name in lights as a key figure in the new movie The Cove. He can’t even order coffee without being approached.

“Excuse me for eaves dropping, but are you part of that movie,” a young woman asked, pointing to a poster tacked up at a Ft. Lauderdale coffee shop. She worked with dolphins

at NOAA and her boyfriend was a professor at a local oceanographic

center. She wanted to know how to help.

Hutchins is the director of expeditions with the Oceanic Preservation Society, a non-profit group started by

yacht owner Jim Clark to fund the making of The Cove, a Michael Moore-esque documentary about a somewhat

hidden cove in Taiji, Japan, where, the film says, 23,000 dolphins are corralled and killed every year as part of the captive dolphin entertainment industry. The film debuted on July 31.

Hutchins and the woman exchanged business cards, he grabbed his decaf cappuccino and sat down.

“Making the movie was not about making money,” he said. “It’s about doing what we’re doing right now, talking to people about what’s happening over there.”

Finding that movie was sort of an accident, though. Hutchins is really an

avionics technician. After seven years in the Canadian Air Force, when a promised dream-come-true project was canceled, he decided to set sail to find something a bit more adventurous, a bit more meaningful.

He found adventure first in the way of a deckhand job on Spes Nostra, the 27m Jongert owned by Clark, a Silicon Valley entrepreneur who launched the Internet search engine Netscape. Hutchins earned his keep by fixing broken electronics, and the job returned the favor by taking him around the South Pacific to some of the most pristine dive spots in the world.

Amazed at the beauty, Clark told him, “You should have been here 10 years ago. It was even better.”

So the crew began to document the reefs, slowly showing their decline as each year – and each larger yacht in Clark’s fleet – brought another voyage. They shot video and took stills, putting DVDs together as mementos of the owner’s trips.

“Every time you go back, you’d see less fish, more pollution,” Hutchins said.

Hutchins broke here to talk about the environment and the damage humans do to it. Yes, there have been global warming trends before, but most happened over thousands of years. The one the planet is going through now – its sixth, he said – has happened in just 200 years, and more species have been killed off than ever before.

“It’s not too late,” he said. “But we’ve got to start stopping it now. We have to realize how humans are treating the planet, and dolphins are a good example of that. We’re treating them not as intelligent beings, but as commodities. And the reason we do this is because we can.”

Louie Psihoyos, a freelance photographer, joined Clark’s next yacht, S/Y Hyperion, in one of its beautiful locations to shoot Clark for the cover of Fortune magazine. Clark hired him to shoot the photography for his book on Hyperion. And then Athena.

Off Silver Bank north of the Dominican Republic in 2004, just before the launch of Athena, Clark announced that they should make a movie. About what, they asked him.

“I don’t care,” Hutchins said Clark told them. “Just make a difference.”

“Jim’s very genuine and realistic,” Hutchins said. “He’s an incredibly smart guy and he can interpret a situation immediately. He can look at something and say, ‘I can see exactly what’s going on here.’

“He saw the potential in what was going on,” he said. “He’s got this beautiful yacht with access to all these beautiful places with one of the best photographers in the world. He said, ‘Make a movie.’”

Hutchins

Diving in the ocean, reaching new heights of fame

See HUTCHINS, page A17

CreW neWs: making movies

The Triton www.the-triton.com September 2009 A17

Psihoyos and Hutchins, now mate on Athena, began looking for the story. A movie of degrading reefs would hardly spark any kind of public outcry. They briefly considered sharks, but decided against it because Rob Stewart’s movie Sharkwater was in production at the time.

They watched every underwater film they could and talked to people in the places they traveled. In the Dominican Republic, they started talking about dolphins and whales, and one man told them to go to the marine mammal convention in San Diego. The keynote speaker was going to talk about how dolphins and whales are toxic from mercury in the water and their food.

When Psihoyos got there, he discovered that the speaker, Ric

O’Barry, was pulled from the agenda. O’Barry was the man who captured and trained the first dolphins for the Flipper television series in the 1960s, what many believe sparked the captive dolphin entertainment industry. O’Barry has tried to undo it ever since.

“[O’Barry] feels so guilty for doing that,” Hutchins said. “He’s spent 39 years trying to redeem himself. That’s one of the biggest messages of the film: guilt and redemption, truth and lies.”

Psihoyos tracked O’Barry down in Miami and found out about the cove in Taiji.

They had found their story. And in the work that followed, Hutchins found meaning.

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected].

HUTCHINS, from page A16

Flipper may have started it all

Crew get increased awareness of their body, how it functions and lean toward being in better shape.

“It’s a great workout,” Beck said. “How many thousands of calories get burned while your body is running so many processes?”

While freediving doesn’t require equipment, specialized freediving fins and masks can increase safety and comfort. Competitive divers often use a monofin, both feet in one fin, instead of the traditional two and they wear special dive suits for body heat retention and flexibility.

The carefree sensation of freediving masks its potential danger. Being under water can be life threatening if there is a loss of consciousness, better known as shallow water blackout (SWB). This occurs due to the lack of oxygen to the brain. It’s sudden, unexpected and can result in drowning.

“Usually people that are ‘pretty good’ get hurt because they are pushing themselves,” Magee said. “New people don’t usually get injured because they are not testing their limits.”

“I’ve heard more experienced divers say they don’t need to wait before they dive again,” said Julie Richardson, founder and executive director of Dive Wise (www.divewise.org). “‘I’m

different,’ they think. But there is physiology you can’t argue with.”

Richardson started the not-for-profit organization in Miami when her two oldest sons fell victim to SWB.

Last year the boys were ascending from a freedive when Robert, now 21, noticed his brother David, now 17, was in trouble and dove down to rescue him without renewing his breath. Both blacked out in the water. Friends saw them floating lifelessly, pulled them out and began first aid. The boys recovered after being airlifted to a hospital.

“Freedivers must dive with a buddy, someone who could save their life,” Julie Richardson said, stressing this point in her seminars and presentations as the most important safety issue. “Taking a course is invaluable. The sport seems innocuous, but people are dying unnecessarily every year.”

She thinks about that as her two oldest sons jump off the back of their 20-foot Donzi to fish some dinner, and when her 4-year-old Jason clings to his father’s back like a remora on a shark, diving for lobster.

“Even after almost losing them, I didn’t want my boys to stop freediving,” she said. “I want them to do it safely.”

Dorie Cox is a staff reporter with The Triton. Comments on this story are welcome at [email protected].

FREEDIVING, from page A15

Freedive with a buddy for safety

Capt. Walter

Richardson, right, with

his three, freediving

sons.PHOTO frOm

WalTer riCHardsOn

frOm THe frOnT: freediving

A1� September 2009 www.the-triton.com The Triton PHOTO GallerY

The Triton’s third Clean Up and Play Day was hot, but productive. (What were we thinking having it in summer?) Anyhow, thanks to the crew who came out, and special thanks to Chris Barlow, far left, for the energy, enthusiasm and special trash pick-up tools.

PHOTO/lUCY reed

“It’s like a cheer or a greeting, like bon jour,”

said the crew from Quebec on the meaning

of the Greek name of their 104-foot Cheoy

Lee. From left, Chef Louise Breton, Capt. Adrien Chevarie and

Stew Arline Tremblay took a break for a photo. The crew on M/Y Yia Sou is preparing to leave Hall

of Fame Marina in Ft. Lauderdale to head to the Bahamas and then

the Caribbean.PHOTO/dOrie COX

Washing from bow to stern is step one before the compound and wax work onboard M/Y Day Star. Alex Anaya keeps moving on the 72-foot Lazarra which is docked at Hall of Fame Marina in Ft. Lauderdale.PHOTO/dOrie COX

“We have a great crew,” said Engineer Dean Williams, far left. From left of Williams, Mate Gareth Harris, Capt. Rafe Palladino, Stew Melissa Smith and dayworker Jorge Peralta on the 150-foot Palmer Johnson M/Y Four Jacks at Lauderdale Marine Center. The crew has been checking off projects on the warranty list before heading to the BVI. PHOTO/dOrie COX

The Triton www.the-triton.com September 2009 A19PHOTO GallerY

Who said Lyford Cay is lifeless? Not the crew of M/Y Intrepid. These four crew members took in all the Bahamas fun with diving, waterskiing, lobster fishing and other assorted activities. Here, Capt. Chris Berg pulls the crew – from front, Stew/Deck Rachel Pizzoferatto, Chef Sylvie Staboli and Mate Joe MacVeagh – behind the tender on a big banana-looking thing. PHOTOs/CaPT. CHris berG

Hall of Fame Marina in Ft. Lauderdale hosted National Marina Day in August. Governor Charlie Crist’s representative Maureen Jaeger presented a certificate of appreciation from Crist to the Sea Scouts for their community service. The scouts from Ship 814 cleaned the beach and toured marina facilities. On hand were vessels from the U.S. Coast Guard, Fish and Wildlife Commission, TowBoats, and vehicles from Ft. Lauderdale Fire and Rescue. PHOTO/dOrie COX

Capt. Doug Abbott peaking out from repairs on M/Y Odalisque at Lauderdale Marine Center. PHOTO/dOrie COX

First Mate Rob Owen and Bosun Tom Hughes on M/Y Pure Bliss. The yacht is chartering in the Med for the season and was in Port Vauban in Antibes in August.PHOTO/CaPT. miKe PriCe

A�0 September 2009 www.the-triton.com The Triton frOm THe bridGe

Captains in Antibes had a similar conversation and agreed.

“It is better to walk away if they cheap out from the beginning,” one captain said, noting that it just leads to problems down the line, especially in safety and maintenance issues.

The current financial situation has created tougher negotiating standards, captains in Antibes agreed.

“I am a real bully when it comes to negotiating, but I offer a lot,” one captain said, naming loyalty and quality among his attributes. “If you pay to get a good captain, other expenses will go down in the long run. The yacht will be properly maintained.”

Several captains in Ft. Lauderdale discussed how offering a bit of loyalty can go a long way in turning a seemingly “bad” owner into a good one.

“It may take a year or two, so he doesn’t feel like he’s getting burned, but you can do it,” a captain said.

“It’s like Jim Moran always said: If I pay people as though they were successful, they’ll be successful,” another said. “You just feel better when you’re making good money.”

“Or when you’re making what you deserve, and not being taken advantage of because you need a job,” said a third.

So would you take a pay cut to take a job?

“Sure I would, particularly if there’s nothing out there, just to stay employed or until I found something better,” a captain said.

“It’s all based on supply and demand,” another said. “There are a lot of good captains out there looking for work right now.”

“I use $1,000 a foot as a point of reference,” said a third. “I need to be there after a year or so. I’ll start with less and prove myself if I know there will be raises every year.”

A captain in Antibes said it would be hard to swallow a pay cut and then watch the owner spend thousands on other things simply for pleasure.

“There is no recession on my boat,” another captain said.

We also wanted to know if salaries had been impacted for crew. Again, these captains said existing salaries had not been cut, but raises and bonuses for crew were put on hold.

One captain said he’s been able to add a new section in his budget to buy something nice for the crew if they have worked hard, such as an iPhone for the interior staff or a Leatherman for the deck crew. The annual total is agreed to by the owner and then left to the captain as to how to dole it out.

What’s happened, the captains in Antibes pointed out, is that now captains can find a better quality of crew in terms of experience and ability for the same price.

“It is the captain’s job to look after

the owner’s best interests, so if you can get phenomenal crew for the same price that you used to get reasonable crew then you are doing your job,” one captain said.

“The best thing is to employ older crew with mortgages as they will stay longer, do what is required and spend less time in local bars,” another said.

Dayworker rates, however, have gone down.

“I paid $15 an hour last year; I’m paying $12 this year,” one captain said. “They complain, but they take it.” ”I don’t hire at top dollar now,” another captain said. “If I know him, I’ll hire him with the criteria I want to see. Then after 90 days, I’ll evaluate him for an increase or I’ll let him go.”

“I might consider paying them less to help the boss,” said a third.

Doing that might appear as though you are taking advantage of the financial situation.

“No,” a captain in Ft. Lauderdale said. “I pay what they are worth. The mate I have now, I bumped him up to $18 on his second day, he was that good.”

The captains in Antibes had a long discussion about this, prompted by an advertisement that announced the crew shortage and saying all you have to do it turn up in Antibes and make thousands of euros a month.

“That’s bad for the industry,” a captain said. “It takes jobs away from people who actually want to turn yachting into a career or who have a passion for yachting.”

“We need to get rid of the backpacker mentality,” another said.

These captains agreed that they have a rate for daywork and they pay it, even if someone offers to work for free.

We also asked whether there was any truth to the talk that crew demand payment in euros, but these captains said that was not the case. The boat pays in the currency it pays.

For crew, asking for payment in the higher currency is a ploy to get a raise, the Med captains said. But it’s a ruse because, as one captain noted, “crew do not have a cost of living. The boat provides all their needs, even toothpaste, so the only expense is going-out money. They all earn enough to buy plenty of beer.”

One captain was asked by a crew member to lock in an exchange rate. He did not do it.

Thanks to Techman, which graciously offered its meeting room in Antibes for lunch. Lucy Chabot Reed is editor of The Triton; Capt. Mike Price is part of The Triton team and is spending the summer in Antibes. Comments on this story are welcome at [email protected]. If you make your living working as a yacht captain, e-mail [email protected] for an invitation to our monthly Bridge luncheon.

Good captain can help a budgetBRIDGE, from page A20

The Triton held September Bridge luncheons in Ft. Lauderdale (left) and Antibes (above) last month. Ft. Lauderdale attendees were, from left, Kevin Knapp of M/Y Lady Dy, Sherry Burger, Chuck Limroth of M/Y Caprice, Rick Tasis (freelance), Rob Messenger of M/Y Tamara K, and Kevin Burke (freelance). Antibes attendees were, from left, Patrick Allman of M/Y Cocoa Bean, Ross Kleiman of M/Y Coy Koi and Rustin Nightingale of M/Y Bulldog. PHOTO/lUCY reed

PHOTO/miKe PriCe

‘I’m selling my abilities to run a boat’When asked if he would take a pay

cut, this captain said, “Before I got laid off, I offered to take a reduction, but the broker said, ‘No, they’re paying me to take care of the boat.’ Since then, I’ve had one offer but the guy wasn’t willing to pay for the schedule he wanted.”

This prompted a discussion among Ft. Lauderdale captains about owners and how salary shouldn’t be the determining factor in deciding on a job.

“I’m not taking a pay cut,” a captain said. “I’ve already worked for lousy owners. I want loyalty.”

So are the only good owners those who pay a lot?

“No, but if they give you a hard time about salary, what else are they going to nit-pick about?” this captain said.

“With this job I have now, I looked at the captains he had before. I talked to them. One was with him for 15 years. And I said to myself, here’s a loyal person. It was not the highest paying job at the beginning, it was sort of in the middle, but he’s given us good raises and has taken care of us.”

“I want the owner who says, ‘I’m hiring you to be the manager of my multimillion-dollar business,’” another captain said. “I’m selling my abilities to run a boat. To do it well, you have to manage people, budgets and time. If you can manage that, you can run anything. If they hire you and give you those reigns, it’s not about the money.

“But if he pays you $100,000 and calls you and questions every single thing and wants to help you hire the stew, no way.”

“I recently met a husband/wife team and I was startled at how little they were paid,” a captain in Ft. Lauderdale said. “But they were given a home and a boat to use whenever they wanted, and they were treated with respect. When a member of her family got ill right before his vacation, he flew her home, no questions asked.”

“Those little things are important,” another captain said. “We’re used to missing things, but not everything.”

“And what if they don’t treat you right? Then you don’t work hard,” said a third. “I don’t want to be that captain. I want to work hard for him, and I don’t want to feel bad for it. Just be considerate. I don’t need him to buy me a house.”

BRIDGE, from page A1


The Triton www.the-triton.com September 2009 A�1

Captains in Antibes had a similar conversation and agreed.

“It is better to walk away if they cheap out from the beginning,” one captain said, noting that it just leads to problems down the line, especially in safety and maintenance issues.

The current financial situation has created tougher negotiating standards, captains in Antibes agreed.

“I am a real bully when it comes to negotiating, but I offer a lot,” one captain said, naming loyalty and quality among his attributes. “If you pay to get a good captain, other expenses will go down in the long run. The yacht will be properly maintained.”

Several captains in Ft. Lauderdale discussed how offering a bit of loyalty can go a long way in turning a seemingly “bad” owner into a good one.

“It may take a year or two, so he doesn’t feel like he’s getting burned, but you can do it,” a captain said.

“It’s like Jim Moran always said: If I pay people as though they were successful, they’ll be successful,” another said. “You just feel better when you’re making good money.”

“Or when you’re making what you deserve, and not being taken advantage of because you need a job,” said a third.

So would you take a pay cut to take a job?

“Sure I would, particularly if there’s nothing out there, just to stay employed or until I found something better,” a captain said.

“It’s all based on supply and demand,” another said. “There are a lot of good captains out there looking for work right now.”

“I use $1,000 a foot as a point of reference,” said a third. “I need to be there after a year or so. I’ll start with less and prove myself if I know there will be raises every year.”

A captain in Antibes said it would be hard to swallow a pay cut and then watch the owner spend thousands on other things simply for pleasure.

“There is no recession on my boat,” another captain said.

We also wanted to know if salaries had been impacted for crew. Again, these captains said existing salaries had not been cut, but raises and bonuses for crew were put on hold.

One captain said he’s been able to add a new section in his budget to buy something nice for the crew if they have worked hard, such as an iPhone for the interior staff or a Leatherman for the deck crew. The annual total is agreed to by the owner and then left to the captain as to how to dole it out.

What’s happened, the captains in Antibes pointed out, is that now captains can find a better quality of crew in terms of experience and ability for the same price.

“It is the captain’s job to look after

the owner’s best interests, so if you can get phenomenal crew for the same price that you used to get reasonable crew then you are doing your job,” one captain said.

“The best thing is to employ older crew with mortgages as they will stay longer, do what is required and spend less time in local bars,” another said.

Dayworker rates, however, have gone down.

“I paid $15 an hour last year; I’m paying $12 this year,” one captain said. “They complain, but they take it.” ”I don’t hire at top dollar now,” another captain said. “If I know him, I’ll hire him with the criteria I want to see. Then after 90 days, I’ll evaluate him for an increase or I’ll let him go.”

“I might consider paying them less to help the boss,” said a third.

Doing that might appear as though you are taking advantage of the financial situation.

“No,” a captain in Ft. Lauderdale said. “I pay what they are worth. The mate I have now, I bumped him up to $18 on his second day, he was that good.”

The captains in Antibes had a long discussion about this, prompted by an advertisement that announced the crew shortage and saying all you have to do it turn up in Antibes and make thousands of euros a month.

“That’s bad for the industry,” a captain said. “It takes jobs away from people who actually want to turn yachting into a career or who have a passion for yachting.”

“We need to get rid of the backpacker mentality,” another said.

These captains agreed that they have a rate for daywork and they pay it, even if someone offers to work for free.

We also asked whether there was any truth to the talk that crew demand payment in euros, but these captains said that was not the case. The boat pays in the currency it pays.

For crew, asking for payment in the higher currency is a ploy to get a raise, the Med captains said. But it’s a ruse because, as one captain noted, “crew do not have a cost of living. The boat provides all their needs, even toothpaste, so the only expense is going-out money. They all earn enough to buy plenty of beer.”

