www.the-triton.com September 2010Vol.7, No.6

Pura VidaStew gives English, gets much more in return. B10

More deathsTwo yacht captains, a long-time mate die.

A pre-float?Should yachts do like airplanes? A18

A16

Thousands of yacht crew span oceans around the globe, but the deaths of a few reverberate like a boulder tossed into a small pond. Be it

murder, suicide or accident, any death in yachting gets captains and crew thinking about how they are affected.

“Death is something that’s not usually talked about,” a captain

said at this month’s Triton From the Bridge luncheon as we discussed how captains handle a death on the job.

“The commercial industry has guidelines on what to do, but we have none,” another captain said. “We have procedures for everything else -- mayday, pan-pan -- but there is no format to follow for this.”

“The industry is really light on this subject,” said a third. “There should be standard protocol.”

As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A16.

When someone dies in a television drama, the authorities arrive, process

By Dorie Cox

Whether working their way up to a bigger yacht or upgrading their license, many yacht crew are eager for the next thing. Since the April 20 BP Deepwater Horizon disaster, the opportunity to do something new – or simply to do something in this recession – has prompted several yacht captains and crew to join the troops combatting oil in the Gulf of Mexico.

To be in the thick of things, though, they needed a new kind of training not required in the yachting industry, certification in hazardous waste operations and emergency response standard training, known as HAZWOPER.

“It’s beneficial and I got a lot out of it, but it’s not like I’m going to encounter those scenarios tomorrow,” Capt. Menkin Nelson said of her recent HAZWOPER course in Ft. Lauderdale.

“Everyone in the class, barring one guy who was a land-based engineer, was intending to go to the Gulf.”

The HAZWOPER course teaches participants how to analyze a

No, short or seasonal; jobs are common – 49.4%

Do you have a negative impression of yacht crew who have lots of short-term jobs on their resumes?

TRITON SURVEY

– Story, C1

Yes, unless resume lists preference for freelance – 38.8%

Yes, candidate obviously can’t keep a job – 11.8%

By Lucy Chabot Reed

A deckhand on a 175-foot yacht died in July when he fell about 6 feet onto a personal watercraft that was being launched.

The Cayman Islands Shipping Registry issued a notice, which did not name the megayacht or the deckhand, about the accident.

According to the notice, the yacht was at anchor in the South of France and the crew was launching the PWC. When it reached deck height, “a deckhand boarded the craft to ride with it to the water, in order to release the lifting slings and bring the PWC round to the stern of the yacht.”

Once aboard, the deckhand held onto the crane’s cable and lowering resumed. Almost immediately, according to the notice, the inboard lifting slings failed and the PWC fell into the water. The deckhand could not hold onto the cable and also fell, hitting the PWC face down and sustaining serious chest injuries. He was taken to a local hospital but

died. The notice indicated that the

steel lifting slings were found to be corroded near the crimped eye connection to the spreader beam. Officials from the Cayman Islands would not talk further about the incident.

To read the Cayman Islands’ full notice, read this story on our Web site (www.the-triton.com/node/8788).

A 2006 Triton article about preventing this sort of accident is reprinted on page A6.

The failed cables.

TRAGEDY IN THE MED

The sling in use on a PWC. It is unclear if this was the PWC that fell. The crew in this photo were not identified in the Cayman Islands’ notice. PHOTOS FROM CAYMAN ISLANDS SHIPPING REGISTRY

Deckhand dies after fall when lifting sling fails

HAZWOPER, HAZ what?The serious training with the funny name

See HAZWOPER, page A8

Roberto Hernandez of Safety Guys gets suited up during HAZWOPER training in Ft. Lauderdale this summer. PHOTO/DORIE COX

From the Bridge

Dorie Cox

See BRIDGE, page A14

An unspoken topic: death on board

WHAT’S INSIDE

Triton networking

Cool shades: $100. Super smiles: Free. Catching up with friends: Priceless. See pages C2-3. PHOTO/CAPT. TOM SERIO

Advertiser directory C16Boats / Brokers A13Business Briefs A10Calendar of events B14Columns: Fitness C14 In the Galley C1 Latitude Adjustment A3 Nutrition C8 Personal Finance C15 Onboard Emergencies B2 Photography B12 Rules of the Road B1

Stew Cues C5Crew News A1,16,B1Fuel prices B5Marinas / Shipyards B8-9Networking Q and A C4Networking photos C2-3News A4,B5Photo Gallery A12Puzzles C16Technology briefs B4Triton spotter B15Triton survey C1Write to Be Heard A18-19

A� September 2010 www.the-triton.com The Triton

The Triton www.the-triton.com September 2010 A�LATITUDE ADJUSTMENT

Latitude adjustment

Lucy chabot Reed

We start with an interesting report from our Midwest travelers Tedd and Mary Ellen Greenwald aboard M/Y Go Fourth:

“Rumor has it that there are a few bugs up in the Great Lakes. That’s not exactly true; there are a few million.”

The little critters are Mayflys and they cover every square nanometer of deck and boat,

Capt. Greenwald said from the Grosse Pointe Club in Michigan. They crawl under the cushions and into every nook

and cranny on the boat. I go around with a dust buster and suck them up then release them off the boat.

Hexagenia are born with out a digestive system, he said, so they are born, they mate and they die. In the evening, they dance rhythmically in tall vertical columns.

“They don’t bite but are just a nuisance in the world we share with

them on our decks,” he said.

After seven years aboard M/Y Commercial Break, Capt. Jerry Samuelson left the yacht this summer to join M/Y Betty, the 125-foot Royal Denship.

Just his second job in 20 years, Commercial Break sold last year, but Samuelson stayed on with the new owner for about seven months.

“It was just time for a change,” he said. “My back ground is long-term, family captain.”

Capt. Sherry Burger has been babysitting a 187-foot wooden pirate ship called the Pearl. She was scheduled to get the boat on a transport ship for the Caribbean where some investors plan to turn her into a restaurant in St. Vincent.

Capt. Hope Fiene has been working on the 12-passenger ship Sea Wolf in Glacier Bay National Park this summer.

“We travel with guests on six days of kayaking and hiking, looking for bears, whales, goats, local birds, flora and fauna and many more sights,” she wrote. “I can’t stress the value added to yachts traveling in this area to find a local naturalist to come on board who will make sure you get the full value of your visit here.”

With only one day off for their wedding, Chef Tracey Mills and Capt. David Gunn were married on Grand Cayman on March 13, but then it was back to work. Friends gathered on Spott’s Beach for a “thongs and sarongs” theme reception.

“All of the crew, our owners and our parrot, Indigo, were there,” Capt. Gunn said.

In addition to friends in the industry who flew in for the occasion, a number of friends on island from when David lived there in the late 90s attended. The couple said it was a casual day with a whole roasted pig, turtle stew and oxtail for the dinner served on the beach.

Their previous boat, M/Y Pastime, has sold, so both are now in the market for a new boat.

Capt. Shawn Bragg and his wife, Chanda, welcomed their first child into the world on July 27, Louis Martin Bragg,

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 lucy@the-triton.com.

Bugs, weddings, babies: is yachting cool or what?

‘You just wade through them, squish, squish,’ Capt. Greenwald wrote in.’

PHOTOS/CAPT. TEDD GREENWALD

A� September 2010 www.the-triton.com The Triton NEWS BRIEFS

Non-EU yachts can charter in EU Italy’s Supreme Court of Cassation

ruled in late July that the arrest in February of a non-EU flagged yacht over alleged customs regulation violations was unlawful, according to a statement by Moore Stephens Consulting Limited.

The yacht, flying a Cayman flag, had been arrested in Livorno.

Moore Stephens released a statement at the time noting that any arrest of a yacht in the EU on the sole pretext that it was flying a non-EU flag would have no basis in EU VAT or customs law.

The court’s ruling stated that the flag of a yacht chartering in Italy has no relevance to its operation and that it is perfectly possible for a non-EU flagged vessel to legitimately operate a charter business in European waters.

The key stipulation is that the owning company must have a business establishment in the EU and must account for tax on the yacht and its transactions in accordance with the VAT rules, the statement said.

For more information, visit www.moorestephensyachts.com

Earthquake rattles Italian beachAn earthquake hit the islands off

Sicily on the afternoon of Aug. 16, according to Italian government and news reports.

On Lipari, the quake, which measured 4.5 on the Richter scale, sent rocks tumbling onto a beach popular with tourists. Injuries were reported.

Manatee speed zones discussedOfficials have been holding public

hearings in South Florida to determine if changes should be made to manatee-inspired boat speeds along the Intracoastal Waterway.

At a hearing in mid-August, residents and marine industry representatives asked questions and voiced their opinions about the speed zones, designed to protect the slow-moving mammals that thrive in Florida’s warm waters.

Several of the proposed changes would open areas previously closed to boaters.

To see a draft of all the proposed changes, visit www.broward.org/Manatees and click on Local Rule Review Committee on the left side.

“It’s been maybe 17 years since we’ve looked at the manatee zones,” said Dr. Pat Quinn, natural resource

specialist for the marine resources section of Natural Resources Planning and Management Division of Broward County.

There are 13 steps to changing a manatee rule and the group is near halfway through at the draft proposal stage. The process can take more than a year. Two final hearings were scheduled for Aug. 23 and Aug. 27.

– Dorie Cox

ICW bridge schedules closingsPalm Beach’s Parker Bridge (U.S. 1)

over the Intacoastal Waterway is on scheduled half-hour, single-leaf operations until repairs are completed, which is expected by Oct. 31.

The bridge is in northern Palm Beach and is the first (when traveling north) when the ICW veers inland (mile 1013.7).

A double-leaf opening requires a four-hour notice to the bridge tender, according to an advisory by the Marine

Industries Association of South Florida. Vertical clearance on the down

span has been reduced by 2 feet due to scaffolding for the painting operations.

NOAA hurricane update: the sameThe Atlantic Basin remains on

track for an active hurricane season, according to an update from the United States’ National Oceanic and Atmospheric Administration’s Climate Prediction Center, a division of the National Weather Service.

Also, La Niña has formed in the tropical Pacific. This favors lower wind shear over the Atlantic Basin, allowing storm clouds to grow and organize.

Other climate factors pointing to an active hurricane season are warmer-than-average water in the tropical Atlantic and Caribbean, and the tropical multi-decadal signal, which since 1995 has brought favorable ocean and atmospheric conditions in unison, leading to more active seasons.

Across the entire Atlantic Basin for the whole season – June 1 to Nov. 30 – NOAA’s updated outlook projects, with a 70 percent probability, a total of (including Alex, Bonnie and Colin):

14-20 named storms (top winds of 39 mph or higher), including:

8-12 hurricanes (top winds of 74 mph or higher), of which:

4-6 could be major hurricanes (top winds of at least 111 mph).

The upper bounds of the ranges have been lowered from the initial outlook in late May, which reflected the possibility of more early-season activity.

Non-EU-flagged yachts OK to charter in the EU

Palm Beach’s bridge over the ICW is on half-hour, single-leaf operations until Oct. �1.

A� September 2010 www.the-triton.com The Triton

This article was first printed in 2006.

By Rick Thomas

Snap. Ping. Pop. We’ve all heard these disconcerting sounds at one time or another while using the davit.

But when should we be alarmed by the noise a working wire-rope makes? The simple answer is “always.”

The wire rope component of the davit system is the weakest link. Properly sized, the wire rope should

provide plenty of safety margin for the hoisting performance designed into the davit system. A minimum factor of safety should be at least 4:1, and 5:1 or better on a classed piece of equipment.

But this issue of safety factor is only really relevant at the time a replacement wire is being sourced. During the life of the davit, the wire-rope should be considered a wear-replacement item requiring constant inspection and periodic replacement. Each snap, ping and pop is effectively

reducing the cable’s factor of safety.The wire rope is, in itself, a working

machine. Its ultimate strength is derived by the individual wires working together in twisted strands that make up the cable. A 6-by-36 wire rope is actually 216 individual wires working together in six bundles of 36 wires. As the wire turns around the winch-drum or rides over the davit’s sheave (pulley), the wires are being pulled, stretched and, depending on the design of the winch, often flattened. Over time, this

action deteriorates the wire-rope. The snaps, pings and pops you hear are individual pieces of wire breaking. Each wire-break begins to lessen the working strength of the wire-rope and will, over time, lead to ultimate failure.

Perhaps the most insidious culprit in wire-rope failure is within the compression fitting that terminates the wire-rope cable assembly. This compression fitting, often called a Nico-press fitting, is rarely inspected or considered when evaluating davit health. Yet it is the most essential component of the assembly’s integrity.

Often, the compression fitting is found inset into the stainless steel or brass cable-weight, a common practice of most yacht-davit manufacturers. And often, the fitting will be covered with a section of heat-shrink tubing to protect the davit’s operators from being stuck with a sharp cable-end that can protrude from the compression fitting.

Unfortunately, all of these efforts to protect the user from this swaged fitting also act to conceal this fitting from easy view. Thus, it is rare that the fitting is ever inspected.

Over time, water will follow the cable into this fitting and begin to corrode the wire from within the compression fitting. Careful inspection will allow you to see the corrosion before it results in cable failure.

Too often, though, it is a forensic inspection – made in an attempt to determine why the cable failed and dropped the tender – that shows that the cable corroded within the Nico-press fitting.

I am often asked how frequently the cable should be inspected and replaced on a davit system. There isn’t a single response that is suitable for all davit systems. If the davit is of an older design still using a drum-type winch system, I would recommend annual replacement. The flattening of the cable and the tight turns around the winch drum dramatically shortens the lifespan of the wire rope.

If you have a davit that is fit with a hydraulic linear winch system, you will enjoy a much longer cable life, as much as two to three years. The reason for the longer service life is that the wire rope never lays on itself, is always supported by the machined groove of the sheave with a proper D:d ratio, and is always left in a tension condition.

If you are working with a davit that is built to class, Lloyd’s will likely want to see annual replacement, and proper records of both maintenance and cable replacement must be kept. Frequent cable replacement is simply a very inexpensive insurance policy, ultimately preventing a very expensive and dangerous cable failure.

Rick Thomas is vice president of Tampa Bay-based Nautical Structures.

How is your davit? Inspect its wire rope to seeFROM THE FRONT: Failed lifting sling

A� September 2010 www.the-triton.com The Triton

hazardous waste problem, plan a response, implement a plan, and evaluate progress, Adams said about his class. Students can get up to 40 hours of classroom and hands-on training in emergency response and post- emergency response certifications. A crew on a vessel leaking hazardous materials is in the emergency response level. After the leak has stopped, the description changes to post-emergency response and the training can vary substantially.

Capt. Rob High left a career on megayachts two years ago to work on commercial vessels in the Gulf. He has had an eight-hour HAZWOPER awareness training course.

“It is helpful, but the course is mainly for liability coverage, whether you are a beach cleaner or work directly with oil,” Capt. High said. “I knew most of the information, but it reaffirms and lets you practice. It makes you look up materials in the MSDS [material safety data sheets] and makes you more aware.”

The training with the funny name is useful for everyone, even yacht crew, because hazardous materials are carried onto every boat, said Jeff Adams, an instructor and the safety training coordinator with Maritime Professional Training in Ft. Lauderdale. Chefs, stews, deckhands, mates, engineer and captains work with chemicals every day.

“Teak cleaners have acid, disinfectants have bleach and cleaning products have ammonia,” Adams said. “And all these things could mix up with one wave.”

“I brought teak cleaner into class when we did pH testing,” Capt. Nelson said. “I think the instructor was shocked by the acid levels. Lots of crew

are using this stuff barefoot, they’re breathing it and putting their hands in it.”

The oil spill in the Gulf has gotten crew talking about the training, and just who must have it.

The main criteria that determines if crew need HAZWOPER is if they might be dealing with emergency spills or just “incidental releases.”

An incidental release is just that, an incident where hazardous material might be released into the environment. An example would be when diesel spills into the water at the fuel dock. Because this sort of spill is usually stopped immediately, it does not have the potential to become an emergency within a short period of time, therefore the protocols of HAZWOPER training – analyze, plan, respond and evaluate – do not need to be implemented.

On the other hand, crew on commercial vessels working directly

with hazardous materials such as vessels involved in the spill and cleanup in the Gulf would most likely need the training before they can work aboard.

Most of the rules about who needs the training fall under title 29 of the Code of Federal Regulations (CFR), chapter 1910.120, said Raymond Nel, vice president of Safety Guys, a company that provides safety conditions for companies, primarily scaffolding for construction sites. It offers the HAZWOPER training in Ft. Lauderdale.

The proximity of chemicals and the fumes they expel in confined spaces on ships and yachts means anyone could benefit from the training.

“Take the case of the three guys that died in Port Everglades when exposed to argon gas in the confined space of the ship,” Nel said, referring to the May 2008 accident. One man collapsed after being overcome, and two others died

trying to get him to safety. “Chemical awareness is vital.”

Some crew, however, question if the training is necessary, and even if it is, whether authorities or employers are really verifying crew have it.

One captain who served relief for several weeks this summer in Macondo Prospect, Mississippi Canyon Block 252 (MC252) -- commonly referred to as ground zero of the BP explosion -- didn’t have the training before taking his job in the wheelhouse.

“I assumed the people on deck had the training, but I didn’t have it,” said this captain, who asked to remain anonymous because he had not yet been paid for the relief work.

Capt. Karen Anderson, who runs the tugboat Summer Star as a support ship for decontamination barges along the Gulf coast, said the company she works for does not require HAZWOPER training for crew along the coast, 100 miles from the actual spill.

Still, crew who have taken the training said it was helpful, not only in helping set their resume apart but also in boosting their own personal safety knowledge. The training is available at maritime academies, some maritime schools, through safety-oriented businesses such as Safety Guys, and even online. The online versions do not offer the hands-on component recommended by the U.S.’s Occupational Safety and Health Administration (OSHA).

“I know guys on yachts not wearing gloves and using hydrochloric acid and benzene,” Capt. High said by phone from the Gulf. “People should know this stuff.”

Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at dorie@the-triton.com.

HAZWOPER, from page A1

Roberto Hernandez and Pastor Flores, both of Safety Guys, “handle” hazardous materials during the HAZWOPER training in Ft. Lauderdale this summer. PHOTO/DORIE COX

Even something mundane like teak cleaner has a high chemical contentFROM THE FRONT: HAZWOPER training

A10 September 2010 www.the-triton.com The Triton

Alexseal in U.S. moves to S.C.Alexseal Yacht Coatings, the paint

system manufactured by German-based Mankiewicz Gebr. & Co., has moved its U.S. operations from St. Louis, Mo., to Charleston, S.C. Mankiewicz has renovated a 24,000-square-foot building to include a state-of-the-art lab for product development, a spray booth, wire-guided forklifts, and enough surrounding land to more than double production when needed.

Mankiewicz will use the new location to also serve the U.S. aviation, automotive, medical and industrial markets.

The new facility is at 415 Jessen Lane, Charleston, SC 29492. New phone is +1 843-654-7755.

For more information, visit www.alexseal.com.

Lighting manufacturer goes retailLighting manufacturer Designer

Lighting Solutions has opened a retail showroom off 17th Street in Ft. Lauderdale to showcase its product line, which includes interior and exterior courtesy, emergency, overhead and reading lighting; deck, dock and landscape lighting; underwater lighting for yachts, ponds and fountains; and the latest options in LED, halogen and metal halide.

