www.the-triton.com April 2012Vol.9, No. 1

B6

Disasters at sea Titanic anniversary reminds of changes in safety rules. B1

Palm Beach show Shots from opening day at this year’s show

Dynamic duoCouple combine career and life C5

What’s in your ditch bag?What crew take with them when abandoning ship

By Dorie Cox

When William Ward Eshleman was born in 1915, boats passed through a small, man-made cut to the Atlantic Ocean from Ft. Lauderdale, a town of about 3,000 residents. Boats had minimal electrical systems.

When Mr. Eshleman, known as Senior, died in February, Ft. Lauderdale had grown into one of the busiest ports in the country with its waterways filled with megayachts. And Mr. Eshleman, his family and his company, Ward’s Marine Electric, had grown right along with it.

In the mid 1930s, 20-year-old Mr. Eshleman moved to Ft. Lauderdale from New Jersey, just after the deep-water harbor of Port Everglades was built.

He worked in electronics in the military but couldn’t enlist during World War II due to injuries from a motorcycle accident.

Instead, he worked on the U.S. Navy’s PT fleet.

After the war, he repaired generators on a green bean farm in the Everglades. When boaters needed help with their electrical systems, he hired an employee and they did that. When Broward County Sheriff Walter Clark needed help with his police car in the 1930s and 40s,

See WARD’S, page A17

Ward Eshleman Sr. holds a Bendix automatic pilot in a newspaper advertorial circa 1967 in an unidentified national magazine.

PHOTO PROVIDED

Is the clearing in process different in different ports of entry?

TRITON SURVEY

– Story, C1

Yes, it can be – 71.4%

No – 15.5%

Yes, always – 13.2%

By Lucy Chabot Reed

Toward the end of his pre-dawn watch on March 10, Chief Mate Ryan Wilson saw a cluster of lights a few miles ahead that got his attention.

The ships were close together, but they likely would pass each other safely. Wouldn’t they?

“We saw both targets on the

radar well ahead of time and we kept watching, expecting them to pass one behind the other,” Wilson said of he and his watch partner, Second Eng. Guy Dowling, on the 172-foot Battered Bull. “Before you knew it, we heard the Mayday call on the radio.”

The two 500-foot cargo ships had collided.

Wilson confirmed their position

about — 25 miles north of Monte Cristi, Dominican Republic — and alerted Capt. Jeff Ridgway, who then headed toward the accident just as the sky was beginning to lighten to a calm and clear morning. They contacted the U.S. Coast Guard on the single side-band, and by the time the yacht

MAN PULLED FROM WATER

Passing yacht to the rescue after collisionM/Y Battered Bull was on scene moments after two cargo ships collided 25 miles north of the Dominican Republic in early March. PHOTO/CAPT. JEFF RIDGWAY

See RESCUE, page A8

Crew are trained to envision themselves in abandon ship scenarios and many did as they watched video of M/Y Yogi sinking in February.

No one expects to see their boat sink or burn. When it does, crew evacuate. They get off with themselves, passengers and emergency survival equipment; the ditch bag.

“I picked up a couple in the water with nothing but their bathing suits,” a captain said of his experience rescuing

people who didn’t have a ditch bag when their boat sank.

Whether you call it an abandon ship bag, grab bag or flee bag, you need one even for the smallest craft, a captain said at this month’s Triton Bridge luncheon.

Individual comments are not attributed to any one person in particular so as to encourage open discussion. Attending captains are identified in a photograph on page A16.

A ditch bag is the organized bag of survival gear that is easy to grab when abandoning ship. It usually contains

See BRIDGE, page A16

From the Bridge

Dorie Cox

Spark goes out in South Floridayacht industry

A� April 2012 www.the-triton.com The Triton WHAT’S INSIDE

Help wanted

Take your pick and see more at this event. Details on page C3. PHOTO/DORIE COX

Advertiser directory C16America’s Cup A12Calendar of events B14Career News B4Columns: Crew Coach A14 Crew Mess C9 Fitness C14 In the Galley C1,8 Interior C6 Latitude Adjustment A2 Nutrition C15 Personal Finance A15 Photography B13

Onboard Emergencies B2 On Deck B8 Rules of the Road B1Crew News B6Cruising Grounds B1 Fuel prices B5Marinas / Shipyards B12Networking Q and A C4,5Networking photos C3News briefs A6Tech Briefs B3Triton Spotter B15 Triton Survey C1Write to Be Heard A19

The Triton www.the-triton.com April 2012 A�LATITUDE ADJUSTMENT

Acts of care and courage shine through variety of crew actions

I’m filled with pride this month as crew do amazing things. I’m sure each of them don’t really feel like they’ve done anything special, but taken as a

whole, it’s pretty cool.

Capt. Clint Cropper and Mate/Chef Scott May, former owners of Alaska charter yacht True Blue, spent a week in Washington, D.C., in March raising awareness for watershed restoration

programs to protect salmon and trout in Southeast Alaska’s Tongass National Forest.

Read more about the work, the Tongass 77 campaign, at www.americansalmonforest.org.

Cropper still offers guide services in Alaska. Reach him through www.alaskayachtguide.com.

Congratulations to Capt. Denise Fox and the Ecoyachts crew who volunteered at the 35th annual Waterway Cleanup in Ft. Lauderdale in March. Her team was part of nearly 150 volunteers who came by boat to help clean the waterways around the county. More than 2,000 helped clear the banks from shore. Together they removed 20 tons of trash from rivers and canals. The event is organized by the Marine Industries Association of South Florida.

And I would be remiss not to point out the efforts of the crew of M/Y Battered Bull in saving a man’s life in a man overboard situation off the Dominican Republic. See the whole story on the front page.

And because this is the Latitude Adjustment column, we do have a few crew making a move.

Eng. Mike Wilson, formerly of S/Y Maltese Falcon, has fallen in love and decided to move ashore. He’s joined the brokerage firm of United Yacht Sales in Ft. Lauderdale (mikewilson@unitedyacht.com).

After a year and a half on the 15-year-old M/Y Huntress, Chef Tim MacDonald resigned in March to head home to Kiev and his fiancée.

But this chef couldn’t stay ashore long. When a former captain called with a job offer on a new charter yacht, MacDonald couldn’t resist working for a captain he knew and liked on a brand new 50m charter yacht.

It was one of his goals he talked about in December when we met after he won his division in the Concours de Chefs in Antigua.

He said he plans to return to Antigua this year to defend his title.

Those are some lucky charter guests.One of the things that won him

the competition in Antigua was an incredible mulit-layered white cake decorated with flowers. He dedicated it to his fiancee, Tetiana.

So he’s headed home to Kiev to marry. He wasn’t sure what he would do next, but it likely will be in yachting in some way. Stay tuned for more when he comes off that honeymoon high.

And just in case you didn’t think captains Peter Vazquez and Kim Thomas weren’t brave enough – they bought their own megayacht, M/Y Island Time, several years ago to run as a charter boat in the Bahamas – now they’ve partnered with some folks to buy an island.

The 110-foot Broward M/Y Island Time is so busy they’ve added another yacht to their fleet, the 132-foot Northcoast M/Y Sea Dreams (formerly Life’s Finest II). Peter runs that one; Kim runs Island Time. Together, they live on their own 70-foot yacht named Cavalier, which also does day charters.

“Lots of fun,” he said in an e-mail.If you can’t tell, there’s just

something different about Peter. When he’s not in his dress whites, he wears a suit jacket when he goes out into the world. I thought he was a broker the first time we met. (He is that, too, and in fact was broker on behalf of the buyer of Sea Dreams, a charter client.)

But the most apparent difference is that he dreams big.

The island they’ve invested in is Leaf Cay, a 15-acre island 2 miles west of Staniel Cay in the Exumas. He and his partners are looking for investors to develop the marina, open a restaurant and build overwater bungalows like those in Fiji. Find more info at www.bahamas yachtconcierge.com/directory_of_files.html.

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.

Latitude adjustment

Lucy chabot Reed

Capt. Clint Cropper, second from left, and Mate/Chef Scott May, right, made their voices heard in Washington, DC, in March in support of Alaska salmon. PHOTO PROVIDED

A� April 2012 www.the-triton.com The Triton

By Lucy Chabot Reed

Officials in the Italian parliament on Feb. 21 changed a proposed tax on visiting megayachts to apply only to Italians.

The amended tax, which varies depending on length and age of the yacht, will now only applied to Italian citizens who possess a vessel, regardless of where it is kept and regardless of its flag.

Foreign yacht owners are exempt, regardless of their length of stay in Italian waters.

The tax, which goes into effect on May 1, is an annual tax based on the vessel’s length, but charged only for the time spent in Italian waters.

In other words, the annual tax would be divided by 365 and then multiplied by the number of days the yacht is in Italy.

“It has been a long and hard fight, please believe,” said Francesco Luise of the Italy-based ship and yacht agents Luise Associates.

Agents across the country have been fighting against the tax since it was

originally passed in December. They banded together under Federagenti, an association of Italian ship agents that includes J. Luise & Sons.

“Our organization every year monitors the megayacht traffic in Italy and evaluates the impact our industry has throughout the Italian territory,” said Fulvio Luise, president of Federagenti’s yachting division and principal with Luise Associates.

“The passing of this amendment is an important recognition to the economic impact the yachting industry has in Italy and we look forward to welcoming new and returning mega yacht clients to Italian waters this summer.”

The legislative process has not yet concluded, but agents expect the amendment to be officially confirmed before the summer season begins.

Some details still must be worked out on leased and chartered vessels with Italian citizens on board.

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

March 11 marked the one-year anniversary of the massive tsunami that swept through Tohoku in the northeastern part of Japan.

In that time, tons of debris that was washed to sea continues to drift eastward on ocean currents, according to the International Pacific Research Center based at the University of Hawaii.

Its staff gave an update at the biennial Ocean Sciences meeting in Utah in late February. The field likely contains millions of tons of buildings, vegetation, cars, homes and belongings, according to a story by the BBC.

“We can only use our model to make projections,” IPRC scientific computer programmer Jan Hafner told BBC News. “So far, the debris field has spread in length more than 2,000 nautical miles, and is more than 1,000 nautical miles wide.”

The IPRC models incorporate sea surface height and wind data obtained by satellite, and predictions have it passing north of a Hawaiian national marine park, the BBC reported.

“However, the currents have changed and so we expect reports [of debris washing up] from Midway and the Kure

Atoll soon,” Hafner said.Some of the debris may hit mainland

U.S. in another year or so, but the bulk of the debris is likely to end up in the North Pacific “Garbage Patch”, an existing area of garbage trapped by the North Pacific Gyre.

Two non-profits have organized a 7,000-mile research voyage into the debris field this summer and have made space available on their vessel for the public. Two legs – 22 days from the Marshall Islands to Japan for $9,500 or 32 days from Japan to Hawaii for $15,500) – will collect data on everything from the rate of decomposition to transportation of invasive species to the colonization of marine life in the field.

– Staff Report

Tsunami debris continues to drift eastward one year later

Only Italians must pay Italy’s new berthing tax

NEWS

A model from IPRC that shows how the Japanese tsunami debris field has spread since March 2011. GRAPHIC/IPRC

A� April 2012 www.the-triton.com The Triton

Derecktor NY files Chapter 11Derecktor Shipyards in New York

filed for protection under Chapter 11 of the bankruptcy law in February. The yard filed for bankruptcy protection for its yard in Connecticut last fall. Its Florida operations continue to operate independently.

The yard was evicted from its facility in Bridgeport, Conn., in January, according to a story in the Connecticut Post in late February.

In its New York bankruptcy filing, the Mamaroneck boat yard claimed assets of $50,000 or less and liabilities of between $1 million and $10 million, the Port reported.

Florida tax cap making moneyFlorida’s nearly 2-year-old sales tax

cap on boats has brought in nearly 10 times as much revenue for the state than projected, according to a new study of the issue by the Florida Yacht Brokers Association and the Marine Industries Association of South Florida.

The $18,000 cap generated $13.5 million in direct sales tax revenue for the state, compared to a loss of $1.5 million that legislative staff expected in the first year.