One captain was asked by a crew member to lock in an exchange rate. He did not do it.

Thanks to Techman, which graciously offered its meeting room in Antibes for lunch. Lucy Chabot Reed is editor of The Triton; Capt. Mike Price is part of The Triton team and is spending the summer in Antibes. Comments on this story are welcome at [email protected]. If you make your living working as a yacht captain, e-mail [email protected] for an invitation to our monthly Bridge luncheon.

Good captain can help a budgetBRIDGE, from page A20

The Triton held September Bridge luncheons in Ft. Lauderdale (left) and Antibes (above) last month. Ft. Lauderdale attendees were, from left, Kevin Knapp of M/Y Lady Dy, Sherry Burger, Chuck Limroth of M/Y Caprice, Rick Tasis (freelance), Rob Messenger of M/Y Tamara K, and Kevin Burke (freelance). Antibes attendees were, from left, Patrick Allman of M/Y Cocoa Bean, Ross Kleiman of M/Y Coy Koi and Rustin Nightingale of M/Y Bulldog. PHOTO/lUCY reed

PHOTO/miKe PriCe

‘I’m selling my abilities to run a boat’When asked if he would take a pay

cut, this captain said, “Before I got laid off, I offered to take a reduction, but the broker said, ‘No, they’re paying me to take care of the boat.’ Since then, I’ve had one offer but the guy wasn’t willing to pay for the schedule he wanted.”

This prompted a discussion among Ft. Lauderdale captains about owners and how salary shouldn’t be the determining factor in deciding on a job.

“I’m not taking a pay cut,” a captain said. “I’ve already worked for lousy owners. I want loyalty.”

So are the only good owners those who pay a lot?

“No, but if they give you a hard time about salary, what else are they going to nit-pick about?” this captain said.

“With this job I have now, I looked at the captains he had before. I talked to them. One was with him for 15 years. And I said to myself, here’s a loyal person. It was not the highest paying job at the beginning, it was sort of in the middle, but he’s given us good raises and has taken care of us.”

“I want the owner who says, ‘I’m hiring you to be the manager of my multimillion-dollar business,’” another captain said. “I’m selling my abilities to run a boat. To do it well, you have to manage people, budgets and time. If you can manage that, you can run anything. If they hire you and give you those reigns, it’s not about the money.

“But if he pays you $100,000 and calls you and questions every single thing and wants to help you hire the stew, no way.”

“I recently met a husband/wife team and I was startled at how little they were paid,” a captain in Ft. Lauderdale said. “But they were given a home and a boat to use whenever they wanted, and they were treated with respect. When a member of her family got ill right before his vacation, he flew her home, no questions asked.”

“Those little things are important,” another captain said. “We’re used to missing things, but not everything.”

“And what if they don’t treat you right? Then you don’t work hard,” said a third. “I don’t want to be that captain. I want to work hard for him, and I don’t want to feel bad for it. Just be considerate. I don’t need him to buy me a house.”

BRIDGE, from page A1


frOm THe bridGe

A�� September 2009 www.the-triton.com The Triton

and current. It enables us to check the status of our licenses and certifications. If the site shows it, then it has been approved and may be on its way back to us.

It also enables us to verify our crews’ certification.

And it is easy. Go to the USCG Web site at http://homeport.uscg.mil, click on Merchant Mariners on the left side, and click on the second link, Merchant Mariner Credential Verification.

Then click the drop-down window

to enter either a document number or the name, birthday and last four digits of the mariner’s social security number, and the credentials will appear.

This is a good Web site to save as well for future reference of various and assorted things,

Note, however, that any changes made during the current active credential may be listed separately. For example, if, since your last license renewal, you added Medical Person In Charge, when they issued your new, updated STCW endorsement page showing that, it will come up as a

different STCW certificate on the Web site.

Only public information is available.And a reminder to fellow license-

holding U.S. crew: you can begin your license renewal process up to one year prior to its expiry date.

Capt. Wendy G. UmlaM/Y Castaway

extraordinary couple: the bakersThrough our lives, we meet many

wonderful people, including couples who optimize a genuine friendship along with their love affair. Through thick or thin, certain couples are wonderful examples and mentors to us all on our life’s journey.

Your article on Milt and Judy Baker exemplifies the kind of couple I greatly admire and I am very fortunate to have as close friends. [“Charting their own course – in and out of retirement,” page A8, August 2009]

Not only are Milt and Judy my close friends, but I also worked for them at Bluewater Books in Ft. Lauderdale. I must say my employment with the Bakers was fun and work combined. We were all more like a family than just employees. Good memories.

Now that Milt and Judy are retired (again), it is good to keep in close touch with their cruising in their fine Nordhavn in which they crossed the Atlantic to the Mediterranean, meeting other mutual friends along the way and meeting new friends, which is the true joy of cruising. I so enjoyed Dorie Cox’s article on this extraordinary couple. Many thanks for sharing with us all.

Ginny FiliatraultPast editor/office managerSeven Seas Cruising Assn.

LETTERS, from page A23

More on the Merchant Mariner Credential Verification toolWriTe TO be Heard

more details about mmCvThe Merchant Mariner

Credential Verification tool was created following Operation Big Tow, a marine safety operation focused on ensuring uninspected towing vessels are being operated by properly licensed individuals, according to a statement from the USCG.

The operation identified the need for an open and rapid means of verifying the validity of merchant mariner credentials.

The Merchant Mariner Credential Verification tool provides marine employers the means to ensure they are hiring mariners with valid credentials.

It also allows Port State Control officers in foreign ports a real-time capability to verify U.S. mariners’ credentials.

The Triton www.the-triton.com September 2009 A��

I read a nice story that you featured about the good work that the crew of M/Y CaryAli did in terms of cleaning up a beach that had been covered in trash [Latitude Adjustment, July 2009, page A3].

It was great for you to recognize this positive step that was done. Capt. Adam Steel, Amber Rasul and Mike Dunker are a great example of some of the controllable steps we can all take to make our water and beaches cleaner.

I thought I would share with you a video that Adam requested be produced to raise the awareness and comfort level of his charter clients once they are on board CaryAli. A quality crew is not measured by one or two determining factors, but rather a long list of small ones that when added up provide a more realistic perspective of their individual character.

This is the owner’s first yacht in the luxury charter inventory and as you well know, there are a number of logistics. Some of my challenges have been to find the best fitting charter broker or clearinghouse, as some like to call it.

Just as it is important to find the best fitting crew, I felt it was important to find a clearinghouse that would work in tandem with the crew.

After doing some homework, I recommended Nicholson Yachts of Newport. Every broker I spoke to stressed how important the crew is to the charter experience. Your article about the crew of CaryAli makes a strong statement.

They did not clean the beach because they were told to; they did it because they care about our environment.

They were not told to make a safety video; they did it because a video would provide a higher comfort level to their clients, and they care about the clients.

These are personal traits that come naturally to the crew without a procedures manual.

Robert BrownOwner’s representative

M/Y CaryAli

I am constantly amazed by the terrible rap that crew agents get.

In your last captains lunch [“Steering our industry to better times,” page A1, August 2009], the comment was made “I have never met an honest agent.” Recently, we had a captain say “crew agents are one step above organized crime families.”

There is obviously an element of agents who don’t do what they should, but what happened to agents who care and provide a great service to captains who come back again and again because we put so much time and effort into who we put forward? I don’t mean just Nautic Crew.

It is unfortunate that there is this terrible perception but I guess the only way around it is to keep focusing on the positive feedback: “Thank you for finding me my dream job!” and “Since we were introduced to you, the crew you have placed have been great and there is so much more stability.”

Linda LeathartNautic Crew

bequia: thanks, and an updateThanks for the nice piece about

Bequia [“Island nation has sailing in its genes,” page B1, August 2009].

I just wanted to let you know that Melinda Parke no longer lives in Bequia, but her stained glass can be seen in several memorial windows in Bequia’s beautiful St. Mary’s Anglican Church, built in 1829. Mac’s Pizzeria and the Frangipani Hotel also have examples of her work.

For more information about Bequia and its history, your readers might want to visit the Bequia Tourism Association’s Web site at www.bequiatourism.com.

Nicola RedwayOuthouse Graphics

Bequia

UsCG launches licensing Web siteIn light of all of the mostly

grumbling that you may hear from U.S. Coast Guard license holders about delays, there is some good news.

The USCG just launched a new Web site/service that allows license holders (as well as employers) to verify a mariner’s credentials. It’s called MMCV, Merchant Mariner Credential Verification.

This comes in handy in a few ways.First, it enables us to make sure that

what we ourselves think we hold is true

You have a ‘write’ to be heard. Send us

your thoughts on anything that

bothers you. Write to us at

editorial@ the-triton.com

Quality crew measured by many factors

Universal bashing of crew agents needs to stop

See LETTERS, page A22

PublisherDavid Reed, [email protected]

Advertising SalesPeg Soffen, [email protected] Mike Price, [email protected]

EditorLucy Chabot Reed, [email protected]

News staffDorie Cox

Lawrence Hollyfield

Production ManagerPatty Weinert, [email protected]

The Captain’s MateMike Price, [email protected]

Contributors

Carol M. Bareuther, Capt. Chris Berg, Capt. John Campbell,

Mark A. Cline, Jake DesVergers, Capt. Bob Doyle, Beth Greenwald, Chef Mary Beth Lawton Johnson,

Alene Keenan, Jim Kelleher, Kathy Landrum, Capt. Herb Magney, Keith Murray,

Steve Pica, Alison Rese, Capt. Walter Richardson,

Rossmare Intl., James Schot, Capt. Tom Serio, Eng. Brian Schmidt,

Capt. Ian Walsh

Vol. �, No. �. The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2009 Triton Publishing Group Inc. All rights reserved.

Contact us at:Mailing address: 757 S.E. 17th St., #1119

Visit us at: 111B S. W. 23rd St.Ft. Lauderdale, FL 33315

(954) 525-0029; FAX (954) 525-9676www.the-triton.com

WriTe TO be Heard

Mexicanmarinas

B6Check in with a true local

Is that pain indigestion?

B2Know appendicitis symptoms

Rescue your mates now

B5Try tender training early

She’s sunk; come visit

B810 stories at 140 feet

www.the-triton.com September 2009Section B

Sovereign and other self-governing nations have the right to control any activities within their borders, including those of visiting megayachts.

Authority and control over foreign-flagged ships in a country’s ports, used for verifying compliance with the requirements of the applicable maritime conventions, is

called Port State Control.Port State Control comes into

the scene when ship owners, ship managers, classification societies, and flag state administrations fail to comply with the requirements of international and national maritime conventions. It is well understood that the ultimate responsibility for enforcing conventions is left to the flag state, also known as the administration.

Port states are entitled to control foreign ships visiting their ports to ensure that any deficiencies found, including those concerning living conditions and safety of shipboard personnel, are rectified before they are allowed to sail. In the inspection regime, Port State Control is regarded as complementary to the inspections performed by the flag state, each working together toward a common goal and purpose.

In the past decade, a few shipping disasters caused alarming damage to the environment. They made the world concerned about the protection of coastal waters. Subsequently, seven Memoranda of Understanding on Port State Control were established.

The International Maritime Organization (IMO) played a major role in the formulation of these MOUs and the establishment of a standardized

See RULES, page B9

Port states have right to dictate to foreign ships

GIBRALTAR – GATEWAY TO THE MED AND MUCH MORE

Above, Gibraltar, known as the Rock by mariners the world over, is the vital entryway to the Mediterranean Sea. Not only does the Rock create its own weather, but it offers historical rewards for those willing to venture a bit off Main Street. A view of the less-used anchorage in La Linea, Spain. At right, Barbary mother and child. Story beginS on b16.

PHOTOS/CAPT. JOHN CAMPBELL

Incremental progress on Sea & H rebuild

See SEA & H, page B15

By Capt. Ian Walsh

After a quiet winter with the boat for sale and little or no activity until early spring, I made my preparations to head north from Ft. Lauderdale for the 17th and possibly final time on M/Y Trim-It.

We had what appeared to be an active buyer who apparently could not commit to coming down and, which ultimately led me to scramble out of Ft. Lauderdale with barely enough time to clear Cumberland Island in time to appease the insurance requirements. Luckily, the weather was good and I ran the entire trip outside.

I made good time to Coinjock, N.C., where I spent a couple of days getting some detailing done, packing up and shipping the owner’s personal stuff (with many thanks to Louis and his staff for all their help).

Then two days from Coinjock to Annapolis to meet the buyer. I actually expected that after all the excitement

of surveys, sea trials and handing the vessel over to her new owner that I would be renting a car to head north, with a detour to Worton Creek, Md., to see the progress on the Burger, the former M/Y Sea & H.

But wouldn’t you know it? We fell foul of one of those characters who likes to pretend he is a boat buyer, manages to lead everyone on, and then disappears. When I arrived in Annapolis, I quickly found out that this clown was well known in the Maryland brokerage world but apparently no one felt it necessary to notify their fellow

brokers down south about this guy.After that rather frustrating event,

I headed off on Trim-It to Worton Creek to get a dose of reality of a more pleasant kind. It’s only a couple of hours from Annapolis to Worton Creek so I would have a whole day to see the progress on the Burger.

John Patnovic had called me en route to warn me that he had not progressed as well as he would have liked as he was finishing the large building and had also taken on a large

Capt. Ian Walsh was the build captain on M/Y Sea & H, a 90-foot Burger launched in 1990. Fourteen years later and renamed Argus V, the yacht caught fire in Lyford Cay and was thought destroyed. John Patnovic, owner of Worton Creek Marina and Boatyard in Maryland, bought what was left of the aluminum-hulled yacht in fall 2004 and set to work rebuilding her, with a little help from Walsh’s memory, video tapes and build photographs. Walsh visits the yacht every spring on his way north and every fall on his way back to Ft. Lauderdale and has written four stories about his visits. Here now is his next installment:

Rules of the Road

Jake DesVergers

B� September 2009 www.the-triton.com The Triton ONBOARD EMERGENCIES: Appendicitis

In early July, Triton Editor Lucy Reed felt a pain high up in her torso, just under the ribs. She thought it was indigestion from a lunch eaten too

quickly while rooting for Andy Roddick at Wimbledon.

Within about eight hours, the pain had moved to her lower torso. It hurt to get up from a sitting or lying position, and it was tender to

the touch. Still thinking it was some sort of digestive problem – maybe food poisoning or bad water – she decided simply to wait it out.

The next morning, more pain, only now it had moved to her left side. The large intestine, she thought. OK, it must be working its way through her system.

When she woke the next day with the pain clearly in the lower right part of her abdomen, she began to worry. Maybe it wasn’t intestinal after all. She called her doctor who saw her right away and after a brief exam sent her to the emergency room to “rule out appendicitis.”

Reed was lucky; waiting three days before treating appendicitis could have been much more serious than it was.

Appendicitis is the inflammation of the appendix and is a true medical emergency. Practically the only treatment is the surgical removal of the four-inch organ, which dangles off the beginning of the large intestine.

The medical community agrees that the appendix can be removed without causing any adverse health consequences but its function is unclear. Some theories indicate that it is part of our immune system in childhood.

Another theory is that the appendix is a vestigial organ, one that was useful to our ancestors who ate different foods and who needed it to aid in digestion, but which is now nearly useless.

If an inflamed appendix is not removed, it will perforate or burst, causing infectious waste to spill into the body’s abdominal cavity resulting in peritonitis.

Peritonitis is the inflammation of the peritoneum, the layer of cells lining the inner wall of the abdomen and pelvis. Left untreated appendicitis and

peritonitis are often fatal.Within six hours of entering the

emergency room, Reed was wheeled into the operating room and her appendix was removed. Again, she was lucky to be near medical facilities. Yacht crew don’t always have that luxury, and appendicitis at sea can be a real problem.

The first thing to know is that anyone can develop appendicitis. It mostly strikes people between the ages of 10 and 30. But as Reed can attest, it can also strike people in their 40s.

The Mayo Clinic lists the following signs and symptoms of appendicitis. If you or a member of the crew exhibit any of these symptoms, seek medical attention immediately.

1. Early on, the most common symptom is an aching pain in the torso that moves around a bit. There may be some nausea and sometimes vomiting, which may persist, despite a loss of appetite.

2. As the inflammation spreads, the pain

may become sharper and more severe. The abdomen may swell a bit.

3. Eventually, the pain settles in the lower right abdomen near the appendix at what’s known as the McBurney point. This point is about halfway between the navel and the top of the right pelvic bone.

4. The condition carries a low-grade fever that starts after other symptoms appear.

5. There can be constipation and an inability to pass gas, but there can also be diarrhea.

While at sea, there is little anyone can do to treat appendicitis. If appendicitis is suspected, contact a doctor and alert the captain that emergency medical treatment may be required soon.

Avoid giving the patient anything to eat or drink as this could complicate or delay surgery. Avoid laxatives, antibiotics or pain medications because these can make diagnosing the problem more difficult and increases the risk of rupturing the appendix.

Keith Murray, a former Florida firefighter EMT, is the owner of The CPR School, a CPR, AED and first-aid training company that provides onboard training for yacht captains and crew. Contact him at +1-561-762-0500 or [email protected]. Comments on this column are welcome at [email protected].

sea sick

Keith Murray

Appendicitis ache tricks you, shifts before pain settles in

Peritonitis is the inflammation of the peritoneum, the layer of cells lining the inner wall of the abdomen and pelvis. Left untreated appendicitis and peritonitis are often fatal.

The Triton www.the-triton.com September 2009 B�

When speaking with captains during the process of conducting security surveys, I’m struck by the similarities to my conversations with CEOs of small-

to medium-sized businesses while conducting similar security surveys. It’s uncanny.

Today’s yacht captain operating a $20 million-dollar yacht is, in fact, operating a medium-sized

business with all of its land-based components and complexities.

Most captains would agree they spend significantly less time actually at sea than they do in their role as CEO of a floating, multimillion-dollar business.

There is little difference between the captain of a modern yacht operation and the medium-sized business CEO. Captains usually resist this comparison at first, but when informed of the similarities to the yacht’s operation and their liabilities soon realize the benefits of adopting some of the CEO’s ways.

When it comes to security issues, the comparison becomes even more closely aligned. The CEO is responsible for the safety and security of his/her employees, the workplace and the physical plant while producing the

highest return on investment for the owner(s) or stock holders.

The yacht captain, similarly, is responsible for the safety and security of his/her crew and guests, the workplace and the yacht while producing the most pleasurable experience possible for the owners or clients.

It could be argued as to who has the more difficult job, given the conditions under which they routinely operate. But the similarities far outweigh the differences. And that is why I like to compare the two when dealing with both the CEO and the captain.

For the purpose of security issues pertaining to yacht operations, there is much to be learned from the CEO.

From my perspective the major learning point is that when a loss occurs to a company as a result of a breech of security, the first response of the CEO is to look internally. When a breech occurs in a yacht operation, the captain most likely looks externally, and often looks internally only as a last resort.

When a theft occurs, the CEO first looks to his/her internal controls. What audit controls are in place, what purchasing protocols, signatory controls and ledger reconciliation?

Depending upon the type of theft, the CEO would then determine if

outside perimeter controls were penetrated and if so, if security protocols were breeched or compromised.

The captain’s normal first response – and I write this from personal experience – is to look outward or onshore for the source of theft or fraud.