Find the showroom at 1635 Miami Road, Suite 8, or online at designerlightingsolutions.com.

PYA to host event in MonacoThe fourth annual Meeting of the

Associations between the International Superyacht Society (ISS) and the Professional Yachtsmen’s Association (PYA) will take place Sept. 22, the opening day of the Monaco Yacht Show, at the Yacht Club de Monaco at 5 p.m.

“A few years ago, you might have got by without needing to attend mixers but now forging meaningful business-to-business relationships is perhaps the jewel in the marketing crown,” said Andrew Schofield, PYA’s president.

The PYA has also added two new corporate members that offer discounts to its members.

Heli Air Monaco runs helicopters between Nice and Monaco every 15 minutes and is licensed to land directly on yacht heli decks. The seven-minute flights normally cost 120 euros; PYA members get them for 70 euros.

Yacht consultants Regs4yachts offers PYA members a 25 percent discount on Web-based access to its standard digital maritime regulations service.

The service is a database of the regulatory information that applies to the yachts of the Red Ensign, Malta, or Marshall Islands flags.

For more info, visit www.pya.org.

Yacht Chandlers adds two vetsEd Brillinger and Scott Dodgin from

Marine Industry Supply have joined the sales team with Yacht Chandlers, a provisioner in Ft. Lauderdale. Brillinger owned MIS and Dodgin was an outside sales person.

Grateful Palate adds eventsMore changes are happening at the

Grateful Palate in Ft. Lauderdale. In addition to a new manager – Adam Irvine came on last August while the restaurant was in renovation – the restaurant and yacht provisioner has added specialty events to attract more local customers.

Frequently recurring events include Pinot and Picasso, an afternoon of painting and wine tasting, and Pooches and Pinot, where dogs are boarded next door while the humans sample wine.

Since Irvine joined the company, the restaurant installed a cruvinet wine system to keep wines by the glass fresher longer. It also has hired an in-house sommelier, Grace Abell.

The Grateful Palate still offers its provisioning service, and Executive Chef David Learmonth, a former yacht chef, is still director of yacht provisioning.

Although the in-store selection of unique and international items is gone, the company still offers those items to its yacht clients.

For more information visit www.thegratefulpalate.net.

– Cook/Stew Sara Ventiera

TowBoatUS Lauderdale hiresJohn W. Smith has joined

TowBoatUS Fort Lauderdale’s sales and marketing team focusing on business development. He fills the post most recently filled by Brad Cunningham who left to rejoin ProDive, the recreational dive company in Ft. Lauderdale.

Smith brings more than 15 years of maritime sales and marketing experience, most recently as advertising sales manager with Maritime Reporter and with Marine News and Marine Technology Reporter. Smith served in the U.S. Coast Guard as a law enforcement officer in the 1980s.

TowBoatUS in N.C. has new ownerCapt. Lee Sykes has recently

purchased TowBoatUS Beaufort, N.C., from Capt. Rod Hoell. A captain with the company for four years, Sykes is a native of North Carolina and a former charter fishing business owner.

TowBoatUS Beaufort is based in Knasty Harbor behind Pivars Island and adjacent to the Beaufort drawbridge. The business has five response vessels.

BUSINESS BRIEFS

Alexseal moves; manufacturer goes retail; PYA hosts event

HTH Worldwide lIGY Marinas Maritime Professional Training lMHG Marine Benefits lProStock Marine

lTowBoatU.S. lYacht Day Workers lYacht Entertainment Systems

A1� September 2010 www.the-triton.com The Triton PHOTO GALLERY

Stepping away from their chores for a moment, Capt. Carlos Castella Cane and Chef Trish Fozman gave smiles for our shutterbug on M/Y Carpe Diem. Fresh from a four-month paint job at Marina Mile Yacht Center, look for this 100-foot Broward around South Florida and the Bahamas. PHOTO/ CAPT. TOM SERIO

Eng. David Lenit is successful with the new wiring harness for the main engines aboard M/Y At Last in the Bahamas this summer. At least that’s what the captain says. PHOTO/CAPT. HERB MAGNEY

Relentless in our pursuit to catch this crew, Mate Laird Riddell and Bosun Clint Bolton kept working while posing onboard M/Y Relentless, a 147-foot Trinity. Back from the Turks and Caicos, the yacht will have some yard time before heading for the Bahamas. PHOTO/TOM SERIO

First Officer Josh Kay and dayworker Thomas Layard of M/Y Triumphant Lady put their best photo face on despite withering heat. The 155-foot Sterling yacht just came out of a three-year refit. She’ll be local to Ft. Lauderdale this summer, then off to the Caribbean. PHOTO/ CAPT. TOM SERIO

S/F Flamingo Daze is a spanking new 92-foot Sea Force IX, kept clean by Mate Richard Hurtz. Look for this striking blue hull in the Bahamas soon, then around Costa Rica.

PHOTO/CAPT. TOM SERIO

It was no picnic for Deck/Stew Robyn Mackay as she sanded the swim platform on the 131-foot Heesen M/Y Brazil. The yacht is getting ready for the boat show. Hold onto that umbrella, Robyn. PHOTO/ CAPT. TOM SERIO

Capt. Gunnar Watson got the better deal on this day as we found him working inside while Eng. Buzz Midgett, right, toiled in the heat. Watson runs the 120-foot Heesen M/Y Sun Ark. After yard time at Derecktor Florida refurbishing the bottom and engines, they will head to the Caribbean.

PHOTO/CAPT. TOM SERIO

The Triton www.the-triton.com September 2010 A1�

Derecktor Shipyards has launched the 281-foot (85.6m) M/Y Cakewalk, the largest yacht (by volume) ever built in the United States. The six-deck, 2,998-ton vessel launched Aug. 8 from Derecktor’s facility in Bridgeport, Conn.

Cakewalk was designed by Tim Heywood Designs with naval architecture by Azure Naval Architecture. Interior design was by Dalton Designs. She has a 47-foot (14.3m) beam, draws 13 feet (4m) and has a 5,000nm range.

“She is what we knew she could be all along,” said Capt. Bill Zinser, build captain for the yacht and leader of the owners’ team. “It makes all the hard work, all the long days, worth it. We have great owners and we worked with a great group at Derecktor. We can’t wait to show her off to the world.”

The yacht will remain at Derecktor for the next few weeks undergoing final outfitting and sea trials. She is scheduled to make her debut at the Ft. Lauderdale International Boat Show in October.

Camper and Nicholsons (CNI) has sold several yachts, including the 164-foot (49.9m) Feadship M/Y High Chaparral by broker Alex Lees Buckley, and the 132-foot (40m) Heesen M/Y Jangada by broker Charles Ehrart.

The brokerage has added the 140-foot (43m) CRN M/Y Emerald Star to its central agency listings for sale with Toby Walker and Jeremy Comport, the 143-foot (43.6m) Benetti M/Y Idyllwild with Jean Marie Recamier, and the 86-foot (26.2m) Horizon S/Y Xanadu with Bob O’Brien.

The marketing division added to its charter fleet the 138-foot (42m) M/Y Calliope, launched from the Holland Jachtbouw yard earlier this summer, and the 85-foot (26m) Rive M/Y Jurata.

Several of CNI’s vessels will be heading to the Indian Ocean this winter instead of heading back to the Caribbean, including the 184-foot (56m) M/Y Galaxy (returning via the Pacific on a six-month trip), the 211-foot (64.5m) M/Y Silver Angel, the 197-foot (60m) M/Y Cloud 9, and the 184-foot (56m) S/Y Panthalassa.

The company has also released the third edition of its (super)Yachting Index, which looks at the year 2009 in terms of building, sales and charter activity.

“The main area of business that was affected by the downturn in 2009 was new construction,” wrote Jillian Montgomery, CEO of Camper & Nicholsons International, in a preface to the index.

The dramatic halt in new orders – from 241 in 2008 to 90 in 2009 – likely contributed to the sales sector’s activity in 2009.

“Although down in volume when compared with 2008 and down in value when compared with 2007, the

brokerage market was and still is an area of business that remains very active,” Montgomery wrote.

The charter business, according to the index, was off 30 percent, bringing it back to the levels of 2005-2006, “a time when the industry was booming,” Montgomery wrote.

To view the index, visit www.camper andnicholsons.com/files/superyacht-index/index.htm.

Merle Wood & Associates sold two megayachts in July: the 193-foot Austal M/Y Outback, and the 154-foot Heesen M/Y Elandess II. The brokerage also added the 117-foot Delta M/Y Annastar to its central agency listings for sale.

Fraser Yachts in July sold M/Y Pure White, a 111-foot (34m) yacht built by

Arno. The firm also recently added the following central agency listings for sale: M/Y Antinea, a 143-foot (44m) custom yacht with David Legrand in Monaco; M/Y Crystal II, a 117-foot (36m) custom yacht with James Nason and Patrick McConnell in San Diego; and M/Y China, the 110-foot (33.5m) Kingship with Richard Earp in Monaco. China’s 50m berth in Cap d’Ail is also for sale for 4,950,000 euros.

The brokerage has added the following to its charter fleet: M/Y Exuma, a 164-foot (50m) yacht built by Picchiotti/Perini in the Western and Eastern Mediterranean, M/Y H2Ome, a 144-foot (44m) yacht built by MMGI, and M/Y Heartbeat of Life, a 93-foot (28m) Heesen in the Western Mediterranean.

Broker Mario Velonà at

OCI Monaco has sold a new 40m Sanlorenzo. Hull No. 109, sister ship to 4H and Onyx and again under the build supervision of Ocean Independence, is due to be delivered by the end of July 2011.

Churchill Yacht Partners has added the 105-foot ketch S/Y Apache to its charter fleet. Apache will be in the Antigua Charter Show in early December and will be available in the Caribbean this winter and New England next summer.

Ocean Independence has added West Coast Marine Yacht Services (WCMYS) of Mumbai, India, to its network of offices. WCMYS manages the largest number of pleasure crafts in India and has been handling visiting superyachts since 2000.

BOATS / BROKERS

Derecktor launches M/Y Cakewalk; brokers keep selling

A1� September 2010 www.the-triton.com The Triton FROM THE BRIDGE: Death on board

the body, handle crowd control and do the paperwork. But things are different on a yacht.

“In the U.S., on land, I would call 9-1-1,” a captain said. “You do that and it starts to take care of itself, but that doesn’t happen at sea. It’s up to you.”

“If it happens at the dock in your home port, then it’s easier,” another captain said.

On land or at the dock in a home country, captains said they would call local emergency services like anyone else. Under way, captains said they would first call the local coast guard.

“Then the owner,” a captain said.“If it’s a guest and there is a

management company, I’d call them,” another captain said.

“If it’s a crew member that dies, then I think it’s my responsibility to make the calls,” said a third.

“I think a guest’s death would be a lot easier to deal with than a crew’s,” another said. “We’re like family.”

Death quite often is a shock, even without unknown variables, but the captains said when out of the home port, it is more challenging.

“I have a standing rule on my boat: Put an oxygen mask on the body and call med-evac, get him out; no one dies

in the Bahamas,” a captain said. “There is a Bahamian law they have to autopsy the body, and we’re not going to go through that.”

Logistical issues dealing with jurisdictions, nationalities, flag state laws, and international governing bodies – all standard yacht concerns – are exacerbated when there is a death, and they often supersede the more immediate emotional concerns.

“You have to know about local laws,” a captain said. “You may want to pull into a different port.”

“When you pull into a country, the health form asks if anyone died on the boat,” another captain said. “You’re going to have to explain what happened and have a body.”

Another captain disagreed, citing a situation such as a slow-moving sailboat in the middle of a long crossing.

“You have to throw the body over,” this captain said. “You just can’t keep a dead body on board. Do you want to know what a dead body smells like?”

“No, no, please,” responded the captains as they were eating lunch.

One captain had a captain friend who dealt with the death of a guest while under way. The crew pulled all the food out of the freezer and packed bags of frozen meats and bags of frozen

peas around the body, wrapping the deceased like a mummy. They would change it out every day, he said.

Another captain at lunch knew of a captain working for a French owner who didn’t arrive for breakfast one morning. Crew found the owner dead from a heart attack. The port they were in would not take the body and the captain was instructed to keep it until the paperwork was completed.

“They made a deal with the local fish market and put the dead guy on ice at the fish shop,” the captain said. “Eventually the captain had to fly back to France with the body, hand it over and then fly back to the boat.”

Another captain told a story he heard in which there was no body to bring back from a trip. It was a yacht where one of the guests disembarked, leaving her husband onboard. Later, the husband was drinking and fell off the back of the boat, not to be found.

“If the wife had not already met the crew and knew they were professional, that could have turned really bad for the crew, coming into port without her husband,” the captain said.

In lieu of required protocol, captains discussed creating their own. One captain said that land-based emergency

BRIDGE, from page A1

See BRIDGE, A15

Autopsy rules complicate death in Bahamas

systems, such as the United States’ 9-1-1 emergency service number, have tested procedures and he suggested the captains look into that protocol to adopt pertinent parts.

“We have all of us in this room and not one person can come up with what to do if someone dies,” said a captain on the severity of the topic and the lack of answers in the industry. “No one wants a dead body. Not a captain, not the boat, not the country, no one.”

“I would like to hear more from the Coast Guard or something on this topic,” another captain said.

If it does happen, several captains said medical procedures must be adhered to, authorities must be contacted and panic prevented. They said it is important to make sure all crew are prepared before an emergency situation, because as one captain pointed out, many crew are young and haven’t been exposed to death, which created a lively discussion.

“We’ve never had a death, but we easily could have,” a captain said. “I think you should talk about it with crew and divide tasks. There must be someone to deal with all of it.”

“You just need to talk about it, you really don’t need to practice something like this,” another said.

“Have you ever seen a dead body?” said a third. “I think a lot of crew would freak. It’s different in real-life to handle a body.”

“I think most people would clam up, they don’t want to go near it,” another said.

“For one thing, someone needs to deal with the family screaming and crying,” said yet another captain. “Imagine having a mom trying to get to her kid. You need someone handling that.”

Another captain suggested taking

photos and documenting everything possible.

“That’s something you might not think of at the time,” he said.

“No matter how much training crew has, you don’t know what will happen at the moment,” another captain said.

One captain said he has tried to prepare for potential medical issues on board.

“Statistically, my group has much higher odds of someone dying,” he said. “He [the owner] doesn’t want any medical stuff on board. He says when it is his time, it’s his time. But what about his wife and friend of 45 years? What about me? I’ve broached the issue several times, but...”

Whatever transpires, when captains find themselves with a dead person on board, they realize they are responsible. The best they can do is use all the medical training they have and make their best decisions, several captains agreed.

“You are going to be held accountable up to your ability,” a captain said. “Let’s say you’re a dive master. Even if you are not doing it, you are responsible because you have the knowledge.”

After spending an hour talking seriously about this topic, several in the group ended the luncheon with humor. When asked what they might do now that they have begun thinking about having a death onboard, one captain said, “I’m going to buy more oxygen masks.”

Said another: “I’m going to put in a bigger fridge.”

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

Attendees of The Triton’s September Bridge luncheon were, from left, David Gunn of M/Y Pastime, Fred Swisher of M/Y Luck A Lee II, Mark Schwegman of M/Y La Dolce Vita, Clive Reid of M/Y Double D’s, Stephen Smyth (freelance), Rob Messenger of M/Y Tamara K, Kent Kohlberger of M/Y Goose Bumps, and David Burns of M/Y Gaudeamus. PHOTO/DORIE COX

BRIDGE, from page A14

‘He (the owner) doesn’t want any medical stuff on board’

The Triton www.the-triton.com September 2010 A15

the body, handle crowd control and do the paperwork. But things are different on a yacht.

“In the U.S., on land, I would call 9-1-1,” a captain said. “You do that and it starts to take care of itself, but that doesn’t happen at sea. It’s up to you.”

“If it happens at the dock in your home port, then it’s easier,” another captain said.

On land or at the dock in a home country, captains said they would call local emergency services like anyone else. Under way, captains said they would first call the local coast guard.

“Then the owner,” a captain said.“If it’s a guest and there is a

management company, I’d call them,” another captain said.

“If it’s a crew member that dies, then I think it’s my responsibility to make the calls,” said a third.

“I think a guest’s death would be a lot easier to deal with than a crew’s,” another said. “We’re like family.”

Death quite often is a shock, even without unknown variables, but the captains said when out of the home port, it is more challenging.

“I have a standing rule on my boat: Put an oxygen mask on the body and call med-evac, get him out; no one dies

in the Bahamas,” a captain said. “There is a Bahamian law they have to autopsy the body, and we’re not going to go through that.”

Logistical issues dealing with jurisdictions, nationalities, flag state laws, and international governing bodies – all standard yacht concerns – are exacerbated when there is a death, and they often supersede the more immediate emotional concerns.

“You have to know about local laws,” a captain said. “You may want to pull into a different port.”

“When you pull into a country, the health form asks if anyone died on the boat,” another captain said. “You’re going to have to explain what happened and have a body.”

Another captain disagreed, citing a situation such as a slow-moving sailboat in the middle of a long crossing.

“You have to throw the body over,” this captain said. “You just can’t keep a dead body on board. Do you want to know what a dead body smells like?”

“No, no, please,” responded the captains as they were eating lunch.

One captain had a captain friend who dealt with the death of a guest while under way. The crew pulled all the food out of the freezer and packed bags of frozen meats and bags of frozen

peas around the body, wrapping the deceased like a mummy. They would change it out every day, he said.

Another captain at lunch knew of a captain working for a French owner who didn’t arrive for breakfast one morning. Crew found the owner dead from a heart attack. The port they were in would not take the body and the captain was instructed to keep it until the paperwork was completed.

“They made a deal with the local fish market and put the dead guy on ice at the fish shop,” the captain said. “Eventually the captain had to fly back to France with the body, hand it over and then fly back to the boat.”

Another captain told a story he heard in which there was no body to bring back from a trip. It was a yacht where one of the guests disembarked, leaving her husband onboard. Later, the husband was drinking and fell off the back of the boat, not to be found.

“If the wife had not already met the crew and knew they were professional, that could have turned really bad for the crew, coming into port without her husband,” the captain said.

In lieu of required protocol, captains discussed creating their own. One captain said that land-based emergency

BRIDGE, from page A1

See BRIDGE, A15

Autopsy rules complicate death in Bahamas

systems, such as the United States’ 9-1-1 emergency service number, have tested procedures and he suggested the captains look into that protocol to adopt pertinent parts.

“We have all of us in this room and not one person can come up with what to do if someone dies,” said a captain on the severity of the topic and the lack of answers in the industry. “No one wants a dead body. Not a captain, not the boat, not the country, no one.”

“I would like to hear more from the Coast Guard or something on this topic,” another captain said.

If it does happen, several captains said medical procedures must be adhered to, authorities must be contacted and panic prevented. They said it is important to make sure all crew are prepared before an emergency situation, because as one captain pointed out, many crew are young and haven’t been exposed to death, which created a lively discussion.

“We’ve never had a death, but we easily could have,” a captain said. “I think you should talk about it with crew and divide tasks. There must be someone to deal with all of it.”

“You just need to talk about it, you really don’t need to practice something like this,” another said.

“Have you ever seen a dead body?” said a third. “I think a lot of crew would freak. It’s different in real-life to handle a body.”

“I think most people would clam up, they don’t want to go near it,” another said.