Prior to July 1, 2010, all boats sold and or delivered in Florida were subject to a 6 percent sales-and-use tax,

unless specifically exempt. A new 34-foot powerboat costing $400,000, for example, would pay $24,000 in taxes. In comparison, South Carolina has a $300 sales tax cap on boats and in North Carolina the cap is $1,500.

As a result, more than six out of 10 buyers of boats sold by Florida brokers were registering and operating their boats outside of Florida in order to legally avoid paying Florida’s sales tax, the survey found. Florida’s marine industry is valued at $18 billion and employs 220,000 residents, the bulk of whom are in South Florida.

Among the survey’s findings:• The average sales price for

transactions in Florida after the cap was initiated was $907,002 - nearly double the value prior to the cap.

• After the cap, the number of transactions for which either no sales tax was paid or the closing was conducted out-of-state dropped from 21.5 percent to 12.8 percent.

“The results of our survey research demonstrates beyond a doubt that setting a reasonable tax basis for high-dollar purchases provides an incentive for more boats to be purchased, provisioned and kept plying the waters of Florida,” said FYBA spokesman Jeff Erdmann, owner of Bollman Yachts of Ft. Lauderdale. “More boats sold

and registered in Florida means more business and jobs for Floridians.”

Broker, captain Sharpe diesYacht broker Mike Sharpe of

Ocean Yachting International in Ft. Lauderdale died on Feb. 24 of a hemorrhagic stroke. He was 64.

Mr. Sharpe was born in Sydney, Australia and began racing as a junior sailor in 1958. He sailed professionally after racing dinghies and offshore yachts. In 1973 he started as a professional captain and logged more than 200,000 miles on both power and sailboats. He worked in mast construction, rigging and project management before moving to brokering.

Mr. Sharpe was a yacht broker at Ardell in Ft. Lauderdale in the late 1990s and he started his own brokerage, Ocean Yachting International (OYI), in 2006, personally specializing in yachts more than 100-feet in length and in new constructions.

He had undergone two heart surgeries and last year his wife, Lin Sharpe, sold her concierge business to work with her husband doing accounting.

“He cherished his privacy but did enjoy people, sharing and entertaining,” she said. “And his wicked sense of

humour was catching.”– Dorie Cox

Hargrave’s Cantlay diesRalph Cantlay, former vice president

of engineering of Hargrave Custom Yachts, died Feb. 25 after a long battle with cancer.

Mr. Cantlay retired from Hargrave in 2005. He helped manage Hargrave’s transition from yacht design and engineering to custom build and design for yachts between 70-135 feet, according to the company.

He was team leader for the first new design created after Jack Hargrave’s death, a 45-foot aluminum sport fishing boat featured on the cover of Power and Motoryacht magazine. The boat was a breakthrough design with a 2,500-mile range, advanced mechanical systems, and Subchapter T structural engineering.

Mr. Cantlay served in the U.S. Marine Corp in World War II and received a Purple Heart commendation. He also served during the Korean War in the U.S. Army Ordinance Division.

He is survived by his long-time companion Margaret Croxton, executive director of the Marina Mile Association in Ft. Lauderdale.

Reorganization and tax cap revenue mark industry changes

See NEWS BRIEFS, page A7

NEWS BRIEFS

The Triton www.the-triton.com April 2012 A�

Palma show canceled this yearThe Palma International Boat Show,

which was planned for April 28-May 2, has been canceled for this year, according to a press announcement sent on behalf of the show’s organizing committee.

The show will resume in April 2013 following a decision by a new organising committee appointed by the government in The Balearics.

“The Palma show has always been run by a government department, which is in place to manage several trade and tourism fairs on the island each year,” the announcement stated.

The organizing committee, which was set up in September, expects to present a new format with superyachts as well as smaller yachts exhibited, chances for young people to learn about the industry, seminars and cheaper tickets, the statement said.

Australia to overhaul marine tax The Australian government has

released for consultation a draft of a law that would revamp the nation’s maritime tax policy.

The Stronger Shipping for a Stronger Economy package, pledged as part of the government’s election campaign in

August 2010, has four key elements:• Tax reforms to stimulate

investment in Australian shipping and to foster the global competitiveness of the shipping industry;

• A simplified three-tier licensing framework for participation in trade;

• The establishment of an Australian International Shipping Register to put Australian companies on a footing with their international competitors; and,

• The establishment of a Maritime Workforce Development Forum to progress key maritime skills and training priorities.

If adopted, the law could come into effect on July 1.

Antibes race returnsAfter a 10-year hiatus, the Antibes

Raft Race returns in April. Teams — “with imaginatively named and outlandish rafts,” according to a press release — construct a non-motorized raft of no more than 12m2 and “race” a course in Port Vauban.

The event begins on April 21 at the International Yacht Club d’Antibes. Teams must include at least one female member. Full rules and entry form are available on www.raftrace.net.

An entry fee of 100 euros per raft benefits three charities: The Antibes Lifeboat; Encompass; and Les

Restaurants du Coeur.The race is followed by a Titanic

Party, remembering the 100th anniversary of the sinking of that ship.

Paddleboard dock opensThe city of Ft. Lauderdale officially

opened in March its stand-up paddleboard launching dock at the Las Olas Marina on the Intracoastal Waterway.

The city removed cleats from a section of the dinghy dock on the first dock north of Las Olas Boulevard. The edge of the dock is carpeted so SUPs can more easily be slid into the water.

Access to the dock is free and open to everyone, but users must enter through the dockmaster’s office and sign in. The office is open 8 a.m.-5 p.m.

“We’re trying it here to see what level of response we get,” said Barry Flanigan, chairman of the city’s Marine Advisory Board and a yacht broker in Ft. Lauderdale. “If this grows and becomes popular, we’ll will come up with some way to give paddleboarders access [after hours].”

Options include extending office hours and providing regular users with access codes to the gate.

Opening day, several paddlers from Precision Paddleboards, including store manager Ashley Clarkin, were on hand

to test it out.“I see lots of groups [of paddlers] out

here,” said Levent Ekendiz, dockmaster at the Las Olas docks. “I’ve seen some with a little basket on their boards; they’re picking up trash. It’s great. There are a lot of people passing by. This will be another place for them to put in.”

The launch area is nearly under the bridge, where water depth is about 10 feet. The more ideal spot would have been at the north end of the marina in shallow water that is not usable by boats, but installing a dock there would have required various permits and state agency approvals.

That might have taken two years to achieve, Flanigan said. Reassigning a portion of an existing dock made the process easier and faster, he said.

– Lucy Chabot Reed

Crew Olympics come to FLLFt. Lauderdale-based provisioner

Yacht Chandlers is bringing its Crew Olympics to Fort Lauderdale on April 1.

Held in St. Maarten over the winter season, the event is designed to bring crew to celebrate the end of the season.

The South Florida event will take place at Tigertail Lake Recreational

Ups and downs; Palma show canceled, Antibes race returnsNEWS BRIEFS, from page A6

NEWS BRIEFS

See NEWS BRIEFS, page A8

A� April 2012 www.the-triton.com The Triton

Center in Dania Beach from noon to 6 p.m.

“We wanted to do something special for captains and crew in South Florida to culminate the season with a big bang,” said James James of Yacht Chandlers. Sponsors include IGY Marinas, Virgin Yachts, Hinckley Yachts, International Yacht Training, Dania Cut and Brownie’s.

Transportation will be provided by the Yacht Chandlers from The Hilton, Pier 66, Bahia Mar, Sunrise Harbor, Dania Cut and surrounding marinas.

Captains and crew must pre-register for the event by e-mailing sos@yachtchandlers.com.

For information, call Yacht Chandlers in Ft. Lauderdale at +1 954-761-3463.

Antibes seminars namedYachtInfo, the day-long

series of seminars for yacht crew will be held during the Antibes Yacht Show, scheduled for April 12-15.

For more details, visit www.antibesyachtshow.com.

CORRECTION

The survey statistics on this graph on page C11 are shown correctly at right. The page went to press before the error was fixed.

arrive on scene, the captain of the M/V Seagate had initiated an abandon ship.

As they approached, the yacht crew could see a man in the water drifting

behind one of the ships, holding onto a lighted life ring, Ridgway said. He had fallen in, apparently while trying to launch a life boat.

Battered Bull swung around,

lowered a cargo net and helped the man aboard. He turned out to be the ship’s chief mate.

“The captain [of the Seagate] thought he was sinking so he sent 17 of his men in a life raft,” Ridgway said. “The starboard lifeboat was ripped off and sitting on the bow of the other ship,” the M/V Timor Stream.

“Within five minutes of him going in the water, we had him onboard,” Ridgway said.

Those men in the life raft were picked up, too, by the Timor Stream.

The damage to the Seagate was severe, but mostly to the superstructure and the ship did not sink. All 21 crew were accounted for.

The Battered Bull crew helped save a life that day, helped ease the worries of distraught mariners and helped relay information to the ship’s manager via the yacht’s phone. All in a day’s work.

“The first 10 minutes were hectic, but it was fairly straightforward,” Ridgway said. “The man overboard was conscious so that made it easier. I think our biggest contribution was that we gave Seagate peace of mind that help was on the way. No one else responded to the distress calls.”

The Battered Bull is always ready for emergencies. On passages, survival gear including life jackets and the abandon ship bag live in the main salon so they are easily accessible, Ridgway said.

Still, performing in emergencies was new to Wilson, and even Ridgway, who has worked on yachts more than 30 years.

“It just shows the importance of doing drills,” said Ridgway, whose crew trains with the cargo net in the MOB drill, which they had just done the day before.

“Having the crew know how to put the cargo net on the rail and where the first-aid gear is makes a difference.”

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

RESCUE, from page A1

Man in water no more thanfive minutes

Wilson

NEWS BRIEFS, from page A7

Events for yacht crew enhance the season NEWS BRIEFS

A10 April 2012 www.the-triton.com The Triton BOAT SHOW: PALM BEACH INTERNATIONAL

Crew were dressed for show on opening day at the 27th annual Palm Beach International Boat Show on March 22. Weather was beautiful at the waterfront show in Palm Beach, Fla. and crew were ready for visitors.

PHOTOS/LUCY REED

A1� April 2012 www.the-triton.com The Triton

By Capt. Paul Warren

The America’s Cup sailing regatta is due to sail into several ports in Europe and the U.S. over the next 19 months. If event organizers’ wishes come true, there will be numerous megayachts in attendance.

Thus, it’s probably of interest to yacht crews to have an idea of what the event – or the hype, depending on your point of view – is all about.

So, here’s a primer on the racing, the boats, the technology, the players, the politics, and the spectacle that makes up the current America’s Cup scene. That scene has witnessed numerous and substantial changes since software magnate Larry Ellison won the Cup in 2010, returning it to U.S. soil for the first time since 1995.

First off, what is the America’s Cup?It’s a silver chalice that the U.S.-

flagged schooner America won in 1851 after besting a fleet of British yachts sailing on their home waters around the Isle of Wight. America’s owners, members of the New York Yacht Club, subsequently deeded the Cup as a challenge prize for “friendly competition between nations,” with the NYYC as trustees.

The America’s Cup is the grand prix of sailing. It remains the oldest active

trophy in international sports, pitting the Cup’s Defender (the current holder) against a single challenging yacht from another country (the Challenger).

Ellison, representing San Francisco’s Golden Gate Yacht Club, is the Defender in the 2013 finals.

The boatsA key innovation for the 34th

America’s Cup Regatta and its lead-up events is the switch to speedy, high-tech catamarans. They replace the traditional monohulls of the past.

The early races are sailed in 45-foot cats, featuring 20m tall airfoil wings in place of soft mainsails. The yachts also use a soft gennaker as a headsail.

The AC45s, as they are known, are essentially test platforms, allowing the teams to gather performance and design data, to train/test techniques and crew, and to get comfortable with the new racing format.

The AC45s can achieve speeds of up to 30 knots, frequently creating their own sailing wind (apparent wind) as they get up speed. These multihulls regularly zip around at 15-20 knots in only 6-8 knots of true wind.