Due to the history and culture of yacht operations, the trend to empower the captain as the sole authority for a variety of business practices is common. The CEO/captain who spends more time in preparation and administration than cruising will make sure that proven, smart-business practices are also in place when it comes to yacht operations. Not only for the safe, secure and efficient operation of the yacht but also for the protection of the captain should a loss occur.

The sound business practices of the CEO can easily be conveyed to onboard operations by adopting a couple of simple principals and procedures:

1. Know your vendors. Think about it. Have they been properly vetted?

2. Are sound accounting practices in place for accounts receivable and accounts payable?

3. Cash disbursement and check payments above an agreed amount should require more than one signature.

4. Conduct quarterly verification

and rectification of expenditures with onshore owner’s representative.

5. Have a yearly audit of the yacht’s financials by an accredited audit firm.

By following just these few examples of good business practice a majority of internal theft and inquiries can be eliminated. Once adopted, these practices can save the time that it takes to implement the measures when a question arises.

Professional crew will also respect a yacht operation that has sound business practices in place, knowing that in the long run a well-organized and accountable operation eliminates future problems and potential accusations. The efficient and cost conscious yacht operation also has the added benefit of its acquired reputation as one that is to be avoided by those with fraudulent intentions.

Sound, proven and transparent business practices make good business sense on both land and sea.

Jim Kelleher is president of Securaccess, a global security consultancy based in South Florida. A licensed captain, he previously managed security for the industry’s largest fleet of private Feadships. Contact him through www.securaccessinc.com or at +1-954-294-8530. Comments on this column are welcome at [email protected].

all secuRe

Jim kelleher

Yacht captains, CEOs share more responsibilities than you thinkSECURITY: All Secure


Today’s fuel prices One year agoPrices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of August 15.

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 565/604Savannah,Ga. 548/NANewport,R.I. 609/NA

CaribbeanSt.Thomas,USVI 615/NASt.Maarten 734/NAAntigua 629/NAValparaiso 767/NA

NorthAtlanticBermuda(IrelandIsland) 675/NACapeVerde 580/NAAzores 543/NACanaryIslands 577/753

MediterraneanGibraltar 568/NABarcelona,Spain 641/1,336PalmadeMallorca,Spain NA/1,302Antibes,France 637/1,524SanRemo,Italy 816/1,679Naples,Italy 758/1,624Venice,Italy 730/1,469Corfu,Greece 730/1,631Piraeus,Greece 712/1,614Istanbul,Turkey 578/NAMalta 587/1302Bizerte,Tunisia 567/NATunis,Tunisia 559/NA

OceaniaAuckland,NewZealand NA/610Sydney,Australia NA/602Fiji NA/623

*When available according to local customs.

TRAINING

By Eng. Brian Schmidt

How many times do we see this sort of training on a yacht? I have been sailing on yachts for more than 10 years and this is the first time I have ever seen a crew training on the rescue tender.

I have been on boats where we had rescue tenders and on boats where there was none. All crew should know where the rescue tender is when you need it. In some cases, the rescue tender may be stowed away, like on a yacht that used to be commercial (meaning a charter boat).

If you then drop the charter and go into private service, the tender doesn’t have to be set up and ready for launch, so it’s OK if it is stowed somewhere on the vessel.

We have one on M/Y Iroquois and we test it once a month, like a lot of other boats as a safety procedure. When you have a survey, the surveyor will ask when the rescue tender was

last in the water.We always practice seeing how fast

we can launch the rescue tender and have a person in it and have it started, ready to go. Then we usually practice picking up crew members from the swim platform.

But this time, we tied in a MOB (Man Overboard) drill.

People who have been in the water for a while are exhausted and may have small- or large-scale hypothermia. Helping crew members out of cold water is a good drill because people can not only be quite heavy with their wet clothes, they normally are not much help because they are exhausted and cold.

It was a great learning experience and all around the crew had a good training day.

Brian Schmidt is the chief engineer on the 164-foot M/Y Iroquois. Comments on this story are welcome at [email protected].

Deckhand Chris Bause of M/Y Iroquois maneuvers the rescue tender during a training exercise so First Mate Craig Neal can help Bosun Hakim Boutrif out of the 64-degree waters of Boston Harbor. PHOTO/ENG. BRIAN SCHMIDT

Training on rescue tender is not completed enough

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Aug. 18.

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 895/953Savannah,Ga. 962/NANewport,R.I. 1,038/NA

CaribbeanSt.Thomas,USVI 1,249/NASt.Maarten 1,190/NAAntigua 1,237/NA

NorthAtlanticBermuda(IrelandIsland) 1,191/NACapeVerde 1,138/NAAzores 1,100/NACanaryIslands 923/1,081

MediterraneanGibraltar 958/NABarcelona,Spain 1,008/1,810PalmadeMallorca,Spain NA/1,782Antibes,France 1,084/2,119SanRemo,Italy 1,118/2,193Naples,Italy 1,165/2,131Venice,Italy 1,207/2,143Corfu,Greece 1,058/1,967Piraeus,Greece 1,035/1,945Istanbul,Turkey 1,060/NAMalta 938/NABizerte,Tunisia 962/NATunis,Tunisia 945/NA

OceaniaAuckland,NewZealand 1,027/NASydney,Australia 1,044/NAFiji 1,141/NAValparaiso,Chile 1,232/NA

*When available according to customs.

B� September 2009 www.the-triton.com The Triton

An American man was traveling through Mexico when Rogelio “Roger” Gregg was young. He ate in the restaurant where Gregg’s mother was a waitress, and that was as far as he got.

Soon the three became a family, with 6-year-old Gregg serving as translator between his new father’s English and his mother’s Spanish.

This mastery of English proved to be Gregg’s ticket to his current position as dockmaster of Baja Naval marina and yard in Ensenada, Mexico.

Eleven years ago, Gregg got his start at Baja Naval as an administrator and in the warehouse.

“This was not such a tourist town at that time, no one here knew English,” Gregg said.

But Gregg’s boss knew he was fluent and plotted to move him into a position with more customer interaction for his proficiency to be appreciated. The dockmaster position opened up and Gregg moved in.

While his friends had fun on weekends, Gregg found himself working hard, even on Sundays.

“I was 20 and wanted weekends off like everybody else,” he said. “But my boss said ‘One day you’ll drive boats and handle reservations.’ And it came true.”

He has embraced his career and is now married with a 5-year-old son and a 1-year-old daughter.

Baja Naval also manages nearby Gran Peninsula Yacht Center and visitors will see Gregg at both locations. He’s the guy who walks you through Mexican customs and immigration paperwork. He even hosts seminars at marinas in the United States to teach mariners how to navigate Mexican rules and laws.

Gregg explained that both facilities have yards and marinas. Baja Naval’s

marina has 50 slips for boats up to 75 feet and Gran Peninsula’s marina takes megayachts up to 265 feet (80m). Both have full-service yards for just about any repair or refit.

The marinas are easy to navigate to and they monitor VHF 77 and 16. But Gregg says no one can miss the Mexican flag hoisted atop the 100m flag pole near the docks.

Anything a yacht needs is available nearby, he said. Formally known as Ensenada de Todos Santos, the city of almost half a million people is a few blocks’ walk from the marinas.

Many yachts visit this area for whale watching, fishing and the annual Baja 1000, an off-road race originating in Ensenada and traversing the peninsula each November. Gran Peninsula has pitched in for a mini track and often hosts a mini Baja 1000. Gregg participates in the mini version and is a member of the Ensenada Radio Controlled club racing 1:8 scale buggies powered by nitromethane fuel in his spare time.

Gregg reflected on how far he has come at the marina and how much he enjoys his work. He has learned to drive both power and sailboats, and he frequently takes his son out in the dinghy around the marina.

Gregg takes pride in how the marinas help the community and his family. They frequently donate to local shelters things megayachts no longer need and he said when his adoptive father died, the marina offered him a boat to scatter his father’s remains in the sea nearby.

“Now, every time I’m on the water, I think of him.”

Dorie Cox is a staff reporter with The Triton. Comments on this story are welcome at [email protected].

Dockmaster Gregg is a familiar face at two ports in Ensenda

Rogelio “Roger” Gregg takes care of customers at Baja Naval Marina and Gran Peninsula Yacht Center on Mexico’s west coast. PHOTO/ROGELIO GREGG

DOCKMASTER SPOTLIGHT: Baja Naval and Gran Peninsula


Software manufacturer Northport Systems has announced that Fugawi X-Traverse online map collection supports Navionics charts for use with MacENC version 7 software for Apple Mac OS X version 10.4 or later.

Adding to its support of Canadian Hydrographic Service (CHS) Digital Charts, NV.Digital charts of the Caribbean and Baltic, Swedish Marine Charts and TRAK Maps, MacENC software owners with an enabled X-Traverse account now have access to worldwide Navionics Gold+ international marine and HotMaps Premium North American fishing charts from www.X-Traverse.com.

Fugawi X-Traverse support of Navionics allows Mac users to download from the Internet to their computer harddrive. In addition, X-Traverse allows boaters to transfer or plot waypoints and saved routes on Navionics charts to PC-based navigation software, Fugawi Marine ENC or iNavX software for the Apple iPhone or vice versa.

A Fugawi X-Traverse 12-month data subscription is available for $10. Navionics Gold+ international marine and HotMaps Premium North American fishing charts start at $149 per region and may be licensed for use with MacENC software.

For more information, call +1 416-920-9300 or visit www.fugawi.com or www.x-traverse.com. Information on MacENC may be found at www.macenc.com.

USCG alert on ANSUL systemThe U.S. Coast Guard has issued

a Marine Safety Alert for ANSUL’s high pressure carbon dioxide fire extinguishing systems. Instances of discharge without intention have been reported.

System manufacturer ANSUL has identified the suspect CO2 cylinder valves as those having a date code between October 2007 and June 2008. This date is located above the threaded section that enters the cylinder and opposite the discharge outlet.

The Coast Guard recommends that owners and operators who have these systems onboard to check the safety alert online or contact ANSUL Quality Assurance at 1-800-862-6785 and press 4 for quality services or call +1 715-735-7411 ext. 73383.

Sea-Fire launches new systemShutting down running engines,

generators and powered ventilation upon discharge of the fire suppression system ensures the extinguishing agent is not depleted before the fire is

out. The new ESRS Automatic Engine Shutdown System from Sea-Fire Marine now offers improved functionality and flexibility.

With two pressure switch inputs, the system uses spring-cage connectors for installation. A new display panel provides plug-n-play via CAT5 cable connections, and multiple display panels can also be attached.

Operating between 9-31 VDC, the ESRS system is offered in 4, 6 and 8 relay units to shutdown up to eight pieces of equipment. Options include fire suppression system, auxiliary zone and low-pressure monitoring features, as well as high-temperature zone monitoring with heat sensors. A relay reset timer version is also available.

For more information, contact Baltimore-based Sea-Fire Marine at 1-800-445-7680 or visit www.sea-fire.com.

SeaKits becomes standard SeaKits Marine Maintenance System

(MMS) has reached an agreement with Sea Spirit Yachts to make the systems standard on each of its Sparkman & Stephens-designed yachts.

The SeaKits team will work with management and builders to evaluate the maintenance and spare parts requirements for each piece of equipment on board and the system

will be a standard feature on all yachts.Ed Koethe, owner of Dauntless,

recently completed a 12,000-nautical-mile, three-quarter circumnavigation of North America and included MMS on his Sea Spirit Passagemaker 60. The system allows vessels to improve reliability through maintenance, continuity with spare parts, enhanced maintenance planning, simplified warranty claims and efficient outfitting.

For more information, visit www.seakits.com.

New shrouds from ColligoColligo Marine has introduced

made-to-order synthetic shrouds using lashing or turnbuckle tensioning systems that are about the same cost as stainless steel but one-sixth the weight and a third the cost of comparable PBO and carbon systems.

Colligo Dux Shrouds are made from Dynex Dux, ultra high molecular weight polyethylene, with Colligo marine hardware. Properly sized for creep and stretch, the new shrouds can accommodate T fittings, carbon or stainless chainplates. Available for boats from 10 to 70 feet.

For more, visit www.colligomarine.com or call +1 480-703-3675.

Navionics charts now compatible with Mac OS-based systemsTECHNOLOGY BRIEFS

See TECH BRIEFS, page B11

B� September 2009 www.the-triton.com The Triton

B8B B9c

By Capt. Tom Serio

Captains needing to satisfy the diving and fishing appetites of their guests now have a new “X” to mark on their charts of the world’s second-largest artificial reef.

Continuing to serve countrymen long after she has served her country, the USNS General Hoyt S. Vandenberg, an old war and communications naval ship, was sunk about seven miles off Key West on May 27.

The 523-foot long, 17,000-ton Vandenberg launched as the USS Gen. Harry Taylor in 1944 as a troop transport vessel with the U.S. Army. After a stint as a transport ship for the U.S. Navy, the ship was transferred to the U.S. Air Force in 1961 and renamed the Vandenberg.

For more than 20 years, the Vandenberg plied the seas as a missile tracking ship during the Cold War, as well as tracking launches of the early U.S. space program. Vandenberg was officially retired in 1983.

Hollywood did come calling when the Vandenberg was used in the 1999 movie “Virus” starring Donald Sutherland and Jamie Lee Curtis. The Russian ship name from the movie remains on the port bow.

Sinking a ship isn’t easy and doesn’t come cheap. Clean-up included the removal of more than a million feet of wiring, 46 tons of garbage, 81 bags of asbestos, 180 drums of paint chips and more, according to Joe Weatherby, who was responsible for the project.

And at a cost of $8.6 million, projects like this take some serious planning.

Weatherby was cautiously optimistic of his eight-year project.

“We think we have everything ready, but safety throughout the project was most important,” he said two days before the sinking. “It wasn’t only about the ship. We also had to do fundraising.”

Large vent holes were cut into the hull above the water line, giving the appearance of Swiss cheese. This to facilitate the expulsion of air as 42 strategically placed charges ripped open the hull.

The Vandenberg sank in less than 2 minutes, settling upright on the sandy bottom. In a depth of 140 feet, Vandenberg is held in place by four 8-ton anchors.

Reaching up about 10 stories, the uppermost portions are only about 40 feet below surface, offering shallow-water dives for novices and snorkelers as well as deep-water structure for experienced divers.

So head to 24.27ºN, 81.44ºW and start looking for the newest dive and fishing site. You’re sure to find it, as that will be the spot where many boats are anchored.

For more information, visit www.bigshipwrecks.com.

Capt. Tom Serio is a freelance captain, writer and photographer in South Florida. He also has a career in risk management. Comments are welcome at [email protected].

Vandenberg sunk seven miles off Key West

Now sitting in 140 feet of water, the 10-story-tall USNS Vandenberg offers something for snorkelers and divers alike. PHOTO/CAPT. TOM SERIO

CRUISING GROUNDS: Key West

Dry Tortugas repairs on hold for hurricane seasonBy Dorie Cox

Seventy miles southwest of Key West at Dry Tortugas National Park, work crew have packed up their scaffolds and bricklaying tools for the hurricane season but visitors are still welcome.

Workers have been restoring the pre-Civil War fort as part of an effort to stop degradation to the brick structure. They are removing the local sand and coral concrete and some of the 16 million bricks to gain access to the iron elements that have expanded and caused damage.

A later phase will restore the historic Totten shutters, which were designed to open as the cannons fired and close immediately to protect soldiers.

A dredging project has restored depths for boats near the finger piers and ferry dock. Small boats with less than five feet of draft may dock, and boats that need less than 15 feet of water may use the courtesy dock for short periods to offload passengers.

Boats may also tie to the ferry dock when neither of the ferries is in port.

Yachts can anchor within one mile of Garden Key overnight, but details should be clarified with charts or a ranger should be consulted as 46 percent of the 100-square-mile park is considered a Research Natural Area.

Along with exploring the fort, camping, snorkeling, fishing and self-guided tours can keep guests busy. Look for a free boating permit to be required in the coming months. The park plans to use the permit to monitor park use.

“It will be free and no problem,” park site manager Dave Walton said. “We just want to educate and monitor our sensitive resources.”

Anyone unable to register when the online link to the permit registration process becomes available will be issued a permit on site, he said.

Yachts intending to visit should research where to anchor. The National

Park Web site is up-to-date and park rangers can be contacted at +1 305-242-7700.

U.S. Coast Guard and Geodetic Survey Chart #11438 is necessary for navigation to the Dry Tortugas.

Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at [email protected].

Sunshade covered scaffolding earlier this summer. PHOTO/KATHY LANDRUM


B8B B9c

FROM THE TECH FRONT: Rules of the Road

inspection approach through IMO Resolution A.787 (19).

The United States of America, though not a signatory to any of the MOUs, carries out Port State Control for compliance with the U.S. Code of Federal Regulations and international maritime conventions. The U.S. Coast Guard is the primary agency for enforcement as both an administration for U.S.-flagged vessels and as a Port State with foreign-flagged vessels.

So how does a Port State Control inspector decide which yacht to board? It depends on many factors.

Let us suppose that you are in command of a 150-foot megayacht calling at a small port in Long Island, N.Y., with no other large yachts or commercial activity in the area. There is a good chance that you may have a visit.

In contrast, consider that you on that same vessel in winter entering Port Everglades on a Saturday where

there are 14 cruise ships, two tankers and a cement carrier all docked. Are you a priority? Probably not. (However, that is not a guarantee, of course.)

Port State Controls, and specifically the U.S. Coast

Guard, have clear guidelines when choosing a vessel for inspection. A comprehensive but simple targeting regime has been devised to consistently focus boarding efforts on those vessels most likely to be substandard.

This is a risk-based regime based on several factors. These include the ship’s owner, ship’s charterer, flag state, classification society, boarding history and vessel type. The risks associated with each of these factors are determined based on boarding data. These determinations are used to assign points using a targeting matrix, which determines the boarding priority given to foreign vessels entering U.S. waters. These determinations are then separated for safety and security items.

Here are current targeted flag states that receive the highest assignment of points: Antigua & Barbuda, Cambodia, Cayman Islands, Chile, Cook Islands, Croatia, Egypt, Honduras, Italy, Lithuania, Malta, Mexico, Netherlands, Panama, Russian Federation, St. Vincent & the Grenadines, and Turkey.

If your yacht flies one of these flags, there is an increased probability for a Port State Control visit to verify either safety issues, security issues, or both.

However, as mentioned previously, it can also depend upon your

classification society or operating history. It is safe to assume that if you just had a security breach from a stowaway upon arrival in St. Thomas, you can expect another visit when arriving at Puerto Rico, regardless of how the situation was settled in St. Thomas.

What can you do to prepare for a visit from Port State Control? If you operate your yacht in a proper and safe way in accordance with the rules applicable to your size, then there should be no problems.

Ahh, but how do you make sure

you are doing it correctly? The U.S. Coast Guard and European Port State Controls also help there. They provide booklets that are training tools to their inspectors.

These references provide a basic overview of the items to be inspected. They are available for all types of vessels, including yachts, and can be downloaded at their respective Web sites: http://homeport.uscg.mil and www.emsa.europa.eu.

Capt. Jake DesVergers is chief surveyor for International Yacht Bureau

(IYB), an organization that provides inspection services to private and commercial yachts on behalf of several flag administrations, including the Marshall Islands. A deck officer graduate of the U.S. Merchant Marine Academy at Kings Point, he previously sailed as master on merchant ships, acted as designated person for a shipping company, and served as regional manager for an international classification society. Contact him at +1-954-596-2728 or www.yachtbureau.org. Comments on this column are welcome at [email protected].