“For one thing, someone needs to deal with the family screaming and crying,” said yet another captain. “Imagine having a mom trying to get to her kid. You need someone handling that.”

Another captain suggested taking

photos and documenting everything possible.

“That’s something you might not think of at the time,” he said.

“No matter how much training crew has, you don’t know what will happen at the moment,” another captain said.

One captain said he has tried to prepare for potential medical issues on board.

“Statistically, my group has much higher odds of someone dying,” he said. “He [the owner] doesn’t want any medical stuff on board. He says when it is his time, it’s his time. But what about his wife and friend of 45 years? What about me? I’ve broached the issue several times, but...”

Whatever transpires, when captains find themselves with a dead person on board, they realize they are responsible. The best they can do is use all the medical training they have and make their best decisions, several captains agreed.

“You are going to be held accountable up to your ability,” a captain said. “Let’s say you’re a dive master. Even if you are not doing it, you are responsible because you have the knowledge.”

After spending an hour talking seriously about this topic, several in the group ended the luncheon with humor. When asked what they might do now that they have begun thinking about having a death onboard, one captain said, “I’m going to buy more oxygen masks.”

Said another: “I’m going to put in a bigger fridge.”

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

Attendees of The Triton’s September Bridge luncheon were, from left, David Gunn of M/Y Pastime, Fred Swisher of M/Y Luck A Lee II, Mark Schwegman of M/Y La Dolce Vita, Clive Reid of M/Y Double D’s, Stephen Smyth (freelance), Rob Messenger of M/Y Tamara K, Kent Kohlberger of M/Y Goose Bumps, and David Burns of M/Y Gaudeamus. PHOTO/DORIE COX

BRIDGE, from page A14

‘He (the owner) doesn’t want any medical stuff on board’

FROM THE BRIDGE: Death on board

A1� September 2010 www.the-triton.com The Triton

First Mate Absalon Galapon Agustin Jr. of M/Y Rebecca died July 24 while taking an evening walk on the beach on Stocking Island in the Exumas. His death was attributed to heart disease, said his crew mate and friend, Chef Mary Beth Lawton Johnson. He was 41.

Mr. Agustin worked as a deckhand, steward and bosun on M/Y Taipan, a 172-foot CRN, as well as other large yachts and ships before joining Rebecca as chief stew. He recently attained his captain’s ticket and was named first mate.

Lawton Johnson, a regular columnist with The Triton, considers Mr. Agustin one of the finest mariners she has ever met.

“He was always concerned for safety first, and was humble, kind and very considerate, putting others ahead of his needs; I trusted him with my life,” she said, noting that they had worked

together for 12 years. “He was a part of my family. You don’t spend as much time with someone day in and day out without becoming close. He is missed and loved by the crew and is irreplaceable.”

Mr. Agustin was born and raised in the Philippines. He is survived by a wife, Jojie, in Savannah, and two children in the Philippines, “as well as lots of family and friends.”

Lawton Johnson accompanied the body of her crew mate to Savannah.

“One of the highest respects I could have shown him for all of his years of dedication to not only me but to others was to accompany his body home so that his family could have closure,” she said.

A funeral was held in Savannah on July 31. His body will be buried in the Philippines.

– Lucy Reed

Long-time mate collapses walking on beach

Capt. Bill Listing died in April in the Royal Darwin Hospital (Northern Territory, Australia), Renal Care Unit, of liver failure. He was 56.

Capt. Listing was working for the Singapore-based Ammships Pte, and he called from there a week or so before he died to say he and some other crew members had come down with food poisoning.

The next word from DJ Parker, at whose crew house in Ft. Lauderdale he had stayed prior to shipping out, was that he had passed away.

Capt. Listing was a highly experienced Master Mariner and engineer, running commercial tugs and supply and research vessels worldwide for the past 15 years. Prior

to that, yachts were his main forte. He supervised the build of such well known sailing yachts as the 61-foot Oyster Talisman, and M/Y Glenda Rae/Blade, a Pool Chafee, rebuilt in Ft. Lauderdale.

Capt. Listing owned a crew house on 12th Street, which he acquired after three years running Seascape, a live-aboard dive/charter vessel in the British Virgin Islands. He dreamed of owning a bar on the beach in Thailand. Marriage to a Thai girl with three children seemed like the dream come true, but the bar was to be his undoing.

Capt. Listing was born on Long Island and earned a bachelor’s degree from the University of Hartford in mechanical engineering. Pacific

Maritime Academy in Honolulu provided himl with marine engineering and navigation expertise. He was an associate member of the Society of Naval Architects and Marine Engineers (SNAME) and a PADI scuba Instructor.

His brother, Larry, remembers the good times they had in Hawaii while Capt. Listing worked for various engineering companies there, and the culinary creations he prepared for the family, which they always looked forward to.

Capt. Listing is survived by his wife and her three children in Thailand, his brother Larry in California, and his sisters: Beth, Barbara (his twin) and Kathy.

– David Hendry

Long-time captain succumbs to liver failure

By Lucy Chabot Reed

Capt. Tom Wilson was killed in a crash on I-75 in South Florida in the early morning hours of July 24.

He was driving south in the northbound lanes and hit a semitrailer truck. He was 41.

“He was a great, great captain,” said Capt. George McKenzie who worked two years as mate under Capt. Wilson aboard M/Y Miss Rose. McKenzie now runs the 85-foot Lazarra Endless Love.

“He was so good at what he did,” McKenzie said. “He taught me everything. I wouldn’t be a captain today if it wasn’t for him.”

His friends knew Capt. Wilson as Tommy Two Foods because he preferred two simple foods: French fries and buttered pasta.

“The chefs loved him on the boat,” McKenzie said.

But his limited repertoire of food belied a well-rounded and experienced captain who was as comfortable in the engine room as in the bridge. McKenzie

described Capt. Wilson as a hard worker who more often than not was performing all duties aboard alongside his crew.

“He was not a cellphone captain,” he said, referring to captains who call others to make repairs or even maintain the exterior.

“If the yacht needed washing, he was out there with you,” he said. “If we were on charter, everyone helped to get the job done. He was always there with you.”

McKenzie said Capt. Wilson’s yachting friends were confused about the accident, finding it hard to believe he would have been driving the wrong way on such a major highway.

Capt. Wilson went through what McKenzie called a “really hard divorce” about two years ago.

“I thought he had moved on, but I guess it was still really hard on him.”

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

Captain dies in head-on car collision

First Mate Absalon Agustin of M/Y Rebecca, collapsed on a beach in the Exumas. PHOTO/MARY BETH LAWTON JOHSON

‘He was not a cellphone captain. If the yacht needed washing, he was out there with you. If we were on charter, everyone helped to get the job done. ’

— Capt. George McKenzieM/Y Endless Love

OBITUARIES

A1� September 2010 www.the-triton.com The Triton WRITE TO BE HEARD

By Bob Howie

Jay Coyle, well-known to readers of Yachting magazine, has put forth the idea that a “pre-float” inspection before casting off is as wise for yacht captains as the “pre-flight” inspection is for pilots.

Coyle’s definitely on to something here.

Checking filters, tank pressures, overpressure tabs to make sure they’re still in place, fire extinguishers to make sure they’re still charged, fluid levels (especially engine oil levels), air intakes, exhaust ports, hydraulic lines to make sure they’re not leaking, brake-wear tabs, tire treads, gear-door hinges, landing gear uplocks, vents, ports, lights, control services, engine inlets, turbine blades, probes, inspection panels, electronics bays, windows, windshields, wipers … yachts or aircraft, they both have them.

Concern over any of these items can – or, at least should – cause delays or even cancellations.

With aircraft, there are several dozen cockpit checks between engine start and takeoff and any failure there can be a show-stopper, too.

Pilots are prohibited by regulation from taking off with what the FAA describes as “known mechanical deficiencies,” so pilots might be afforded a protection yacht captains lack. But, what price comes at the expense of not doing preflight or pre-float checks; of not taking the time to look in all the dark, cramped little spaces from whence most problems wrought by inattention or wrought by inconvenience may come?

Inattention to detail and/or haste has brought down more than one airplane and sunk more than one ship. A Delta L1011 once crashed into the Everglades because of it and a rush job

at the yard contributed to problems that eventually sank the nuclear submarine U.S.S. Scorpion.

There is pressure, of course, to meet the mission, but safety must always trump convenience.

Most times, passengers are polite

about it; sometimes, not so much. Sometimes passengers try to bully the crew into going, citing such things as a dinner party that just cannot be missed.

Such was the case a few years ago when a Gulfstream III crashed on a

dark, snowy approach to Aspen. An overbearing passenger was bullying the crew to land in bad weather, all caught on the cockpit voice recorder tape. Eighteen people missed the party that night.

A yacht once sank in the Mediterranean after the passengers disregarded the captain’s advice about an approaching storm and ordered the captain to cast off.

Aircraft are often required to file detailed flight plans so somebody on the ground always knows where the plane should be at any given time. If the route changes, the flight plans are updated.

Does the same go for yachts?Sure, there are itineraries before

departure, but if the itinerary changes, does anyone back at the dock know? Shouldn’t they? Aircraft regularly check in as they change sectors; do yachts update lats and longs?

Don’t fall complacent by thinking a mayday message or SATSAR epirbs will suffice in an emergency.

The U.S.S. Indianapolis, the Navy’s heavy cruiser that delivered the atomic bombs that ended World War II, was three days on the bottom of the Pacific – the victim of a Japanese torpedo – before anyone noticed her missing.

Going above and beyond during pre-float and preflight inspections demands more attention to detail and more time of an already harried crew, that’s true. Avoiding the potential consequences, though, could well be time best spent.

Bob Howie is assistant chief pilot with Wing Aviation Charter Services in Houston, Texas. He spent 13 years as a writer with the Houston Chronicle, and is a lifelong boat owner. Comments on this essay are welcome at editorial@the-triton.com.

A View from the Air: Shouldn’t yachts file pre-float plans?

Airplane pilots run through an exhausting list of checks before they even start the engines. Even though most yachts captains likely do the same, the author wonders if they should be required to.

COPYRIGHT JON WASON; IMAGE FROM BIGSTOCKPHOTO.COM

The Triton www.the-triton.com September 2010 A19

PublisherDavid Reed, david@the-triton.com

Advertising SalesBecky Gunter, becky@the-triton.com

Mike Price, mike@the-triton.com

EditorLucy Chabot Reed, lucy@the-triton.com

News staffDorie Cox, dorie@the-triton.com

Lawrence Hollyfield

Production ManagerPatty Weinert, patty@the-triton.com

The Triton DirectoryMike Price, mike@the-triton.com

Contributors

Carol Bareuther, Stew Franki Black,Mark A. Cline, Jake DesVergers,

Beth Greenwald, Capt. Tedd Greenwald, David Hendry, Bob Howie,

Chef Mary Beth Lawton Johnson, Stew Alene Keenan, Capt. Herb Magney,

Keith Murray, Steve Pica, Alison Rese, Rossmare Intl., James Schot,

Capt. Tom Serio, Capt. John Wampler, Paul Warren

Vol. 7, No. �. The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2010 Triton Publishing Group Inc. All rights reserved.

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

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

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

WRITE TO BE HEARD

First to be said: My sincere condolences to family and friends of the crew member. [“Deckhand dies when PWC liftng cable breaks,” first printed online July 29]

A solution is better care with scheduled maintenance, yes. But as the late Systems Thinker Russell Ackoff said in his book “Systems Thinking for Curious Managers,” there are four ways of treating a problem: absolution, resolution, solution and dissolution. And the greatest of these is dissolution.

“To solve a problem involves a change in behavior of the organization that has the problem, but leaves the nature of the organization or its environment unchanged.”

Better scheduled maintenance and new cables? Maybe, but there are still other ways to fall.

To dissolve it is “ to redesign the organization that has the problem or its environment so the problem is eliminated and cannot reappear.”

Better maintenance and better adherence to policy and procedures are a start, but with an open form of communication in crew resource management. Perhaps there was a sudden need to ride the PWC while it is being lowered but with the type of sling that is shown in the notice from the Cayman Islands Shipping Registry, there is also risk of slippage. Surely the idea is safety first, possible damage to vessel second.

This accident seems like it was preventable, as are most accidents that are linked to the human element. The situation needs not only better understanding of the risks associated with the operation of heavy equipment, but open communication. There is always someone whose risk tolerance is lower than others, and they should feel open to speak up.

Whatever the case, it happened and it is a sad day for all, but let us learn from it and pass those lessons onto others.

Simon HarveyFounder, N2

A tragedy. Hopefully this will reiterate to captains and crew the absolute necessity for attention to detail whilst doing scheduled

maintenance. Unfortunately, these types of accidents do happen a lot, but fortunately, there is usually not a loss of life or serious injury. I have seen WaveRunners fall and hit mere inches from crew. Scary, that.

Capt. Scott RedlhammerM/V Fredrikstad

Take a stand against plastic waste

I just got off a boat called M/Y Casual Water after being on it for a couple of months. The captain is John Greenwood. The reason I am letting you know all this is because after working in the industry and feeling rather sad about the way we treat the waters with our lack of recycling, etc., I was very happy to see Capt. Greenwood make all the crew have their own reusable bottles. He did not allow anyone to drink from a plastic bottle that would just be thrown away to join the great plastic soup in the Pacific. We also used cloth towels to clean the counters instead of paper towels and recycled everything from wine bottles to magazines. I have never been on a boat so aware of taking care of our planet.

After working on Casual Water I felt I could continue working in the industry with my head held high and know we can all make a difference to our beloved Earth. Thank you, Capt. Greenwood.

Deck/Eng. Robin Murrayformerly of M/Y Casual Water

Switch radars to standby, pleaseWhy do yachts at anchor leave

their radars on all the time? I use the radar to detect if we are dragging anchor as well. However, I set it up and put it in standby and when I want to view it I hit transmit and check it and then go back to standby.

Sitting on charter outside of St. Barths this New Year’s Eve, I counted more than 30 boats with their radars on all night. Surly that cannot be good for everyone to be outside and getting hit by all that radiation.

Captains, do us all a favor and put your radar on standby when it’s not being viewed. Thank you.

Capt. Les AnnanM/Y Paradigm

A kid from Brooklyn living in a four-story walk up with open windows and no fans falls in love with boats and a dream. He begins a career by moving boats around in Sheepshead Bay, New York.

A passerby watches as he docks a boat and asks, “Are you a captain?” and the kid says “no.”

“I like the way you handle a boat,” says the passerby, the owner of a Trumpy. “Would you like to work for me?”

“Yes, but I am not a captain,” the kid says. The owner says, “I’ll buy you a hat.”

So begins the adventure of Frank Gordon that spans five decades.

He arrives in Ft. Lauderdale and he describes it as “paradise.” With a desire never to return to Brooklyn, he begins a career in the yacht brokerage business.

What does he bring with him that gives him the skill and knowledge of a growing and fascination industry? Good business sense, honesty and a passive-aggressive way about him that over the years have afforded thousands of repeat customers.

With his record-keeping skills and accurate way of accounting, he posted

facts, figures, location, condition and owner history into a three-ring binder system that proceeds the central listing system of today.

Other brokers begin to value his methods.

If you were looking for a yacht in Ft. Lauderdale, you called Frank Gordon. So begins the brokerage sharing central system – all by phone and mail, and all stored in three-ring binders.

Technology introduces the fax machine and more dealers share listings.

Frank grows well into the 1980s with his system and national exposure to all around the country. He trains many brokers in his career, many of whom have spun off to begin

their own brokerages.You can still find brokers in many

parts of the country who will say Frank Gordon was one of the few that would help another broker when they started out.

Frank Gordon celebrated his 70th birthday on Aug. 5 and still loves selling boats … a dream come true.

Happy Birthday, Frank, and many more.

John Pribik

A Legend of Fort LauderdaleYacht broker extraordinaire Frank Gordon turns 70

With record-keeping skills and accurate accounting, he posted facts, figures, location, condition and owner history into a three-ring binder system that proceeds the central listing system of today.

Death of deckhand elicitscondolences to family, friends

www.the-triton.comSection B September 2010

Spotted in the Big Apple

B15Making the Web come alive.

Cover up to skip cancer

B2Two of three types are preventable.

Dredging begins

B8Making it easier to reach Hinckley

Heading to Monaco

B14100 yachts, and the Reeds

Major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention), and

its associated Code were adopted at a Diplomatic Conference in Manila, the Philippines, in June.

The amendments, will be known as

the “Manila Amendments,” will enter into force on Jan. 1, 2012. The revisions are aimed at bringing the Convention and Code up to date with industry developments since they were initially adopted in 1978 and further revised in 1995. Several areas also deal with issues that address anticipated needs to emerge in the foreseeable future.

Among the amendments adopted, there are a number of important changes to each chapter of the Convention and Code. Those areas that will potentially affect the yachting industry include:

Licensing and Certification Improved measures to prevent

fraudulent practices associated with certificates of competency;

Improved methods for the evaluation process for issuance of certificates; and

Updated standards related to medical fitness standards for seafarers.

Operations Revised requirements on hours

of work and rest, which included a relaxation of the rest hour minimums into three periods versus the current two; and

New requirements for the prevention of drug and alcohol abuse.

Manning and Training Creation of new certifications for

senior unlicensed seafarers: Able seafarer deck and Able seafarer engine.

New training and certification requirements for electro-technical officers: Electro-technical officer and Electro-technical rating.

New requirements related to training in new and emerging technologies, such as electronic charts and information systems (ECDIS);

New requirements for marine environment awareness training / MARPOL compliance;

See RULES, page B13

Rules of the Road

Jake DesVergers

STCW Code: 2010 Amendments

THANKS TO FRANKI, SE HABLA INGLES

Freelance Stew Franki Black took some of her hard-earned yachting wages and gave back with a six-month volunteer stint teaching English in remote villages in Costa Rica. Here, she teaches in Santa Theresa. (That’s her at the white board at left.) For more, see page B10. PHOTO FROM FRANKI BLACK

By Dorie Cox

Barnacles and bio-fouling have been part of Nick and Wendy Benge’s lives for years as crew of M/Y Evviva. They plan to combat the encrusters and help others clean hulls through a new business venture, marketing the Waveblade.

“It is complicated technology,” Wendy (Buck) Benge said. “It’s like a vibrating toothbrush for your boat.”

The Benges are touting the multi-purpose tool as “the world’s first marine, hand-held power barnacle remover.” It weighs about four pounds, is submersible up to 15 feet and retails for $350, she said.

“It works by vibration, the frequency does the work,” she said. “You wrap your hand around the conical shape and hold it from behind the knuckle protector when removing barnacles.”

Nick Benge is first mate and co-

captain on M/Y Evviva and Wendy Benge, former full-time crew, now acts as U.S. director of sales for Waveblade, as well as relief crew on the yacht.

The entrepreneurial couple met three years ago and will have been married a year in October. The family project began when Nick Benge’s father met the inventor of the technology and started investing in it about seven years ago.

With a degree in environmental geology, Benge has always been hands on. He remembers scraping barnacles as a kid with his mom. He knows it’s a time-consuming job and that’s just one reason he believes in their business.

“It can keep yachts from being hauled for cleaning and from having new bottom paint,” he said. “It’s non-toxic and vessels will save on fuel with clean hulls.”

Yacht crew plans to makewaves with its new tool

See WAVEBLADE, page B6

Nick and Wendy Benge of the M/Y Evviva bring ‘vibrating toothbrush for your boat’ to yachties.