Flying a hull (lifting the windward hull out of the water, reducing hull drag) is common, leaving spectators wondering if one or more yachts will

flip over. The AC45s are sailed with a 5-person crew.

Using the design and performance data collected over two years of sailing the AC45s, the focus then moves to building and competing in new AC72s in the Louis Vuitton Cup and the 2013 America’s Cup.

The first AC72s are scheduled to be splashed in July or August, providing a year of testing before they actually enter into competition. These 72-footers will generate tremendous power in their sails and straining stresses on the hulls, cross-supports and the underwater foils. They will race with crews of 11 and the sailing community is anxious to see how they perform.

While the AC45s are all designed and built to the same specifications, the AC72s will be designed under a box rule that allows greater options for the

finished yachts.Thus, it’s unlikely that any of

the AC72s will look exactly alike. The America’s Cup has always been a proving ground for new sailing technologies and the 2013 event will be no different. Sailors of every ilk can expect to see today’s AC innovations trickle down to their yachts, just as with Spectra lines and winged keels.

The racesThe America’s Cup finals are sailed

in a match-racing format, which sees the Defender and the Challenger race one-on-one in a best-of-seven series of races. Those races will be held in San Francisco from Sept. 7-23, 2013.

To get there, nine international crews are competing in a series of

America’s Cup primer: The basics if you don’t know the rulesThe America’s Cup Schedule, �01�-�01�

ACWS Event No. 4 Naples, Italy April 7-15ACWS Event No. 5 Venice, Italy May 12-20ACWS Event No. 6 Newport, RI, USA June 23-July 1ACWS Event No. 7 San Francisco, CA, USA Aug. 11-19ACWS Event No. 8 San Francisco, CA, USA Aug. 27-Sept. 2ACWS Event No. 9 Naples, Italy April 13-21, 2013ACWS Event No. 10 Venice, Italy May 11-19, 2013Louis Vuitton Challenger San Francisco, CA, USA July 4-Sept. 1, 2013America’s Cup Finals San Francisco, CA, USA Sept. 7-22, 2013

See AMERICA’S CUP, page A13

AMERICA’S CUP

The Triton www.the-triton.com April 2012 A1�

New yachts and new racing format promise lots of action

regattas called the America’s Cup World Series, which have already begun (in Portugal; in Plymouth, UK; and in San Diego). Ten regattas will feature the AC45 yachts, and they include both fleet racing and match racing.

The remainder of the 2012 schedule takes racing to Naples and Venice in Italy; Newport, Rhode Island; and San Francisco. In 2013, the ACWS returns to Naples and Venice for the final events in the AC World Series.

Finally, the racing returns to San Francisco to begin the process of eliminating challenging teams in the Louis Vuitton Challenger Elimination Regatta, which is a round-robin pairing of the challenging teams sailing the larger AC72s. At least four teams are expected to compete.

The winner of that series becomes the official Challenger for the America’s Cup and will sail against the Defender, namely Larry Ellison’s Oracle Racing team.

One of the most significant changes implemented for all the levels of competition is that the racing will be held inshore, close to throngs of

spectators lining the venues’ shorelines. Fleets of megayachts are expected to be positioned around the race course to help set the boundaries.

Depending on wind conditions, the six-legged, windward/leeward race course ranges from about 11nm to

upward of 22nm. Elapsed times for each race are expected to run from about 30-60 minutes. Typically, two to three races are scheduled for each afternoon of racing.

During the ACWS racing, the yachts also compete in a series of speed trials, sailing over a 500m straight-line course and maximizing their boat speed to claim “fastest boat” honors.

The new yachts and new racing format provide speedy, close-in action, with the potential for crashes. Welcome to the new America’s Cup.

Capt. Paul Warren holds a USCG 100 GT Master’s License, is a US Sailing-certified Coastal Cruising/Navigation Instructor, former sailing coach at US Naval Academy, former sailing instructor at both Offshore Sailing School and Annapolis Sailing School, a racing/cruising sailor and boating educator. He has been involved in the marine industry since 1964.

Readers interested in the America’s Cup can join in the Triton Forums for a continuing discussion.

AMERICA’S CUP, from page A12

The race course area for the 34th America’s Cup in San Francisco will stretch across the shoreline from Piers 27/29 out to near the Golden Gate Bridge. This layout brings the racing action closer to shore than ever before in the 160-year history of the Cup, according to a news release.

Tucked between Alcatraz and the shore, the Marina Green and Crissy Field offers up-close viewing. The exact location will change slightly depending on weather conditions.

A transit channel has been set up along the shore to allow ferry traffic, marina traffic and commercial fishing boats to still operate during racing. The restricted area box is expected to be in place for 3-4 hours a day on race days.

The U.S. Coast Guard has issued a draft regulation that defines a restricted area for the race course. It is in the 90-day public comment phase.

America’s Cup racing in San Francisco begins July 4 and ends with the finals on Sept. 22.

Race course for America’s Cup brings racing closer to shore

AMERICA’S CUP

The race course for the 34th America’s Cup will bring racing closer to shore than ever before. GRAPHIC PROVIDED

A1� April 2012 www.the-triton.com The Triton

If you have been reading The Triton for a while, you probably have seen some stories about what folks are doing after the yachting life. It’s always

interesting to me especially because I have coached some people through this very process.

If you’re starting to think about life after yachting, you might get a little inspiration from two of my clients,

John and Stacy.John enjoyed the yachting life, was

a good mate, and probably would have been an even better engineer if he stayed in the industry, but marriage and family obligations led him in another direction.

This warm-weather lover, surfer, beach-going guy found himself back in New England winters doing home improvement contracting work that he no longer wanted to do. He was emotionally struggling and not a happy camper. But recently, there has been a dramatic shift.

What John really wanted to do was custom aquariums, nice, high-end units

that use his creative talents. He had started doing them, but circumstances derailed him. He had unfinished business inside.

As we began talking about it again, I sensed he was reaching a tipping point, something was going to change. A big issue was his mindset and we were working on a change-your mind/change-your-life kind of approach. (I’m kind of big on that.)

You see, when we would get going on the aquarium thing, John had his list of reasons (excuses?) why he wasn’t doing what he truly wanted to do. One reason was “nobody around here is into custom aquariums. The business just isn’t here.”

OK. So sometimes it’s the obvious, simple question that gets the wheels turning. My deep-probing question was: “So where is the business?”

It turns out that John was not really thinking outside of 10 miles around him. However, when we expanded his territory and opened his thinking a little, he discovered that down the road 40 or 50 miles there was interest and potential clients for his dream.

The last time I spoke to John, he was ecstatic. He’s back in the game and he turned the drive time into a rolling marketing plan by getting a vehicle wrapped to look like a tropical aquarium rolling down the interstate. He is fired up. I love it.

Stacy also ended up in New England. She wasn’t sure what to do after a few years as a stew. I knew she was bright, energetic, creative and loved dogs. On one of our coaching calls I mentioned

that when I spent a summer running a ferry in Boston Harbor a few years back I hired a dog walking service to get my lab mix out of the apartment during the day.

This dog-walking service intrigued Stacy right away. I dug up the number and suggested Stacy give them a call. She was living just outside Boston and I recalled the owner of the service mentioning that she was always looking for more help. Well, Stacy was hired right away. She loved it, learned the business and when she and her husband had an opportunity to move to Maine, she started her own company there and it thrived. Life called them

in another direction the following year and she was able to sell the business at a nice profit.

So you see quite a range of transitions: custom aquariums, a dog-walking business and, in my case, coaching, writing and speaking. Each with different pathways and time frames to get there but all following a passion and a desire to do what you feel you should do.

I leave you with a bit of coaching advice here: if you are considering starting your own business after yachting, understand it may take years to come together and provide you with a living. Factor that in and be prepared to have your resolve tested.

If you think you might be making a move in the next one, three or even five years, it’s not too soon to begin planning and researching. The transition will be exciting, challenging and scary but if you’ve done your homework and following a desire, it may be time to cast off the lines, leave the comfort of safe harbor and begin your voyage.

Rob Gannon is a 25-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comments on this column are welcome at editorial@the-triton.com.

YACHT CAREERS: Crew Coach

Crew CoaCh

Rob Gannon

Changing course out of yachting is about mindset, opportunity

If you think you might be making a move in the next one, three or even five years, it’s not too soon to begin planning.

The Triton www.the-triton.com April 2012 A15

With today’s market changes, it is more important than ever to develop and adhere to a long-term strategy. This strategy should be based on your

goals, personal circumstances, and risk tolerance. Understanding this basic investment advice will put you in a better position to ride out recurring market volatility.

The biggest obstacle for many investors to overcome is the desire to do something hasty, just because it might feel better than doing nothing at all. Many investors sell when the market is low because of fear it will go lower. Others keep their investment after it has grown in value hoping it will just go higher.

For those who work their long-term plans with an adviser, their long-term objectives are managed with market volatility being a component of their plan.

Consider the market fluctuations as a friend rather than an enemy. This view of the market takes the pressure off the immediate personal impact of market swings. Those who use a common investment technique called Dollar Cost Averaging expect market change without fear.

Having said that, a market strategy I recommend for many clients is taking the bulk of their investments -- or investments in which they do not want to see daily fluctuations -- and put them into an alternative investment called a REIT, a Real Estate Investment Trust.

This investment is typically a hard asset (physical property) investment, non-traded and specifically one that would pay a regular monthly dividend and not fluctuate due to stock market volatility.

With this regular dividend approach you receive a monthly check, then Dollar Cost Average this dividend into a volatile stock market or mutual fund. With this approach you can typically afford to be more aggressive in the mutual funds as most of your portfolio (the principle) is in the REIT. With this type of investment, you may need to meet certain qualifications to invest.

When this type of REIT reaches its exit strategy and goes public, this is when you must make a financial decision. A non-traded REIT generally has a life span of anywhere from four to seven years. I usually recommend getting in after it has completed the first couple of years. This allows you to

evaluate the “raise” track record.When the exit strategy matures,

you have the option to sell at a tender offer. Tender offer is the REIT having an amount of funds available to buy back shares from its non-traded investors only for a short period of time after an initial public offering. This is usually an amount in line with the current values of the real estate.

At the same time, you can now transfer shares to a brokerage account and trade them on the open market or just wait to see what they do, just like any other stock on the market.

Some investors do not like that much exposure and volatility so they end up selling and taking their profit and going back into another non-traded REIT. If this is the case, do your homework. Go into a REIT that already has history and is paying dividends on funds from rents.

Dollar cost averaging with the dividends you earn from your non-traded REIT is the option when you invest that dividend on a regular monthly basis. With this investment strategy, no specific timing is involved. Investors typically do this with some type of mutual fund or professionally managed investment.

Investors who decide to sell because prices are falling are merely locking in their losses and eliminating their opportunities to participate in any market rebounds.

Don’t let widespread fear knock you off your moorings. Now is a good time to help ensure that your portfolio still conforms to your long-term strategy and to make only the necessary adjustments.

As an investor, you should rejoice when markets fall. Think about your own spending habits. How do you make a major purchase such as a Harley or that Mercedes? Once you have settled on the model, do you wait for the price to go up or down?

Rough economic times are to be expected and you should prepare for them.

If it’s been a while since your last portfolio review, now is a good time to check your progress and look for potential opportunities presented by the current challenges.

Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial objectives.

Capt. Mark A. Cline is a chartered senior financial planner. Contact him at +1 954-764-2929 or through www.clinefinancial.net. Comments on this column are welcome at editorial@the-triton.com.

PERSONAL FINANCE: Yachting Capital

More important than ever to adhere to a long-term strategy

YaChting Capital

MaRk a. Cline

A1� April 2012 www.the-triton.com The Triton

water, food, first aid supplies, a signal mirror, whistle, patch kit, flares and a knife. The life raft has a few similar items, but all of the captains at lunch said they want more than those pre-packaged and minimum supplies.

The captains explained what they really take in an emergency.

“If someone doesn’t know you’re out there, you’re done,” a captain said. “Communication is absolutely the most important thing.”