RULES, from page B1

Coast Guard is the primary agency for enforcement in U.S.

Port State Controls have clear guidelines when choosing a vessel for inspection.

The Triton www.the-triton.com September 2009 B11

Brighter lights from AqualumaAustralia-based Aqualuma has

introduced its GEN II range to more than double the amount of light emitted from its previous generation of underwater lights. All of the company’s lights employ the upgrades.

Aqualuma has retained the exclusive one-piece housing manufactured from a specially formulated polymer with a tint for higher clarity. This new formula is even stronger than the original GEN I housing. Resistant to all chemicals, it allows the GEN II Lights to be fitted with any sealant.

For more details, visit www.aqualuma.com.

New mooring system eco-friendlyA study by the University of

Maryland’s Center for Environmental Science found that 58 percent of the world’s seagrass beds – which help clean the water and serve as vital marine habitats – are declining, and 42 miles of seagrass meadows have been lost each year since 1980.

The EzyRider Mooring System from Australian manufacturer Global Moorings has virtually no impact on the marine environment due lack of moving parts to come in contact with the seabed floor.

“Mooring chain scouring is responsible for the destruction of vast areas of coral reef and seagrass meadows, which nurture fish and other sea life and are critically important in the sustainability of commercial and recreational fisheries,” said Global Moorings CEO Andrew Taylor. “The EzyRider Mooring System can be safely established in coral and seagrass, thus meeting best environmental practices.”

EzyRider is manufactured from

heavy duty, but lightweight and low maintenance corrosion-resistant materials. The use of buoyancy and tensioned rubbers to dissipate energy makes for an ‘easy ride’ without the jerky, snatch effect often experienced on other mooring systems.

The EzyRider’s self-centering action reduces the total amount of vessel swing room by up to 50 percent, offering space saving advantages for marinas and boat owners.

For more information, visit www.ezyridermooring.com.

KVH adds, spreads serviceKVH Industries has shipped

its 500th TracPhone V7 Maritime broadband antenna.

The mini-VSAT broadband service, along with the antenna, comprises an end-to-end 24-inch VSAT hardware, service and support package for maritime communications.

In conjunction with ViaSat, KVH offers voice-over IP phone service and Internet access to mariners throughout North America, the Caribbean, the North Atlantic, Europe, the Northern Pacific, and the Persian Gulf.

“The TracPhone V7 and mini-VSAT Broadband are a convenient satellite communications solution for M/Y Kapalua because KVH is the only point of contact,” Capt. Ken Maff said. “We don’t worry about wasting time going back and forth between service and hardware providers playing the ‘blame game’.”

KVH also recently announced that coverage for the Australia and New Zealand region went live in August, and service expansion into the Indian Ocean is scheduled for early 2010. KVH also announced plans for a crew calling system by the end of 2009.

For more info, visit www.kvh.com.

IYT adds dive courses International Yacht Training (IYT)

and ProDive International announced several new diver courses.

The proprietary dive safety coordinator and dive safety supervisor courses are designed for the megayacht industry and are scheduled to begin in Fort Lauderdale this fall.

“The crossover between diving and megayachts is not only brilliant, but so necessary,” said Heather Harnischfeger, IYT business development manager.

“A course specifically designed for dive safety on megayachts, where resources are limited and often the locations are quite remote, is very important.”

The safety coordinator course is on offer to those with STCW ’95 and PADI rescue diver certification including EFR, CPR and AED.

The safety supervisor course is on offer to those with STCW ’95 and PADI OWSI, Divemaster, EFR, CPR, AED and DAN O2 administration, STCW ’95.

For more information, contact Ft. Lauderdale-based IYT at +1 954-779-7764 or visit www.yachtmaster.com.

Iridium trade-ups expandedIridium Satellite announced it is

extending and expanding its Trade-Up to Iridium program to include its new-generation 9555 satellite phone.

“We recognize that satellite phones are critical items of equipment when terrestrial landlines and cellular networks are destroyed or overburdened,” said Don Thoma, executive vice president of marketing with Iridium.

“We want to ensure they have uninterrupted access to reliable MSS when and where they need it.”

For more information, visit www.iridium.com.

Aqualuma introduces brighter underwater lightsTECHNOLOGY BRIEFS

TECH BRIEFS, from page B7

B1� September 2009 www.the-triton.com The Triton

By Carol M. Bareuther

The former Virgin Islands Charteryacht League’s (VICL) Annual Fall Show, now the St. Thomas Fall Yacht Show, is set for Nov. 10-12. A new name is one of the many changes planned for this year’s event.

“We’re working with Yacht Haven Grande and the Virgin Islands Department of Tourism to market the fall show to a wider audience, hence the reason for the name change,” said Erik Ackerson, executive director of the VICL. “Ten years from now we’d like to grow this into a destination show, just like the Ft. Lauderdale International Boat Show.”

Organizers are targeting megayachts. The show has traditionally centered on term charter yachts, both sail and power, in the under 100-foot range.

“Due to economic challenges worldwide, we’re starting to see vessels that were primarily rich kid’s toys be put into charter,” Ackerson said. “In addition, several megayachts are basing year round or nearly year round in the Virgin Islands because they have charters.”

M/Y Serenity Now!, a 96-foot power yacht, has been based out of St. Thomas and St. Croix for the past three years.

“The owner thoroughly enjoys the fishing in the U.S. Virgin Islands and with the British Virgin Islands only a few hours cruise, it is hard to beat the Virgin Islands any time of year,” Capt. Ben Schmidt said.

Although Schmidt said the current plan is to show the vessel in Ft. Lauderdale this fall, he added, “We attended the April show in St. Thomas and were very happy with the event.”

Ackerson is networking with brokerages such as Camper Nicholson and The Sacks Group to attract more megayachts to attend. In addition, and for the first time, members of the

Florida Yacht Brokers Association have been invited.

“The benefit for us is that if a boat is in transit and didn’t make it to the Ft. Lauderdale show, we will now have Florida brokers at our show so that vessel can be seen,” Ackerson said. The Ft. Lauderdale show is scheduled for Oct. 29-Nov. 2.

The sluggish global economy has prompted organizers, who are also networking with the Caribbean Yacht Brokers Association (CYBA), to add more business elements so that boats and brokers will get more bang for their buck.

“On Wednesday morning we’ll start with an Eggs & Issues breakfast meeting,” Ackerson said. “This will be an open forum to discuss topics, for example, such as the contract system, wire transfers and cancellation policies.”

A local representative from either Bank of Nova Scotia or First Bank VI will give a presentation about what to expect with regard to the Virgin Islands economy in the next three-to-five years.

Socializing is still is a vital element on this year’s agenda.

“Brokers requested the evening [event] where they can informally visit each boat over a glass of wine or champagne,” Ackerson said. “They say this is one of the most successful elements of the show for them.”

Response to the show and its changes has been good.

“Last year, we had six boats signed up by the first of August. This year at the same time, we have 30,” Ackerson said.

One of the big draws is five free days of dockage at Yacht Haven Grande for VICL members. Any yacht can become a VICL member anytime.

Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at [email protected].

Organizers of the renamed St. Thomas Fall Yacht Show seek to attract more megayachts, including those at Yacht Haven Grande that stay in the Virgin Islands most or all of the year. PHOTO/DEAN BARNES

St. Thomas fall boat show gets new name, target audience

BOATS / BROKERS

The Triton www.the-triton.com September 2009 B1�BOATS / BROKERS

Trumpy Yachts and Classic Yacht Partners have signed an agreement to build a 125-foot (38m) Trumpy inspired by John Trumpy’s pre-war designs.

“When we decided to re-launch our brand and business, we believed very strongly that thoughtful yachtsmen would respond to our products,” Johan Trumpy said of the deal’s signor, Alex Suarez, managing partner of Classic Yacht Partners. “With his help, we have dramatically enhanced the 125-foot Trumpy and will be building one of the most elegant yachts that I have ever been involved with.”

Suarez is not only spearheading the design and purchase of the new Trumpy, he has created a yacht share company to capitalize on the new realities of large yacht ownership. The 125 is the first of two Trumpys being built for the program.

For more information, e-mail Trumpy CEO Jim Ewing at [email protected].

Heesen Yachts has announced the launch of the fifth vessel in the 47m displacement range. M/Y Blind Date is sister ship to M/Y Yalla (2004), M/Y Let it Be (2006), M/Y Mon Plaisir (2007), and M/Y Elandess (2008).

Blind Date will be delivered in September after sea trials in the North Sea.

Fraser Yachts announced the following recent sales: S/Y Georgia, a 159-foot (48.5m) sloop built by Alloy Yachts, sold by Stuart Larsen in Ft. Lauderdale; M/Y Sea Ghost, a 135-foot (41m) Feadship, sold by Tom Cleator in San Diego; M/Y Sweet Dreams, a 101-foot (31m) yacht, sold by Giulio Riggio in Palma; M/Y Elizabeth I, a 92-foot (28m) Horizon, sold by Michael Selter in San Diego; M/Y Viking Spirit, a 72-foot (22m) McQueen, sold by Brian Holland in Seattle.

The brokerage recently added these new central agency listings for sale: M/Y Pretty Woman, a 127-foot (39m) Hakvoort, with Jan Jaap Minnema in Monaco; M/Y Cheetah Moon, a 125-foot (38m) Nicolini, with Antoine Althaus in Monaco; M/Y Vanquish, a 120-foot (36.5m) Palmer Johnson, with Antoine Larricq in Monaco; M/Y Ocean Pearl, a 115-foot (35m) Christensen, with Patrick McConnell and James Nason in San Diego; S/Y Sundara, a 115-foot (35m) Karadeniz, with Neal Esterly in San Diego; M/Y All Seas, a new 92-foot (28m) yacht, with Tom Allen in Seattle; M/Y My Sea Shell, an 86-foot (26m) Falcon, with McConnell and Nason; and M/Y Lady Wanda, an 85-foot (26m) Tarrab, with Esterly.

Merle Wood & Associates recently sold M/Y Midlandia, a 170-foot Benetti.

New to its central agency listings include: M/Y Shandor, a 164-foot Schweers, (a joint central listing with

Edmiston); M/Y One O One, a 145-foot Heesen (a joint central listing with Edmiston); M/Y Agape Love, an 80-foot Sunseeker Predator; and M/Y Massimo, a 75-foot Sunseeker.

Northrop and Johnson recently sold M/Y Cuor Di’ Leone, a 164-foot Benetti, by Steve Doyle in Boston.

Recently added to its new central agency listings is M/Y Destination Fox Harb’r Too, a 161-foot (49m) Trinity, with Ann Avery.

International Yacht Collection (IYC) recently sold the following yachts:

M/Y Muck’s Luck, a 96-foot (29.5m) Maiora, by David Nichols; and M/Y Shacar, an 87-foot (26.5m) Oceanfast, by Jon Motta.

The brokerage also added to its central agency listings M/Y Anjilis, a new 161-foot (49m) Trinity, with Frank Grzeszczak and Chany Sabates III.

New to its charter fleet is M/Y Caprice, a 123-foot (37.5m) Oceanco, in Florida and the Bahamas.

IYC hired two new brokers in its West Palm Beach office.

Simon Gibson, most recently with Gilman Yachts, has been in the yachting industry for more than

20 years, as a charter captain and racing circuit crew member. Bob Anslow began his yachting career as a consultant 27 years ago and through running and owning offices.

Marten Yachts has launched a 67-foot racing cruiser based on the hull and rig of the Marten 49.

It has been hand-crafted to combine the latest in technology with quality finishes and exceptional performance.

A Marten 49 recently won the 2009 Giraglia Rolex Cup in Europe.

Hull No. 2 is due for delivery later this year.

125-foot Trumpy deal joins other megayacht launches, sales

The Triton www.the-triton.com September 2009 B1�

project, the rebuilding of a 111-foot Trumpy.

I arrived at Worton Creek to be met by John and the first stop was the new boat shed. I had seen it in October but now it was finished. It was impressive to see, especially since everything else is very much in the tradition of a classic boatyard of an earlier time.

On first walking in, the first thing I saw was a large steel trawler that is being faired and painted. Next to it was a massive wooden hull that was the length of the building. In fact, John had to build an extension on the shed to get the whole hull in.

The old Trumpy had absolutely beautiful lines and was straight as an arrow. We climbed aboard and stood looking along her decks and down into the interior. She was built in 1930 as Captiva and was rescued in dire straits. The hull has been totally rebuilt and now she will be completed at Worton Creek, a three- to five-year project.

It was time to go see the old girl. As we walked down the dock, I noticed a woman prepping the cap rails in the cockpit for varnish. For a brief moment, I felt like volunteering to put a coat on, for old time’s sake.

On going aboard, I looked up into the pilot house and saw it was the same as in October when we took her out for a ride, but as we headed forward to the galley I could immediately see the progress. The first thing was the dinette seat frame forward and all the cabinets on the port side and back across the aft bulkhead. The layout is complete and the microwave was in place.

The face frames were not yet installed, although I saw them all in the varnish shop. John had pulled a couple of feet from the pilot house and it shows in the galley. He has done away with the overhead cabinets across the galley and will build a walk-around island with storage and freezer drawers to complement the SubZero. So there will be no lack of visibility from the galley.

As with everything else, all the cabinetry – with the exception of the face frames – will be and is cored material so it will be interesting to see where her water line will be on completion.

During our conversation that evening, John mentioned that the owner of the Trumpy also owned another classic wooden boat. My thoughts turned to my late friend Gary Wharton, who was probably the biggest

wooden boat fan I have ever met and who took a classic through a huge refit in Maine a number of years ago.

I had to think that Gary would have killed to be involved in a project like the Trumpy, especially getting to hang out in a yard like Worton Creek. Who knows? Maybe he is.

Sitting there, sharing a beer together, I noted how thankful I am for people like John Patnovic and the owner of the Trumpy, men who have the wherewithal and the desire to rebuild classic yachts.

Lest we forget, it’s the boat that keeps the job so interesting.

Capt. Ian Walsh runs the 58-foot Hatteras yachtfish M/Y Trim-It. Comments on this story are welcome at [email protected]. To read his previous stories about this yacht, visit The Triton’s archival site at www.megayachtnews.com and search for “Ian Walsh.”

The galley layout is complete and the microwave is in place. PHOTOS/CAPT. IAN WALSH

SEA & H, from page B1

The dinette seat frame forward is the latest evidence of progress in the galley aboard the old Sea & H.

Progress evident in the galley

FROM THE TECH FRONT: M/Y Sea & H


By Capt. John Campbell

Gibraltar is a place of contrasts; history vies with the modern life at every corner. Many people consider that the brash Main Street with its duty-free shops is all that Gibraltar has to offer, yet with the minimum amount

of effort, an interesting history awaits.Even the weather can be different in

Gibraltar compared to the surrounding mainland of Spain. Often, Gib makes her own weather. This is especially true if the Levanter decides to blow. The Levanter is a moist, warm, easterly breeze, and as it starts a so-called “Banner Cloud” streams away from the top of the Rock, as it is affectionately called.

Once the Levanter gets really blowing, it can make it impossible for yachts coming from the west to pass through the Straits of Gibraltar into the Mediterranean. The wind can build to force 8 or 9, or even more, and the seas, especially when the tide is ebbing, can be wicked.

The problem is exacerbated by the Traffic Separation Scheme. Any power-driven vessels over 20 meters are obliged to follow the African coast, and there is no shelter. If you are actually sailing, or if you are less than 20 meters, you can pass inshore of the scheme. If you hug the coast off Tarifa, you will find shelter for most of the passage.

My advice, if you are bound eastward and cannot legally pass inshore when a full Levanter is blowing, is to anchor close to the shore to the northwest of Tarifa and wait. In our experience, the Levanter rarely blows for more than three days. We have, on more than one occasion, taken a real bashing trying to beat our way through the Straits against a Levanter. A fair share of history

For such a small place, Gibraltar has more than its fair share of history. The Rock has been inhabited – or at least visited – since Neanderthal times.

Gibraltar is changing rapidly. It is still quintessentially British, although more and more, you hear Spanish spoken on the streets.

The Brits and the Spanish have been at odds over Gibraltar for more than 300 years. A joint Anglo-Dutch force took the Rock by force in 1704, and British sovereignty was granted by the Spanish, “in perpetuity,” under the Treaty of Utrecht in 1713. The Spanish have been trying to renege on that agreement ever since.

Over the years the Spanish have had a few goes at trying to oust the British from the Rock. The most prolonged attack was the so-called Great Siege of 1779. This lasted almost four years.

During this siege, Sgt. Major Ince is credited with coming up with the idea

CRUISING GROUNDS: Gibraltar

A World War II gun overlooking the town. PHOTO/CAPT. JOHN CAMPBELL

Dig into Gibraltar there is more to the british territory than the rock and duty-free shopping

See GIBRALTAR, page B17

The Triton www.the-triton.com September 2009 B1�

B17B

of tunnelling through the limestone rock to situate guns overlooking the Spanish positions, which were more or less where today’s airport is located. One of his colleagues, Lt. Koehler, designed and built a gun-carriage that allowed the cannons to shoot down onto the enemy. Until then, cannons had never had to shoot below the horizontal.

Today, you can visit the tunnels and see the guns used in the Great Siege. It is amazing to see how much tunnelling was achieved using only hand-tools.

In 1969, Franco tried his own version of the Great Siege, and he closed the frontier. Although he did not bombard the Rock like his predecessors, he hoped to starve Gibraltar into submission. He even made it difficult to fly into or out of Gibraltar. They were not allowed to fly over Spanish airspace, which increased the length of the flight more than somewhat. Ships, and indeed yachts too, were not allowed into any Spanish port if they declared they were arriving from Gibraltar.

The border stayed completely closed until 1983, when it re-opened to pedestrians only. It was to be two more years before it was fully opened again to vehicles.

Of course, neither the Brits nor the Spaniards were the first settlers. The Phoenicians were there in about 950 BC, and the name they gave to the Rock was Calpe. That name lasted for more than 1,500 years, until a gentleman from what is present day Morocco sailed across with a Berber army in the year 711 AD, and declared himself the new owner of the Rock. His name was Tariq ibn Ziyad. He was obviously not a very modest chap, as he named the Rock “Gabal-Al-Tarik” – the Mountain of Tarik. Over the years this name has slowly become corrupted to give us the present day Gibraltar.

The Moors stayed in Gibraltar for almost 600 years. The remains of one of their castles, built in 1160, can still be seen today. There were numerous skirmishes between Muslim sects and between Muslims and Christians, but Gibraltar stayed in Muslim control until 1309, when the Spanish laid siege to Gibraltar and ousted them.

Control of the Med

From the moment that ships were invented, the strategic importance of the Rock was recognized. Whoever held Gibraltar effectively controlled access into and out of the Mediterranean Sea.

By 1805, the Royal Navy had realized this and had begun to build the dockyard in Gibraltar before Nelson arrived to fight the Battle of Trafalgar. Before the battle had even begun, Nelson had ordered a blockade of the Straits, to prevent Spanish

reinforcements arriving from the east.By the time World War II began, the

dockyard and fortifications of Gibraltar were completed. Taking a leaf from Sergeant Major Ince’s book, the army dug literally miles of tunnels through the Rock, connecting the main places of strategic importance. St Michael’s Cavern was fitted out as a military hospital, and underground dumps for fuel and ammunition were built.

For many years these tunnels were still regarded as secret and off limits. They were opened to the public for the first time just four years ago. They are worth a visit.