B� September 2010 www.the-triton.com The Triton

How many people do you know have or had skin cancer? While preparing this article, I asked friends and family that question.

My father had skin cancer. My friends Jim, Patti and Bill had it. Even Bill’s teenage son. But my friend Don had it the worst of all. Don had to have both his ear and his eye completely removed, and he is still

undergoing treatment for skin cancer on other parts of his body.

One in five Americans will develop skin cancer, making it the most common form of cancer in the country, according to the Skin Cancer Foundation.

The World Health Organization estimates that 65,161 people die each year worldwide from sun exposure, mostly from malignant skin cancer.

The amazing thing is that research shows that most skin cancers can be prevented if people protected themselves from UV light.

The two most common types of skin cancer are basal cell and squamous cell carcinomas. Both types are highly curable.

Melanoma, the third most common skin cancer, is more dangerous, especially among young people. From 65 percent to 90 percent of melanomas are caused by exposure to ultraviolet (UV) light or sunlight.

Basal cell carcinoma usually occurs on sun-exposed areas of the body, such as the face, ears or scalp. Basal cell carcinoma may look like a waxy, pearly bump or a flat, flesh colored or brown scar-like lesion.

Squamous cell carcinoma usually occurs on sun-exposed areas of the body, such as the lips, face, ears and hands. Squamous cell carcinoma may appear as a firm red nodule or as a flat lesion with a scaly, crusted surface.

Melanoma may develop anywhere on the body. It may occur in normal skin or in an existing mole that becomes cancerous.

In men, melanoma most often appears on the torso, head or neck.

In women, melanoma most often appears on the lower legs. In both men and women, melanoma can occur on skin that hasn’t been exposed to the sun.

Melanoma may appear as a mole that changes in color, size or feel, or that bleeds. It may appear as a large brownish spot with darker speckles, or a small lesion with irregular borders and may be red, white, blue or blue-black.

Other signs include dark lesions on your palms, soles, fingertips or toes, or on mucous membranes lining the mouth or nose.

Avoiding the sun isn’t really an option for anyone who makes their living working on boats. Still, you can protect your skin from the sun. Here’s how:

Cover up. Wear protective clothing when you are in the sun that covers the arms, legs and neck. Wear a hat that shades the head, face, neck and ears.

Wear sunglasses that protect the eyes from UV light.

Use sunscreen with a sun protection factor (SPF) of 30 or higher. Be sure to cover all skin that might be exposed to the sun. Ideally, apply the lotion 15 minutes before heading out for the day. As you sweat, swim or dry yourself off, you may need to reapply sunscreen.

Avoid sunlamps, tanning beds and other artificial sources of UV light.

The American Cancer Society recommends a skin cancer-related checkup and counseling about sun exposure as part of any periodic health examination for men and women beginning at age 20.

Certain prescription and over-the-counter drugs can make your skin more sensitive to sunlight, including antibiotics; cholesterol, high blood pressure and diabetes medications; and ibuprofen such as Advil or Motrin.

Keith Murray, a former Florida firefighter EMT, is the owner of The CPR School which provides onboard CPR, AED First Aid Safety Training for yacht captains and crew as well as AED Sales and Service. Contact The CPR School at +1-561-762-0500 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@the-triton.com.

ONBOARD EMERGENCIES: Sea Sick

sea sick

Keith Murray

Dodge UV rays to avoid getting the most common type cancer

Melanoma may appear as a mole that changes in color, size or feel, or that bleeds. It may appear as a large brownish spot with darker speckles, or a small lesion with irregular borders and may be red, white, blue or blue-black.

B� September 2010 www.the-triton.com The Triton TECHNOLOGY BRIEFS

Imtra debuts LED downlightsMassachusetts-based Imtra, a

manufacturer of marine products, has introduced 120-volt LED downlights that can replace 35-watt halogen lights on megayachts. The flush-mount LED spots feature integrated current-regulated drive electronics that accept 120VAC line-voltage.

Matching the output and color

temperature of typical 35-watt bulbs, the new spots consume less than 11 watts of power and offer boat owners a 45-degree illumination angle, according to a company press release.

The lights have a mounting depth of less than three inches and can be either screw-mounted for rigid ceilings or secured with spring traps for paneled ceilings. They are also compatible with dimmers.

Imtra’s thermal management system has all but eliminated radiated heat and will power down the unit in the event of high ambient heat conditions

or overheating. The lights have a 50,000-hour, full-brightness life span and have a 5-year limited parts and labor warranty. Suggested retail price is $209, each and are available at marine retailers and provisioners such as National Marine Suppliers.

For more info, visit www.imtra.com.

KVH boosts mini-VSAT bandwidthThe addition of a full satellite

transponder as well as a new spread spectrum waveform means that KVH Industries of Rhode Island and its partner, ViaSat, expanded the mini-

VSAT Broadband network’s capacity in the waters of North America, the Gulf of Mexico, and Central America by more than 500 percent.

“The additional capacity is especially critical in the Gulf of Mexico, where many mini-VSAT Broadband-equipped vessels are participating in oil spill recovery efforts,” said Brent C. Bruun, KVH’s vice president of satellite sales and business development.

The company’s global network is delivered by 11 satellite transponders and eight secure Earth stations. It offers voice service and Internet access as fast as 512 Kbps (upload) and 2 Mbps (download). It plans to ship its 1000th system “very soon,” according to a press release.

Fischer Panda has new generatorFischer Panda has introduced a new

6kW freshwater-cooled generator: the 6500 AC marine generator.

Powered by the twin cylinder Kubota diesel engine and Fischer Panda’s asynchronous water-cooled generator end, the 6500 features the new Voltage Control Stability system enabling the generator to produce up to 54 amps (6.5kW) of continuous stable AC power and a peak of 58 amps (7.0kW).

The 6500 is, on average, 30-40 percent more fuel efficient than a comparative-sized gas generator while producing more amperage, said Chad Godwin, Fischer Panda U.S.’s director of sales and marketing.

For more information, visit www.fischerpanda.com.

Interlux launches paint Web siteYacht paint manufacturer Interlux

has launched a new Web site at www.yachtpaint.com that makes it easier to choose product, find technical data and get support for projects, according to a company release.

The “Paint Your Boat” feature allows users to see how different colors look on a hull. An enhanced “Ask The Expert” section provides easier access to the experience of Interlux technical service staff.

Painters can get detailed information about Interlux yacht paint systems, calculate VOCs and find a local distributor.

Solution to hot halogens; VSAT bandwidth increases sixfold

The Triton www.the-triton.com September 2010 B�

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 615/655Savannah,Ga. 600/NANewport,R.I. 605/NA

CaribbeanSt.Thomas,USVI 740/NASt.Maarten 820/NAAntigua 925/NAValparaiso 645/NA

NorthAtlanticBermuda(IrelandIsland) 780/NACapeVerde 625/NAAzores 660/NACanaryIslands 650/720

MediterraneanGibraltar 640/NABarcelona,Spain 645/1,410PalmadeMallorca,Spain NA/1,440Antibes,France 660/1,485SanRemo,Italy 825/1,715Naples,Italy 750/1,360Venice,Italy 770/1,425Corfu,Greece 715/1,380Piraeus,Greece 695/1,360Istanbul,Turkey 690/NAMalta 830/1,580Tunis,Tunisia 635/NABizerte,Tunisia 640/NA

OceaniaAuckland,NewZealand 680/NASydney,Australia 695/NAFiji 750/NA

*When available according to local customs.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Aug. 15, 2009

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.

By Alison Rese

Early last year, the Balearic Port Authority in Palma de Mallorca agreed to increase the land and sea surface space occupied by Servicious Tecnicos Portuarios (STP), which manages a major dry dock, haul out and repair facility for vessels in the Palma area.

The addition of this space represents storage for the equivalent of seven yachts 35m-52m, and nine new dock spaces for boats up to 42m.

The expansion made STP one of the largest repair yards in the Mediterranean, used by about 300 companies and providing work for more than 1,000. Last summer, Metalnox expanded service to the yard. Unlike subcontractors in the United States, “subcontractors” at STP individual companies operate from their own premises within this government facility.

Across the water in Ibiza, the port will undergo a total transformation, expected to be complete by 2014. With a proposed budget of about 81 million euros, consideration is being given to a new marina just west of the new commercial dock and ferry terminal. If it goes ahead, it will form the first part of a project using reclaimed land on the island and allow for an update of the Paseo Maritimo in Ibiza Town.

One of the largest projects to have been undertaken on the island of Mallorca in recent years is the expansion of the Porto Adriano marina. Porto Adriano is 30 km southwest of Palma in the Bay of Palma. Led by renowned French industrial designer Phillipe Starck, the expansion includes 82 new berths for yachts up to 60m, adding to its existing 404 slips for boats up to 18m. The five-star Port Adriano Hotel overlooks the marina.

Phase one of Porto Adriano was completed in May. The entire expansion is expected to be complete by January.

Expansion of a different nature has been tagged within some clever companies in the marine sector.

Despite the economic downtrend, 2009 saw one of the best years ever at Deckers Uniforms for Yachts, which moved to larger premises just around

the corner from its original location in Santa Catalina just opposite the market.

Blue Water Yachting, both a training school and a placement agency, opened a firefighting facility in 2009.

“Besides making Blue Water the only company on the island who now does it all, logistically it just makes completing STCW training on Mallorca so much easier,” trainer Steve Hosking said. “This can now be achieved in a week instead of – as was previously the case - having to find the time to go off to Barcelona to complete the firefighting segment. We can also custom the training to make it more relevant to crew on luxury yachts versus commercial vessels.”

Blue Water Yachting has facilities in Portals Nous, Mallorca and Antibes.

At the beginning of the winter season last year, Aigua Sea School expanded to run theory workshops each Tuesday and Thursday.

“The idea of the workshops came to us when we were talking to a couple of students who’d taken a theory course a while back and were looking at advancing their practical training,” Principal Linda Revill said. “They had the course completion certificate but there were some specific areas in which they required revision before they felt comfortable to move on to the

next step. “As they just couldn’t find the time

to commit to another whole five days training, we agreed to go over the sectors they needed with them and so the theory workshop idea was born.”

E3 Systems of Portals also expanded to run a VSAT workshop and course.

“Yacht communications are advancing at such an alarming rate that these courses are becoming almost essential to keep ahead of the game,” said Diane Franklin, E3’s sales and marketing manager.

The company’s first course was run by MTN senior trainer Richard Pimental. Participants were all awarded an official VSAT operator’s certificate.

Alison Rese is a yacht chef and freelance writer based in Palma. Comments on this story are welcome at editorial@ the-triton.com.

Marinas, businesses around Palma continue to expand

BALEARIC ISLANDS

One of the largest projects to have been undertaken on the island of Mallorca in recent years is the expansion of the Porto Adriano marina. The expansion includes 8� new berths for yachts up to 60m, adding to its existing �0� slips for boats up to 18m.

IN THE MED

B6 September 2010 www.the-triton.com The Triton

It’s safe on all types of material: fiberglass, steel, wood, anything, he said by phone from their home in Port Angeles, Wash., where M/Y Evviva was built.

“It will sell really well once people hold it,” he said. “They don’t quite understand how it works until they see it. And then they say ‘wow.’”

“We’ve had divers test it and their body memory made them want to apply pressure, but it’s used completely differently,” Wendy Benge said. “It’s like when you’re sawing through wood; it works better with a light touch. You can hear and feel the movement, but you can’t see the blade move.”

“It’s a no-brainer of an idea,” said Capt. Matt Barnett. “Surprise, it makes sense.”

The former yachtie, now running commercial passenger vessels in Washington, has used the tool and said cleaning a hull takes a lot of physical energy, but not with this.

“With the vibration and flexible blade, you’re not exerting big muscles, so you don’t get so tired,” he said.

Floating buildings have some of the same issues yachts have, said Trip Rumberger, owner of Greenway Sound Marine Resort in the Broughton Islands in British Columbia, Canada. He used his Waveblade to clean the PVC pipes that keep his marina afloat.

“All of our buildings are in the water,” he said. “Our flotation tubes were covered in mussels and we needed to get that weight off the buildings. I did it [used the Waveblade] from our barge in the water and the buildings came up. They rose up out of the water.”

He stripped half-inch PVC pipe and saw no damage.

“Here, we don’t have barnacles; we have mussels and they get thick,” he

said. “It worked like magic. That thing is cool.”

It makes a little bit of noise sort of like a food processor, but Rumberger said he just plugged it into the cigarette lighter and cleaned about 20 feet of pipe as fast as he could move.

The Waveblade has two blade options: stainless steel for underwater use and the more flexible black steel for dry use. The Benges are distributing about 3,000 units manufactured in China around the United States and by another distributor in the U.K.

“I am a business virgin,” Wendy Benge said of her inexperience in the retail market, “but I think it will become the standard for hull maintenance.”

Aside from benefiting the yachting community, the Benges would like to see Nick Benge’s 75-year-old father’s

investment finally pay off so he can retire. As for themselves, they would like to be able to fulfill other goals outside of yachting.

They have a dream of helping poor communities be self-sufficient and have begun working on a plan to help impoverished people in Afghanistan use chickens as a way out of poverty.

“They’re simple, comforting and relaxing; no wonder everything eats them,” Wendy Benge said, as the brood, named after beheaded queens, scratch around the yard at their home.

“It would also be a blessing for all of us to be able to do more of the things we want to do in the future.”

Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at dorie@the-triton.com.

WAVEBLADE, from page B1

Nick and Wendy Benge of M/Y Evviva say once crew see the Waveblade in action, they will say ‘wow’. PHOTO FROM NICK AND WENDY BENGE

‘It will sell really well once people hold it’FROM THE TECH FRONT: Waveblade

Bradford Marine, Lean Marine, Gold Coast Marine, Trinity Yachts, Quantum Marine

B8 September 2010 www.the-triton.com The Triton

By Paul Warren

The city of St. Petersburg on Florida’s West Coast is asking for development proposals to build and operate a megayacht and research vessel marina.

The marina would be in the Port of St. Petersburg, which is south of downtown and adjacent to the University of South Florida campus and the Albert Whitted general aviation airport. USF’s College of Marine Science operates two research vessels (a 71-footer and a 115-footer) out of Bayboro Harbor, where the proposed marina would be located.

Bayboro Harbor has an average 21-foot depth and an entrance channel from Tampa Bay, which also has a controlling depth of 21 feet. Twelve marine research and law enforcement entities are based in the port, including the region’s U.S. Coast Guard.

The port’s docks have hosted the 303-foot M/Y Tatoosh and the 284-foot M/Y EcstaSea, among others. A July 2009 letter from Capt. Grant Hunter of Tatoosh, included among the city’s

request for proposal documents, calls the port’s facilities and services “to a level appropriate for a Super Yacht.”

Herk Strumpf, a marina management consultant at Marina Management Services of Boca Raton, said he sees “no defined market” for megayachts in St. Petersburg. Instead, the city serves well as a special events market for the Honda Grand Prix and football games, he said.

To his point, one megayacht that spends its summers in Florida’s Panhandle only occasionally pulls into St. Petersburg. Usually, it heads straight to Key West before heading up to winter in Palm Beach, its captain said.

The city is accepting proposals until Nov. 5. A pre-submittal conference and port tour will be held Sept. 8. The city is hoping to draw commercial marina developers to construct and operate the facility under a 10-year contract.

Capt. Paul Warren is a boating and travel writer based in the Tampa Bay area. Comments on this story are welcome at editorial@the-triton.com.

St. Pete calls for proposals to constuct megayacht marina

Dredging opens Manatee Pocket to more, bigger boats

By Franki Black

For the folks of Manatee Pocket in Port Salerno, Fla., recent financial hardships have stemmed more from shallow channel depths than from the nation’s economic recession. Shallow waters have significantly led to a decrease in the number of recreational and fishing vessels that used to drive the local economy.

In July, all that started to change.A long-awaited dredging project

began that will allow larger vessels back into Manatee Pocket, a quaint area with waterside restaurants, galleries and marinas.

“It is the ideal half-way stop for vessels cruising up and down the Intracoastal or East Coast, due to its proximity to the Atlantic and its direct access to the Okeechobee waterway,” said Darryl Schmiermund, general manager of Hinckley Yacht Services. “The major problem we have faced for many years is the severe sediment build-up, which only allows for a maximum boat draft of 5 feet, 5 inches. Boat access is completely reliant on tidal conditions.”

Six years ago, residents and business owners created a committee known as the Manatee Bunch to spearhead a dredging project that would clean and deepen the channel. Martin County commissioners gave the go-ahead

this summer and dredging started July 22 under a Dickerson Florida Construction contract.

The project should take 12-14 months and the final result will boast a clean and marked channel with a width of 100 feet and a depth of 10 feet. An estimated 280,000 cubic yards of material is expected to be removed.

Art Cox, owner of A&J Boatworks, has been involved in the project since 2004. The ecological benefits of bringing back aquatic and bird life and probably even more significant than the economic benefits, he said.

“I am ecstatic about the progress of the project,” he said. “We are expecting many more boats and once the project is complete, larger boats can return to this area with confidence. I think the moon and stars must be on our side.”

Schmiermund is certain that boats with drafts of 6 feet, 8 inches will be able to access the pocket at all times.

“We are very excited about the project because a deeper and more accessible channel means an increase in boating activity, which will boost our local economy,” he said. “The area will be greatly improved.”

For more information, visit www.manateepocketproject.com.

Franki Black is a freelance stew and writer. Comments on this story are welcome at editorial@the-triton.com.

MARINAS / SHIPYARDS

The Triton www.the-triton.com September 2010 B�

Investors buy Barcelona marinaSalamanca Capital Investments has

purchased Barcelona Marina, known as Marina Port Vell, according to a company statement. News reports put the value of the deal at 30 million euros.

Salamanca intends to turn the marina “into Europe’s pre-eminent superyacht base,” competing directly with Monaco as a destination, and will handle yachts up to 185 meters. Redevelopment is expected to begin this fall and be complete next summer.

“Currently, the marina is home to some 400 boats,” said Uri Nachoom, executive director of Salamanca Group. “In due course, through design optimization, this will include more than 45 superyachts of more than 50 metres in length.”

Salamanca is set to announce the launch of its Maritime Services Business that will support the marina and offer marine-related services globally, according to the news release.

“Although Spain faces a number of difficulties, we absolutely believe in Barcelona and are convinced that luxury yachting is a growth business,” Salamanca CEO Martin Bellamy said. “Not only is Barcelona ideally situated, the marina is well protected and Barcelona has the infrastructure to attract boat owners and their crews. We hope to rival the best marinas in the world. While Monaco has an established reputation, we believe Barcelona has even more to offer.”

Salamanca bought the marina from Global Via, whose parent company, FCC, is one of Spain’s largest construction companies.

Jacksonville yard boughtAtlantic Marine, the megayacht

repair facility in Jacksonville, Fla., has been purchased by one of the largest defense companies in the world.

BAE Systems purchased Atlantic on July 20, according to Atlantic VP Kevin Wilson. Financial terms of the deal were not disclosed, but it includes both Atlantic yards in the southeast, the one in Jacksonville and one in Mobile, Ala.

“The different things [that megayacht captains and crew may see] are positive things,” Wilson said. “We have an industry leader that has purchased us for the long-term, purchased us for our strength and versatility.”