The captains focused on electronics, including emergency position-indicating radio beacons (EPIRB) and personal locator beacons (PLB), they consider a priority in their ditch bag. No one wants to wait to be rescued.

“My C.Y.A. bag has a VHF, EPIRB and a cell,” a captain said.

“But with all of that, recharging is an issue,” a captain said.

“They need to be charged at all times,” another captain said.

The group agreed that batteries, corrosion and water are a constant problem with electronics on boats. That conversation brought up the topic of dependence on electronics.

“Today, one of the problems is the crew never worked like us old farts,” a captain said. “We worked with people that came up through the merchant navy. You want them to know the basics of survival, not electronics.”

Contents vary for near-coastal or offshore travel, a captain said. You could be planning for long- or short-term survival, for what type of passengers and who may be able to assist.

“Every bag for every trip is different, and depends if you don’t feel like sharing” a captain said.

“If you’ll be in the range of a helicopter, you pack a different bag than if there is no heli,” a captain said.

“But, really, the condition of the items is the most important thing,” a captain said. “I was on a boat with an unlimited budget and they had piles of red and green lasers.

“I said try that one; it didn’t work. That one; it didn’t work,” he said. “And they had no signal mirror.”

Electronic gadgets are useless if they don’t function when needed.

Most of the captains organize several types of bags in their ditch arsenal. All are water resistant or waterproof.

“I have bags for signal, medical and food,” a captain said. “It’s too much weight in one bag and we have to be ready, being in a fiberglass boat.”

“For all ocean trips we have the life raft with water, biscuits, radio and GPS,” another captain said. “Then the medical kit next to it and by the tenders is a barrel with the flares.”

Are ditch bags governed by regulations?

“Is it mandated? No,” a captain said. “It’s required to have the life raft and all

the parts.”But there are no clear rules on extras

like the ditch bag, he said.One captain said there are

regulations for yachts compliant with International Safety Management (ISM) code. Survival equipment must be within reach and emergency flares must be out and accessible.

We asked the captains where they stow these bags.

“We have two bags, one on each side of the wheelhouse,” a captain said.

“We have the bag out when under way; it’s part of the standing orders,” another captain said.

Do charter guests worry when they see abandon ship bags?

“If you tell the guest bags are out and in their way because it is for their safety, they’re fine with it,” a captain said.

And where are all those electronics the captains put high on their list?

“We have a ditch section in the salon, we keep the sat phone on the charger next to it,” a captain said.

“I keep the bag under the helm,” another captain said. “The outside has a label saying what to add: cell phone, VHF, things being charged nearby.”

The captains discussed how ditch bags are maintained.

“Each year, at a minimum, the bag has to be opened and everything laid out,” a captain said. That is the time for the crew to become familiar with what is included and how to use it, he said.

“I let everyone taste the biscuits,” another captain said.

That’s when expired medical products have be to rotated as do the flares, a captain said.

“And you have the same problem with water,” another captain said. “If you leave the water in the cabin for a year it can go bad.”

“You have to rotate it,” said a third. “When it’s stored it can be in a plastic that can make you sick.”

Next they addressed who is responsible for getting the ditch bag in an emergency.

“It is part of the abandon ship procedures,” a captain said. “It’s the first mate’s job.”

It is on the pre-departure checklist and is part of emergency procedures.

“I would never include the new crew into the procedure,” a captain said.

With water, food, electronics and more, the bags can be quite heavy, a captain said. Can everyone carry it?

“If she’s the flimsy stew, no, but if she’s the hearty one, yes,” a captain said. “The stews need to be getting everyone in life jackets, get them out and keep them calm. The decks are busy launching and the inside staff, the girls, are gathering.”

No one at the luncheon had abandoned ship, but each captain shared what’s in their bag, just in case. Here are a few of their ditch bag secrets:

“When you get your lifeboat packed or re-certified, throw in Clif Bars.”

“I have a briefcase with the ship’s papers.”

“We put in the protein gel packs, plus they have moisture in them.”

“Bring a logbook and a pen.”“Sunglasses, harmonica, dice and

glow sticks.”“Zip-locks bag, they’re empty, nearby,

to fill with what you need. ”“One barrel of expired pyros, they’re

in a barrel so if you toss it, it floats.”“I will add my firearm.”“And grab a credit card, without one

you can be in limbo for a long time. But don’t risk your life for a credit card.”

But with all of the above, a captain said, “if it’s in the cabin you can grab it, but if you are down grabbing your camera, then you’re not doing your job.”

The captains agreed ditch bags need to be organized and maintained. Each yacht needs to meet their potential needs for each season or trip.

“You plan for the worst and hope for the best,” a captain said.

“The ditch bag could be the most important thing onboard the yacht,” another captain said. And at the same time, the one thing no one ever wants to use, he said.

“Just get off safely; you can re-buy things.”

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 us for an invitation to our monthly Bridge luncheon.

Attendees of The Triton’s April Bridge luncheon were, from left, Charles Crace of M/Y Believe, Jay Kimmal of M/Y Summerwind, Rick Lenardson of M/Y Status Quo, Herbert Magney of M/Y At Last, Jon Parmet (freelance), Kent Kohlberger of M/Y Goose Bumps, Adam Weaver, freelance and Brad Baker of M/Y Unreel. PHOTO/DORIE COX

BRIDGE, from page A1

At first, make sure someone knows you’re out thereFROM THE BRIDGE: Ditch Bag

The Triton www.the-triton.com April 2012 A1�

Mr. Eshleman did that.“Before Ward’s, the sheriff used

to come to him and say, ‘This car of mine has lots of voltage. Can you make it more convenient?’” said Keith Swinehart, a salesman with Ward’s Marine for nearly 20 years.

Swinehart heard tales from his fit and trim boss each day as they ate lunch together. Mr. Eshleman did whatever the community needed as the times changed. When the local bordello needed electrical work, he did that, too.

“He used to tell of an old cat house where Shooters bar is now; it was on a floating barge,” Swinehart, said. “He was in charge of the light plant, what we would now call the generator.”

It was the time of gangsters; even Sheriff Clark was indicted on charges of working with gambling casinos.

“Two guys killed somebody and dumped him in the water near the cat house,” Swinehart said. “Senior said the body popped up and was stinking up the place. He told a kid to take the body to Bahia Mar, where the inlet used to be, and drop it in.”

The kid didn’t take the tide into consideration, so the body washed back to the bordello.

“Guess that’s where he really wanted to be,” Mr. Eshleman told Swinehart.

“Get onto a subject and he had a story,” Swinehart said. He could talk about politics, weather, guns, you name it. He was knowledgeable on it all.

“Think about it, he watched from horse and cart to motors,” Swinehart said.

In the early 1940s, Port Everglades

was a U.S. Navy military base and the city was growing. By 1950, Ft. Lauderdale had more than 80,000 residents and Ward’s Electric became official.

In 1952, Ward’s moved into a warehouse by the railroad tracks near downtown.

“Then he used to work on juke organs, what we call juke boxes, in Northwest Ft. Lauderdale,” Swinehart said of a time of racial tensions in Ft. Lauderdale. “He said he was the safest white man, that no one would touch him, because if the juke organ isn’t working, no one’s selling beer and wine.”

Mr. Eshleman had gotten married and lived near the shop. But his wife, Lucille, died at 35 and he was left to care for their five children; 13-year-old Ward Eshleman II and four younger girls.

The kids, too, grew along with his company.

“Originally, the focus was strictly dockside marine electrical service,” the now 64-year-old Ward Eshleman II said. He is currently president and bought the business from his father in 1980.

During the 60 years since Mr. Eshleman started the company, his business grew from juke boxes to two locations that provide all levels of marine electrics including surveys, compliance, service, sales, manufacturing and production.

“He had a company that could have been perceived as a noose, but he was big on living life and having fun,” his granddaughter and company COO Kristina Hebert said. “It was always family, softball games, Christmas

Three generations of Ward’s Marine Electric at the company’s 60-year anniversary celebration in September 2010. Ward Eshleman Sr. is seated. From left: his grandson Ward “Wardy” Eshleman III, assistant sales manager; his daughter-in-law, Trudy Eshleman, vice president; his son, Ward Eshleman II, president; Ft. Lauderdale Mayor Jack Seiler; and his granddaughter Kristina Hebert, COO. PHOTO PROVIDED

‘Get onto a subject and he had a story’WARD’S, from page A1

See WARD’S, page A18

PIONEER: Ward Eshleman Sr.

A1� April 2012 www.the-triton.com The Triton

parties. Fun was a priority; that’s what’s important.

“Even with the burdens of work, he always had a boat and went fishing,” she said. “The entire industry used to be closed on Wednesdays to go fishing.

“All the businesses got together and all were closed, so there was no one that was getting ahead of the other guy,” she said. “Actually, I think that would be great for the industry today.”

Hebert remembers her grandfather as patient and methodical, and illustrated with a story of bugs in his yard.

“Instead of just spraying poison, he got one, pinned it to a board, researched what it was and decided what to do,” Hebert said. “He liked to figure what to do about things.”

In those early days, Ft. Lauderdale docks didn’t have electricity, except for Bahia Mar, but only 15 amps.

So Mr. Eshleman and others with businesses in boating figured it out. They created a group – now named the Marine Industries Association of South Florida – and used a united voice to get boats to come to Ft. Lauderdale and to get the city to put power on the docks.

“The whole point was to get the city to listen, a united voice that they wanted the boats to come,” said Hebert, who is now president of the MIASF.

Mr. Eshleman was what was people called a self–made man, a guy who achieved success by his own efforts.

Mr. Eshleman loved to fly his Piper airplane, and advertised his service to work on electrical systems in the Bahamas.

“That’s what separated him, when people found out he could fly and service them back in the ’60s,” Hebert said.

He also realized he could solve many electrical problems by understanding and conquering corrosion.

“He built a saltwater test tank for the shop, probably in the mid 1960s,” said his son, Eshleman II. “His expertise in marine corrosion was largely self-taught. He was able to test Capac Impressed Current Cathodic Protection systems off the boat in a controlled environment.”

At the time Capac was the major U.S. manufacturer of the systems created to control corrosion.

“They relied a lot on Dad for installing and maintaining systems on yachts,” he said. “He also developed a comprehensive corrosion survey protocol which we still use for survey work. Ward’s has long been considered an expert in recreational marine corrosion surveys and reports largely due to Dad’s pioneering efforts.”

Swinehart saw it all in action.

Over their lunches, people in the community would drop by, just to pick Mr. Eshleman’s brain or to ask for his thoughts. And he always delivered.

“Senior would be chewing on a sandwich and someone would come in with a question,” Swinehart said. “Some people would bring a prop up there, he would keep chewing and matter-of-factly tell them what was going on. He would know it was crevice corrosion, he just knew, he would delve into things.”

Mr. Eshleman’s son is proud of his dad’s impact in the field.

“Francis LaQue, the author of ‘Marine Corrosion – Causes and Prevention,’ one of the best books ever published regarding marine corrosion, made a point of visiting Dad many years ago,” Eshleman II said. “He had heard of Dad’s reputation and wanted to personally talk with him about corrosion in the yachting industry.”

By the early 1970s, Ft. Lauderdale was not yet connected with U.S. Interstate 95, the main corridor to the east coast of the country. That happened in 1976 as the population neared 140,000.

“He worked through the gas crisis in the ’70s and kept the business growing,” Hebert said.

Hebert points to what she thinks is the key to that success, a little red plaque that sat on her grandfather’s desk, and now sits on her father’s.

“Wisdom is the art of knowing what to overlook.”

In the 1980s, the company opened the counter to some customers for parts and as that continued to grow, it opened to sales and parts.

“He was always an optimist, and felt it was better to keep things in house to keep control of them,” Hebert said.

In 1983, Mr. Eshleman “retired,” but he continued to come to work every day.

“He had an office and did his daily banking,” Hebert said. “He scheduled the orders each day, the line up of the vans, through to 90 years old.

“He was not super impressed with my cellphone; he said, ‘you’re cheating’,” she said. “He said the phone is for contacts but you have relationships with people.”

In 2010, Mr. Eshleman’s business celebrated 60 years.