Must-see: ‘Barbary apes’

No visit to Gibraltar would be complete without a visit to the so-called “Barbary Apes.” Although they are called apes, they are really monkeys. It is a little confusing though, since normally monkeys have tails, but these do not. In any event, they are the only non-human primates living in the wild in all of Europe.

Nobody knows for sure from where they came. There are three conflicting stories. l There is fossil evidence suggesting

that they lived in Europe long ago and so these could be the last survivors of this group. l The least likely story is that

they crossed from their native Africa through a lost tunnel that crosses beneath the Straits. l The least appealing story is that

the British troops stationed there in the 18th century imported them to use as “interesting” targets to hone their shooting skills.

However they arrived, they are an integral part of Gibraltar and her history. A superstition has arisen that

if ever the apes leave Gibraltar, then the British will lose control of the Rock. During World War II, Churchill took this myth seriously enough to import an extra stock of Barbary Apes from Morocco, to make sure that some would survive, whatever happened.

You can visit the apes’ den either by walking up through the Nature Reserve, take the cable railway to the middle stop, or catch one of the


Phoenicians were the first to ‘Calpe,’ reaching it about 950 BCGIBRALTAR, from page B16


The view looking across Gibraltar to La Linea and the anchorage. PHOTO/CAPT. JOHN CAMPBELL


PHOTOGRAPHY:

plethora of tour buses that visit the den every day. Be careful though; they are wild animals and they can and do bite, as well as snatch things from unsuspecting tourists.

Duty-free delights

The other thing for which Gibraltar is renowned is the duty-free shopping. Main Street is almost a clone of Front Street in Philipsburg, St Maarten, or of Charlotte Amalie in St Thomas. In all three cases there are dozens of shops offering a mind-boggling choice of cameras, electronic equipment, watches and other delights. Few of the items on offer are priced; you have to ask the price and haggle.

In Gib, there are bargains to be had with fuel, booze and tobacco, but not much else. If you are thinking of buying any high-cost items, do your homework and get a clear idea of what is a fair price before you begin haggling. Finally, for any electronic gear, make sure you get a full warranty. Often when you get home you find there is no warranty card in the box and you cannot register the product for warranty.

Fuel, though, is still a bargain. It is certainly the cheapest you will find in the Mediterranean. There are three fuel stations beside each other in the bay to the south of the airport runway. The Shell dock has been there forever, but when I visited recently, the staff

seemed little interested in giving me information or indeed in dealing with transient vessels. With having a choice of two other companies, it is not a problem. Both Cepsa and BP have about 3.6 meters of water at low tide on their docks, and about 4.4 meters at high. (Contact for Cepsa is +350 200 48494 and for BP is +350 200 72261.)

For taking large quantities of fuel, or for vessels too large to dock on the fuel quays, arrange delivery to a berth in the commercial port. To do this, you will almost certainly have to use the services of an agent, both to secure the berth and organize the fuel. I have used the services of MH Bland on many occasions, and have had no reason to try others. Bland is a multi-faceted operation, involving not only the yacht agency service, but also commercial shipping and tour operations. (www.mhbland.com, +350 200 77075)

Find an agent to get a berth

Getting a berth in Gibraltar is quite difficult at the moment. The commercial port has recently been privatized, and it is not much interested in yachts. To get a berth in the commercial port, you will need the services of an agent.

Even with the help of an agent it is not easy and the conditions are quite stringent. You will be required to keep



GIBRALTAR, from page B17

Queensway Quay used to be an intensely rolling marina. The good news is that a solid quay has been built across the entrance so waves can no longer get into the marina. The bad news is the quay is covered with houses, and berths are sold to each house. PHOTO/CAPT. JOHN CAMPBELL

Fuel, alcohol and tobacco deals are pretty easy to come across

The Triton www.the-triton.com September 2009 B1�CRUISING GROUNDS: Gibraltar

a 24-hour bridge watch on the VHF and will be under three hours notice to move.

There used to be three marinas in Gibraltar but now there are just two. The old original marina, Sheppard’s, sold. Where the marina used to be there is now a man-made island that is home to a large casino. The good news is that its chandlery is still going strong, just outside the Ocean Village complex, and is as good as ever. They can haul small boats, up to about 25 tons on the North Mole and they have a repair facility on Coaling Island, near Queensway Quay Marina. (www.

sheppard.gi, +350 200 75148)

Marina Bay Marina, immediately south of the airport is now part of the Ocean Village development. It has begun to sell off berths and has plans to build houses along the main pier, so I suspect that transient berths are likely to become ever more restricted. For the moment though, they

are a best bet for finding a berth. (www.marinabay.gi, +350 200 73300, VHF 71 or 73)

The only other marina is Queensway Quay Marina inside the commercial harbor. Previously, it was known as Gun Wharf and it had the reputation of being the rolliest marina in the entire known universe. It is situated almost exactly east of the entrance between the South and the Detached Moles. We can attest to the fact that the slightest west wind made it most uncomfortable, becoming untenable in stronger winds. Despite various floating wave-breakers that were tried, in our experience over



The original marina has been turned into a casino

The chandlery at the old original marina, Sheppard’s, is still going strong. They can haul small boats, up to about �� tons on the North Mole and they have a repair facility on Coaling Island, near Queensway Quay Marina.

B�0 September 2009 www.the-triton.com The Triton



several visits, it was never a happy place to be.

The good news is that a solid quay has been built across the entrance so waves can no longer get into the marina. The bad news is the quay is covered with houses, and berths are sold to each house.

So now, whilst it is true that the waves and swell cannot get in, it has also severely restricted access to big boats. They are not keen on vessels over 30 meters coming into the marina now. If you are smaller than that, and they have space, it would be a good place to be, away from the noise of the airport and close to town. (www.queenswayquay.com, +350 200 44700, VHF 71)

It used to be that you could anchor just to the north of the runway if there were no berths and use the dinghy to go shopping. This has now been stopped, and you cannot anchor anywhere in Gibraltar’s waters without express permission of the Port Control – VHF 16 or 12. Officers are unlikely to grant permission, unless you are waiting for bunkers.

If you find a berth in either of the marinas, you can go directly there for clearance. In the “old days” there was a small, rickety dock that you had to tie up to for clearance. Thankfully, that dock has gone and the marinas will help you with the paperwork. If you berth in the commercial port, it is most likely that you have an agent, so that person will take care of the clearance for you.

If the marinas are full and you are not able to get a berth in the commercial port, the only alternative – if you want to visit Gibraltar – is to anchor off La Linea. There is a long, curved breakwater a little to the north of the airport runway. This more or less runs along the border and it gives good shelter.

Developers are building what looks like a large marina off La Linea, just the other side of the Spanish border. It is supposed to be open for business by March, but looking at the state of it at the moment, I would guess it is a year or two off completion, assuming that the credit-crunch has not stopped it entirely.

It is planned to have more than 600 berths, so hopefully that will ease the berthing situation when it eventually

opens.I would personally not be tempted

to take the dinghy into Gibraltar from the La Linea anchorage, or at least not without permission. It is best to walk into Gibraltar. It is a painless process to enter, but do not forget your passport.

Morrisons supermarket a find

There is a large, well-stocked Morrisons supermarket about half a mile from Marina Bay. To find it, go toward the ferry port and then follow the signs to the “Superstore.” It is open every day, all day. It is a great place to stock up at reasonable prices. They are reluctant to deliver to the boat, but will help you organize a taxi to get where the boat is berthed.

If you are anchored off La Linea, I am unsure as to how Spanish Customs would treat a car-full of groceries passing into Spain. We have never had any problems driving out

with reasonable quantities of food or other items, but a car-load of provisions for a large yacht might be a problem. If you want or need to do this, I would at least talk with an agent before you try it, and get a feel for the current mood of Customs. Conditions do change. We were there in the ‘70s when the land border was completely closed. We have crossed some days when

nobody appears much interested in anything and the cars are simply waved through.

Other times we have seen them meticulously inspect each and every car passing back into Spain, causing literally hours of delay. You never can tell.

People seem to either love or hate Gibraltar. Those who are most vociferous in declaring their dislike seem to be the ones who have not ventured beyond the “delights” of Main Street.

Whilst I would never choose to live there, I do enjoy short visits. I get a strong sense of the history of the Rock, and I enjoy visiting the various sites that have played such an important role in the history of Gibraltar, and indeed of Britain herself.

Capt. John Campbell has been yacht captain for more than 20 years and a sailor all his life. He has recently settled ashore. For more, visit www.seascribe.eu. Comments on this story are welcome at [email protected].

Marina Bay dock office and quay for large yachts. PHOTO/CAPT. JOHN CAMPBELL

New 600-berth marina has been slow in developing

In the “old days” there was a small, rickety dock that you had to tie up to for clearance. Thankfully, that dock has gone and the marinas will help you with the paperwork. If you berth in the commercial port, it is most likely that you have an agent, so that person will take care of the clearance for you.

The Triton www.the-triton.com September 2009 B�1CALENDAR OF EVENTS

Sept. 2 The Triton’s monthly networking event on the first Wednesday of every month from 6-8 p.m. In September, it will be sponsored by Secure Chain & Anchor, 10 S.W. 23rd St., right across the street from The Triton. No RSVP necessary; just bring business cards and get ready to meet new people.

Sept. 4 The Triton Bridge luncheon, noon, Ft. Lauderdale and Antibes. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. Yacht captains only, please. If you make your living running someone else’s yacht, contact Editor Lucy Reed at [email protected] for an invite to the Ft. Lauderdale lunch or Mike Price at [email protected] for an invite to the Antibes lunch. Space is limited.

Sept. 4-6 30th annual Classic Yacht Regatta, sponsored by Panerai. Labor Day weekend regatta will be the convergence of three events: the New England Huckins rendezvous, the 30th annual Classic Yacht Regatta (CYR), as well as hosting the 6mR North Americans as they tune up for their big event. www.moy.org

Sept. 6 Sunday Jazz Brunch, Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Hispanic Heritage Month with Caliente Jazz Sounds, Steve B. and Friends, Clube do Choro de Miami, Billy Bones. www.fortlauderdale.gov

Sept. 9-14 32nd annual Cannes International Boat Show, France, at the Port de Cannes. Two weeks before Monaco and for smaller yachts. www.salonnautiquecannes.com

Sept. 10-13 Rolex Big Boat Series, St. Francis Yacht Club, San Francisco. Attracts thousands of world-caliber sailors. In its 45th year. 415-563-6363, www.stfyc.com

Sept. 16 International Business Training workshop for the marine industry, three Florida locations. This workshop for Florida businesses highlights “Modes of Transportation and Optimizing Cost and Efficiency”. Covers international logistics & supplychain management, using freight forwarders and other service providers, how to manage & motivate channel partners, and maximizing market penetration. For details and locations contact Julie Balzano at Enterprise Forida, +1 305-808-3660.

Sept. 16-20 10th annual YachtFest, Shelter Island Marina, San Diego. This is the U.S. West Coast’s largest show

of brokerage and charter yachts, and includes an exhibit hall. www.yachtfest.com, 858-836-0133

Sept. 17-20 39th annual Newport International Boat Show, Newport Yachting Center. One of the five largest in-water boat shows in the country, covers more than 15 acres along America’s Cup Avenue, stretching from the Newport Yachting Center to Newport Harbor Hotel & Marina. More than 850 exhibitors with 700 boats ranging in size from 16 to 85 feet are expected to be on display. 401-846-1115, www.newportboatshow.com.

Sept. 18 16th annual MIASF Golf Tournament, Plantation, Florida. Networking event includes lunch, raffles, awards and auction. Proceeds benefit South Florida marine industry education programs. Visit www.miasf.org for details.

Sept. 23-26 19th annual Monaco Yacht Show, Port Hercules, Monaco. More than 530 exhibitors and 95 megayachts are expected in the only yacht show exclusively devoted to

FILE PHOTO

Sept. 23, The Triton’s 3rd annual Poker run and bi-monthly networking event

Head out on the highway from 5-6 p.m.; networking will follow from 6-8 p.m.

Pick up rules and your first card at either the north (Hall of Fame Marina) or south (the new Broward Shipyard) starting location. Then all bikes ride to Maritime Professional Training, National Marine Suppliers and RPM Diesel with the final stop at Roscioli Yachting Center for networking and prizes for poker winners. Come in whatever vehicle suits your style (road-legal stuff only, please). No need to RSVP; just show up by 5 p.m. at either starting location. Call us for more info: 954-525-0029 or visit www.the-triton.com.

EVENT OF MONTH

See CALENDAR, page B22

Bridge luncheon to be held in Ft. Lauderdale, Antibes again

B�� September 2009 www.the-triton.com The Triton CALENDAR OF EVENTS

superyachts of at least 25 meters in length. Forty of the yachts will be making their first public appearances. The show brings together ship-builders, designers, equipment suppliers, brokers and service providers. Tickets 60 euros a day. www.monacoyachtshow.org

Sept. 25-26 Hook ‘n Harness Classic fishing tournament, Ft. Lauderdale. Organized by Safety Guys to benefit Skills Essential for Life, a non-profit organization to help underemployed people enter the workforce. 954-770-0246, www.selffdn.org

Sept. 30–Oct. 2 National Marine Electronics Association (NMEA) Convention & Expo Sanibel Harbour Resort, Fort Myers, Florida. The largest event for marine electronics dealers, manufacturers and distributors held in North America this year. NMEA member companies supply most of the electronics for the recreational boating and light commercial markets. For more information visit www.NMEA.org. or call +1 410-975-9425.

Oct. 3-11 49th International Boat Show, Genoa, Italy, at Fiera de Genova. More than 1,650 exhibitors expected to showcase everything for power boats, sailboats, tenders, engines, equipment and cruising services. www.salonenautico-online.it

Oct. 7 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) at the offices of Kemplon Marine Engineering Services in Ft. Lauderdale, 3200 S. Andrews Ave., #103. No RSVP necessary.

Oct. 8 The Triton Bridge luncheon, noon. This is our monthly captains’ roundtable where we discuss issues and trends of the industry. Yacht captains only, please. If you make your living running someone else’s yacht, contact Editor Lucy Reed at [email protected] for an invite. Space is limited.

Oct. 10-11 55th annual Columbus Day Regatta from Miami’s Biscayne Bay to the Florida Keys. www.columbusdayregatta.net

Oct. 12-14 International BoatBuilders’ Exhibition & Conference (IBEX), Miami Beach Convention Center, Miami Beach. Launched in 1992 IBEX has become the largest technical trade event for the recreational boatbuilding industry in the world. Free demos throughout the show and a pre-conference day Oct. 11. Eleven

specialized tracks allow customized seminar schedules for specific career or company needs. The show is produced by Professional Boatbuilder magazine and the National Marine Manufacturers Association. www.ibexshow.com

Oct. 15 The Triton’s 6th annual boat show party, this year at Dania Jai-Alai in Dania Beach from 6-9 p.m. THis year’s theme is Happy Days, all things from the rockin’ 1950s. RSVP online at www.the-triton.com.

Oct. 23-Nov. 8 24th annual Ft. Lauderdale International Film Festival, the longest film festival in the world and one of the most important regional shows in the United States. Films are shown at various locations and times and include seminars, films for kids, outdoor family movies, and a variety of gala events. www.fliff.com

Oct. 27-28 20th annual Ft. Lauderdale Mariners Club Marine Seminar and Golf Tournament. Ft. Lauderdale Country Club and Hyatt Regency Pier 66 Resort and Marina. This opportunity to network and exchange ideas with national and internationalspeakers and participants is intended for insurance agents, brokers and underwriters, marine surveyors, admiralty attorneys, and other marine industry professionals www.ftlmc.org

Oct. 29-Nov. 2 50th Fort Lauderdale International Boat Show. The industry’s largest boat show in terms of space and attendees. The show will feature more than 3 billion dollars worth of boats, yachts, megayachts, electronics, engines and boating accessories from major marine manufacturer and boat builders worldwide. The three million square feet of in-water and exhibition space at six marinas and in the convention center will be accessible by a transportation network of water taxis, riverboats and bus shuttles. www.showmanagement.com

MAKING PLANSDec. 12Winterfest Boat Parade Ft. Lauderdale

The 38th annual boat parade will stage on the New River. This year’s theme is “That’s Entertainment.” Boat entries are now being accepted.

Entry fee for private vessels, $35; commercial and charter vessels: $250.

www.winterfestparade.com

CALENDAR, from page B21

Marine Electronics ExpoSept. 30-Oct. 2 in Florida

The Triton www.the-triton.com September 2009 B��

Triton Spotters

Where have you and your Triton been lately? Send photos to [email protected].

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

Second officer Evert Oostin-dien hard at work reading the

Triton in Port Vauban in An-tibes, France. Oostindien is one

of 35 crew on M/Y Kingdom. Although the yacht is docked at the at very end in the port,

it’s impossible to miss the 86m (283-foot) Benetti.

PHOTO/CAPT. MIKE PRICE

First Mate Rob Owen takes a reading break on the aft deck of M/Y Pure Bliss. The crew was cleaning the 43m Palmer Johnson in between char-ters during what they say has been a busy sea-son in Antibes.PHOTO/CAPT. MIKE PRICE

SPOTTED IN ANTIBES, FRANCE AND NEW YORK

Triton junior editor and photographer Kenna Reed on summer vacation with parents, publisher David and editor Lucy, at the Statue of Liberty in New York. PHOTO/LUCY REED

B�4 September 2009 www.the-triton.com The Triton XXXXXXXXXX

www.the-triton.com September 2009Section C

September networking

C3-4Double your efforts.

Augustnetworking

C2At Ward’s Marine Electric.

Skip weights

C13

Exercise circuit strong with just body weight.

Back to his roots

C5This deckie knows pizza.

Does time manage you or do you manage time?

Good question, but unfortunately there are not many of us chefs who

actually manage our time well. Instead, it manages us and in the process, we run short of it.

If you find yourself running out of the precious commodity, not getting things done that you have set out to do, then you will find that

your productivity onboard diminishes, along with maybe some free time you could have had to yourself. I am sure this sounds familiar.

It isn’t often that we chefs can find time for ourselves in between meals for guests and crew, let alone make good use of our schedules to have that so called “free” time. Here are some pointers in how to make the most out of the time you have so that you can get everything done that is most important, plus have some free time left over for yourself.

Perhaps you like to run every day or get some sort of physical exercise.

By Lucy Chabot Reed

With the realities of a slowed economy keeping some yachts tied to the dock, it was no surprise to discover that fewer yachts are headed to the shipyard this fall than two years ago.

We tried an experiment this month by revisiting our November 2007 survey about fall shipyard periods. We were

curious to see if times had changed much.

They have.Are you planning to take the yacht to

a shipyard this fall?Just over half of the 120 captains

who took our survey this month report that they are either in the yard or heading there shortly. That’s a sharp fall from the 80 percent of respondents in

the fall of 2007.“The vessel is for sale, so we’re doing

only enough to keep her in pristine condition for selling purposes,” one captain said.

“Not on your options: This vessel is two-plus years overdue for a haul-out,” one captain said.

Written comments requested in the survey indicated that about 10 percent

of captains perform their maintenance period in the winter or spring as opposed to the fall.

“I usually try to do my haul outs in the spring,” one captain noted. “Fall haul-outs usually end up with vendor shortage problems due to overwork and their lack of willingness to do the job

See SURVEY, page C10

See WAVES, page C14

Survey: Recession hits the yard as fewer yachts get major work

Manage time to get the most out of your day

By Capt. Herb Magney

Yacht crew must be able to demonstrate resilience in the face of unpredictable obstacles.