Wilson was in Ft. Lauderdale in August to meet with clients and customers to quash a rumor that the yard is getting out of the yacht business as a result of the sale.

“That is not the case,” Wilson said. Instead, BAE Systems Southeast

Shipyards joins four other BAE yards in the United States, including one in San Diego that has megayacht business,

he said. BAE also has yards in Norfolk, Hawaii, and San Francisco.

“BAE continues to aggressively pursue the megayacht repair market,” said Herschel Vinyard, a former vice president with Atlantic who is serving as the new company’s spokesman. “We’ve built a strong megayacht repair business in North Florida and we’re going to continue that.”

– Lucy Reed

No permit keeps dry dock quietKnight & Carver Yacht Center in San

Diego has to wait another month before a regional water board will meet to give it a permit to operate its new 4,000-ton dry dock, according to a story in San Diego’s Union-Tribune newspaper.

The San Diego Regional Water Quality Board had to cancel its August meeting – the third in five months – because of a lack of a quorum. Three of the nine seats are vacant in California Gov. Arnold Schwarzenegger’s attempt to cut costs, the newspaper reported.

Knight & Carver acquired the dry dock in July, and said at the time that it expected operations to begin this month, presumably once this permit was obtained. It also indicated that it had a commitment for a megayacht refit project that would involve the dry dock scheduled. It was unclear if that job was in jeopardy.

Big Game Club adds dive centerArtist and conservationist Guy

Harvey has teamed up with dive authority Neal Watson to offer dive centers at Guy Harvey Outpost resort properties. The first dive center is scheduled to open in mid-October at the Bimini Big Game Club, a Guy Harvey Resort & Marina.

Watson, a member of the Dive Equipment & Marketing Association’s Hall of Fame, opened his first dive operation in Bimini in 1975 before expanding throughout the Bahamas and Caribbean under the Neal Watson Undersea Adventures brand.

Dive Bimini will open upon arrival of its 60-foot dive boat, a two-deck, glass bottomed boat certified for 100 passengers. In addition to equipment rentals and air fills, the center will offer instruction for PADI scuba certifications as well as open water referrals and specialty classes.

Bimini Big Game Club re-opened this summer as a Guy Harvey Outpost Resort & Marina after a $3.5 million renovation. Located in Alice Town on North Bimini’s southern tip, the club includes a 75-slip marina capable of accommodating boats up to 145 feet. By spring, a full service fuel dock is expected to be operational.

For more information, visit www.BigGameClubBimini.com.

MARINAS / SHIPYARDS

Marinas, shipyards bought; one yard waiting to get busy

B10 September 2010 www.the-triton.com The Triton

By Franki Black

The lure of yachting is not only the travel opportunities, but also the monetary rewards gained from countless hours on the job. As a result, many yacht crew have the ability to combine their adventurous spirits with some money in the pocket, which often leads to interesting and rewarding stories. Here is mine.

Last summer, I completed my first stew job aboard M/Y Princess Sarah, a 142-foot Richmond, and decided to put my hard-earned money toward a lifelong ambition: teaching English in a developing country. I applied for a voluntary position in Costa Rica through an organization called Aliarse and after a two-week training course, I was well on my way to realizing my dream.

The first thing that struck me in Costa Rica was the attitude of the locals. Most responses in Costa Rica include the term pura vida, which is pure life in Spanish. Anything from “have a good day” to “your house is on fire” is likely to be followed by pura vida. This may be a contributing factor to The New Economics Foundation rating Costa Rica as “the happiest nation in the world” in 2009.

After a long and mountainous journey that included a bus and a ferry ride, I stopped in Montezuma, a small, hippie-like town on the Guanacaste Peninsula. On arrival I met my host family, a young couple who lived high up at a tree-top zip-lining operation in the jungle. My hospitable host, Kimberly, considered my travel-worn appearance and immediately invited

me for an evening of outdoor karaoke with her friends. They embraced me with tequila and the only English song they could find on their karaoke repertoire. All eyes were on the blonde English-speaking arrival as I sang into the damp air and soaked up my new home. I knew I had arrived.

It took two weeks of nagging the local town council to organize a gathering of potential students. We finally met on the second story of an open-air restaurant. Chinese lanterns were the source of light and a strong ocean breeze filled the space. There were about 30 foreign faces staring at me, looking for answers, and all I could think was “I can’t speak a word of Spanish.” Luckily, I’ve always had the ability to hide my anxiety and that was as good a time as ever to put my self-protective abilities to use. Through

To be a volunteer teacherCosta Rican English for Sustainable Tourism (CREST) is a government initiative aimed at improving the economic competitiveness of Costa Rica by enhancing the level of English proficiency among professionals in the tourism sector. English-speaking volunteers are welcomed from all around the world to participate for six-month sessions. After a two-week orientation course volunteers are placed in rural communities throughout Costa Rica. Food and board are provided. To find out more, visit www.aliarse.com.

A Taste of the Pure LifeThe joy of giving, the warmth of Costa Ricans made this adventure so worthwhile.

Karaoke night: Just hours after landing, the blonde, English-speaking girl was swept off for karaoke night with her host and her friends.

PHOTOS FROM FRANKI BLACK

Technology is not needed for learning.

one-on-one conversations I established that the overall grasp on English was basic, but relatively manageable.

Classes eventually took off and we fell into an evening routine. As any teacher would know, some classes are easier than others due to varying levels of enthusiasm. My favorite class seemed to grow in size by the lesson. It included Javier, the blue-eyed, peace-loving Rastafarian; Laura, the sweet and intelligent homebody; Jose, the town juggler; and Armando, an elderly gentleman who prided himself in his Indian heritage. It was a smorgasbord of characters and as time went by I learned to love them all. We faced many hardships – from failing electricity to a lack of transportation for the “teacha” to a locked classroom door – but through it all my students kept coming back for more. When the rain came bucketing down, turning the Montezuma’s roads into virtual mudslides, my students still miraculously appeared, and when I had no means of transportation to our classes, they eagerly raised funds for my taxi ride.

Three months into my contract, just as I was starting to get into the swing of things, an official-looking truck pulled into the driveway outside my room. Out stepped Marinez, who informed me that more than 80 students – all demanding my services – were waiting for me in Montezuma’s neighboring town. Word had spread and before there was time to protest, I was carted off to sparse and dusty Santa Theresa. The real rustic teaching experience was about to begin.

As we approached the Santa Theresa “classroom,” I noticed that it was in fact a large outdoor shed and that 80 intimidating students were indeed awaiting me. I was really nervous. Through the chaos we managed to arrange a schedule and I soon realized I would spend the remaining three in Costa Rica gallivanting on rocky roads between Montezuma and Santa Theresa to meet a significantly increased number of students. I was moved to a slightly less glamorous house in Santa Theresa, which proved beneficial in improving my Spanish. My new host, Rosa, and her family could not utter a word of English, but they adequately demonstrated the art of subsistence farming through a collection of early-rising roosters and

organically grown fruits.My newly acquired students were

more of a challenge compared to the jubilant Montezuma bunch. Many felt self-conscious about practicing English in front of their peers, so I had to broaden my curriculum in creative ways. A real issue was the lighting at night. The make-shift white board was lit by a single bulb, which simply did not cut it for students constantly straining their eyes to see the board. I found myself in a constant battle with the local authorities to provide the bare essentials and in the end, with two weeks left on my contract; we were finally moved to a regular classroom.

Through it all I realized how hungry my students were to learn English and this knowledge always kept me motivated. After all, the purpose of volunteering was to serve my students. It was never going to be as convenient as life in America, but the Costa Rican way of life is beautiful in its own way.

During my farewell week I was flourished with letters of thanks and

appreciation. Many students wrote “I love you” and little souvenirs were eagerly handed to me to ensure that I would not forget them. The local town baker made a large cake that said “Thank’s Good Luck” and many classes orchestrated

parties that saw us snacking on everything from beans to chicken to rice pudding. I was filled with gratitude and after reading a note from the local council that said, “You really made a difference to these people’s lives,” I knew I had achieved my goal.

Costa Rica seeped into my veins. There were parts that I loved and parts that saddened me. I saw the less glamorous side of small town living in what many people see merely as a tropical paradise. Many local teenage girls were pregnant, while the fathers of their unborn children prowled around town in search of the next tourist. Many husbands had mistresses and many families were broken.

But for all of its trials, I loved teaching English in Costa Rica. My students introduced me to the warm, humorous, playful and caring nature of Costa Ricans and more importantly they taught me that the simple acquisition of a hammock may be the answer to all the worries in the world.

Franki Black is a freelance stew and writer. Comments on this story are welcome at editorial@the-triton.com.

TEACHING, from page B10

More English teachers would be welcomed in Costa Rica

I was filled with gratitude and after reading a note from the local council that said, ‘You really made a difference to these people’s lives,” I knew I had achieved my goal.

While it can’t match America for its conveniences, Costa Rica’s way of life is beautiful in its own way. PHOTO FROM FRANKI BLACK

See TEACHING, page B11

CRUISING GROUNDS: Costa Rica

The Triton www.the-triton.com September 2010 B11

By Franki Black

The lure of yachting is not only the travel opportunities, but also the monetary rewards gained from countless hours on the job. As a result, many yacht crew have the ability to combine their adventurous spirits with some money in the pocket, which often leads to interesting and rewarding stories. Here is mine.

Last summer, I completed my first stew job aboard M/Y Princess Sarah, a 142-foot Richmond, and decided to put my hard-earned money toward a lifelong ambition: teaching English in a developing country. I applied for a voluntary position in Costa Rica through an organization called Aliarse and after a two-week training course, I was well on my way to realizing my dream.

The first thing that struck me in Costa Rica was the attitude of the locals. Most responses in Costa Rica include the term pura vida, which is pure life in Spanish. Anything from “have a good day” to “your house is on fire” is likely to be followed by pura vida. This may be a contributing factor to The New Economics Foundation rating Costa Rica as “the happiest nation in the world” in 2009.

After a long and mountainous journey that included a bus and a ferry ride, I stopped in Montezuma, a small, hippie-like town on the Guanacaste Peninsula. On arrival I met my host family, a young couple who lived high up at a tree-top zip-lining operation in the jungle. My hospitable host, Kimberly, considered my travel-worn appearance and immediately invited

me for an evening of outdoor karaoke with her friends. They embraced me with tequila and the only English song they could find on their karaoke repertoire. All eyes were on the blonde English-speaking arrival as I sang into the damp air and soaked up my new home. I knew I had arrived.

It took two weeks of nagging the local town council to organize a gathering of potential students. We finally met on the second story of an open-air restaurant. Chinese lanterns were the source of light and a strong ocean breeze filled the space. There were about 30 foreign faces staring at me, looking for answers, and all I could think was “I can’t speak a word of Spanish.” Luckily, I’ve always had the ability to hide my anxiety and that was as good a time as ever to put my self-protective abilities to use. Through

To be a volunteer teacherCosta Rican English for Sustainable Tourism (CREST) is a government initiative aimed at improving the economic competitiveness of Costa Rica by enhancing the level of English proficiency among professionals in the tourism sector. English-speaking volunteers are welcomed from all around the world to participate for six-month sessions. After a two-week orientation course volunteers are placed in rural communities throughout Costa Rica. Food and board are provided. To find out more, visit www.aliarse.com.

A Taste of the Pure LifeThe joy of giving, the warmth of Costa Ricans made this adventure so worthwhile.

Karaoke night: Just hours after landing, the blonde, English-speaking girl was swept off for karaoke night with her host and her friends.

PHOTOS FROM FRANKI BLACK

Technology is not needed for learning.

one-on-one conversations I established that the overall grasp on English was basic, but relatively manageable.

Classes eventually took off and we fell into an evening routine. As any teacher would know, some classes are easier than others due to varying levels of enthusiasm. My favorite class seemed to grow in size by the lesson. It included Javier, the blue-eyed, peace-loving Rastafarian; Laura, the sweet and intelligent homebody; Jose, the town juggler; and Armando, an elderly gentleman who prided himself in his Indian heritage. It was a smorgasbord of characters and as time went by I learned to love them all. We faced many hardships – from failing electricity to a lack of transportation for the “teacha” to a locked classroom door – but through it all my students kept coming back for more. When the rain came bucketing down, turning the Montezuma’s roads into virtual mudslides, my students still miraculously appeared, and when I had no means of transportation to our classes, they eagerly raised funds for my taxi ride.

Three months into my contract, just as I was starting to get into the swing of things, an official-looking truck pulled into the driveway outside my room. Out stepped Marinez, who informed me that more than 80 students – all demanding my services – were waiting for me in Montezuma’s neighboring town. Word had spread and before there was time to protest, I was carted off to sparse and dusty Santa Theresa. The real rustic teaching experience was about to begin.

As we approached the Santa Theresa “classroom,” I noticed that it was in fact a large outdoor shed and that 80 intimidating students were indeed awaiting me. I was really nervous. Through the chaos we managed to arrange a schedule and I soon realized I would spend the remaining three in Costa Rica gallivanting on rocky roads between Montezuma and Santa Theresa to meet a significantly increased number of students. I was moved to a slightly less glamorous house in Santa Theresa, which proved beneficial in improving my Spanish. My new host, Rosa, and her family could not utter a word of English, but they adequately demonstrated the art of subsistence farming through a collection of early-rising roosters and

organically grown fruits.My newly acquired students were

more of a challenge compared to the jubilant Montezuma bunch. Many felt self-conscious about practicing English in front of their peers, so I had to broaden my curriculum in creative ways. A real issue was the lighting at night. The make-shift white board was lit by a single bulb, which simply did not cut it for students constantly straining their eyes to see the board. I found myself in a constant battle with the local authorities to provide the bare essentials and in the end, with two weeks left on my contract; we were finally moved to a regular classroom.

Through it all I realized how hungry my students were to learn English and this knowledge always kept me motivated. After all, the purpose of volunteering was to serve my students. It was never going to be as convenient as life in America, but the Costa Rican way of life is beautiful in its own way.

During my farewell week I was flourished with letters of thanks and

appreciation. Many students wrote “I love you” and little souvenirs were eagerly handed to me to ensure that I would not forget them. The local town baker made a large cake that said “Thank’s Good Luck” and many classes orchestrated

parties that saw us snacking on everything from beans to chicken to rice pudding. I was filled with gratitude and after reading a note from the local council that said, “You really made a difference to these people’s lives,” I knew I had achieved my goal.

Costa Rica seeped into my veins. There were parts that I loved and parts that saddened me. I saw the less glamorous side of small town living in what many people see merely as a tropical paradise. Many local teenage girls were pregnant, while the fathers of their unborn children prowled around town in search of the next tourist. Many husbands had mistresses and many families were broken.

But for all of its trials, I loved teaching English in Costa Rica. My students introduced me to the warm, humorous, playful and caring nature of Costa Ricans and more importantly they taught me that the simple acquisition of a hammock may be the answer to all the worries in the world.

Franki Black is a freelance stew and writer. Comments on this story are welcome at editorial@the-triton.com.

TEACHING, from page B10

More English teachers would be welcomed in Costa Rica

I was filled with gratitude and after reading a note from the local council that said, ‘You really made a difference to these people’s lives,” I knew I had achieved my goal.

While it can’t match America for its conveniences, Costa Rica’s way of life is beautiful in its own way. PHOTO FROM FRANKI BLACK

See TEACHING, page B11

CRUISING GROUNDS: Costa Rica

B1� September 2010 www.the-triton.com The Triton

Welcome aboard photo enthusiasts. In the past few articles, I introduced you to understanding the new camera light meter of the digital age – the

histogram.I mentioned in

these histogram discussions that it is best to place exposures slightly right of center. In other words, unlike film (remember film?) for which it was better to underexpose for

the shadows and over develop for the highlights, for digital it is better to slightly over expose … I said slightly.

I could simply tell you this is how it is, but I think it’s interesting and worthwhile to give you an abbreviated explanation as to why.

To begin, all computer-based processing begins with the basic binary digit, or bit. Digital sensors and images are made from bits. Each bit can have two values, a “0” or a “1”. All cameras can use a JPG format (some also have RAW and TIFF formats available) to process and capture images. This format has a bit depth of 8 bits that can address 256 levels of luminosity. This is arrived at by taking the 2 values (“0” and ”1”) to the power of 8, or 2x2x2x2x2x2x2x2, which multiplies out to 256. This luminosity (tonal) range is represented in this chart.

A good exposure at its best may capture five stops of light compared to the human eye, which can capture far more. When we shoot JPG (not RAW) as all pocket cameras can, we know JPGs contain 256 bits or tone levels. You can see by the diagram above, which is made up of five f/stops, that the lightest f/stop contains half of the 256 bits or 128 bit levels available in a JPG. The next f/stop has half of those 128 remaining levels or 64 bits, and so forth, with the last (darkest) f/stop having only the 8 bit levels remaining.

This means when you bring your digital photo into your computer to manipulate, retouch and enhance with image processing software, the lightest areas provide the most bits (128) to work with. Making adjustments with programs such as PhotoShop can be

destructive to a photograph. Therefore, in summary, if

corrections need to be made, there is more bit depth/information in the light areas to play with and potentially sacrifice, as opposed to the dark areas, with the darkest having little information with only 8 bit levels.

What has been explained so far offers a perfect-lead in as to why RAW (and TIFF) formats are more powerful than the JPG format. The latter has a bit depth of 8. RAW files have a bit depths of 12 (and 14 working up to 16). Let’s expand the formula of 2 to the 12th power or 2x2x2x2x2x2x2x2x2x2x2x2 = 4096 levels of luminosity. This far exceeds the 256 levels offered by the JPG format and provides a lot more information to work with.

You may have seen in your camera or computer monitor manuals that the images or screen are capable of displaying up to 16,777,216 colors. Wow, that’s a lot. We know from this figure, it is a JPG file. How?

Images in color photography, your color computer monitor and your television screen are all made from the colors red, green and blue. Multiply their individual luminosity levels together, 256x256x256, and you will come to the figure of 16 million colors.

If we calculate the red, green and blue luminosity levels of an image with a depth of 12 bits (4096x4096x4096) we come up with billions of colors

(and levels of color). Of course, we can’t discern all these colors, but the more information retained, the more bit levels and colors we are able to sacrifice in processing our images without losing control of the overall quality. More is better.

The same goes for pixel resolution of our image sensors … bigger bits and more bits are better. No doubt there is a point when increasing these numbers becomes negligible and will serve only to inflate the size of the files, increase the memory requirements to store them, and add to the extra time it takes to save and upload them, without there being any extra benefits derived.

If and when this threshold will be reached is beyond me. It’s summertime, the living is easy, and it time for fun in the sun with permission to go ashore.

James Schot has a studio gallery in Ft. Lauderdale. He has been a professional photographer for 35 years, for more visit www.jamesschotgallerystudio.com. Comments on this column are welcome at editorial@the-triton.com.

Digital photos have more data in lighter areas, not the dark

Photo exPosé

James schot

PHOTOGRAPHY: Photo Exposé

The Triton www.the-triton.com September 2010 B13

New requirements for training in leadership and teamwork;

New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates;

Introduction of modern training methodology including distance learning and Web-based learning;

New training guidance for personnel serving on board ships operating in polar waters; and

New training guidance for personnel operating Dynamic Positioning Systems.