“It would be egotistical to say the industry would be less without us,” Hebert said of her grandfather’s influence. “It would have happened, but we are different in our dedicated focus.

“He started what is now the third generation in Ward’s and MIASF,” she said. “The industry would miss our professionalism and what we all give back.”

Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

WARD’S, from page A17

Mr. Eshleman was a guy who achieved success by his own effortsPIONEER: Ward Eshleman Sr.

The Triton www.the-triton.com April 2012 A19

PublisherDavid Reed, david@the-triton.com

Advertising SalesMike Price, mike@the-triton.com

Becky Gunter, becky@the-triton.com

EditorLucy Chabot Reed, lucy@the-triton.com

Associate EditorDorie Cox, dorie@the-triton.com

Production ManagerPatty Weinert, patty@the-triton.com

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

Contributors

Carol Bareuther, Capt. Worth Brown, Capt. Mark A. Cline,

Capt. Jake DesVergers, Capt. Rob Gannon, Beth Greenwald,

Chef Mary Beth Lawton Johnson, Chief Stew Alene Keenan, Keith Murray,

Steve Pica, Capt. Michael Pignéguy, Capt. Jeff Ridgway, Rossmare Intl.,

James Schot, Capt. Ned Stone, Capt. John Wampler, Capt. Paul Warren

Vol. 9, No.1The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2012 Triton Publishing Group Inc. All rights reserved.

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

Ft. Lauderdale, FL 33316Visit us at: 1075 S.E. 17th St.

Ft. Lauderdale, FL 33316(954) 525-0029; FAX (954) 525-9676

www.the-triton.com

WRITE TO BE HEARD

In reference the sinking of M/Y Yogi, your subsequent report, and digital comments from readers, several of those comments have been made purely by conjecture.

For the record, a 102-foot relatively new Feadship sank in eastern Long Island Sound back in the early 1970s because the cooling system did not supply enough water to the exhaust hoses carrying exhaust out the transom. The hoses burned through and the boat was on the bottom quickly.

Reference to emergency gensets was made that they are “air cooled.” I know of one 154-foot yacht with a water-cooled emergency set.

As for “class” and certifications, I dispute the invincibility of many opinions and certifications of various surveyor groups and architects. Unfortunately, they are here to stay and will ever increasingly add to the rules and regulations and promulgate same to the point were most large yachts require a management firm just to keep track.

Some of the crew of the Yogi know what caused the sinking, and only they will be able to inform all the armchair sailors of the real reason the vessel sank.

As for the rude comments about The Triton, if it wasn’t for The Triton and other newspapers, the author of those comments wouldn’t know there had been a sinking.

Capt. Adrian Loughborough

OK, I admit it … I’m a junkie.I’m a boat junkie, but I’m also

a business junkie, especially when the latter topic relates to business management and leadership. That’s why I loved “It’s Your Ship,” a book about the “Management Techniques from the Best Damn Ship in the Navy.”

This book combines both my passions, and it can be a valuable read for any megayacht captain or crew member aspiring to leadership. Published in 2002, the book was a best seller on lists by BusinessWeek, the Wall Street Journal and the New York Times - Business.

“It’s Your Ship” is definitely a management book. It describes how U.S. Navy Capt. D. Michael Abrashoff used “outside-the-book” strategies and tactics to transform the U.S.S. Benfold, a guided missile destroyer in the U.S. Pacific Fleet, from one of the poorest performing ships in the fleet to the top performer in one year.

The book features the lessons learned by Capt. Abrashoff, a U.S. Naval Academy graduate, and how they apply to running both a ship and a business. This book is full of tips, techniques and tactics for managing everything from personnel to marketing opportunities. Practical, every-day advice fills the book’s 207 pages. It’s a quick, easy read, full of anecdotes and valuable sea

stories.The author’s environment is a naval

man-of-war. However, the scene could just as easily be on a megayacht – only the scale of the problems and the opportunities are different. Oh, yeah, another difference … megayachts don’t usually fire off cruise missiles.

The primary lesson from Capt. Abrashoff is: give crew the responsibility and the authority to make the boat “their ship.” Ownership and buy-in to shared goals and objectives are powerful tools when everyone shares the vision. It can turn a deficient boat around, as Abrashoff did with the Benfold.

This is also a book about relationships: with bosses (the Commodores and Admirals of the fleet), with peers (his competitors/teammates), and with crew (the true team.) The book includes lots of insights on how to best manage those relationships.

The summaries of the lessons of “It’s Your Ship” are presented in the chapter headings, which could be described as Abrashoff ’s 11 Commandments:

Take CommandLead By ExampleListen AggressivelyCommunicate Purpose and

MeaningCreate a Climate of Trust

Look for Results, Not SalutesTake Calculated RisksGo Beyond Standard Operating

ProcedureBuild Up Your PeopleGenerate UnityImprove Your People’s Quality of

LifeWhile some of these may seem

obvious and even cliché, the details that Abrashoff lays out about their execution demonstrates the complexities of command and the value of creative solutions.

The author’s voice is strong and his thoughts are, in many ways, innovative for his situation – the U.S. Navy tends to be rather bureaucratic. His heavy ego also comes through consistently throughout the book.

Having said that, I would suggest that leaders, typically, do have a substantial ego: leadership is not usually associated with a demure personality or a fear of standing out.

It’s tough to think of any content weaknesses in the book. The author recounts his own experiences, both as a junior officer and as a commander. Thus, the book can offer insights and strategies for junior crew members who someday would like to run their own ship. It is a valuable addition to any professional mariner’s personal library.

Capt. Paul Warren

Mix management into yachting. There’s an idea

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

thoughts about any con-cerns you want to share. Write to us at editorial@

the-triton.com.

Until facts are out, the comments are guesses

www.the-triton.comSection B April 2012

Seasons start to ramp up

In the Caribbean, Med and the U.S.

It is not just the elderly at risk

How to handle cardio issue in kids

Triton readers starting young

B14Future yachtie catches up on news

Taking photos in foreign ports

Learn secrets to discreet shooting. B13 B14B2

April 15 marks an ominous day. This day is the 100th anniversary of the tragic sinking of the RMS Titanic.

On her maiden voyage from Southampton to New York City, she hit an iceberg and caused the deaths of 1,517 people. It was one of the deadliest peacetime maritime disasters ever.

The ship was designed to be the

ultimate in comfort and luxury. Titanic had a state-of-the-art wireless telegraph and safety features no other ship had, such as watertight compartments and remotely activated watertight doors.

Ironically, she lacked enough lifeboats to accommodate all of those aboard. Due to outdated maritime safety regulations, she carried only enough lifeboats for 1,178 people – a third of her total capacity.

The disaster was greeted with worldwide shock and outrage at the huge loss of life, plus the regulatory and operational failures that had led to it. Public inquiries in the United Kingdom and the United States led to significant improvements in maritime safety.

One of the Titanic’s most important legacies was the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today.

While the Titanic disaster may be the most famous of maritime accidents, it is not the only one. The sea has always been synonymous with insecurity for those who venture on it. “He that would sail without danger

Disasters at sea steer regulations toward safety

Rules of the Road

Jake DesVergers

See RULES, page B11

Heading to the Great Lakes

Here we are with M/Y Scott Free, the 115-foot Northcoast. We run the Welland with our fenders out on purpose because if a ship passes, you’ve got to lay on the wall in places. We look like cruisers. PHOTO/CAPT. WORTH BROWN

Capt. Worth Brown has made the run through the Welland and Erie canal systems to/from the Great Lakes several times as skipper of M/Y Sea Safari. Last summer, he took us with him on the locks through the Erie, which are scheduled to open May 1 after the flooding damage last fall. Here is his photo essay of the Welland.

Photos and story by Capt. Worth Brown

Any yacht heading into the Great Lakes will pass through the Welland

Canal, the 27-mile waterway that lifts you nearly 100m from Lake Ontario in the north to Lake Erie in the south. Thousands of cargo ships make the transit each year, and while the scenery isn’t as pretty as it is on the Erie, it’s still an interesting experience for yachts.

It costs just $200 to go through the eight locks. Entering at either end, there are walls to tie up to and a phone to contact Seaway Welland as well as a machine to purchase a canal pass with a credit card.

Port Dalhousie just west of the

entrance at Port Weller is a great place for a stop over before heading from or to Lake Erie.

We always take a guide. We use Roger Armand who used to work for Seaway Welland. He charges $150, and it’s a good investment. The problem going through is you have to know the shipping schedules. It can take 12 hours, but we’ve done it in five. The guide isn’t a pilot; the captain remains in full command. Just don’t speed

See Worth’s Welland Canal photo essay on page B10.

Getting a lift from the Welland Canal

B� April 2012 www.the-triton.com The Triton

When I mention the term cardiac arrest, everyone thinks first of an old man. In my CPR AED classes, often times the crew will look at the older

captain or a mature crew member and say in jest, “he’s the one.”

Whether you say it out loud or you are just thinking it, we all assume heart attacks will happen to the older guy. But

what if it were the younger girl?In October, it happened to 12-year-

old Kylee Shea. She was on her way to gym class in her Texas school when she suddenly felt tired.

“I decided to sit down, and then I fell forward and I don’t remember anything,” she told reporters at the time. That’s when she collapsed, stopped breathing, and went into cardiac arrest.

Her classmates called for help, and her teachers began performing CPR. Fortunately for Kylee there was an automated external defibrillator (AED) close by and her teachers were trained in CPR and proper use of an AED. The AED saved her life.

At the hospital, doctors discovered Kylee had a heart arrhythmia. Her heart was beating rapidly but not pumping blood. The doctors are uncertain what caused this, but she now has a pacemaker in case it ever happens again.

“It just goes to show the importance of having these devices … having the proper training to use them,” Kylee’s mother was quoted as saying.

Sudden cardiac arrest in children and adolescents happens more than you think. In the United States alone, between 7,000 and 10,000 young people die each year from sudden cardiac arrest. In a 15-year study of non-hospital cardiac arrests in the U.S., 7 percent of victims were younger than 30 years old, and 3.7 percent were younger than age 8. Sudden cardiac death occurs in one out of every 200,000 high school students while playing sports every year.

Sudden cardiac arrest is treatable most of the time, especially when due to an electrical abnormality in the heart called ventricular fibrillation. Treatment must be provided within the first few minutes to be effective, preferably within 3 minutes.

Generally, for each minute that passes, the victim’s chances of survival drop about 10 percent. Treatment consists of CPR (cardio-pulmonary

resuscitation) and quick use of an AED.Can AEDs be used to treat children?

Yes. Most newer AEDs have the pediatric option for treating cardiac arrest in children of all ages. Make certain your AED has either pediatric pads or a pediatric key. The pediatric option reduces the amount of energy “joules” delivered when shocking the child. If you are not sure if your AED has pediatric capability, e-mail or call me.

For those not already aware, an AED is a portable, battery-operated electronic device about the size of a laptop computer. It automatically diagnoses the potentially life-threatening cardiac arrhythmia of ventricular fibrillation and ventricular tachycardia in a victim and is able to treat the patient by an electrical shock, which stops the arrhythmia, allowing the heart to re-establish an effective rhythm.

AEDs are designed to be simple so that anyone can use one. So simple that I often start my classes by selecting someone from the class that has never seen an AED and I ask them to demonstrate how to use it by following the AED’s voice instructions. To date, the youngest person to effectively demonstrate the AED in one of my classes was 9 years old.

The price of an AED has fallen over

the past 10 years with prices ranging from $1,200 to about $1,700. Although AEDs are not inexpensive, they are invaluable if they save your life or the life of a friend, crew member, or guest.

Six companies sell AEDs in the United States: Cardiac Science, Defibtech, Heartsine, Medtronic Physio Control, Philips and Zoll.

A lot of students ask if they still need to perform CPR with an AED? The answer is yes. CPR is important and can greatly improve the victim’s chance of survival. CPR helps circulate oxygen-rich blood to the victim’s heart and brain. This circulation delays both brain death and the death of heart muscle. CPR buys us time until the AED arrives. CPR also makes the heart more likely to respond to defibrillation.