OK, you need to say this out loud to yourself: “I must be able to demonstrate resilience in the face of unpredictable obstacles.

Resilience is the power or ability to return to the original form or position after being bent, compressed or stretched. It’s buoyancy, in effect, and it is the first, most important tool in your yacht crew member toolbox.

Tool No. 1: Resilience. It will be your most commonly

used tool you have. Learn it, practice it. Resilience is also the ability to recover from illness, depression or adversity. Working on yachts brings on all those things, and you will still be expected to do your job.

In return, you will be fed well, clothed, housed, educated, kept secure, insured and possibly have some education paid for.

The yachting employer – whether it be the owner, the master, the chief stew, first officer or engineer – is looking to see how your skills and personality will fit into and help his/her team. So a good starting place is to understand yourself and your personal strengths, and then be ready to tailor these traits.

Tool No. 2: Keirsey Temperament Sorter.

This is a widely used system that corporations around the world use to

better understand their employees. Individuals also can take the “test” to see how they work best with others. Visit www.keirsey.com, click on “About the KTS-II” and click on “Take the KTS-II.” Be honest with the test. You are the only one who will see the results.

Tool No. 3: Myers Briggs Type Indicator.

This is a similar system that has

Do you have the crew tools to succeed?Intangibles such as resilience combine well with the Seaman’s Discharge Book and the MCA Yacht Training Record Book.

COPYRIGHT JOHN QUINN; IMAGE FROM BIGSTOCKPHOTO.COM

See TOOLS, page C12

Culinary Waves

Mary Beth Lawton Johnson

C� September 2009 www.the-triton.com The Triton NETWORKING LAST MONTH: Ward’s Marine Electric

About 300 captains, crew and industry pros joined us at Ward’s Marine Electric in Ft. Lauderdale on the first Wednesday of August, a pretty

good turn out for this time of year, if we do say so ourselves. Captains and engineers said they were impressed by the place and surprised at all the company can do. Join us in September for more networking. See pages C3 and C4 for details. PHOTOS/CAPT. TOM SERIO

The Triton www.the-triton.com September 2009 C�

The first Wednesday of September, join The Triton for networking at Secure Chain & Anchor, right across the street from The Triton in Ft. Lauderdale (10 S.W. 23rd St., one block north of State Road 84, a half block west of Andrews Avenue).

We meet the first Wednesday of every month for casual networking from 6-8 p.m. There will be good music, nice food and beverages, along with tours of the warehouse and offices where Secure handles all things anchor.

Until then, read more about the company from Todd Loar, part of the team at Secure Chain & Anchor.

Q. To start, please tell us about

Secure Chain & Anchor.The founders started the company

about 10 years ago as a distributor for chain and quickly expanded into the anchor part of the industry.

They began to specialize in the yachting market when they discovered that there weren’t other companies that were as hands-on with their clients as they wanted to be.

We work with agents and chandlers, the yard and surveyors, as well as the master to identify their problems, survey their needs and provide the right material to meet all the yacht’s requirements for chains and anchors.

And we don’t walk away from a boat. We’re always here to help a yacht on anything that has to do with their anchors or chains.

Q. So what is it that you do? Do you actually make the anchors and chains, or are you a distributor?

We are a distributor of chains and swivels from various manufacturers around the world. We supply all sizes of anchor chains.

As for the anchors, we do make our own right here in Ft. Lauderdale out of galvanized or stainless steel, and to ABS standards. We’ve built a reputation for doing solid custom work.

Q. So what can you do for yachts?

Outfit just new builds or do your repair/replace old stuff? Do anchors and chains ever really wear out?

We repair windlasses, survey and suggest new equipment to replace old equipment, and we remove and dispose of the old and install the new equipment. We pick up and deliver anchors and chains.

Anchors don’t really wear out, but they break, they get lost, they get rusty, they bend. We fix all those problems.

We remove the damaged anchor, bring it to our shop, cut the bent or broken blades off and put new ones on.

We are very service oriented. We’re all boaters and sailors, so we’ve broken a few knuckles on boats. We know the consequences of doing something wrong.

Q. What’s the biggest problem you see on yachts when it comes to anchors and chains?

The mismatch of equipment. The yacht might have the right chain but the wrong swivel and that becomes a weak link.

A few months ago, we got a call from a captain who was complaining because the anchor chains would wiggle in 10 knots of wind. Well, the chain was too small for the yacht and the anchors it was holding. So we went

in and fixed that. It’s just experience. No one means

to put the wrong equipment on a boat, but an anchor chain and anchor are important pieces of equipment and should be sited by someone who knows what they are doing.

Q. Do you simply ship anchors and chain to people who order them or is your installation part of the deal?

We don’t just provide anchors. We ask a lot of questions so that the equipment we ship will work. The last thing we want is to ship some equipment and the captain says it doesn’t fit, take it back.

Anchors aren’t cheap, so we’ll go to the boat and measure what they need. We pattern a custom anchor for their needs and build it to order.

We didn’t always do that, but all our procedures come from experience. We’ve learned how to do this job really well.

Q. I’ve seen a bunch of RIBs in your warehouse. Tell us about that part of your business.

I joined the company about three years ago and I have about 10 years of inflatable boat repair experience. So last year, the company decided to open a repair division for inflatables. We service all brands, and even fenders.

NETWORKING THIS MONTH: Secure Chain

Anchors and chains and RIBS, oh my! Secure can do all thatNetworking at Secure Chain and Anchor in Ft. Lauderdale reveals lots of hidden talents in decade-old business.

Loar

C� September 2009 www.the-triton.com The Triton

Over the past year, the folks at Roscioli Yachting Center have hosted several events to showcase the new covered sheds and office building in its expansion. On Sept. 23, it’s our turn to see it up close.

On that fourth Wednesday in September, join us for The Triton’s third

annual poker run. (See more details on page B21.) The run will end at RYC for networking from 6-8 p.m. In the meantime, learn more about the yard from its founder, Bob Roscioli.

Q. Please tell us about Roscioli Yachting Center.

I started the foundation for Roscioli Yachting Center (RYC) over 46 years ago. In a brief time, I developed a talent for painting yachts. I was able to combine that with a strong work ethic that enabled me to become recognized as a master in the industry.

In the early 1980s I had the chance to purchase Admiralty Marine (a bankrupt shipyard and the current site of RYC) and started building my dream of a full-service shipyard.

We have well-trained craftsmen in all the marine disciplines from electrical and propulsion services to carpentry and fabrication and everything in between. We also have a list of approved professional vendors who supply our customers’ needs on a regular basis.

Q. The expansion that opened last fall had been a long time coming, hadn’t it?

They say that the best things in life are worth waiting for and yes, this project was a long time in the works. It took us more than 12 years to work through the permitting process.

But in the end, all the parties came away winners. The county and the town of Davie got more than an acre of protected wetlands, the neighborhood got a beautiful facility, and the industry got a state-of-the-art shipyard capable of handling boats to 150 feet, right here in our own community.

Q. It was probably the worst time to open, considering the economic situation that followed. How has business been this summer?

Yes, the slowdown has been difficult for all of us in the business as many of our clients have put off projects due to the economic uncertainty we’re all experiencing.

Typically, summers are slow for all the yards in South Florida, but that, coupled with the insurance changes

affecting many of our customers’ ability to stay in Florida for the summer, has made things even slower this year.

The one thing that I have always lived by is that only the strong will survive. RYC is well positioned to continue through this difficult time and is prepared to become even stronger as things improve.

Q. The expansion did more than just create more room for yachts. Tell us about the other amenities you added.

Yachting is more than just a business; it is a lifestyle. So when we designed this shipyard, we developed amenities that not only fit with but enhanced that unique lifestyle for both our owners and crew.

These amenities include covered sheds complete with private heads, a laundry facility, showers and steam room, full-service conference rooms for meetings and seminars, a gym, a captain’s lounge, and a commissary kitchen with breakfast and lunch available on-site for crew and guests. Whew. No other shipyard in the area offers these services to their customers.

Q. Tell us something about running a shipyard that captains and crew don’t know but should.

The hardest thing about running a shipyard that the captains and crew might not realize is the delicate balancing act we face daily to provide for the safety and security of our crew and guests coupled with the restrictions we face running our own business. We often have to enforce rules that might seem heavy-handed to crew and owners alike, but are there to protect them and us. In the end, our main objective is to ensure quality work for all our customers.

Q. What does the future hold for Roscioli Yachting Center?

The one thing that you can expect from us, now and in the future, is that we always look to improve how and what we deliver to our customers. We are working to continue the expansion project of the facility that will include an advanced full-service training facility for industry professionals. We’re expanding our presence within the industry by creating a bi-monthly networking event called the Yachting Link for captains and industry professionals to enable everyone the opportunity to do more business. We’re also increasing our ability to host meetings, seminars and full-service catering through Galley Catering and Yacht Provisions.

We would love to give a tour to anyone who hasn’t been able to visit our shipyard. I invite them to call me directly at 954-581-9200.

Shipyards, too, are more than a business; RYC creates a lifestyle

NETWORKING THIS MONTH: Roscioli Yachting Center

Roscioli


Air Conditioning Refits Sales/ServiceIce Machines

Custom Refrigeration Indoor Air Quality

Air Conditioning & Refrigeration

Dade 305.635.2062

Broward 954.727.1674

Palm Beach 561.340.3400E-mail:[email protected]

Celebrating

Serving the South Florida Yachting industry since 1989

By Lucy Chabot Reed

Standing in his new pizza restaurant on Southeast 17th Street in Ft. Lauderdale, former Mate Fabio Cracco is home again – sort of.

Everything in Trattoria Pizzeria Panaretto is modeled after the pizzeria he opened when he was 19 in Valdagno, near Venice. The tables with the ceramic tiles in the center are the same. The chairs are the same. The plant-lined shelf above the windows is the same. And the framed photos of old Valdagno, the same.

“If you blink your eyes, you are in Italy,” Cracco said, his voice still heavy with his native tongue.

The only thing that’s different is the brick around the pizza oven. The oven itself, though, was imported from Italy.

“When I was 19, I opened this restaurant in Italy,” he said. “I only made two [kinds of] pizzas there.”

In Ft. Lauderdale, there are 26 pizzas on his menu, not to mention the ability to make whatever combination a customer wants, plus appetizers, salads, pasta dishes, and three delicious homemade desserts. [In the interest of full disclosure, the author dined at Panaretto and Cracco would not accept payment.]

Cracco said his town has the world’s most pizzerias so it is no surprise that it is his profession. He tried to franchise his pizzeria in Italy, but the people there were not ready for such a concept, he said. Pizzerias were as unique as the pizzaioli.

So he left Italy (keeping his pizzeria

there) and opened one in St. Maarten. Six months later, though, a hurricane blew it away.

“A parking lot is where my pizzeria used to be,” he said.

Friends and customers in St. Maarten got him a deckhand position and he would work on yachts for 11 years.

During his travels, he never stopped scouting out a new location for his next pizzeria. He searched the world for a new place to open a pizzeria, Brazil, Costa Rica, Venezuela. Eventually, he decided on Ft. Lauderdale.

“They are all beautiful, but they are not safe, secure like here,” he said.

Two years ago, he watched as a sandwich stop opened in what he thought was the perfect place for him. When he returned to Ft. Lauderdale earlier this year and saw the For Rent sign in the window, he didn’t have to look any farther.

Chalk it up to good timing, but he was at a point in his yachting career, having worked up from deckhand to first mate, that he had to make a choice: continue on, get his licenses, become a captain and make yachting his career, or come ashore and revive his real passion.

“In yachting, you give a lot, but you get a lot,” he said, standing in his new restaurant, his apron still gleaming white. “It was the best time of my life, but I have an old-style mentality. I love family, and my garden. I needed to have that.”

Now he’s back to getting his hands dirty in a whole different way.

“It’s the only thing I know and like to make.”

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected].

Pizzeria entrepreneur steps off yachts and back into his future

The only part of Cracco’s Ft. Lauderdale restaurant that’s different from back home is the brick around the oven. (The oven, of course, came from Italy.) PHOTO/DORIE COX

CREW NEWS

Cracco


Fish is definitely good food. It is a lean source of muscle-building protein and even fatty fish provides beneficial omega-3-fatty acids. Many types of fish

also provide an important source of B vitamins and vitamins A, D and E, as well as minerals such as zinc (especially oysters), selenium, iodine and calcium (canned sardines and salmon with bones).

Fish as a food has also made the news in negative ways. Heavy metals such as mercury have found their way into fish. Safety issues have surrounded eating raw fish and fish caught in areas like the Caribbean where ciguatera is present.

Fear not. There are ways to have your fish and good health, too.

While most fish has little fat, species such as mackerel, lake trout, herring, sardines, albacore tuna and salmon are rich in omega-3-fatty acids.

These fats benefit heart health in healthy people as well as those at high risk or who have cardiovascular disease. The American Heart Association recommends eating fish, and particularly fatty fish, at least two times a week.

There’s an old wives tale that fish is brain food because eating it makes you smarter. Well, this fable may indeed be fact. According to a study conducted for the Rush Institute for Healthy Aging, people who ate at least one meal of fish a week where significantly less likely to develop Alzheimer’s disease than those who didn’t.

There’s a myth that fish, especially shellfish, is rich in cholesterol. In actuality, shellfish is no higher in cholesterol than a skinless breast of chicken or lean beef. The exception, however, is shrimp. Shrimp contains 195 milligrams of cholesterol per 3 1/2-ounce serving. The Dietary Guidelines for Americans recommend eating no more than 300 milligrams of cholesterol per day.

Mercury from industrial pollution can fall from the air and accumulate in oceans where it turns into methylmercury in the water. Fish absorb the methylmercury as they feed.

Nearly all fish and shellfish contain traces of methylmercury, however, it is larger fish that have lived longer that have the highest levels of methylmercury.

Symptoms of mercury poisoning include numbness or itching in the hands, a pink discoloration in the cheeks and fingertips, and swelling. Excessive sweating, faster than normal

heart beat and high blood pressure are other symptoms. Too much mercury can present a special danger to pregnant women and young children.

To enjoy fish and avoid too much mercury, the Food and Drug Administration and Environmental Protection Agency suggest three tips. First, don’t eat shark, swordfish, king mackerel or tilefish because they contain high levels of mercury. Second, eat up to 12 ounces of fish a week to get the health benefits, but choose low mercury types such as shrimp, canned light tuna, salmon, pollock and catfish. Finally, check local advisories about the safety of fish caught in your area if you’re eating catch from local fishermen.

A few organizations offer seafood guides to help consumers select fish that are safest to eat from both a human health and an ocean’s health perspective. Check out the ones from the Monterey Bay Aquarium (www.montereybayaquarium.org) and the Environmental Defense Fund (www.edf.org).

Sushi and ceviche are definitely popular these days. According to the American Dietetic Association’s Complete Food and Nutrition Guide, buying very fresh, very high quality, sushi grade fish from the fish market for eating at home or from a restaurant should assure a safe raw or marinated fish dish.

If you have a health condition such as HIV, diabetes, inflammatory bowel disease or kidney disease, or are pregnant, it’s best to steer clear and eat your fish well cooked.

There is a different type of fish poisoning found in the Caribbean called ciguatera. Ciguatera is a neurological toxin that comes from an organism that attaches itself to algae around tropical coral reefs. The toxin is frequently found in larger fish since it passes up the food chain.

Symptoms of ciguatera poisoning include nausea, a tingling sensation all over, and the inability to differentiate hot from cold. In the old days, consumers tested for ciguatera by setting the fish out on a board to see if flies buzzed around or by putting a piece of sweet potato in the fish pot to see if it turned black.

The problem is that these methods are not foolproof, and no mode – cooking, freezing or drying – can destroy the toxin. Instead, avoid these problems in the tropics by choosing deep-water fish such as wahoo, tuna and dolphin.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at [email protected].

Nearly all fish and shellfish contain traces of mercury

NUTRITION: Take It In

Take IT In

Carol Bareuther


As with table wines, the proper service of champagne and dessert wines enhances their enjoyment. The temperature at which these wines are

stored and served is important. Glassware, too, makes a difference and is an important consideration.

Champagne does not necessarily benefit from aging. It is mature and can be enjoyed right

after it is produced. Stored properly, it may be kept for several years at a cool, constant temperature and not exposed to light. It should be stored horizontally to keep the cork moist and retain its

elasticity. This keeps the gas in and the air out.

Champagne is served cold, at about 38-43 degrees F (7 degrees C), to fully appreciate its bouquet and taste. Chill an unopened bottle in a bucket of one-half ice and one-half water for 20-30 minutes, or refrigerate it for 3-4 hours.

To open a bottle of champagne or sparkling wine, remove the metal foil covering the cork. Twist the metal loop to the left and remove the muzzle, holding the bottle firmly by the neck with your thumb over the cork.

Hold the bottle at a 45-degree angle to transfer pressure away from the cork and direct it to the sides of the bottle. There is about 70 pounds per square inch of pressure behind the cork, so always point the bottle away from guests and any breakable items.

Cover the bottle with a napkin and

gently turn the bottle in one direction. Turn the bottle and not the cork. The cork should not pop; you lose bubbles when you pop the cork. It should come off with a quiet sigh.

Before pouring, wipe the neck with a clean cloth. To pour, hold the base firmly in one hand with the thumb in the punt of the bottle and the fingers spread out along the barrel of the bottle.

Pour an inch or so into each glass. Allow the froth to settle, then go around and fill to about two-thirds full.

A bottle of champagne need not be consumed in one sitting. If it is properly closed with a champagne stopper and refrigerated, it can be kept for several days.

Champagne glasses come in various shapes. Long-stemmed flutes or tulip glasses are designed to enhance the flow of bubbles to the crown of the glass and concentrate the aromas of the wine. When drinking from these glasses, tilt the head back and let the champagne flow over the tongue.

Saucer, sherbert and coupe glasses have wide, shallow bowls. They are not the best choice for experiencing champagne because they do not concentrate the bouquet and the bubbles disperse too quickly. To drink from these glasses, you must bend your head over the glass and this disrupts the flow of liquid over the tongue.

Dessert wines get special care, tooThere are special considerations for

dessert wines as well. The first thing to know is that dessert wines fall into two categories:

Fortified wines, including port from Portugal, port-style wines from other regions, sherry and Madeira, have spirits (usually brandy) added after fermentation to raise the alcohol content and sweetness.

Unfortified dessert wines, such as ice wines and Sauternes, derive their higher alcohol content and sweetness from the not-yet-fermented juice being concentrated through various methods.

Among fortified wines, port is probably the best known. It comes

in several styles. Ruby port is the youngest, most tannic and most fruit-forward. Tawny port is exposed to air as it ages in oak barrels, which gives it a darker color and a toasted-nut taste.

Vintage port is rare, expensive, and must be matured in the bottle for at least 10 years. Vintages are declared only two or three times a decade. This drives up the price for this heavy, complex wine.

Fortifed wines are served at room temperature or slightly chilled. The traditional port glass is slightly smaller than a standard white wine glass, holding 5 or 6 ounces. Because port is a fortified wine with an alcohol content of 19-20 percent, servings of just 2-3 ounces are standard.

Ice-wine (or Eiswein) grapes are normally frozen on the vine. When they are pressed, ice crystals remain in the grapes and produce a sweet, syrupy wine.