Speaking at the close of the successful Conference, IMO Secretary-General Efthimios E. Mitropoulos said that the adoption of the revised STCW had brought to a successful conclusion the concerted effort undertaken by so many – government and industry alike, dedicated seafarer representative bodies, maritime training institutions, and the many other interested organizations – over a four-year period.

“The immediate task at hand is to promulgate the standards of maritime excellence we have just come to adopt amongst those working at the sharp end of the industry and to promote their proper implementation and enforcement through the usual means of enacting legislation and introducing enabling measures in maritime administrations and training establishments,” Mr. Mitropoulos said.

The Conference has been a key highlight in the IMO-designated “Year of the Seafarer,” which aims to provide the maritime community with an opportunity to pay tribute to seafarers from all over the world for their unique contribution to society and in recognition of the vital part they play in the facilitation of global trade in a hazardous environment.

While the new amendments clearly indicate a change to the international regulations, how will these changes affect the individual license holder?

The U.S. Coast Guard’s National

Maritime Center has not made any official announcements, but in various meetings has stated that the industry should expect changes. These will include training areas in celestial navigation, visual signaling, bridge resource management, ECDIS, and new competencies for Able Seaman (deck and engine).

The UK’s Maritime and Coastguard Agency (MCA) stated that the amendments are under review by various committees. The most critical question, which went unanswered to date, relates to the “Y” license tract. The majority of these licenses are not compliant with the STCW Code, but accepted as equivalencies for use on pleasure vessels. How these amendments will affect their use

on commercial yachts is yet to be determined. Questions into various Red Ensign registries, including the Cayman Islands and Isle of Man, were referred to the MCA.

The Australian Maritime Safety Authority (AMSA) states that the amendments are being reviewed and refined for entry into the Marine Orders – Part 3. The revisions are anticipated for release before

year’s end. On the yachting registry front,

inquires into the Marshall Islands, Malta, and St. Vincent and the Grenadines were met with similar responses: The amendments are under review with changes to the associated national legislatures expected before the start of 2011. Expect to see updates in The Triton as they become available.

Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau (IYB), an organization that provides inspection services to private and commercial yachts on behalf of several flag-state administrations. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.

RULES, from page B1

The most critical question, which went unanswered to date, relates to the “Y” license tract. The majority of these licenses are not compliant with the STCW Code, but accepted as equivalencies for use on pleasure vessels. How these amendments will affect their use on commercial yachts is yet to be determined.

Licensing agencies still unsure what will change

FROM THE TECH FRONT: Rules of the Road

B1� September 2010 www.the-triton.com The Triton CALENDAR OF EVENTS

Jazz on the river in Ft. Lauderdale; shrimp and grits in Jekyll IslandSept. 1 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.), this month with Ward’s Marine Electric to celebrate their 60th anniversary. No RSVP necessary. www.the-triton.com Sept. 2 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. RSVP to Associate Editor Dorie Cox at dorie@the-triton.com or 954-525-0029. Space is limited. Sept. 5 SunTrust Sunday Jazz Brunch (first Sunday of every month) on the New River in downtown Ft. Lauderdale. Hispanic Heritage Month. 11 a.m.-2 p.m., free. www.fortlauderdale.gov.

Sept. 8-13 33rd annual Cannes International Boat and Yacht Show, France. Two weeks before Monaco and for smaller yachts. www.salonnautiquecannes.com

Sept. 9 ABBRA roundtable discussion on problems and solutions within the marine industry, Jarrett Bay Boatworks, Beaufort, N.C. Free. RSVP to +1 401-247-0318, jslemons@abbra.org.

Sept. 10-12 St. Barths Bucket Regatta. A fun, non-racing regatta open to

yachts over 100 feet (31m). www.newportbucket.com

Sept. 16-19 11th annual YachtFest, Shelter Island Marina, San Diego. The U.S. West Coast’s largest yacht show, includes an exhibit hall. www.yachtfest.com

Sept. 16-19 Rolex Big Boat Series, St. Francis Yacht Club, San Francisco. Attracts thousands of world-caliber sailors. www.stfyc.com

Sept. 16-19 40th annual Newport International Boat Show, Newport, R.I. Concurrent with the 15th annual Yachting Magazine Brokerage Boat Show. www.newportboatshow.com.

Sept. 17 17th annual Marine

Industries Association of South Florida (MIASF) Golf Tournament. www.miasf.org

Sept. 17-19 Jekyll Island Shrimp and Grits Festival, Jekyll Island, Ga. Features a cook-off, shrimp boat tours, arts and crafts vendors, live entertainment. www.jekyllisland.com

Sept. 17-19 2nd annual Martin County Nautical Flea Market and Seafood Festival, Stuart, Fla. 400 marine and nautical vendor booths, live music, seafood and new and used boats. flnauticalfleamarket.com

Sept. 25 11th annual sale and auction at Sailorman in Ft. Lauderdale. Two no-minimum auctions of new, used and surplus marine stuff. Complimentary

lunch and drinks. On State Road 84 between U.S.1 and Andrews Avenue. www.sailorman.com

Sept. 28-30 The International Builders Exhibition and Conference (IBEX) has joined with the Marine Aftermarket Accessories Trade Show (MAATS) to create one trade event with OEM and aftermarket parts and accessories. www.ibexshow.com

Sept. 29-Oct. 30 International Marine Electronics Conference and Expo, Seattle, Wash. www.NMEA.org

Oct. 2-10 50th International Boat Show, Genoa, Italy, at Fiera de Genova. www.genoaboatshow.com

MAKING PLANSOct. 13Triton Boat Show Kick-off Party

Kick off the Ft. Lauderdale boat show season with a Triton-style Oktoberfest at the Downtowner Saloon. All yachting industry folks are welcome. See more details on page A11 and at www.the-triton.com. RSVP requested.

EVENT OF MONTH

Sept. 22-2520th annual Monaco Yacht ShowPort Hercules, Monaco

This anniversary show features 100 yachts from 25m to 90m, 30 of which were delivered in 2010. 500 exhibitors are expected, as well as 27,000 attendees, including David

and Lucy Reed of The Triton. The show brings together ship-builders, designers, equipment suppliers, brokers and service providers.

The event of the show: Perini Navi’s introduction of its first motoryacht, the 50m Vitruvius Exuma. www.monacoyachtshow.org

The Triton www.the-triton.com September 2010 B1�SPOTTED: New York City

Triton Spotter

Where have you taken your Triton recently? Send photos to editorial@the-triton.com.

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

Where in the world is The Triton?Well, in this case, pilots Bob Howie

and Tim Berwick, pictured, of Wing Aviation Charter Services in Houston, take time out in Times Square in New York City in August to read a passage or two out of the current issue.

Observant readers might spot the fact that this copy of The Triton is in the new “magazine” format. Howie didn’t have the full-size issue, so he visited www.the-triton.com, printed out a couple of pages, taped them together in the appropriate order and — viola -- instant issue. Clever, huh?

“A Canon G10 digital camera set to ISO 400, fill-flash balanced to the ambient daylight exposure and a bit of nip-n-tuck in Photoshop for shadow/highlight control with a smidge of color saturation tossed in for good measure and, like that sign thing, ‘Here’s your shot!’” Howie said.

Bob Howie is assistant chief pilot with Wing Aviation Charter Services. He spent 13 years as a writer with the Houston Chronicle, and is a lifelong boat owner. He has written several stories comparing the aviation and marine industries so we consider him The Triton’s resident aviation expert.

www.the-triton.com September 2010Section C

Augustnetworking

Chill out

Water provides great resistance training.

Septembernetworking

C4Celebrate 60 years with Ward’s Marine

Service begins with a team

C5It’s the only way to deliver luxury C14C2-3

Poker Run and at Marina Bay

Culinary Waves

Mary Beth Lawton Johnson

Once crew are trained in delivering and exacting the owner’s wants and standards, an interior manager should not have to second guess them. The

work should be done perfectly, each and every time. You should not have to ask a second time or question why they did it another way.

As chef and interior manager, when it is not done my way -- which is the captain’s and the owner’s way --

it is a direct reflection (and not a good one) of me as a manager. I have not done my job if a situation ends up this way.

Do other managers experience this? It happens to me, mostly because of safety issues and my compulsive desire to have everything perfect. But when it carried over into my personal life to someone who has far more experience than I will ever have as a ocean-going yachtsman, I had to stop and rethink my managerial skills.

On July 24, I did something I had never done before as a professional mariner. I second guessed the first mate’s aptitude for safety. I asked Absalon Agustin a couple of times before he walked out the salon door if he had a radio. He died that day, walking on the beach.

Was it a premonition to ask about the radio or was I second guessing him?

I never had done this before because Agustin always wore his radio. He was so safety conscious, and risked his life for several other people during the time I knew him.

He had experience and knew what to do.

Second-guessing crew isn’t good trait for manager

See WAVES, page C6

By Lucy Chabot Reed

Present a placement agent with a resume featuring a series of short-term jobs and a crew member is likely to get an earful about how difficult they will be to place. When it happened yet again to yacht Chef Adam Mazzocchetti, he asked us to find out why that is.

We didn’t poll placement agents, but we did ask megayacht captains what they think of freelancers, and the answer surprised us.

Among the 87 megayacht captains who took our survey this month, opinions were pretty evenly split on whether those staccato resumes hurt eager job candidates.

Do you have a negative impression of yacht crew who have lots of short-term jobs on their

resumes?Almost half – 49.2 percent – said

they didn’t, that short or seasonal jobs are common in yachting.

“By concentrating on the ‘rule’ that longevity is king, the industry has its blinders on when looking at crew members’ work history,” one captain wrote. “Freelancers fill an important place in the industry by providing their services at short notice. It’s not always easy to find such professionalism available for a short period so I’d like to think that people could see short stints as a valuable asset, and to not always regard these in a negative way.”

“The right freelance crew – reliable, committed, hit-the-ground-running level of experience – gives everybody flexibility, from the owner on down,” said a captain in yachting more than

20 years. “I freelance as captain, and I aim to jump in without making a splash, get the job done without making waves, and step out without leaving a ripple.”

Nearly 39 percent of respondents did have a negative impression, though, but it is one that might be fixed if freelancers who really preferred freelance work and weren’t just waiting for something better to come along reworked their resumes to reflect that preference.

“My experience is that crew (captains included) take the ‘freelance’ position while they are looking for the next great position,” said a captain in yachting more than 25 years. “This is fine, but be honest about what you are doing. I have hired a number of ‘freelance’ captains to fill in for me.

TRITON SURVEY: FREELANCE CREW

Captains support dedicated freelance crew with a ‘hit-the-ground-running level of experience’, not crew who take temporary jobs only until the next full-time post comes along. PHOTO FROM STEW FRANKI BLACK

See SURVEY, page C10

Careful using ‘freelance’ if you aren’t

C� September 2010 www.the-triton.com The Triton

More than 300 yacht captains, crew and industry folks joined

us at Marina Bay on the first Wednesday in August to wrap up our 4th annual poker run and network by the pool. Who says there’s no one in Ft. Lauderdale in summer? Find lots more photos in the Gallery section of the-triton.com.

PHOTOS/TOM SERIO

NETWORKING LAST MONTH: Marina Bay

The Triton www.the-triton.com September 2010 C�NETWORKING LAST MONTH: The Triton’s 4th annual Poker Run

Yachties played 245 hands of poker on the first Wednesday in August

and raised $1,500 for The Triton’s scholarship fund at Broward College. Crew and industry folks rode motorcycles, scooters, bicycles and vintage Volkswagen vans. And it ended with networking, of course.

Congrats to our winners: Capt. Kyle Costello, who won a two-tank dive for two from Pro Dive, for drawing five aces; Capt. Jonathan Pearson, who won a $50 gift certificate from Bluewater Books and Charts, also for five aces; Butch Risker, who won a week’s dockage at Marina Bay, for five queens; and Capt. Jeff Neuwirth, who won a $50 gift certificate to Mediterranean Market, with five nines. Capt. Paul “Whale” Weakley was presented a special gift for his help “encouraging” fellow captains and crew – even some working in the Med – to play a few hands of poker and contribute to a worthy educational fund.

PHOTOS/TOM SERIO

C� September 2010 www.the-triton.com The Triton NETWORKING THIS MONTH: Ward’s Marine

We are honored to hold our September networking event at Ward’s Marine Electrical as the company celebrates 60 years in business. After just 6 years for The Triton, we are humbled when we consider what it takes to not only stay in business but

be successful for so many years.

Join us on Sept. 1 from 6-8 p.m. at Ward’s at 617 S.W. Third Ave. in Ft. Lauderdale. (From 17th Street, take Andrews Avenue north to Southwest Seventh Street, make

a left, cross the railroad tracks and make a right. www.wardsmarine.com)

There will be music and food, a tour of Ward’s facility, and lots of great networking. Until then, get to know a little more about Ward’s from Chief Operating Officer Kristina Hebert, who also happens to be the company founder’s granddaughter.

Q. We met you in these pages when you hosted one of our events last year, but tell us again a little about Ward’s Marine Electric.

Last year’s event was such a success we knew we wanted to do it again. This year, it’s especially significant as we celebrate our 60th anniversary. My

grandfather started this company in 1950 literally out of his garage and that’s something we are really proud of.

We have grown from a small home-based business to having two locations, one in Ft. Lauderdale and one in Riviera Beach, and 20 mobile units. Our divisions have expanded as well. We can perform all levels of an electrical refit in-house from service to sales and from manufacturing to production.

Q. There is something special to staying in business 60 years. What gives your company an edge?

We have been truly blessed to watch our Ward’s Marine family grow the past 60 years. What really works for us is the emphasis we place on safety, customer service and loyalty. Our family works to provide customers not only with our expertise, but also with respect and understanding of their specific needs.

Fifty-five percent of our employees have been here more than 10 years, and 26 percent more than 20 years.

Q. Some of our guests at last year’s event were surprised to learn that Ward’s does so many different things, even though it sounds like you do just one: electric.

That’s one of our biggest challenges, to educate every customer on all of the services we provide. Yes, we do marine electric, but this isn’t a small field. So many aspects go into designing

a complete marine electric package, such as comprehensive electrical and corrosion surveys, engineering and design, panel production and assembly, onboard installations and modifications, and housing the inventory to support these efforts.

That’s why we like doing this event. It gives our customers and your readers a chance to come to an open house and see that it’s not just one thing we do; it’s everything we do.

Q. Have you noticed any trends on yachts in the past year or two with the recession? Are owners/crew putting off repairs or upgrades, or is electrical one of those things you can’t postpone?

Electrical repairs and upgrades have remained steady despite the recession. What has changed is perhaps the scope of the work or the length of the wish list. Again, safety is our No. 1 priority and that holds true for captains and engineers as well.

Q. Do you have any new products or services we should know about?

There are always new products and services. We work with many vendors who are always staying ahead of the curve. Many times our showroom is a test site for new retail products, as it allows for a greater variation of the marine market to try them.

In our segment of the industry

the regulations and rules change and advance with technology. Because of this, our service department is focused on training and education and adds new services to comply.

Q. Do you train yachties who want to be proficient in your systems?

We provide training on all switchboards we design and manufacture. During commissioning we have a detailed walk-through of the unit’s capabilities, safety measures and maintenance recommendations.

Q. You spend a lot of time working with trade associations both here in South Florida and on the national level in Washington. Why is the broader industry so important to you?

The success of our industry depends on future generations. We must always look ahead, remove obstacles and challenges, and create incentives for the sustainability and growth of our industry. Trade associations, local and national, are vital and provide us with unity and strength in numbers.

I am not only a third generation member of leadership in Ward’s Marine, I am also a third generation board member and leader in the industry. I encourage everyone to get involved at whatever level you can. After 60 years we are a true testament that if you give to your industry, it will give back to you.

Ward’s Marine Electrical stands on six decades of success

Hebert

The Triton www.the-triton.com September 2010 C�INTERIOR: Stew Cues

When working on yachts, we often hear about the importance of teamwork. One of my favorite annoying expressions is “There’s no “I” in team”, always

delivered as a reproach when someone does something that someone else considers to be selfish, which is almost as popular as the old “That’s why they pay us the big bucks.”

Just what is teamwork all about?

We are in the luxury business, and “luxury” is transferred to people through people, an entire team of people. It’s our job to ensure that service is delivered universally so we can create a memorable experience for our guests.

The only way we can create the best benefits for each guest is to provide consistently excellent service. To do this, we have to know we can rely on each member of our team to do whatever it takes to get the job done, regardless of whether a task is directly linked to an individual’s job description.

The most important thing to remember is that service starts with me – every “me” on the team. To demonstrate leadership, senior crew must be just as willing to pitch in and do the frontline work as we expect our junior crew to be. It’s all about lateral service and cross-training. If we all understand what our fellow crew mates’ jobs entail, we have greater empathy and respect for each other. Cross-training prevents departments from becoming isolated from each other. There’s none of that “not my job, mon” attitude. Everybody does whatever it takes to get the job done; and the job is to deliver a memorable luxury experience each and every day.

Along the way, it is helpful for senior team members to invest time in a mentoring process to develop the talents of other team members. It is a matter of combining technical skills with the unique philosophy of the boat, and finding a way to measure competency and determine how good each team member is at his/her jobs. Seventy percent of learning occurs on the job. Are the skills they learn delivered consistently to guests?

One of the biggest components of good leadership is recognizing each person’s individual talent in terms of their innate abilities and then giving them a little room to envision what they want most to contribute to the team. In other words, let them grow in the direction of their interests.

This is the tricky part, the trust part. How much trust is too much?

I recently worked with someone new to the industry who said she felt like she

worked in a restaurant and lived in the kitchen. We tend to forget how thin our boundaries are in this industry. There is barely any separation between any pieces of our lives, and it is inevitable that there will be breakdowns. How supportive the environment is will determine whether you can stand the heat or should get out of the kitchen.

Trust flows from the top down. Crew need to trust leadership to create a workplace where they feel they belong, to believe their work makes a difference, and to feel good about contributing.

This is no small task. Leaders are human, too, and are subject to breakdown. But having a reputation for respecting and empowering people goes a long way. Honesty contributes much toward building trust.

It may seem that the truth is

sometimes better withheld. (We all accept that sometimes we are on a need-to-know basis; if there is anything we need to know, someone will tell us.) But trust erodes when communication lacks honesty. A true leader knows how to balance this power.

Distrust destroys morale and impacts service. One bad mood can quickly ruin everybody’s day, sending some scrambling to figure what they did wrong and who is at fault. When leadership can’t be trusted to sort things out, co-workers often work against each other as a means of self-protection. Let the drama begin.

It pays to remember that we are all human and we will make mistakes every day. Empowering through trust instills a sense of pride. Crew members know that deep down inside they are respected

and protected and that their particular talents have not gone unnoticed.

You can’t micromanage memorable outcomes. You have to step back and trust that through teamwork and with guidance, your crew will be empowered to use their talents and training to consistently deliver the kind of service that will create a luxurious, memorable experience for your guests every time.

Alene Keenan has been a megayacht stewardess for 19 years. She has recently begun teaching a 10-day intensive silver service course at Maritime Professional Training in Ft. Lauderdale. She also offers onboard training through her company, Stewardess Solutions (www.stewardesssolutions.com). Comments on this column are welcome at editorial@the-triton.com.

Stew CueS

Alene KeenAn

Trust in teamwork to provide consistently excellent service

C� September 2010 www.the-triton.com The Triton IN THE GALLEY: Culinary Waves

Here is a quick and easy personal pizza made from ingredients already in your refrigerator or pantry.