This information is for informational purposes only and is not a substitute for professional instruction by a qualified instructor with CPR/AED experience. A refresher course is recommended at minimum every two years.

Keith Murray is a former Florida firefighter EMT and owner of The CPR School, which provides onboard CPR, AED first aid safety training for yacht captains and crew (www.TheCPRSchool.com). Comments on this column are welcome at editorial@the-triton.com.

ONBOARD EMERGENCIES: Sea Sick

sea sick

Keith Murray

Cardiac arrest is unfortunate but possible in youngsters onboard

The Triton www.the-triton.com April 2012 B�

SatComms opens in New ZealandNew Zealand marine electronics

specialist Electronic Navigation Ltd (ENL) and SatComms Australia have created a joint venture, SatComms NZ.

SatComms is a provider of mobile and fixed satellite solutions, from basic handheld technology to fully-integrated satellite network solutions. In the partnership, SatComms bring its airtime and satellite-solutions expertise, while ENL will provide the hardware and on-the-ground support.

SatComms NZ offers Ku & C-Band VSAT services, with the ability to link customers to various points on the planet via terrestrial infrastructure within Australia and New Zealand.

For more, visit www.satcomms.co.nz

Cobra launches two-way radioChicago-based Cobra Electronics

has introduced two new two-way radios that expand its range of GMRS radios. The CXT135 and CXT235 feature advanced NOAA Weather Radio (NWR), which allows listening to the NOAA Weather Radio All Hazards broadcasting of continuous weather information directly from the nearest National Weather Service nationwide network of transmitters.

The CXT135 has a range of up to 16 miles, Power Saver circuitry for extended battery life, Call Alert and rechargeable NiMH batteries.

The CXT235 includes all the features of the CXT135, plus a larger range of up to 20 miles. It also features NOAA All Hazards Alerts, which provide loud audible tones in the event of a weather alert or other emergency.

Suggested retail price of the CXT135 is $49.95, while the CXT235 is listed at $59.95. For more information, visit www.cobra.com.

Night camera auto adjusts

Florida-based OceanView Technologies has launched a new night vision camera with an infrared illuminator. The SeaWatch automatically switches from color to low-lux as lighting conditions change.

The infrared illuminator automatically turns on and off, adapting to total darkness, up to 390 feet in every direction. Its 28x optical and digital (336x total) zooms supply sharp photos in most conditions.

The SeaWatch operates on 9-32V DC and has a heater and windshield wiper.

Constructed of corrosion-resistant aluminum alloy, it can be controlled with its standard joystick/keypad, on-screen mouse in the Xi version or Furuno NavNet 3D or TZtouch system.

Suggested retail price is $4,995. For more information, visit www.nightboating.com.

New GOST EZ Tracker introducedGlobal Ocean Security Technologies

announced the new EZ Tracker 2.0. The unit provides global tracking and monitoring of recreational and commercial vessels with an integral, long life rechargeable battery for operation up to 180 days between charges.

Designed for continuous use where there is no external power source. The terminal measures 10 by 7 by 2-inches (247mm x 178mm x 48mm) and has one external interface connector which is used to connect a sensor or panic button and to charge the unit. It has an on/off switch to preserve the life of the battery when the terminal is not in use.

When the sensor or panic button is activated the unit generates an alarm message with the vessel name, latitude, longitude, speed and heading. The message continues at the interval selected on the web site for the next four hours. After four hours, the unit will revert back to standard tracking messages at the normal reporting interval. The unit can have a sensor hardwired to monitor conditions remotely and the battery will operate up to six months between charges, when set to report every six hours.

For more, visit www.gostglobal.com.

SeaLife offers underwater cameraNew Jersey-based SeaLife,

manufacturer of underwater photographic equipment, has introduced the DC1400, which includes five “piano keys” that let the user take either high-definition 720p video or 14 megapixel high-resolution images.

Depth tested to 200 feet (60m), these control keys provide one-handed operation, even with gloves on, and six underwater modes.

The DC1400’s pocket-sized inner camera can be removed from its rubber-armored waterproof housing for land photography with 27 scene modes. In anti-shake mode, the optical image stabilization CCD-shift technology reduces image blur caused by hand movement.

The DC1400’s rechargeable lithium battery will power the camera for about one hour of continuous HD video -- perfect for a two-tank dive -- or for more than 200 photographs.

The suggested price is $529.95. For more, visit www.sealife-cameras.com.

E3 Systems tops Sea Tel sales

E3 Systems ranked high in sales with Sea Tel. The 2011 sales of E3 placed it in the top 10 of more than 70 European Sea Tel dealers. The two companies offer VSAT satellite solutions and TV to yachts worldwide.

For more, visit www.e3s.com.

Companies, cameras, radios evolve and improve service

TECHNOLOGY BRIEFS

B� April 2012 www.the-triton.com The Triton

Seahorse Marine Training

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• Marine Inspections and Testing Fixed Fire Systems and Portables• Marine Inspections and Testing of EEBDs and SCBAs

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30 Years of Marine Safety Experience!

By Carol M. Bareuther

Meatless cuisine is moving mainstream. Beyond this, veganism – no meat, poultry or fish as well as no eggs, dairy foods and other animal-derived products such as honey – is gaining steam, too, driven by health, animal welfare and environmental concerns.

This lifestyle trend is not only growing but doing so globally. For example, 2.5 percent of Americans, 2 percent of Great Britains and nearly half a percent of Dutch identify themselves as vegan.

It’s no wonder charter chefs receive requests for vegan meals.

One yacht in the Virgin Islands Charteryacht League fleet, the 53-foot M/Y Bel Ami has started to offer 100 percent vegan charters to cater to these customers.

“It can be difficult for people to eat out when vegan, therefore it seemed a natural extension of our passion for and growing expertise at concocting delicious plant-based meals to expand our offerings to include gourmet vegan menus in addition to our standard fare,” said Chef and First Mate Anne Nayer, who crews the Bel Ami with Capt. Dave Goodman. The two promoted

Vegan Sailing at the 2nd annual New York City Vegetarian Food Festival in March.

Planning vegan meals isn’t much different than preparing traditional menus, Nayer said. She starts with a guest’s preferences and then bases meals around a salad or vegetable dish rather than an animal-based entrée, adding homemade breads, spreads and relishes topped off by frozen parfaits

and vegan cupcakes for dessert. For example, when guests return

from an afternoon snorkel they find Italian chickpea nibbles, creamy white bean and artichoke dip and crudités along with cocktails.

“In planning for a week-long term charter we take into account where we will be able to buy fresh fruit and veggies along the way,” Nayer said. “We pick up fruits and veggies in various stages of ripeness, wash and store the greens to preserve freshness and always

have root vegetables -- especially local pumpkins, sweet potatoes and plantains -- on hand.”

Nayer provisions at a local health food store and supermarket and stocks up on non-perishables on trips to the states. Her staples include rice, millet, quinoa, couscous, cracked wheat, and whole wheat and veggie pastas; raw nuts and seeds; legumes for stews, soups and sprouting as well as for making spreads and snacks; and flours for baking loaf breads, tortillas, flat breads, turnovers, pancakes, and sweet and savory crepes.

She said her food bill is considerably less than when buying meat.

“The time commitment to prepare vegan fare is less than for meat-based meals especially as we become

M/Y Bel Ami offers charter guests healthy vegan cuisine

Anne Nayer and Dave Goodman on Bel Ami. PHOTO/PROVIDED

See VEGAN, page B5

CREW NEWS

The Triton www.the-triton.com April 2012 B�

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 935/995Savannah,Ga. 925/NANewport,R.I. 905/NA

CaribbeanSt.Thomas,USVI 1,069/NASt.Maarten 1,132/NAAntigua 1,140/NAValparaiso 1,309/NA

NorthAtlanticBermuda(IrelandIsland) 1,080/NACapeVerde 975/NAAzores 971/1,788CanaryIslands 1,140/NA

MediterraneanGibraltar 1265/NABarcelona,Spain 992/1117PalmadeMallorca,Spain 1802/NAAntibes,France 963/1893SanRemo,Italy 1,199/2,358Naples,Italy 1,170/2,330Venice,Italy 1,160/2,335Corfu,Greece 1,135/2,135Piraeus,Greece 1,129/2,132Istanbul,Turkey 1,015/NAMalta 965/1,749Tunis,Tunisia 935/NABizerte,Tunisia 935/NA

OceaniaAuckland,NewZealand 1,030/NASydney,Australia 1035/NAFiji 1040/NA

Today’s fuel prices

*When available according to local customs. *When available according to local customs.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of March 15, 2011

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 865/920Savannah,Ga. 840/NANewport,R.I. 850/NA

CaribbeanSt.Thomas,USVI 960/NASt.Maarten 1070/NAAntigua 990/NAValparaiso 875/NA

NorthAtlanticBermuda(IrelandIsland) 1025/NACapeVerde 990/NAAzores 980/NACanaryIslands 920/1600

MediterraneanGibraltar 890/NABarcelona,Spain 930/1,630PalmadeMallorca,Spain NA/1,795Antibes,France 1125/2015SanRemo,Italy 1140/2030Naples,Italy 1090/1,960Venice,Italy 1060/1,830Corfu,Greece 1085/2095Piraeus,Greece 1060/2090Istanbul,Turkey 970/NAMalta 960/1,710Tunis,Tunisia 800/NABizerte,Tunisia 802/NA

OceaniaAuckland,NewZealand 955/NASydney,Australia 1025/NAFiji 950/NA

Homemade Corn Tortillas & Refried Beans

Corn Tortillas

(This recipe makes 16 tortillas. You can cut the recipe in half, but we always make more so we have seconds and left-overs.)

2 cups of masa (instant corn masa flour)

1/4 teaspoon salt

1/4 cup water (some of this can be the juice of a lime)

Mix all ingredients thoroughly for about 2 minutes until a soft dough forms. If dough feels dry, add more water, one tablespoon at a time. Divide into 16 equal-sized balls. Cover with damp cloth to keep dough moist.

Line a tortilla press (or use a cutting board, pizza pan or plate) with two sheets of thick plastic wrap. Place each ball between the plastic and press until tortilla measures 5-6 inches in diameter. Carefully peel off plastic wrap.

Preheat ungreased griddle, skillet or frying pan over medium-high heat. Cook tortillas one at a time for 50 seconds. Turn, then cook

the second side for another 50 seconds.

Cover tortillas with cloth napkin to keep soft and warm.

To keep tortillas fresh, store in plastic bag and refrigerate for up to a week. To reheat, put in hot skillet or microwave.

Refried Beans

1 can fat-free Green Chili Organic Refried Beans

2 plum tomatoes, chopped

1 small red onion, chopped

1 sweet red pepper, chopped

2 cups romaine lettuce, chopped

1/4 cup fresh cilantro

Salsa, homemade or commercially prepared

Spread the refried beans over warm tortilla. Like a pizza, layer evenly on top the tomatoes, red onion, red pepper, lettuce, cilantro and salsa.

Serves 2 to 3.

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

Save time, money and make provisioning easier with vegan

proficient at using our pressure cooker and serving fresh fruits and veggies that need little or no cooking,” Nayer said.

In addition, cooking vegan is easy, she said. There’s no need to guess whether meat is thoroughly cooked and clean-up is quick with no grease-encrusted pans. Plus, there are no food safety concerns about the risk of contamination from raw meat juice.

“Embracing a vegan diet is not about leaving anything out,” Nayer said. “The

more a charter chef appreciates the unique qualities of a variety of plant-based ingredients and is excited about unleashing the flavors, the better.”

Nayer said she has noticed other crewed charter yachts in the Virgin Islands catering to the growing demographic of meat-free travelers.

“We’re happy to be on the cutting edge of something big,” she said.

Carol Bareuther is a freelance writer in St. Thomas. Comments on this story are welcome at editorial@the-triton.com.

VEGAN, from page B4

CREW NEWS

Plan on left-overs with this spicy, tasty recipe. PHOTO/COURTESY M/Y BEL AMI

B� April 2012 www.the-triton.com The Triton

By Capt. Michael Pignéguy

For many couples, combining careers and marriage is not always a recipe for success, especially when both are living and working within the confines of the same boat.