Sauternes, which refers both to the golden wine and the French appellation it comes from, gets its flavor and sweetness from a fungus and can command prices of up to hundreds of dollars.

Botrytis cinerea, or “noble rot”, withers the grapes on the vine, resulting in an intensely sweet wine with a honeyed-taste.

Purists insist that dessert wines are dessert, but many people like to combine them with dishes that bring out their nuances. A dessert wine should be as sweet as the dish it accompanies and match the flavor.

Serve the wine in 2-3 ounce portions to keep it from being overwhelming. Ice wine and Sauternes consist of highly concentrated grape juice and are best served very cold.

Alene Keenan has been a megayacht stewardess for 17 years. She is the founder of Stewardess Solutions, which offers training and consulting for stewardesses to improve their jobs and careers. Contact her through www.stewardesssolutions.com. Comments on this column are welcome at [email protected].

STew CueS

Alene KeenAn

Popping a champagne cork loses bubbles; let it out with a sighINTERIOR: Stew Cues


Welcome aboard photo enthusiasts. This is the sixth installment covering camera specifications you can find on such Web sites as dpreview.com. Could

it be the last?My opinion,

biased as it may be, is that I have passed on some really great information to assist you with your cameras and photography using this specifications forum.

Before moving on, I ended the last article with a question: Even though the specifications state no external flash, it is still possible to use one. How?

The lucky winner was going to win a brand new Cobalt. Unfortunately, no one won. Here’s the answer.

One flash can trigger another with the use of a light-sensitive diode called a slave. So you can have an external flash, that is, one that is separate, not attached and independent of your camera, with a slave attached and set it off instantaneously with your built-in camera flash so you output a lot more light.

Most of the camera manufacturers also make independent flash units that are far more powerful than the ones built into a compact camera. Metz, Vivitar and others also make great flash units, with good power or Guide Number.

Using a compact camera flash to set off a larger flash may not always work or otherwise may require some testing on your part to see if it does. Before teaching a class last month, I experimented with my pocket Leica. I could get the camera flash to set off the external flash, but not sync properly with it … meaning the light from the external was not seen (or useful) in the exposure.

I first contacted Leica’s tech support, but the technician didn’t know, and beyond that expressed no interest. I often find myself knowing more than tech people about their photography equipment, and that’s because of having an interest and a real need.

In any case, I finally figured out I could get the flashes to sync, giving me dramatically better night exposures, when the camera was set to Aperture Priority (or full Auto). It also occurred on the second flash, which may be related to flash duration between the first flash and second following (after the ready indicator goes on).

Oh my, what is this guy (me) talking about? Yes, I am straying from basic information and immediate operations. And if you want to discuss this more, drop me an e-mail.

Nevertheless, this discussion

exemplifies that there are many ways to expand your knowledge of photography, and many avenues that are challenging and fun to explore.

Now back to the list.For continuity I continue to use the

randomly chosen Lumix DMC-FX150 camera manufactured by Panasonic. We ended on external flash the last go around, and move on to:

Flash modes: Auto, Red-Eye Auto, On, Red-Eye On, Red-Eye Slow Sync, Off

These are settings you can and should select, and they can be found with most pocket cameras by pressing a button the looks like a lightning bolt.

Many of you may be happy with Auto. My camera has Auto, Red-eye auto, and Forced Flash On. The latter is what I leave it on, and it equates to the On for Lumix. It means whenever I raise the flash (by pressing a little button), it will fire whenever I press the shutter. In other words, I control when I want to use it.

In addition to Auto, this Lumix has a) Red-Eye Auto, meaning the camera can recognize when you are photographing people and when it’s dark, so it automatically turns on and activates the flash and the red-eye (reduction), b) On, meaning the flash is on when you press the shutter, c) Red-Eye On, meaning day or night, whenever you press the shutter the flash goes off and uses red-eye (reduction), d) Red-Eye Slow Sync, meaning you get flash with red-eye (reduction) at a slow shutter speed, and e) Off.

Red-eye is the result of flash being too close to the parallax of the lens, an expected problem with compact cameras, causing the reflection from blood vessels in eyes back to the lens and onto your shot.

To help prevent this, the camera puts out a pre-flash burst of light (if you put it ‘on’), that narrows the pupil (normally large at night) to reduce the effect when the actual flash goes off. A shift of the subject’s look or moving closer to the subject may also help.

The red-eye slow sync works to allow exposure long enough to see some background, while the flash exposes and freezes the movement of the subjects/and your hand. In night photography, especially of people outside, the location background is often boringly black, so this setting is handy in showing the surroundings.

Got to go for now. E-mail any photography questions you have. In the meantime I’ll take permission to go ashore.

James Schot has been a professional photographer for 30 years and owns James Schot Gallery and Photo Studio. Comments on this column are welcome at [email protected].

PhoTo exPoSé

James sChot

Science of flash options reveals complexity of light, a vast topic

PHOTOGRAPHY: Photo Exposé

C10 September 2009 www.the-triton.com The Triton

Statistics/graphics by Lawrence Hollyfield

If you aren’t planning work this fall, when is your next yard period planned?

In 3-6 months – 31.0%

In 6-9 months – 24.1%

In 9-12 months – 31.0%

In more than 12 months – 13.8%

Regular annual maintenance – 71.7%

Short-term refit (up to a couple months) – 22.2%

If you will be getting work done this fall, why?Long-term refit (up to a year) – 3.0%

Major refit/rebuild/new build (more than a year) – 3.0%

Yes – 52.5%No – 47.5%

Are these plans different from what you did last year?

South Florida – 59.5%

Other U.S. location – 8.6%

Other Caribbean location– 7.8%

Where are you getting the work done?

Other European location– 7.8%

Other Florida location – 6.0%

Pacific NW – 3.4%

Asia – 2.6%

Australia/N.Z. – 1.7%

San Diego – 1.7%

Barcelona/ Palma – 0.9%

Why did you choose this location? (choose all that apply)

67

Existing relationship

Vendorease

Service Cost

4442 40

2319

1

Owner preference

Other U.S. customs/immigration

because there is other work around.”“We moved our yard period up to

take advantage of existing economic conditions,” a captain said. “We completed a haul-out and a few minor items. We will return after our summer trip to complete two major items over this winter before going on to Europe next summer.”

That doesn’t necessarily mean yachts aren’t being worked on this fall. Two years ago, just 11 percent of respondents reported that they were doing their fall maintenance, just not in a shipyard.

That number is nearly triple this year, with nearly 30 percent handling their maintenance at the dock.

“The owner is trying to avoid the spending during a yard period,” a captain wrote in. “Do what we need to keep systems fully functional but complete the work legally at the marina.”

“We, like many vessels, only haul-out every other year,” one captain explained. “Accordingly, we use these years for heavier work. Work required in subsequent years can typically be handled by crew and a few outside contractors, given the vessel has the time and place to berth for a month or so.”

Two years ago, just 8 percent of respondents were skipping their fall yard period. This time, that number is double.

“We have stretched our yard interval to 30 months,” one captain said.

One caveat: This shipyard survey

published in the November 2007 issue had 34 respondents, compared with this year’s 120. And in an effort to compare the statistics anyway, we asked the same questions, even though there might have been other, more probing questions.

If you will be getting work done this fall, why?

Nearly three-quarters of captains this year said they are doing routine maintenance this fall, compared to half in 2007. And nearly the rest were in for short-term refits of up to a couple months, about the same as last time.

What’s different this year is that a lower percentage is getting ready for a long-term refit of up to a year (3 percent this time vs. 15 percent last time). About 3 percent of captains in each survey said

they were taking the yacht in for a major refit/rebuild stretching more than a year.

If you aren’t planning work this fall,

when is your next yard period planned?About the same amount of captains in

both surveys (30 percent) expected to be

in the yard within the next six months.But here’s the kicker:Are these plans different from what you

did last year? 52.5 percent said yes; 47.5 percent said no.

“No cutbacks on required or recommended work,” one captain wrote. “Safety and mechanical issues move forward as before, no cutbacks. Optional, upgrade-type items are less likely to happen.”

“We normally do the bottom every year; now it will be every two years,” a captain said.

“Over the past two winters, we did heavy maintenance and refit,” a captain said. “Therefore this coming winter will be routine maintenance with a short yard period. In our case, the economy did not

factor into our schedule.”Where are you getting the work done?This was a big part of our survey two

years ago. This time, a smaller percentage are staying in South Florida (59.5 percent this year vs. 65 percent two years ago), with about the same smattering of percentages in other places, including Palma, other parts of Europe and Asia.

“Some of the best marine workers in the world are in South Florida,” one captain said. “The availability of finding parts and supplies is the best.”

“It’s nice to see the service improve in Ft. Lauderdale as the economy declines,” another captain said. “Now we just need some price reductions.”

One mistake in our questioning was that we failed to ask about other U.S.

locations outside Florida, San Diego and the Pacific Northwest. Still, 8.6 percent of captains this year wrote in to tell us there were headed to yards in the mid-Atlantic region and in New England.

“I’m going to a yard in the mid-Atlantic United States,” a captain wrote. “It’s 30 percent cheaper than in Florida.”

“We will be looking at Savannah and Jacksonville as possible yard locations this year due to the devalued U.S. dollar,” a captain said.

“We’re staying out of Florida for sales tax reasons,” one captain said of his decision to go to Thunderbolt Marine outside of Savannah.

In our survey two years ago, fewer

Maintenance at dock – instead of yard – has nearly tripled since 2007, jumping from 11 percent to almost 30SURVEY, from page C1


Spring is the best time to apply anti-foul before the summer larval release.

Providing the money is there and

the ship is laid-up, include repairs of different systems as long as they don’t interfere with the main reason for the lay up. Stay on top of things, both by phone and actually visiting the worksite.

Inquire about the name brands of the materials used in the repair or

installation. Also, you may inquire as to who will actually be involved in the repair, in house or contracted out.

Yard periods go so much smoother when a rigid plan is organized and not added to during the yard period. Put those items on the next yard period. Begin the day early and end it late. Keep your cool and get out of there ahead of schedule. Add 25 percent to your budget.

A little yard advice:

TRITON SURVEY: Heading to the yard

The Triton www.the-triton.com September 2009 C11

Statistics/graphics by Lawrence Hollyfield

If you aren’t planning work this fall, when is your next yard period planned?

In 3-6 months – 31.0%

In 6-9 months – 24.1%

In 9-12 months – 31.0%

In more than 12 months – 13.8%

Regular annual maintenance – 71.7%

Short-term refit (up to a couple months) – 22.2%

If you will be getting work done this fall, why?Long-term refit (up to a year) – 3.0%

Major refit/rebuild/new build (more than a year) – 3.0%

Yes – 52.5%No – 47.5%

Are these plans different from what you did last year?

South Florida – 59.5%

Other U.S. location – 8.6%

Other Caribbean location– 7.8%

Where are you getting the work done?

Other European location– 7.8%

Other Florida location – 6.0%

Pacific NW – 3.4%

Asia – 2.6%

Australia/N.Z. – 1.7%

San Diego – 1.7%

Barcelona/ Palma – 0.9%


67

Existing relationship

Vendorease

Service Cost

4442 40

2319

1

Owner preference

Other U.S. customs/immigration

because there is other work around.”“We moved our yard period up to

take advantage of existing economic conditions,” a captain said. “We completed a haul-out and a few minor items. We will return after our summer trip to complete two major items over this winter before going on to Europe next summer.”

That doesn’t necessarily mean yachts aren’t being worked on this fall. Two years ago, just 11 percent of respondents reported that they were doing their fall maintenance, just not in a shipyard.

That number is nearly triple this year, with nearly 30 percent handling their maintenance at the dock.

“The owner is trying to avoid the spending during a yard period,” a captain wrote in. “Do what we need to keep systems fully functional but complete the work legally at the marina.”

“We, like many vessels, only haul-out every other year,” one captain explained. “Accordingly, we use these years for heavier work. Work required in subsequent years can typically be handled by crew and a few outside contractors, given the vessel has the time and place to berth for a month or so.”

Two years ago, just 8 percent of respondents were skipping their fall yard period. This time, that number is double.

“We have stretched our yard interval to 30 months,” one captain said.

One caveat: This shipyard survey

published in the November 2007 issue had 34 respondents, compared with this year’s 120. And in an effort to compare the statistics anyway, we asked the same questions, even though there might have been other, more probing questions.

If you will be getting work done this fall, why?

Nearly three-quarters of captains this year said they are doing routine maintenance this fall, compared to half in 2007. And nearly the rest were in for short-term refits of up to a couple months, about the same as last time.

What’s different this year is that a lower percentage is getting ready for a long-term refit of up to a year (3 percent this time vs. 15 percent last time). About 3 percent of captains in each survey said

they were taking the yacht in for a major refit/rebuild stretching more than a year.

If you aren’t planning work this fall,

when is your next yard period planned?About the same amount of captains in

both surveys (30 percent) expected to be

in the yard within the next six months.But here’s the kicker:Are these plans different from what you

did last year? 52.5 percent said yes; 47.5 percent said no.

“No cutbacks on required or recommended work,” one captain wrote. “Safety and mechanical issues move forward as before, no cutbacks. Optional, upgrade-type items are less likely to happen.”

“We normally do the bottom every year; now it will be every two years,” a captain said.

“Over the past two winters, we did heavy maintenance and refit,” a captain said. “Therefore this coming winter will be routine maintenance with a short yard period. In our case, the economy did not

factor into our schedule.”Where are you getting the work done?This was a big part of our survey two

years ago. This time, a smaller percentage are staying in South Florida (59.5 percent this year vs. 65 percent two years ago), with about the same smattering of percentages in other places, including Palma, other parts of Europe and Asia.

“Some of the best marine workers in the world are in South Florida,” one captain said. “The availability of finding parts and supplies is the best.”

“It’s nice to see the service improve in Ft. Lauderdale as the economy declines,” another captain said. “Now we just need some price reductions.”

One mistake in our questioning was that we failed to ask about other U.S.

locations outside Florida, San Diego and the Pacific Northwest. Still, 8.6 percent of captains this year wrote in to tell us there were headed to yards in the mid-Atlantic region and in New England.

“I’m going to a yard in the mid-Atlantic United States,” a captain wrote. “It’s 30 percent cheaper than in Florida.”

“We will be looking at Savannah and Jacksonville as possible yard locations this year due to the devalued U.S. dollar,” a captain said.

“We’re staying out of Florida for sales tax reasons,” one captain said of his decision to go to Thunderbolt Marine outside of Savannah.

In our survey two years ago, fewer

Maintenance at dock – instead of yard – has nearly tripled since 2007, jumping from 11 percent to almost 30SURVEY, from page C1


Spring is the best time to apply anti-foul before the summer larval release.

Providing the money is there and

the ship is laid-up, include repairs of different systems as long as they don’t interfere with the main reason for the lay up. Stay on top of things, both by phone and actually visiting the worksite.

Inquire about the name brands of the materials used in the repair or

installation. Also, you may inquire as to who will actually be involved in the repair, in house or contracted out.

Yard periods go so much smoother when a rigid plan is organized and not added to during the yard period. Put those items on the next yard period. Begin the day early and end it late. Keep your cool and get out of there ahead of schedule. Add 25 percent to your budget.

A little yard advice:

TRITON SURVEY: Heading to the yard

C1� September 2009 www.the-triton.com The Triton

than 6 percent named those yards.“Yacht yards in Ft. Lauderdale

charge more and are inferior to other non-yacht specific yards,” one captain wrote in, explaining why he’s taking the yacht to a mostly commercial yard in another part of Florida.


One interesting result was why captains chose a particular yard. Two years ago, the predominant reason was that it was convent for vendors working on the yacht. This time, existing relationships were the primary reason,

so noted by 67 of the 120 captains. Two years ago, the relationship was the fourth most-selected reason.

“Same boat nine years; same yard 26 years,” one captain wrote.

Convenience to vendors – the leader last time – was second this year, with 44 captains choosing this reason.

Cost stayed in the middle of the pile. And again, only one captain said he was avoiding the United States because of U.S. customs or immigration issues.

One of the reasons we neglected to include was convenience to the captain and crew’s home and family. Five captains wrote that option in this year.

And three captains noted they were visiting the builder’s yard for refit and warranty work.

In the final analysis, boats need constant maintenance, and the economy has played a part with many of them. Still, work needs to be done.

“I have been pining for a paint job,” one captain said. “The kicker that made it happen was when I told the boss that I could possibly negotiate a better price, and that it would keep a team of workers employed for a few months. That put us into the go-for-it category.”

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

helped hundreds of thousands in the workforce better understand their personal style. Get details at www.myersbriggs.org. Be honest during the test. Your self-evaluation will help you understand the type of people and team for which you are best suited.

So as you proceed in your job search, start by gathering as much information as possible on this industry, the boat you are about to interview with (they are not all the same) and the purpose, program or application of the boat, such as charter versus private, local versus ocean crosser.

Research each prospective employer as thoroughly as you can, too. Most job seekers do not do this. The more you know about the owner, the captain, the crew and the boat, the more you can customize your resume and cover letter to address this particular job.

The object is to put your skills in perspective to what the owner/captain is looking for onboard.

Tool No. 4: Know why the skills you might have built in other industries will work here in the yachting industry.

Most people are really bad at explaining why an employer should hire them when they have no experience in the field they’re trying to enter. If you are trying to change fields or industries, the burden is on you to spell out exactly

why you’d be the right fit. Don’t expect the employer to figure it out. That’s your job.

Point out that you were trusted with access to sensitive, confidential information, whether you worked in a medical office or with a computer security firm. Your yachting job may have similar responsibilities that require that kind of trustworthiness.

Highlight accomplishments that made a real difference, such as the time you developed and ran a new training program or revamped a former employer’s hiring practices.

Tool No. 5: Communication.You have to be able to express

yourself and listen very well to have a successful yachting experience. It’s not only about taking instruction and following orders, but also sharing workloads with your shipmates, stepping in to help even when no one asks, and being able to delegate so that the outcome is what you expect.

All this is about communication. Practice expressing your needs and desires with friends and family. Do they understand what you meant to say? Practice listening. It’s not an easy skill.

Most resumés are loaded with vague catchphrases that don’t tell an employer anything. If I read on one more resume that someone has “excellent communications skills,” I’m going to scream. Be specific, or take

it off. Better yet, make notes about your skills and bring them up in the interview when the interviewer asks “Why should I hire you?”

I once had an applicant who had just come out of the military and was an expert sniper. Putting that on a yachting resume doesn’t mean much. We don’t need snipers on yachts.

Instead, the person should point out he has a lot of patience, great attention to detail, is incredibly focused, is not limited in what he would do in the line of work, understands hierarchy and the chain of command, can take orders, can work alone, is willing to travel, etc.

All the skills of a sniper are suddenly very attractive to a yacht employer when spelled out in the right format.

Tool No. 6: Seaman’s Discharge Book. Once you have a job, download the

form from the flag state Web site and start to fill it out. It will be the place to track accomplishments and onboard service. It makes you a recognized member of the marine industry.

Tool No. 7: MCA Yacht Training Record Book.

This can be downloaded from the MCA Web site or picked up at Bluewater Books and Charts. This tool is for all members of the yacht team, not just for officers-to-be. Read it and start filling it in. Take it with you and work from it. Shoot for a yacht rating on your book as a goal for your first six

months of employment on yachts.This is the definitive place for

skills to be acknowledged. It outlines essential tasks you must be able to execute and be proficient in. When you come to a skill you don’t have, ask for direction. Ask your supervisor onboard to teach you. If he/she doesn’t or can’t, move up the chain of command until you find someone who can teach you.