Ingredients:2 large burrito tortillas2 cups shredded mozzarella cheese1/2 cup jarred spaghetti sauceFavorite toppings On a non-stick perforated pizza pan,

place one large tortilla. Lay out 1 cup of the mozzarella cheese and cover with the second tortilla.

Spread on 1/2 cup of jarred spaghetti sauce and then cover with the remaining cup of shredded cheese.

Finish with your favorite toppings such as pepperoni and bacon, ham and pineapple, or leftover meats and vegetables from last night’s dinner.

In a pre-heated oven at 380 degrees, place pizza on a center rack and set timer for 15 minutes.

Once finished, place on a wooden cutting board and let cool for 5 minutes. Slice into eight slices and enjoy.

Capt. Wampler’s Simple PizzaBy Capt. John Wampler

A beautiful thing about pizzas: You can top them however you choose. PHOTO/CAPT. JOHN WAMPLER

But the day he died, I second guessed his abilities, and after 14 years with us, I had never questioned him before, ever.

I can’t stop thinking about why I second guessed him, which got me thinking about all the times I’ve done that to other crew, and how others have done that to me.

Have you ever second guessed another crew member’s capabilities, had to remind them of their duties, or checked behind them to see if their job was done right?

I have. It takes a long time for newcomers to the industry to really believe how dangerous our jobs can be, to understand the safety implications involved, and to learn to recognize what needs to be done. Until I feel comfortable in a new crew member’s ability, I will re-ask and re-question, even once they have met all of the qualifications.

This is not the best tactic to use as a manager. A checklist would be better.

Then why do I and countless others seem to second guess our crew? To be in control? A show of power or ego? I would have to say yes to all of the above.

Second guessing is not a good quality in managers. From an experienced bluewater sailor of 20 years who worked the deck and helm to being a dual-degreed chef, I need to know the abilities of new crew in maintaining a safe working environment and whether they know the correct way to do their job. Once I feel comfortable with their abilities, I give them free reign. Unfortunately, it doesn’t stop there. I need to lessen the

reigns and let go.When my chef abilities were second

guessed by a new stew years ago, I got angry. (If the shoe fits, I need to wear it right?) If she were on another yacht, she would have been either talked to or fired. But management these days is no longer the dictator vs. the scared employee. Instead, we are often viewed as a team, working together to achieve the team’s goals. This is how it is now on yachts.

There are yachts that run on a military standard, but for the most part, the industry is changing toward team goals, so we old timers need to adapt if we are going to survive.

Over a 20-year career, I have had some of the best stews (and also the kind who put fine stemware down the garbage disposal).

One of the best I have ever worked with died recently of heart trouble while we were in the Bahamas. I never once questioned his abilities once he was shown how to do the job. I never questioned his ability as a seaman either.

I trusted my life with this man and I watched him save a life. Our mate, Capt. Absalon G. Agustin, was one of the finest mariners I have ever met. And the only time I second guessed him was on the day he died.

I asked if he had his VHF radio on him, and I told him to be careful and safe. That was the last time I spoke to him and it was a second guess. Turns out that he had left his radio onboard so it would not get wet, but even if he had had it, we could not have saved him.

I do it to my husband, the captain, probably because I have worked with him for my 20-year career and I know him like a book. When something is out of the norm, I question it or ask him about it.

If something was out of the normal sequence of events onboard, would you second guess what was happening or rely that it will be done? What happens if it is not done and the owner comes to you?

At some point, though, you have to let go and learn to trust others. If the work is not done, that is when you sit down with the employee and discuss their job duties and performance. But if they do their job well, there is no need to second guess their abilities, until they prove otherwise.

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 editorial@the-triton.com.

WAVES, from page C1

Industry newcomers need time to understand safety demands

The Triton www.the-triton.com September 2010 C�XXXXXXXXXX

C� September 2010 www.the-triton.com The Triton NUTRITION: Take It In

Those innocent-looking little black poppy seeds on your morning bagel can spell big trouble if you eat them and take a urine-based drug test the same

day. Why? You just might wind up with a false positive for opiates.

There are some 90 species of poppy. One, Papaver somniferum, is used to make both drugs (think opiates like morphine

and codeine) and food (think poppy seeds). Poppy seeds are tiny seeds, most commonly black but there are also white, that have been harvested from the opium poppy for thousands of years. The ancient Sumerians cultivated them as did the Egyptians who used them as a sedative as early as 1500 BC.

Over the ages, poppy seeds have been used as a remedy for insomnia and infertility, a good luck charm for wealth, and even rumored for magical powers to render someone invisible.

Poppy seeds are indeed nutritious. One tablespoon provides only 45 calories along with nearly 2 grams of protein and an equal amount of carbohydrates, about 15 percent of the daily requirement for calcium, and good amounts of the minerals potassium, magnesium and phosphorous. Poppy seeds are also fat, sodium and cholesterol free.

A nutty taste and crunchy texture has led poppy seeds to be incorporated into a number of dishes. In general, they’re used as a spice, decorative garnish and a main flavoring in foods ranging from baked goods to main dishes and desserts. For example, while Americans might go for poppy seed rolls and bagels, central Europeans enjoy a poppy seed-filled strudel at Christmas.

Germans and Poles use poppy seeds in a variety of breads. New Zealanders eat poppy seed crackers. Jews nosh on pastries filled with a poppy seed paste during Purim (which occurs in the spring). And Indians cook with white poppy seeds as part of their regular spice repertoire.

Poppy seeds are also used in many manufactured foods. They are a main ingredient in Clif Bar’s lemon poppy seed bar. All this said, poppy seeds are pretty popular in foods found around the world.

The problem, as far as drug testing goes, is that eating poppy seeds the day -- and some literature points up to 72 hours -- before a drug test can cause a false positive for opiates. Opiates are one of the Substance Abuse and Mental Health Services Administration’s five drugs tested for in the standard National Institutes of Drug Abuse testing.

In reality, a false positive in drug testing caused by poppy seeds is a true positive. There are no unambiguous markers available to differentiate poppy food ingestion from heroin or pharmaceutical morphine use. The only thing false about it is that the test-taker is at fault for eating something, not smoking, snorting or shooting it.

The likelihood of false positive test results from eating poppy seeds has decreased since 1998 when the federal test threshold for morphine and codeine was raised from 300

nanograms per milliliter to 2,000 ng/mL.

Still, there is research to show that it’s possible to eat enough poppy seeds to cross this higher limit of detection and get nailed. Also, some toxicology labs may still use a cutoff level of 300 ng/mL, which could prove problematic on a regional basis.

So, what can you do to be sure

these delicious little seeds don’t get you in trouble? Play it safe and don’t eat them before drug testing. There’s always blueberry, cinnamon raisin or just plain plain bagels out there.

If drug testing is random and you just ate a sandwich on a poppy seed roll, alert the test company to the possibility of a false positive and ask for a re-take.

Don’t expect the “poppy seed defense” to come to your rescue if you’re a real party animal because other signs of drug use are sure to leave their telltales.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at editorial@the-triton.com.

Poppy seeds can trigger false positive in drug tests

take It In

Carol Bareuther

There is research to show that it’s possible to eat enough poppy seeds to cross this higher limit of detection and get nailed. Also, some toxicology labs may still use a cutoff level of �00 ng/mL, which could prove problematic on a regional basis.

The Triton www.the-triton.com September 2010 C�XXXXXXXXXX

C10 September 2010 www.the-triton.com The Triton TRITON SURVEY: Freelance crew

Do you hire freelance crew?

Yes – 94.3%

No – 5.7%

Yes – 72.6%

Will owners accept temporary, freelance crew?

No (full-timers only) – 27.4%

Some positions not always needed – 69.5%

If you hire freelancers, what is the primary reason?

Gives crew time off

– 11.0%Provide better service – 13.4%

Saves money – 3.7%Insurance requires it – 2.4%

No, freelancers can be as professional as full-time crew – 69.8%

Is ‘freelance’ a code for ‘can’t hold a job’?

No, at least they are working – 8.1%

They have done exceptionally well and often say “if you ever need me again...” When I try to book them for six months in the future, I always get the reply, ‘Oh, I will have to wait and see what is happening closer to those dates.’

“This is not a professional freelance captain to me,” this captain said. “This is someone looking for a full-time placement or the longest term position they can negotiate. I have also had candidates commit to me and then blow me off a week before they are supposed to arrive because they found a better/longer-term offer. Maybe I am old fashioned, but when you commit to someone, you keep your commitment.”

Just 11.8 percent believed that a resume with lots of short-term jobs meant that the candidate couldn’t keep a job. We tried to find similarities among those 10 respondents in terms of tenure in yachting but could not. They ran the gamut in terms of years of experience.

Several captains stopped us here

to note that there is an important difference between yacht crew who work freelance as a preference and those who simply call themselves freelance because they don’t have full-time work. A true freelancer, they say, won’t take a full-time job.

One captain brought up an interesting nuance of freelance, which to him/her meant temporary. Instead, this captain has respect for relief crew.

“Many freelancers have certain traits that are disruptive to the smooth dynamics of running a professional yacht,” said this captain, who has been in yachting more than 20 years. “Permanent relief crew are usually more professional. If you are a good freelance crew member, you will have lots of offers for return relief work. Chefs are in demand, and I pay my relief chefs extremely well.”

So can some people’s negative connotation of real freelance crew be eliminated simply by changing the word to “relief ” crew instead? We didn’t ask this question, but wish we had.

Some believe that “freelance” is code for “can’t hold a job”. We

wondered if captains agreed.The majority of captains (77.9

percent) hold little grudge against crew who consider themselves “freelance,” acknowledging that freelancers can be just as professional as full-time crew and that at least they were working.

“I have used freelance crew who have left a job and have a strong enough work ethic they don’t just sit around waiting for a new job,” said a captain in yachting 11-15 years. “They work until a permanent position is found.”

That leaves 22.1 percent of captains who do believe freelancers are hiding behind that word, especially if they aren’t advancing their career or are willing to take long-term positions.

“One of the issues of the freelance industry is it is partially full of people who don’t know what they want or can’t keep a job,” a captain said. “So, whether the good freelancers care to admit it, their pool is filled with some less-than-desirable prospects, and the good ones suffer. Good freelancers are in high demand and hard to find.”

Thirteen captains (15.1 percent

of respondents in this poll) thought that yes, freelance is clearly code for “can’t hold a job”. We looked more closely at these respondents and again discovered no similarities in terms of tenure in yachting. We did discover that among those 13 captains, none had ever knowingly taken a temporary job.

Next, we wanted to know, regardless of personal beliefs about freelancers, do you hire freelance crew?

The vast majority – 94.3 percent – do, and pretty much for the positions that we would expect: interior/stew, chef, bosun/deck and first officer/mate, in that order of most common.

“Freelance crew are a necessity in this industry,” said a captain in the industry more than 10 years. “There is a huge difference in crew who choose to freelance and those who are regularly leaving permanent positions after a short period. The crew agencies need to stop passing judgment on freelance crew. Read their CVs more closely and recognize that most of the true freelancers are repetitively called back to the same boats. Hence, great

crew members filling a niche.”And naturally, we wanted to know

why: If you hire freelance crew, what is the primary reason?

Most (69.5 percent) hire freelancers to fill in positions the yacht needs only some of the time.

“Freelance crew can be a great asset when extra help is needed on a time-limited basis,” a veteran captain said. “I have used freelancers and would again when needed.”

Freelancers give 13.4 percent of respondents the ability to provide better service during charters/owner’s trips.

And freelancers allow the yacht to give full-time crew time off for 11 percent of respondents.

Only a few said they hire freelancers because they are less expensive than full-time crew (3.7 percent) or because insurance requires a certain number of crew (2.4 percent).

Among the few respondents who don’t hire freelancers (about 5 percent), the primary reason is that it takes too

The best freelance crew members ‘will have lots of offers for return relief work’

See SURVEY, page C12

SURVEY, from page C1

The Triton www.the-triton.com September 2010 C11TRITON SURVEY: Freelance crew

Yes – 86.9%

Will the owner hire a freelance chef?

No – 13.1%Yes, for the most part – 15.1%

No, freelancers can be as professional as full-time crew – 69.8%

Is ‘freelance’ a code for ‘can’t hold a job’?

Yes, if career stagnant – 7.0%

No, I only want full-time jobs – 23.1%

Have you ever taken a knowingly temporary job on a yacht?

Yes, it was the only work I could find at the time – 60.3%

Yes, I prefer those jobs – 16.7%

What main requirement would you have of a freelance chef network?

Good selection of candidates – 38.3%

Background/security checks on

candidates – 22.2%

Preferred candidate available – 14.8%

Good rates – 12.3%

None – 12.3%

A few comments from survey respondents:n n n

My partner and I have recently gone the freelance route after 10 exhausting years in the industry. We use our 41-foot live-aboard sailboat to get from one seasonal area to another. This way we are in the vicinity of the action and our “in-between-jobs” accommodation doesn’t break the bank. Best of all, we finally have the time and opportunity to see some of the off-the-beaten-track cruising areas along the U.S. East Coast that the big boats never see. And finally family and friends can visit with us in our home.

Freelance can work, and the industry should stop thinking that all freelance crew are beach-bums. We’re every bit as professional as full-time crew. The industry loses so many skilled and experienced people who leave because they “want their lives back.” Freelance work keeps these hard-won years of experience in the industry: a win-win situation for the freelance crew, owners and the industry as a whole.

We wish there was an agency that took freelance crew under its wing as a core business, one that would weed out the holiday job seekers from the dedicated,

experienced, trustworthy of us who work freelance full time.

n n nSome of the [survey] questions do not

allow the whole story. I have taken on a temp job for the season because it fit into my schedule. Some of the yes/no questions really are not black and white. More often, there are many other reasons for not needing freelance crew. For example, the owner feels that his yacht is crewed efficiently. Trainability of a freelance crew member can be another variable.

n n nShort-term employment is an important

subject and our industry must dispel the myth that crew with a lot of quality freelance work on their CVs are unreliable or undesirable. It is just that, a myth. It would be ridiculous and irresponsible for me to sit on my butt just waiting for that full-time dream job. They are few and far between.

n n nThere is a misconception that freelance

captains are not desirable for long-term employment. I beg to differ. In my case, my vessel was sold 20+ years ago and I started doing contract charters and deliveries. After all this time, I have operated hundreds

of vessels all over the world. And here is what the owner is missing: a yacht captain who has run just about every yacht system out there and cruised most of the yacht grounds around the world. A freelance captain is more “hands-on” with regard to vessel systems. A freelance captain can step aboard and in short order, have the vessel up and running.

n n nNot all boats today run with a full

compliment of crew. My first gig in yachting was on a 103-footer back in the 1990s. There was a captain, engineer, mate, stew and chef for a total of five full-time crew. You’d be hard pressed to find a 100-footer today with four full-time crew, maybe even three. By running short on full-time crew, the industry has in and of itself created a demand for freelance crew.

n n nFreelance does not sit well with some.

I have hired freelance crew and luckily was not left with a bad taste. Fortunately, I was not in a bind and had plenty of time to review resumes. With insurance requirements becoming increasingly more difficult, freelance crew might find it to be

‘Owners seem to think things are going to be alright’

See COMMENTS, page C13

They have done exceptionally well and often say “if you ever need me again...” When I try to book them for six months in the future, I always get the reply, ‘Oh, I will have to wait and see what is happening closer to those dates.’

“This is not a professional freelance captain to me,” this captain said. “This is someone looking for a full-time placement or the longest term position they can negotiate. I have also had candidates commit to me and then blow me off a week before they are supposed to arrive because they found a better/longer-term offer. Maybe I am old fashioned, but when you commit to someone, you keep your commitment.”

Just 11.8 percent believed that a resume with lots of short-term jobs meant that the candidate couldn’t keep a job. We tried to find similarities among those 10 respondents in terms of tenure in yachting but could not. They ran the gamut in terms of years of experience.

Several captains stopped us here

to note that there is an important difference between yacht crew who work freelance as a preference and those who simply call themselves freelance because they don’t have full-time work. A true freelancer, they say, won’t take a full-time job.

One captain brought up an interesting nuance of freelance, which to him/her meant temporary. Instead, this captain has respect for relief crew.

“Many freelancers have certain traits that are disruptive to the smooth dynamics of running a professional yacht,” said this captain, who has been in yachting more than 20 years. “Permanent relief crew are usually more professional. If you are a good freelance crew member, you will have lots of offers for return relief work. Chefs are in demand, and I pay my relief chefs extremely well.”

So can some people’s negative connotation of real freelance crew be eliminated simply by changing the word to “relief ” crew instead? We didn’t ask this question, but wish we had.

Some believe that “freelance” is code for “can’t hold a job”. We

wondered if captains agreed.The majority of captains (77.9

percent) hold little grudge against crew who consider themselves “freelance,” acknowledging that freelancers can be just as professional as full-time crew and that at least they were working.

“I have used freelance crew who have left a job and have a strong enough work ethic they don’t just sit around waiting for a new job,” said a captain in yachting 11-15 years. “They work until a permanent position is found.”

That leaves 22.1 percent of captains who do believe freelancers are hiding behind that word, especially if they aren’t advancing their career or are willing to take long-term positions.

“One of the issues of the freelance industry is it is partially full of people who don’t know what they want or can’t keep a job,” a captain said. “So, whether the good freelancers care to admit it, their pool is filled with some less-than-desirable prospects, and the good ones suffer. Good freelancers are in high demand and hard to find.”

Thirteen captains (15.1 percent

of respondents in this poll) thought that yes, freelance is clearly code for “can’t hold a job”. We looked more closely at these respondents and again discovered no similarities in terms of tenure in yachting. We did discover that among those 13 captains, none had ever knowingly taken a temporary job.

Next, we wanted to know, regardless of personal beliefs about freelancers, do you hire freelance crew?

The vast majority – 94.3 percent – do, and pretty much for the positions that we would expect: interior/stew, chef, bosun/deck and first officer/mate, in that order of most common.

“Freelance crew are a necessity in this industry,” said a captain in the industry more than 10 years. “There is a huge difference in crew who choose to freelance and those who are regularly leaving permanent positions after a short period. The crew agencies need to stop passing judgment on freelance crew. Read their CVs more closely and recognize that most of the true freelancers are repetitively called back to the same boats. Hence, great

crew members filling a niche.”And naturally, we wanted to know

why: If you hire freelance crew, what is the primary reason?

Most (69.5 percent) hire freelancers to fill in positions the yacht needs only some of the time.

“Freelance crew can be a great asset when extra help is needed on a time-limited basis,” a veteran captain said. “I have used freelancers and would again when needed.”

Freelancers give 13.4 percent of respondents the ability to provide better service during charters/owner’s trips.

And freelancers allow the yacht to give full-time crew time off for 11 percent of respondents.

Only a few said they hire freelancers because they are less expensive than full-time crew (3.7 percent) or because insurance requires a certain number of crew (2.4 percent).

Among the few respondents who don’t hire freelancers (about 5 percent), the primary reason is that it takes too

The best freelance crew members ‘will have lots of offers for return relief work’

See SURVEY, page C12

SURVEY, from page C1

C1� September 2010 www.the-triton.com The Triton

much effort to retrain someone new all the time. Only one captain said it was because the owner wants consistency in his crew.

Which leads us to our next question: Do owners want only long-term crew or will they accept temporary, freelance crew?