Add to the mix having to live and work closely with other people, while also being at the beck and call of your employer and their guests 24/7, and you can have quite a stressful environment.

It certainly stretches the interpretation of compatibility at times and is definitely not suitable for those with a volatile personality.

However, for hundreds of couples who work in the superyacht industry, a working marriage is an ideal way to see the world together in (mostly) great working conditions, and to save money for when it’s time to swallow the anchor and build a nest ashore.

Damien and Ashley Dempsey are such a couple living the dream with Damien being captain of the recently launched 44m sloop Imagine 11. Ashley is the chef.

Ashley was well into a successful hotel management career in the south of England when she took a week’s sailing holiday.

“Boating delivered the wow factor that I was seeking, and after a week I was completely hooked,” she said.

Wanting to combine earning a living with her new passion, Ashley went to Barcelona in the summer of 2006 where, as many superyacht careers start, she landed a job as a day worker and graduated into becoming a deckhand on a 26m yacht.

The remainder of that summer was spent sailing in the Mediterranean, putting her hotel management skills to good use, and learning the workings of a superyacht.

A dock party in Palma brought Ashley and Damien together when he was captain of the 30m S/Y Maria Alba. Despite the inevitable separations when working on different boats, their relationship survived and blossomed.

Using a tried-and-true Aussie saying, Damien (who’s from Geelong) told Ashley, “If you want to be a captain’s missus, you’ll have to learn to cook.” It probably was not his proposal of marriage, but Ashley got the idea and took a four-week, live-in cooking diploma course at The Grange back in England.

With diploma in hand, Ashley was now able to sail with Damien, both eventually joining the 34m Imagine, the first of that name built by Alloy Yachts of Auckland. Based in the Mediterranean, they spent nearly the next two years following the Emirates Team New Zealand America’s Cup

racing regattas, including the Louis Vuitton Trophy races and the TP 52 Cup.

It was a busy time for the crew while Imagine was host to the team’s VIPs and sponsors, members of the team, and of course, the owner and his guests.

Last May, Damien and Ashley managed to take a break so that they could get married in Koh Samui, an island in the Gulf of Thailand. It’s no surprise to learn that of the 30 guests, most were off superyachts.

The owner of Imagine commissioned Ed Dubois to design Imagine 11, and Alloy Yachts to build her. She was launched in Auckland in June 2010. Their first major trip was to Tahiti where they had a busy season sailing around French Polynesia with her owner and guests. A great nine-day

Imagine: Combining careers and marriageCAREER NEWS

See COUPLES, page B7

Damien and Ashley Dempsey work together as a couple living the dream on the 44m sloop Imagine 11. Damien is captain; Ashley is chef.

PHOTO/CAPT. MICHAEL PIGNEGUY

The Triton www.the-triton.com April 2012 B�

run brought her back to Auckland to undergo warranty work and a Lloyd’s Survey.

Like many successful superyacht captains, Damien started sailing young, and at six years of age he was crewing for his eight-year-old skipper sailing an International Cadet off the beaches of Geelong, just outside of Melbourne.

He soon graduated to sailing his own Laser before joining the Royal Geelong YC to crew on IOR yachts.

Wanting to know more about the design and building of yachts led Damien into a four-year boatbuilding apprenticeship with Zulu Yachts of Geelong.

This was to be an important building block for his forthcoming career at sea, and it was invaluable experience overseeing a number of yacht refits and managing a new build.

A great break came in 1990 when, as a builder, he joined Syd Fisher’s Challenge of Australia syndicate to contest the 1992 Americas Cup in San Diego.

With that experience behind him, Damien was able to take on the project manager’s job supervising construction of the 54.9m (180-foot) mast which, at that time, was the tallest in the world, for the 46m S/Y Zeus.

That led to him taking the sailing master’s position on Zeus for the following two years, experiencing sailing with large rigs and understanding their stresses and loadings.

“I have been very fortunate in sailing with some great captains and engineers who were very willing to share their knowledge,” Damien said. “They have been very useful mentors to me during my career. Because of a lack of a formal superyacht apprenticeship scheme, one has to rely on the luck of sailing with people like this.”

This helped Damien achieve his first command in 2001, the new 25m high performance sloop Atlanta, for which he was also the build manager. After being with Atlanta for two years he went back to being first mate on the 38m ketch Cyrano, on which he had previously held the same position for two years.

After three years of extensive sailing around the Med, Damien, now joined by Ashley, took command of another high performance sloop, the Maria Alba, for a short time before they joined the first 34m Imagine in Palma in August 2009.

Getting a job in the superyacht industry is becoming more competitive.

“Having a well presented CV with a good head and shoulders photo is the first step if you do not have any

previous yachting experience,” Damien advised. “Dock walking and getting a job as a day worker is still a good way of getting started, but have a good attitude and look smart.

“Network at every opportunity, especially when around yachting people,” he said.

When looking for crew, Damien will favor someone with a good attitude and passion for sailing over someone with tickets who is only there for the financial benefits.

Apart from Ashley and sailing, Damien admits to motorbikes being another passion, and he has an impressive stable of them. Back home in Palma he has a Ducati 996 and a BMW GS Adventurer 1150, and it was on the BMW that he took a six-month solo trip from the top to the bottom of Africa.

With him in Auckland he has his Ducati Multistrada on which he intends exploring as much of New Zealand as he can.

Palma de Mallorca is their favorite port, mostly, they admit, because they have an apartment there. Sailing together is certainly working well for Damien and Ashley.

“Living and working on a boat can, at times, be hard,” Damien said, “but when you have your best friend with you to talk things over, to share the unforgettable experiences of sailing the world together on beautiful yachts, it doesn’t get much better.”

Capt. Michael Pignéguy is a relief captain on charter boats and superyachts around the world. He is an RYA instructor and examiner in Auckland, NZ, and the author of three boating books (www.boatingfun.co.nz).

Superyacht sailing couple lives a life of others’ dreams

The 44m sloop Imagine 11. PHOTO//CAPT. MICHAEL PIGNEGUY

COUPLES, from page B6

CAREER NEWS

B� April 2012 www.the-triton.com The Triton

Up to 30 vendors will showcase goods and services to help yacht

captains and crew do their jobs better.

The semi-annualcrew trade show

will be held

at Lauderdale Marine Center

in Ft. Lauderdale

Triton ExpoTriton Expo

JOIN US

April 11th

No sign-up necessary. Just make plans to come.

To reserve a table, contact Mike Price at

+954-525-0029 or mike@the-triton.com

Exhibitor space is limited contact Mike Price at

954-525-0029 or mike@the-triton.com

New builds added to charter fleets with more scheduled

Hill Robinson has added the new 244-foot (74m) M/Y Mogambo built by Nobiskrug to its charter fleet.

Fernando Nicholson of Camper &

Nicholsons has been assigned build broker on Project Panorama, a 180-foot (54.5m) motor yacht to be built by ISA shipyard in Italy.

The yacht will have five cabins, a private owner’s area on the forward main deck, a beach club, and a gymnasium. She will also have seven crew cabins.

Project Panorama is due to be delivered in June 2014.

The brokerage has also sold the 144-foot (44m) Heesen M/Y My Petra by broker Jean Marie Recamier. Asking price at the time of sale was 22.75 million euros.

Brokers Alex and Gaston Lees-Buckley have sold the 120-foot (36.6m) Benetti M/Y Beverley. The buyer was from South America. The yacht’s asking price at the time of sale was 8.95 million euros.

Broker David Seal sold the 112-foot (34m) Ferretti M/Y Helena. Asking price was 5 million euros.

Broker Jordan Waugh sold the 127-foot (38.5m) M/Y SQN from Alloy Yachts. Asking price was 7.95 million euros.

Camper & Nicholsons has added 13 yachts to its central agency listings for sale, including the 175-foot (53.5m) Feadship M/Y Kisses (in a joint with Merle Wood & Associates), the 154-foot (47m) Benetti M/Y Imagination, the 145-foot (42m) Benetti M/Y Smile, the 137-foot (42m) M/Y Forty Love, the 133.5-foot (40.7m) Royal Huisman S/Y William Tai, and the 115-foot (35m) S/Y Aime Sea by Alloy Yachts.

The company also added five yachts

to its charter fleet, including the 196-foot (60m) Benetti M/Y Lyana, the 195-foot (60m) CRN M/Y Darlings Danama, the 164-foot (50m) M/Y Mary Jean, the 132-foot (40m) M/Y Sea Dreams, and the 112-foot (34m) Highland Breeze.

YPI-Yachting Partners International has added the 171-foot (52m) Perini Navi S/Y Galaxia (ex-Liberty) to its central agency listings for sale and charter.

Fraser Yachts has sold the following yachts recently.

The 144-foot (44m) M/Y My Petra listed with Stuart Larsen in Ft. Lauderdale and Jean-Marie Recamier of CNI; the 110-foot (34m) M/Y Solutions listed with Neal Esterly in San Diego; the 100-foot (30m) Benetti M/Y Keiki Kai listed with Esterly; and the 75-foot (23m) M/Y Fredrikstad listed with Jeff Partin in Ft. Lauderdale.

The brokerage has added several new central agency listings for sale, including the 193-foot (59m) M/Y Seawolf built by J&K Smit in 1957 and listed for $26.5 million with broker Jody O’Brien in Ft. Lauderdale; the 163-foot (50m) Oceanco M/Y Anedigmi listed for 13.5 million euros with broker Giulio Riggio in Spain; the 114-foot (35m) Benetti M/Y Aminah listed for 7.2 million euros with broker Vassilis Fotilas in Monaco; and the 101-foot (33m) M/Y Blue Wave listed for 3.25 million euros with broker James Munn of Monaco.

The company also added several yachts to its central agency listings for charter, including the 150-foot (46m) M/Y Ionian Princess built by Christensen and Palmber Johnson available in Greece with agent Bertrand

BOATS / BROKERS

The 171-foot (52m) Perini Navi S/Y Galaxia (ex-Liberty) has been added to YPI’s central agency listings for sale and charter. PHOTO/YPI

See BOATS, page B9

The Triton www.the-triton.com April 2012 B�

Mattei in Monaco; the 146-foot (45m) Christensen M/Y Party Girl available this summer in the Bahamas with agent Anita Dodds in Ft. Lauderdale; the 121-foot (37m) M/Y RL Noor built by Bilgin Yachts and available this summer in Turkey with agent Pat Codere in Fort Lauderdale; and the 11-foot (34m) Christensen M/Y Criss C available this summer in Northern Europe with agent Bertrand Mattei in Monaco.

Merle Wood & Associates sold in February the 157-foot Christensen M/Y Thirteen and the 132-foot M/Y Crili built by Trident Shipworks.

The brokerage has added several yachts to its new central agency listings for sale, including the 183-foot Benetti M/Y Four Aces, the 175-foot Feadship M/Y Kisses (in a joint listing with Camper & Nicholsons), and the 110-foot Palmer Johnson S/Y Keewaydin.

Holland Jachtbouw has launched the J-class yacht S/Y Rainbow at its yard in the Netherlands.

Based upon the lines of the original America’s Cup winner in 1934, this 40m yacht features a WhisperPower hybrid propulsion and power system, making this 40-metre yacht the first full hybrid pleasure sailing yacht of its kind.

Sea trials were scheduled to begin in March as she gears up to compete in this summer’s regattas, including the J-class races in England.

The hybrid solution replaces the conventional main engine and two generator configuration. The main engine replaces the second generator, while the remaining generator is a variable speed unit. The main engine generator can also act as an electric motor that can also run the propeller. This solution is smaller in size and saves on fuel. Rainbow is comparatively lighter to other Js at 170 tons.

Rainbow can be operated entirely on her Hy-Store Li-ion batteries, including sailing, navigation and hotel load, allowing for silent periods onboard, without generators running, from 11 p.m. to 7 a.m.

Redundancy is built-in with five power sources available: The hybrid battery, the variable speed generator, the variable speed engine generator, the shaft generator (when sailing) and shore power (when available).

Northrop & Johnson has hired John Jay Mouligné as sales broker.