Tool No. 8: Interviews.The more interviews you go through,

the better you get at it. I still go to job interviews when I know I won’t get – or necessarily want – the job, just to have the experience and gain more knowledge. Just the opportunity to spend time with the people who are the movers and shakers of this industry is time spent in class.

Review yourself before and after each interview. Be critical and create positive critiques of each meeting. And know up front that you may have to go on numerous interviews before you find the right match.

You have nothing to lose by going to more interviews. You do have a career to gain. Good luck and go prepared.

Capt. Herb Magney has been a yacht captain for more than 10 years and a member of the marine industry for several decades. Comments on this story are welcome at editorial@ the-triton.com.

TOOLS, from page C1

Know which skills you have that transfer to yachting industry

SURVEY, from page C11

Existing relationships trump cost when captains choose a yard

FROM THE CAREER FRONT: Crew toolbox

The Triton www.the-triton.com September 2009 C1�

Do you have 30 minutes, a pair of sneakers and some workout attire? If you do, then you have no excuse to get out of this workout. No need for the

dumbbells, bands or jump ropes. We will use our own bodyweight for this month’s circuit.

It is amazing what an intense session we can have using no equipment at all. We will start with our warm up, which will be the

first 3 minutes, and then get right into the circuit. Once you complete the circuit, take a 30 second rest and start again from the first exercise. Complete the circuit three times.

Beginners, take it easy and focus on your form. Intermediate to advanced circuit followers, take it up a notch. You should be fitting in a high number of repetitions for each and every exercise.

Warm up:Jog in place 1 minuteHigh Knees 30 secondsButt Kicks 30 secondsJog in place 1 minuteThe Bodyweight Circuit:

1. Around-the-world kicks (90 seconds)

Start with feet slightly closer then hip width apart, toes pointed forward. Hold hands in front in a “ready position” as if you are in a boxing match. Starting with the right leg, and performing a quarter squat before each kick, go “around the world” with a front kick, side kick to the right and then a back kick. After 45 seconds, repeat with the left leg.

2. Squats (30 seconds)Place your arms out in front of you

at shoulder height with palms facing the ground. Keeping feet slightly wider then hip width apart, bend your knees, flex your hips and lower yourself down

(as if sitting in a chair). Try to keep your feet under your knees, not letting your knees go over your toes.

Contract your glutes and push through your heels to bring yourself back up.

3. Boxing shuffle with jabs (60 seconds)

Face sideways so that your right side is in front. Stay on the balls of your feet and shift your weight from your front leg to your back leg. Add a right jab (quick punch forward) when your weight is on your front leg. Repeat on the left side, left side is forward.

4. Squat with alternating jabs (60 seconds)

Bend the knees slightly, keep hips back and chest up so you are in a quarter-squat position. Remember, do not let your knees go past your toes. Stay low and alternate with the left and right arm, quick, controlled, jabs in front of you at an imaginary target.

5. Squat with speedbag (30 seconds)

Bend the knees slightly, keep hips back and chest up so you are in a quarter-squat position. Make fists with your hands and bring them just above eye level. Imagine a boxer’s speed bag above you and punch it as quickly as you can. Faster.

6. Jumping jacks (60 seconds)

7. Squat thrusts (60 seconds)Stand with feet together. Squat down

and place your hands on the floor next to your feet. In an explosive movement, jump feet backward into a push-up position, jump feet back between hands, stand up and jump up.

8. Mountain climbers (60 seconds)

Start in a push-up position but keep hands directly under shoulders.

Explosively drive one knee up to your chest. Repeat motion, continuously alternating legs.

9. Push-ups (30 seconds)Ensure that your body maintains

proper alignment, keep your butt down.

10. Supine leg lifts (30 seconds)Lie on your back and straighten

out your legs. Place your hands, palms

down, underneath your butt. Keeping your feet together, lift your legs 15-20 inches off the ground. Lower the legs but don’t touch the ground, and repeat.

11. Crunches (30 seconds)Still on your back, bend your knees

and keep your feet flat on the floor. Place your hands crossed over your chest, always keeping a space the size of a tennis ball between your chin and your chest. Raise yourself up using your abs while pressing the small of

your back into the floor. Slowly lower yourself back down to the starting position, remembering to breathe throughout the exercise.

12. Alphabet Abs (30 seconds)Get yourself back into the same

position as your supine leg lifts. This time start tracing the alphabet letters with your feet, keeping your legs together and off the ground. Do not rest in between each letter.

Remember what letter you leave off on so that you can resume in the next circuit.

Only 30 seconds of rest, take in a little bit of water and repeat the circuit, completing it a total of three times.

Beth Greenwald is a certified strength and conditioning specialist and conducts personal training sessions as well as group fitness boot camp classes. Contact her at +1 716-908-9836 or [email protected]. Comments on this column are welcome at [email protected].

FITNESS: Keep It Up

keeP IT uP

Beth Greenwald

Do you have 30 minutes, a pair of sneakers and workout attire?

C1� September 2009 www.the-triton.com The Triton IN THE GALLEY: Guest recipe

Guest recipe by Capt. John Wampler

1 1/2 pound whole pork tenderloin, butterflied

1 cup Pace Thick & Chunky Salsa 7 1/2 oz. cooked chorizo sausage or

pepperoni, chopped (about 2 cups) 1/2 cup Pepperidge Farm Onion and

Garlic Croutons, crushed 1 cup orange juice 3 tbsp. fresh cilantro, chopped2 tbsp. packed brown sugar 1 ripe mango, peeled, seeded and

chopped (about 1 1/2 cups) 1 tbsp Scotch bonnet hot pepper sauce

Place the pork between two sheets of plastic wrap. Working from the center, pound the pork flat into a 14 x 6 rectangle.

Remove the plastic wrap.Stir 1/2 cup salsa, the chorizo and

croutons in a medium bowl. Spread the chorizo mixture lengthwise down the center of the pork.

Fold the sides over the filling. Tie the pork crosswise at 2-inch intervals with kitchen twine.

Place the remaining salsa, orange juice, cilantro, brown sugar, mango and scotch bonnet sauce in a blender. Cover and blend until the mixture is

smooth.Pour the mango mixture into a 10-inch

skillet. Heat over medium-high heat to a boil.

Reduce the heat to medium-low. Cook and stir for 20 minutes or until the sauce is thickened.

Lightly oil the grill rack and heat the grill to medium. Grill the pork for 20 minutes or until it’s cooked through, turning the pork over once halfway through.

Remove the pork from the grill and let stand 10 minutes.

Slice the pork and serve with the mango sauce.

Cilantro Tenderloin with Mango Sauce

Chorizo, cilantro, mango and Scotch bonnet hot pepper sauce give this dish

flavor. PHOTO/

CAPT. JOHN WAMPLER

IN THE GALLEY: Culinary Waves

If you don’t have a time management schedule, then you commit all of your time to doing your job and there’s no time left over to take care of yourself.

If you have a schedule, you can get your job done and still have time for yourself. It may mean getting up earlier or adding a few hours onto an already-long day, but you need to take care of yourself first before you can take care of someone else. I suggest you schedule exercise in the early morning, before breakfast, or mid-afternoon between lunch and appetizers.

To manage a time schedule, first start by making a list for the next day of the most important items that need to be accomplished. Give the most important items the early hours of your workday because by mid-afternoon you will be tired and cut corners in production of food.

Here’s an example of my time sheet:4 a.m. – personal time to exercise, go

for a jog or a swim, read or write, or just sleep an extra hour

5 a.m. – plan out my day and get ready for my shift (shower and dress, etc.)

6 a.m. – on duty in the galley, start making crew breakfast/coffee, start cooked items such as bacon or sausage

6:15 a.m. – cut up fruit, make pastries/breads for both crew and guests

7 a.m. – make guest breakfasts, cooked to order, depends on what is being served that day

8 a.m. – pull items for lunch if frozen, work on desserts for dinner or lunch

9 a.m. – finish breakfast, clean up10 a.m. – prep lunch for both crew

and guests11 a.m. – serve crew lunch12 p.m. – serve guest lunch1 p.m. – clean up after lunch2 p.m. – free time3 p.m. – prep crew/guest dinner,

chop, mince, dice items4 p.m. – prepare crew/guest

appetizers5 p.m. – serve appetizers and

squeeze out a little more free time6 p.m. – cook crew dinner, serve7 p.m. – cook guest dinner, dessert,

serve9 p.m. – clean up galleyIn each time slot, put specific tasks

such as make cake. If you can get it down to the minute, even better. If you are doing a major dinner party, then you have to have this time sheet to make it work. If you have galley helpers, it will give them a schedule to go by. Mine is simply a general idea. Here is another example of a time schedule sheet

5 a.m. – cook 2lbs of bacon for 30

minutes5:30 a.m. – prepare muffins, mix,

preheat oven 10 minutes5:40 a.m. – cook muffins for 7-10

minutes5:50 a.m. – cook eggs, about two

minutes per egg, 10 eggs sunny side upAnd so on, you get the idea. This

exact time schedule will come in handy. When I did the Showboats Magazine/Discovery Weekend Party in Guanacaste, Costa Rica, I had it down to a science with the help of my food supplier, Jimmy T of Jimmy T’s Provisions in Los Suenos. He prepped and cooked off certain items at certain times, and I prepped and cooked off items at certain times.

The food was done, ready to be served a few minutes before the guests arrived.

This schedule might free up three or more hours each day as free time, depending of course on how hard your menu is for that day.

Note that I put the hardest items first, such as making desserts at 8 a.m. If you have a complicated dessert that takes two hours to complete or you have to go across town to find that special ingredient, put those tasks in the early slots.

During your day, look at your list. Did you get the most important items done or are they still sitting on your list to do? Is there a reason you are procrastinating? Scratch off what you have accomplished and circle what you did not get done. Did you schedule a time for these items to be done today?

Are you running behind in your schedule? If so, then you might need to look at your responsibilities as chef. Perhaps you might be overloaded with other tasks such as helping the interior crew or handling lines as chefs on smaller yachts are. This must be fit into your schedule to make sure you have time for everything.

At the end of your day, ask what is left to accomplish. Did you get most of the tasks completed? If you do this every day, managing your time becomes easy.

Remember this little joke when you feel overwhelmed and like you aren’t accomplishing anything: How do you eat an elephant? One bite at a time.

I constantly remind myself of this when I feel stressed and am trying to accomplish everything I had carefully planned for. It works.

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. (www.themegayachtchef.com) Comments on this column are welcome at [email protected].

WAVES, from page C1

Put the most important items at beginning of your work day

The Triton www.the-triton.com September 2009 C1�IN THE GALLEY: Guest recipe

Guest recipe by Capt. John Wampler

1 1/2 pound whole pork tenderloin, butterflied

1 cup Pace Thick & Chunky Salsa 7 1/2 oz. cooked chorizo sausage or

pepperoni, chopped (about 2 cups) 1/2 cup Pepperidge Farm Onion and

Garlic Croutons, crushed 1 cup orange juice 3 tbsp. fresh cilantro, chopped2 tbsp. packed brown sugar 1 ripe mango, peeled, seeded and

chopped (about 1 1/2 cups) 1 tbsp Scotch bonnet hot pepper sauce

Place the pork between two sheets of plastic wrap. Working from the center, pound the pork flat into a 14 x 6 rectangle.

Remove the plastic wrap.Stir 1/2 cup salsa, the chorizo and

croutons in a medium bowl. Spread the chorizo mixture lengthwise down the center of the pork.

Fold the sides over the filling. Tie the pork crosswise at 2-inch intervals with kitchen twine.

Place the remaining salsa, orange juice, cilantro, brown sugar, mango and scotch bonnet sauce in a blender. Cover and blend until the mixture is

smooth.Pour the mango mixture into a 10-inch

skillet. Heat over medium-high heat to a boil.

Reduce the heat to medium-low. Cook and stir for 20 minutes or until the sauce is thickened.

Lightly oil the grill rack and heat the grill to medium. Grill the pork for 20 minutes or until it’s cooked through, turning the pork over once halfway through.

Remove the pork from the grill and let stand 10 minutes.

Slice the pork and serve with the mango sauce.

Cilantro Tenderloin with Mango Sauce

Chorizo, cilantro, mango and Scotch bonnet hot pepper sauce give this dish

flavor. PHOTO/

CAPT. JOHN WAMPLER

IN THE GALLEY: Culinary Waves

If you don’t have a time management schedule, then you commit all of your time to doing your job and there’s no time left over to take care of yourself.

If you have a schedule, you can get your job done and still have time for yourself. It may mean getting up earlier or adding a few hours onto an already-long day, but you need to take care of yourself first before you can take care of someone else. I suggest you schedule exercise in the early morning, before breakfast, or mid-afternoon between lunch and appetizers.

To manage a time schedule, first start by making a list for the next day of the most important items that need to be accomplished. Give the most important items the early hours of your workday because by mid-afternoon you will be tired and cut corners in production of food.

Here’s an example of my time sheet:4 a.m. – personal time to exercise, go

for a jog or a swim, read or write, or just sleep an extra hour

5 a.m. – plan out my day and get ready for my shift (shower and dress, etc.)

6 a.m. – on duty in the galley, start making crew breakfast/coffee, start cooked items such as bacon or sausage

6:15 a.m. – cut up fruit, make pastries/breads for both crew and guests

7 a.m. – make guest breakfasts, cooked to order, depends on what is being served that day

8 a.m. – pull items for lunch if frozen, work on desserts for dinner or lunch

9 a.m. – finish breakfast, clean up10 a.m. – prep lunch for both crew

and guests11 a.m. – serve crew lunch12 p.m. – serve guest lunch1 p.m. – clean up after lunch2 p.m. – free time3 p.m. – prep crew/guest dinner,

chop, mince, dice items4 p.m. – prepare crew/guest

appetizers5 p.m. – serve appetizers and

squeeze out a little more free time6 p.m. – cook crew dinner, serve7 p.m. – cook guest dinner, dessert,

serve9 p.m. – clean up galleyIn each time slot, put specific tasks

such as make cake. If you can get it down to the minute, even better. If you are doing a major dinner party, then you have to have this time sheet to make it work. If you have galley helpers, it will give them a schedule to go by. Mine is simply a general idea. Here is another example of a time schedule sheet

5 a.m. – cook 2lbs of bacon for 30

minutes5:30 a.m. – prepare muffins, mix,

preheat oven 10 minutes5:40 a.m. – cook muffins for 7-10

minutes5:50 a.m. – cook eggs, about two

minutes per egg, 10 eggs sunny side upAnd so on, you get the idea. This

exact time schedule will come in handy. When I did the Showboats Magazine/Discovery Weekend Party in Guanacaste, Costa Rica, I had it down to a science with the help of my food supplier, Jimmy T of Jimmy T’s Provisions in Los Suenos. He prepped and cooked off certain items at certain times, and I prepped and cooked off items at certain times.

The food was done, ready to be served a few minutes before the guests arrived.

This schedule might free up three or more hours each day as free time, depending of course on how hard your menu is for that day.

Note that I put the hardest items first, such as making desserts at 8 a.m. If you have a complicated dessert that takes two hours to complete or you have to go across town to find that special ingredient, put those tasks in the early slots.

During your day, look at your list. Did you get the most important items done or are they still sitting on your list to do? Is there a reason you are procrastinating? Scratch off what you have accomplished and circle what you did not get done. Did you schedule a time for these items to be done today?

Are you running behind in your schedule? If so, then you might need to look at your responsibilities as chef. Perhaps you might be overloaded with other tasks such as helping the interior crew or handling lines as chefs on smaller yachts are. This must be fit into your schedule to make sure you have time for everything.

At the end of your day, ask what is left to accomplish. Did you get most of the tasks completed? If you do this every day, managing your time becomes easy.

Remember this little joke when you feel overwhelmed and like you aren’t accomplishing anything: How do you eat an elephant? One bite at a time.

I constantly remind myself of this when I feel stressed and am trying to accomplish everything I had carefully planned for. It works.

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. (www.themegayachtchef.com) Comments on this column are welcome at [email protected].

WAVES, from page C1

Put the most important items at beginning of your work day

C1� September 2009 www.the-triton.com The Triton

Many of you have at some time put your money somewhere because it just makes you feel good.

I want to tell you about a company that is doing what’s right for home owners today. Unfortunately, this type of company was not around before the housing bubble got out of hand.

First let’s identify who this company targets

and those it chooses to help. We see all too often today an

unfortunate cycle of events that happens to a lot of good people.

There are many uncontrollable reasons that good people get into credit trouble or even foreclosure. Job loss, accidents and medical reasons are some of the most common situations that can put you behind on your finances. You typically have little or no control over these events in your life planning.

How this company helps is that it actually invests in people. It enrolls families into its credit counseling program at no charge to help them re-establish and repair their credit rating and get them back on financial track.

This process takes six months to a year. When the process is finished, the company really knows its borrower.

Something that also impresses me is the company will let potential investors go through the credit counseling process so that they understand the procedure themselves.

The credit counseling approach assigns you a counselor until your credit is re-established. At that point you will be counseled to find and qualify for a new home that you can afford.

You are grouped into a database of others who are getting their credit back in shape.

This is where the “feel good” investment comes in. Homes are purchased that are in foreclosure from other banks, usually for pennies on the dollar. One of the credit counseling graduates that is now back on his/her feet is qualified and ready to close on a new home.

Remember, this is but one of many

alternative investments. In other words, this is an investment that has no relationship to the stock market.

Investors can make money in two ways with this type of program. They can own shares called Limited Partnership Units or they can hold Notes.

In the case of the Limited Partnership Units, investors receive a preferred minimum interest of 10 to 11 percent, plus a split of the sale of these properties to the credit-counseled home buyer. This is paid out on an annual basis.

This investment is for the investor who is looking for capital appreciation. Typically the minimum investment for this is $10,000 and would not be collateralized.

The other way to participate in this type of investment is in the form of Notes.

This would be fully collateralized and with a minimum investment of $25,000. This would be for an 18-month

term at 9 percent and is paid out monthly. This type is a little more conservative than the limited partnership.

These notes are used to bridge the immediate closing of the foreclosed property till the home buyer is secured with conventional lending and moves in.

Both the Limited Partnerships Units and Notes are IRA eligible.

Any involvement in the real estate market should be looked at as an asset class. Look for companies that have a long track record and carefully review their PPM (Private Placement Memorandum) as this will give you all the details about the investment.

Blend this investment with other investments to meet certain financial objectives.

As with any investment, do your homework and ask questions. Then ask more questions.

Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial objectives.

Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Comments on this column are welcome at +1-954-764-2929 or through www.capitalmarinealliance.net.

YaChTIng CaPITal

MArK A. Cline

PERSONAL FINANCE: Yachting Capital

Feel-good investments offer nice returns, help others, too

How this company helps is that it actually invests in people. It enrolls families into its credit counseling program at no charge to help them re-establish and repair their credit rating and get them back on financial track.

The Triton www.the-triton.com September 2009 C17BUSINESS CARD ADVERTISERS

C1� September 2009 www.the-triton.com The Triton BUSINESS CARD ADVERTISERS

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

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The Triton www.the-triton.com September 2009 C1�BUSINESS CARD ADVERTISERS

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