The majority (72.6 percent) said owners will accept temporary crew.

“It used to be the case that longevity was a primary factor to see whether one would be reliable and stand by his or her word,” said a captain in the industry more than 10 years. “With a recession, that picture changes somewhat as some owners particularly ask to shorten the crew to a minimum and hire again as needed to keep the cost down. So obviously the demand creates the freelancer in the first place. As long as a long-term position is not offered, I would find it unfair to put much emphasis on proven longevity.”

Still, more than a quarter of respondents (27.4 percent) said owners want long-term crew.

In an effort to get more understanding of captains’ beliefs about freelancers, we asked a few questions that are totally subjective.

Are freelance crew less reliable than full-time crew?

Nearly three-quarters (73.5 percent) said no; 26.5 said yes.

“Many times freelance crew come on fresh and work harder and longer than full-time crew,” another captain said. “They know their end date, so they work hard until then for a good reference and referrals.”

“My objections to freelance crew are not just limited to those listed,” said a captain of yachts from 133 to 201 feet with crew compliments of seven to 21. “Freelance crew are, by

their nature, looking for their next job and not thinking of the one they took temporarily. Since they are not staying, they tend to leave their mess to the next temporary or permanent crew.”

Are freelance crew less adapt- able/trainable to your vessel than full-time crew?:

Again, about three-quarters (76.5 percent) said no; 23.5 said yes.

“Quite often freelancers are as good or better than permanent crew,” said a captain on yachts more than 10 years. “They always have to perform over 100 percent or they don’t get call backs or referrals.”

“I find that in general freelancers are harder to deal with, work with and train than full-time crew,” said a captain on yachts more than 20 years. “If they are truly freelance by choice and intend to stay that way (not looking to work into a permanent position) many of them have the ‘I was looking for a job when I found this one and I can find another after this’ attitude. You find yourself handling them with kid gloves so they don’t get mad and quit. Someone who is looking to find a permanent position is much more likely to go out of their way to do a good job.”

One of Chef Adam’s main points was that from a business perspective, freelancers can be more affordable for the yacht in the long run since they are only hired for the infrequent times the owner is aboard.

We were curious to see if captains agreed with that stance, so we asked Are freelancers more/less expensive to hire for the length of their stay than full-time crew?

A full 60 percent acknowledged that they were more expensive; leaving 39.2 percent to say they were less expensive.

We wanted to compare that to this question: Are freelancers more/less expensive in the long term than full-

time crew? A slight majority of 53.7 percent

thought they were less expensive in the long term than full-time crew. More than 46 percent thought they were more expensive.

“Our program does not warrant a full-time chef,” said a captain in the industry 6-10 years. “We have been lucky to use the same freelance, culinary-trained chef for more than 10 months on nearly every trip with the owner aboard. He integrates with the full-time crew and follows the protocol of the yacht without question. The owner has almost come to expect the same chef aboard, but does not get upset if he is obligated elsewhere. It is far more cost effective and productive, to our program, to hire freelance.”

“Obviously, the use of freelancers becomes more cost effective the less a vessel is used,” said a captain in yachting more than 15 years. “If owners are temporarily cutting back on the use of the yacht because of the economy, being a ‘regular’ freelancer could lead to a full-time position when things get back to normal.”

We crunched these results to discover that of those captains who think freelancers are more expensive in the short term, most (62.5 percent) also think they are also more expensive in the long term.

And of the captains who answered both questions, the largest group (38.5 percent) thought freelance crew were always more expensive, both in the short-term and in the long-term.

Just fewer than 30 percent thought they were always less expensive, and just more than 30 percent thought the expense was mixed.

In looking specifically at the chef ’s position, we asked Will the owner hire a freelance chef?

Nearly all captains (86.9 percent) said

the owner would.Chef Adam has toyed with the idea

of creating a network of freelance chefs, so we asked captains If there was such a network, what would be a priority requirement for you to use it?

More than 60 percent said it would depend on the verified quality of the candidates presented.

“I would prefer to use the same person over and over,” one captain said. “If they are working with multiple yachts they may not be available when you need them. The concept is somewhat like job rotation ... a great concept on paper, but difficult to pull off.”

“Freelance crew serve their purpose,” said a captain in yachting 6-10 years. “They help yachts run effectively. If there was a network of just freelance crew, it would be useful. I would expect it to be more experienced crew who can just step on a yacht and do the job with little or no training. High-quality freelance crew can charge premium rates, but there has to be some guarantee that they are as advertised. Freelance inexperienced crew, I try to avoid.”

Since we asked captains about their opinions about freelance crew, we were curious to know if they had ever worked freelance themselves, so we asked Have you ever taken a knowingly temporary job on a yacht?

More than 60 percent had, but only because it was the only job they could find at the time.

The next largest group at 23.1 percent said they hadn’t because they only want full-time employment.

Just 16.7 percent of respondents prefer to work freelance positions.

“I have had a freelance career for better than 30 years,” a captain wrote. “I’ve probably had 100 or more jobs in that time as captain, mate, engineer on motorboats, sailboats and ships. I prefer it. Every boat is different. It’s exciting, you meet new people and are always on the move.

“It’s odd that this even came up. In the commercial marine industry, routine changes in crew avoid burnout,

In the short- and long-term, compare the costs of freelancers to full-time crew.

Freelancers always less expensive – 29.5%

Freelancers always more expensive – 38.5% Depends on

whether hiring is for the short term

or the long term – 32.1%

STATISTICS/GRAPHICS BY LAWRENCE HOLLYFIELD

View of longevity changes ‘with a recession’SURVEY, from page C11

See SURVEY, page C13

TRITON SURVEY: Freelance crew

The Triton www.the-triton.com September 2010 C1�TRITON SURVEY: Freelance crew

permit schooling, maintain family ties, and myriad other conditions. Why would yachting have an issue with this?

“Are there people out there who believe a program of 11 months on, one month off is really an ideal career for anyone?” this captain continued. “Can it even be regarded as a healthy working condition? I often wonder about the mental stability of someone who hasn’t taken leave in 18 months. What kind of life is that anyway, socially crippled, no family, few friends?

“A change in crew can bring a ray of sunshine into a drab routine, or at least stir things up. And change is good. It reminds us that there is a life after yachting.”

Taken as a whole, the survey seems to reveal that yacht captains -- the ones who usually do the hiring on yachts -- don’t look down upon freelance crew, and indeed seek them out for temporary positions, perhaps now more than ever.

“It has been my opinion that we sailors tend to be a transient group, a happy bunch always moving from yacht to yacht, port to port,” one respondent wrote. “Yacht crew agents, on the other hand, tend to be more fixed in one place. Perhaps it’s the agents who are losing contact with their industry.”

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

SURVEY, from page C12

New crew can bring ‘sunshine’

challenging, which is another subject The Triton might want to jump into.

n n nFreelance chefs I have hired -- and

there have been quite a few -- have been horrible. The attitude always seems to be “I am here only for a short time; let’s party.”

n n nSome owners like to vary their

cuisine. When hired for a season, a freelance chef allows that opportunity. It seems to me that top chefs in general are more inclined to be happy with short-term arrangements.

n n nMost professional people who

freelance are doing so because of their home life. Also, I find that freelancing is another way of sharpening my boating skills as every vessel is different. It allows more time away from the responsibility as a captain. This can help with stress. Most captains will hold onto their jobs, whereas a chef or stew are the most common freelance jobs.

n n nThe difference between “freelance”

and “can’t hold a job” is called “checked references.”

n n nFreelance is a negative word because

most crew want those terms. No mature, sane person would agree to work away from friends and family as long as we do. I can’t think of any other professional career that requires being away from home for 10 or 11 months of the year, no matter what the perks are. Fact is that as the yacht profession gets more professional, there must be more rotation and freelance positions so that mature crew can have a normal family life like in the commercial world. Full-time positions at the entry level will suit the young guns that just want to travel and party.

n n nI have been full time my entire

30+ years but I can see where being freelance would be appealing, as long as I was making a decent living.

n n nThere is surely a place for freelance

workers, especially since owners want to cut back on full-time crew with benefits.

n n nEven more so than for a full-time

position, an effective CV and references are key to getting hired. It’s a small industry. The person hiring probably personally knows someone who knows one of your references.

n n nThere is nothing wrong with

freelancers; often their resumes are worthless. Experience, common sense, skills and honesty are more valuable than a phony resume. Nothing speaks louder than results.

n n nAs a freelance captain (in the past) I

have had trouble recently getting full-time, permanent positions because of the extent and variety of jobs that I have completed. A suggestion to freelancers

would be to start a company and show employment with that company in order to demonstrate longevity in the industry. The individual could then use the services description of said company to exercise options if there are a number of skills in different areas of capability/specialty. Delivery captains have the hardest time getting back to full-time positions.

n n n My experience hiring freelance

crew for the past three years has been nothing less than fantastic.

n n n Some of the most professional short-

term crew I have worked with chose to do freelance work for the variety of experience and the obvious freedoms it allowed them. I have often freelanced as captain for the same reasons, and to fill gaps in permanent employment. Sometimes it is a good way to find the right boat. A well rounded and adaptable crew member is the best, whether they are permanent or temporary.

n n nI hired a freelance captain-chef/stew

team on a friend’s recommendation. This was the only way for our team to go on a long vacation. They fell in perfectly with the yacht’s charter program. I would not hesitate to do this again next year.

n n nI have been freelancing for several

years. I have had my share of long-term jobs (3-10 years) and now enjoy using my experience to provide relief for harassed permanent crew who seldom get any time off, even for supposed leave due. I try to fit in with the captain’s operational system and only rock the boat if I see something that I consider to be wrong or dangerous. In the past, I have run boats where the additional work-load in “boss aboard” mode requires use of freelance crew who are not required at other times. In such situations you tend to gather a

following of freelancers you know and trust.

n n nAs a Med-only yacht, we can’t justify

a full-time chef unless the owner is onboard, which is for 10 weeks a year. Freelance chefs give us the flexibility to operate efficiently for him. On that basis, we’re happy to pay a bit extra for that flexibility.

Freelance crew are not all the same. Sometimes they are perfect; sometimes they are incompetent. I worked freelance for many years just doing deliveries, projects and relief work because honestly, I couldn’t stand to be employed full time by most people. It also allowed me to charge a premium rate for my services as often I would be coming in to cure a problem. I finally came across an owner I liked enough to take a full-time position with and have been here a year and a half.

n n nFreelance crew are normally as good

as, if not better than, full-time crew, as long as they are busy. There are many reasons for crew wanting to be freelance vs. permanent. I have used some good freelance crew in the past and have not had any bad experiences, though every person has their strengths and weaknesses.

n n nEvery boat is different and has any

number of reasons for hiring short-term crew. We took on two short-term crew (cook/stew and stew) when our regular crew could not join us for a Bahama cruise. The owner was fine, left it up to me and seemed happy enough with the result. It could have gone the other way

‘As a Med-only yacht, we can’t justify a full-time chef unless the owner is onboard, which is for 10 weeks a year.’

Freelance chefs offer varied cuisineCOMMENTS, from page C11

C1� September 2010 www.the-triton.com The Triton FITNESS: Take It In

Water exercise is a great compliment to any fitness routine. The coolness factor of a water workout is much greater, as water cools the body

more efficiently. Therefore, if you are someone who enjoys exercising outdoors, water workouts are great for the humid summer months.

Some additional benefits of water exercise include:l low impact,

which is easy on joints and is great for rehabilitating an injury;l provides a safe exercise

environment for those with certain chronic conditions such as arthritis, osteoporosis, obesity, diabetes and back pain; and l great form of exercise for women

who are pregnant.As your body goes deeper into water

you experience its viscous properties, providing resistance in all directions. To increase resistance – move faster and work harder. Although shown in the water, these exercises may also be done on land if an aquatic environment is not accessible.

Warm Up

Alternate walking or jogging quickly for one minute, with high knee lifts for 30 seconds. Continue for a total of 6-7 minutes. Try to complete the following circuit three times:

Wall push ups

Using the side of the pool, hop up to raise yourself as high as you can while straightening your arms. Hold this starting position for 2-3 seconds, and then lower yourself until your elbows are about 90 degrees. Raise yourself back up, straightening your arms. Complete 10-15 repetitions.

Bicep Curls

Stand up straight and begin with your palms facing forward, arms straight down at the hips. With your

hands open, bend your elbows, bringing your hands up to your shoulders and then back to starting position in a flowing, nonstop movement. Complete 30 repetitions.

Hamstring Curl

Stand with legs together and hold onto the pool wall for support. Bend your right knee, and keep your right thigh parallel with the left, bringing your heel close to your butt and then back down to starting position. Complete 15-20 reps on each leg.

Triceps Pushdowns

Stand up straight and begin with your arms bent at 90 degrees, fingers spread apart, palms facing the bottom of the pool. Push your arms down until your hands are beside your hips. Return to starting position and complete 30 repetitions.

Ski Slalom

Keeping feet together, jump from side to side as quickly as possible. Complete 30-40 hops.

Tire Hops

Keeping knees bent throughout run, follow a pattern of out, out, in, in, with your feet, simulating running through tires. Continue for 1 minute.

Bicycle

With your back against the side of the pool, place your arms on the edge. Keep your core muscles strong, lift your legs and pedal in a bicycling motion for 2 minutes.

Beth Greenwald received her masters degree in exercise physiology from Florida Atlantic University and is a certified personal trainer. She conducts both private and small group training sessions in the Fort Lauderdale area. Contact her at +1 716-908-9836 or bethgreenwald@hotmail.com. Comments on this column are welcome at editorial@the-triton.com.

keep It up

Beth Greenwald

When workouts get too hot, seek cool benefits in water

The Triton www.the-triton.com September 2010 C1�PERSONAL FINANCE: Yachting Capital

I was fortunate this summer to spend three weeks with family in Denmark. The trip gave me a better understanding of where we may be

heading with taxes and more governmental control of traditionally private activities.

This article is not intended to be political so read it from a financial perspective. We all know

that political decisions heavily impact financial decisions we make, so complete separation is not possible between politics and finance.

Our vacation gave us time both in Denmark and Sweden. Both countries have a dominant socialistic society. Both countries have been around a lot longer than the United States.

As an entrepreneur who pays for health care insurance, I do see the appeal of having free medical care and having the government take care of you. This seems to work in these countries but will it work in the largest and best health care system in the world?

With a population in the United States of 308 million people, it is difficult to compare Denmark’s system with ours. Denmark has a population of about 5.5 million people. The redistribution of wealth seems to work for Denmark. Again as an entrepreneur, it would be difficult for me to survive its level of taxes. People who own companies in Denmark are just like U.S. business owners. They constantly look for legal ways to pay fewer taxes and reduce their expenses to improve profitability.

Scandinavian people believe jante loven, no one is better than anyone else. Income taxes range from 50 percent of income to 69 percent of income. After talking with people from different social levels, I learned that there is not near as much of excess and extravagance as in the States.

All those extra taxes go to social programs, mostly medical, which includes subsidizing dental and eye care. Another major benefit is education. Everyone can go to college; there are no private colleges. And there

are government grants and loans for living expenses while in college.

Tax on groceries is about 20 percent, so many people choose to make dinners at home. It is considered more of a privilege to go out for dinner as taxes on everything is high. I did not see many fast food places as even those are a luxury. (A Big Mac combo meal costs about $9).

Costs for energy such as natural gas, water and electricity are also high. The climate does not require air conditioning in summer and everyone seems to have wood fire options for winter.

The general opinion is that if the government wants to change behavior, it just increases taxes. In Copenhagen, bicycles appear to outnumber cars. Not only is it expensive to park, but gas costs more than $7 a gallon.

The November elections will greatly identify the will of U.S. people. As I work hard to help people plan for their retirement, much is in the air. We seem to be heading toward more socialistic policies but the polls indicate the general voting public does not totally approve of this direction.

If the new Congress does not vote to extend the Bush administration tax laws, the impact on financial planning will be significant.

Many long-term investments pay dividends, a distribution of the profits of a business. This is typically done on a monthly basis. These come from individual companies such as

GM, GE, Pepsi, etc. that don’t have high growth necessarily but have steadier profits. The current tax rate for these dividends is 15 percent. The expected new tax would be 39 percent.

Dividends are a part of retirement income for many U.S. senior citizens, and they are also a large voting block. The idea that more of their retirement income will pay for government spending is turning our normally nice, quiet elders much more vocal.

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 goals.

Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker in Ft. Lauderdale. Comments on this column are welcome at +1-954-764-2929 or through www.clinefinancial.net.

Politics impact tax rates, which impact financial plans

YaChtIng CapItal

MArK A. Cline

The general opinion is that if the government wants to change behavior, it just increases taxes. In Copenhagen, bicycles appear to outnumber cars (parking is expensive; gas costs more than $� a gallon).

C1� September 2010 www.the-triton.com The Triton CROSSWORD/SUDOKUS

Try these puzzles based on numbers. There is only one rule for number puzzles: Every row, every column and every 3x3 box

must contain the digits 1 through 9 only once.

SUDOKUS

Don’t worry, you don’t need arithmetic. Nothing has to add up to anything else. All you need is reasoning and logic.

Advanced Mechanical Enterprises B9

Alexseal Yacht Coatings A3

Antibes Yachtwear B2

ARW Maritime B8

Beard Marine A13

Bellingham Marine A4

Brownie’s Yacht Diver A17

Business card advertisers C16-19

The Business Point C12

C&N Yacht Refinishing A2

Cable Marine C9

Cheoy Lee B9

Commercial Diver Services C2

Crew Insurance Services C8

Dennis Conner’s North Cove Marina B6

Designer Lighting Solutions A13

Dockside Corporate Services B11

Dockwise Yacht Transport B15,C5

FenderHooks C2

Fibrenew Leather Repairs B8

Global Satellite B10

Global Yacht Fuel A10

Gran Peninsula Yacht Center C15

The Grateful Palate B4

Hot Yachtz B8

HTH Worldwide Health Insuarnce B11

International Registries (Marshall Islands) A18

IGY Marinas A9

ISS GMT Global Marine Travel A5

Kemplon Marine B13

Lauderdale Diver B6

Lauderdale Propeller C6

Lifeline Inflatables C8

Mail Boxes Etc. (Now the UPS Store) C15

Maritime Professional Training C20

Matthew’s Marine A/C B12

Mediterranean Market A6

MHG Marine Benefits B16

Moore & Company C2

Moore Stephens Crew Benefits Limited A10

MTN Satellite Communications Yacht Services B3

National Marine Suppliers B14,C11

Neptune Group A16

Palladium Technologies A8

Peterson Fuel Delivery B12

Pioneer Linens C10

Praktek C7

Professional Captain’s Services A7

Professional Tank Cleaning & Sandblasting B5

Quiksigns C15

Renaissance Marina C13

Rio Vista Flowers C14

River Supply River Services B13

Royale Palm Yacht Basin A10

Rossmare International Bunkering C6

R&L Yacht Refinishing A14

Sailorman A2

Save Our Seas Foundation C4

Seafarer Marine C6

Sea School C8

SunPro Marine A16

Thomas Marine B2

TowBoatUS B13

Tradewinds Radio C14

Turtle Cove Marina B12

Ward’s Marine B7

Westrec Marinas A14

Wright Maritime Group A15

Yacht Entertainment Systems C8

Yacht Equipment & Parts A20

Yacht Next Interiors & Outfitting B11

The Zinc Guy B13

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