Mouligné is a graduate of Portsmouth Abbey school and Norwich University’s Corps of Cadets and spent several years in the political- and defense-related fields before combining his passion for yachting with work.

He has competed in offshore short-handed sailing, cruised the Caribbean aboard the family ketch Frog-Kiss, and cruised the Med on the family’s Nordhavn 46.

He is newly married and lives in Newport, R.I.

New to the NJ team in Ft. Lauderdale is Karina Lopez as marketing director.

Born in Houston and raised in Miami, Lopez completed her undergraduate studies at George Washington University in Washington, D.C. She began her career with the real estate firm The Related Group, helped open the Viceroy Hotel in Miami, and worked with Bayview Asset Management, a mortgage investment firm in Coral Gables, Fla.

She also holds an MBA in International Business from the University of Miami.

International Yacht Collection (IYC) has named Frank Grzeszczak and Barbara Stork Landeweer the company’s 2011 Yacht and Charter Brokers of Year, respectively.

Grzeszczak has been with IYC since 2007.

Barbara Stork Landeweer’s career includes seven years at The Sacks Group Yachting Professionals, establishing and managing the charter division at Allied Richard Bertram for 10 years; and spending four years at Fraser Yachts. Her 2011 success includes organizing charter vacations on such highly esteemed yachts as the 220-foot (67m) Lürssen M/Y Apoise, the 194-foot (59.4m) Baglietto M/Y Vicky, the 164-foot (50m) Trinity M/Y Wheels and the 147-foot (45m) Feadship M/Y Helix.

Christensen, Tridents sold; new J-class boat launches

BOATS / BROKERS

BOAT/BROKERS, from page B8

B10 April 2012 www.the-triton.com The Triton

Capt. Worth Brown is skipper of the 85-foot M/Y Sea Safari. Comments on this story are welcome at editorial@the-triton.com

1. Rise and fall 80 feet at a timeThe locks step down on the trip out, as we did last

summer. Heading into the Welland here at Port Weller in Ontario is just as intense. Seven of the eight locks have 80-foot lifts that take about 12 minutes each.

Making Way Through the Welland

2. In the locksThere are two locks, side-by-side, so traffic is moving in both

directions at the same time. The water is cold and turbulent. Boats can easily hit the side and go sideways. We used our bow thrusters to stay off the wall.

3. All hands on deckYou need three people to handle the

lines on the bow and stern. And you’ll want to put out all your fenders.

4. Staying alertThat’s me, keeping an eye on the wall while passing through a lock. You exit the

Welland at Port Colborne. This is where we clear customs on the way out.

CRUISING GROUNDS: The Welland Canal

The Triton www.the-triton.com April 2012 B11

must never come on the main sea,” as the proverb puts it.

This endemic absence of safety probably explains why early maritime trade was mainly the preserve of adventurers. Ocean transport developed in such a laissez-faire way that accidents, of which bold navigators were victims, were soon accepted as part of the natural course of things.

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

These advances were accompanied, however, by an increase in risks at sea, corresponding to the greater number, size and speed of vessels engaged in trade. Accident statistics reflect the acuteness of the problem. During the winter of 1820 alone, more than 2,000 ships were wrecked in the North Sea, causing the deaths of 20,000 people.

No period of history has been free of a calamitous accident at sea. The most serious involve passenger transport. Three terrible events before the First World War were engraved on peoples’ memories: the explosion of the Sultana in 1865 with 1,450 deaths, the foundering of the Titanic in 1912 with 1,517 deaths, and of the Empress of Ireland in 1914 with 1,270 deaths.

Since 1948, nearly all major maritime disasters have involved car ferries and simple ferries to carry passengers over short distances. There were 1,000 victims in the accident to the Don Juan in 1980, more than 4,400 in 1987 on the Dona Paz, and 1,800 on the Neptune in 1993.

Yachting is not immune to these accidents. The most recent significant losses involved the 60m Yogi off the coast of Greece and the 40m Godspeed off the coast of Italy. Thankfully, there were no fatalities on those sinkings.

The principal attempts to achieve greater safety took place within a purely private framework. Administrative supervision of shipping was regarded as a hindrance to free trade. There were fears of overzealous states adopting restrictive regulations, out of place in an industry subject to such fierce international competition.

It was generally considered that the proper interest of the owner, who had committed all his wealth to the acquisition of ships, ultimately represented the best guarantee of safety for all concerned.

It was in the aftermath of World War II that the need was realized for an international body to deal exclusively

with maritime issues. This became the International Maritime Organization.

The most important safety breakthroughs in the 21st century will depend less on technology than on recognition of the primacy of human factors. Given the increased complexity of systems, the presence of a human being is both a source of risk and unique guarantee of the capacity to react to a situation. Human presence also helps avoid an exaggerated belief in the infallibility of technology.

The greatest difficulty may be for the maritime world to go through a cultural revolution, abandoning the efforts of evasion and compliance in favor of a genuine safety culture. The attitude of avoidance that typified the behavior of certain owners in the 1980s and 1990s developed against an extremely competitive background. This environment promulgated a business attitude that took precedence over ethics. The costs of conforming to regulations were so high that it was a financial advantage to evade them.

With the loss of the cruise ship Costa Concordia in January, new regulations are definitely on their way. While they will be developed primarily for passenger and merchant ships, the rules will cascade into yachting.

It is understandable for the pendulum to swing to its extreme following an accident, but it is this law on safety – so difficult to understand and interpret, so complicated to implement and enforce – that raises a new set of problems for those concerned with it. These concerns arise from the fact that the very standards that are intended to introduce order into the international community are, in fact, becoming a source of confusion and uncertainty, paralyzing the development and affecting efficiency.

This situation is disturbing the entire maritime community, both the shipping and yachting worlds. And for an industry that exists solely for pleasure and enjoyment, yachting must find a way to coexist with these rules, while preventing its own Titanic.

Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau (IYB), a recognized organization that provides flag-state 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.

The maritime world needs a cultural revolution for safetyRULES, from page B1

FROM THE TECH FRONT: Rules of the Road

B1� April 2012 www.the-triton.com The Triton

Eco-sustainable sportfishing lodge planned for Florida KeysNew lodge proposed for Keys

Plans for a new sportfishing ecolodge in Islamorada, Fla., were presented to the town’s planning department in mid-March by EDSA, a Ft. Lauderdale-based design firm.

The concept includes the creation of an Eco-Sustainable Lodge zoning classification and a comprehensive plan amendment to enable the development.

The site is roughly seven-and-a half acres at Mile Marker 83. Bert Vorstman of Coral Springs, a commercial property developer, sportsman and environmental advocate, owns the property.

“We think this project sets a new positive direction for future development in The Keys,” said Joseph Lalli, EDSA chairman. “The

opportunity now is to create a premier example of an ecolodge designed exclusively to demonstrate the best possible attributes of the Florida Keys.”

Plans propose about 60 guest bedrooms. The clustering of structures incorporates the seven structures of the ecolodge into an enhanced eco-sensitive environment while maintaining a residential design, open space feeling. The main lodge incorporates the arrival area, common dining and gathering spaces with five connected casitas providing guest bedrooms.

Project eco-goals include:– Storm water control, including

pervious surfacing and storage, natural filtration systems and staged reuse.

– Energy efficiency with specific designs for systems, equipment, structures, site planning and materials.

Heat recovery and solar heating systems, solar power generation, photovoltaic and motion-controlled lighting systems, LED light sources and solar sensitive architectural design will all be incorporated into the criteria.

Efficient water usage for low initial consumption and segregated water reuse.

Recycling onsite.Efficient transportation with on-

site fuel efficient vehicles.Affordable workforce housing for

the workforce.Another key component will be

the requirement to improve at least three ecosystems within the ecolodge. The site contains impacted hardwood hammock, disturbed wetlands, impacted dunes, sand beach shoreline, mangrove shoreline and submerged shoreline.

Fincantieri lands USCG contractItalian yacht builder Fincantieri has

been awarded a $90 million contract from the U.S. Coast Guard for the construction of 40 boats, scheduled for delivery in the second quarter of 2013.

The new boats are part of a multi-year $600 million contract for up to 250 Response Boats Medium (RB-Ms).

Marinette Marine Corp., a U.S. Fincantieri company, will act as prime contractor and manager and will build half at its ACE Marine facility in Green Bay, Wisc. MMC’s partner, Kvichak Marine Industries of Seattle, will build the other half in Kent, Washington.

New Croatia marina to open

The Turkish company Dogus Group has invested 15 million euros to extend the port of Mandalina in Sibenik, Croatia, to build a dedicated megayacht marina for yachts of up to 140 meters and make room for more vessels up to 80m. It was expected to open by May.

The company also plans to begin construction on a hotel complex in the Kuline area before the end of June, according to a press release.

BSE Cairns Slipways opensBSE Cairns Slipways held a launch

event in early March. More than 160 guests from around Australia, including politicians, were in attendance. Warren Entsch MP and Desley Boyle MP both stressed the importance of the marine industry to the Cairns region, and commended BSE for investing in the historic Cairns Slipways facility.

The SuperYacht Group Great Barrier Reef co-hosted the event and announced further initiatives to increase superyacht visits to Cairns.

BSE Maritime Solutions finalised the acquisition of Cairns Slipways in February.

Oceanco executive honored

Mohammed Al Barwani of Oman, chairman of Oceanco, has received the recognition award by The World of Yachts and Boats magazine.

“It is an honor to be recognized by leaders from the Middle Eastern maritime industry.,” he said. “In only 25 years Oceanco has established its name within the superyacht industry as the premier builder of 80-90m superyachts. I have been witness to the launch of 23 of the world’s finest luxury yachts.”

Oceanco is planning a new facility to accommodate yachts up to 145 meters. CostaBaja-La Paz opens club

CostaBaja-La Paz in Mexico has opened its Residence Club, a partial ownership concept that enables investors to purchase one-ninth of a unit with unlimited and flexible use, according to a press release.

The marina has 250 slips for yachts up to 220 feet in La Pax, inside the Sea of Cortez in the Baja Peninsula.

MARINAS / SHIPYARDS

The Triton www.the-triton.com April 2012 B1�

Welcome aboard photo enthusiasts. I have just returned from seventeen days in Colombia, enjoying the old city of Cartagena, the beaches of

Santa Marta, the mountainous coffee growing region of Pereira, and the dynamic cosmopolitan city of Bogota at 8400ft elevation. With all I saw, I can tell you it is an amazing and beautiful country with wonderful and beautiful people.

In capturing those universal visual gems I took about three thousand shots. With my photography background you may think I used a professional level SLR. Nope, I took all of them on my pocket Leica D-lux 3 and the Canon Powershot SX230 HS. There are several reasons to take these cameras for trips.

Possibly the most obvious is that these cameras are not so obvious. I felt comfortable and safe visiting Colombia, nevertheless my hosts remained concerned for my safety and flashing a big camera may have been an appetizing candidate for thievery. Smaller cameras are less intimidating. The best shots, having an editorial bent, are taken without attracting attention, giving the pocket camera a discreet advantage. Yes, there is a quality differential between a professional SLR and a pocket camera, but for editorial photography, these little guys work well. With select photos for decorating the walls, there are respectable programs that do a great job enlarging photographs (Adobe PhotoShop, Alien Skin Blow Up, etc.), but taking a good quality photograph to begin with is imperative to achieve suitable results.

The modus operandi for photography on the trip was speed. This included quickly making decisions about camera settings and composition. Regarding speed, my hosts drove me around, so I had to have good timing if taking something from a moving vehicle.

Shutter lag was still a problem and I missed a few winners, and missed some as the Canon batteries (and I brought four) quickly depleted. Shutter lag can be improved by limiting functions, such as the LCD review, but you wouldn’t want to switch off the auto-focus to reduce shutter lag.

When I asked to make a stop for a photograph, I still needed to be quick. Speed is important as part of the formula of not intimidating and for getting unstaged shots. Using a small camera is part of the answer, but making quick decisions on the best way of using them, allowed me to take a shot before being noticed. So what are these decisions I made most often?

First, digital photography (as opposed to film) offers a new approach, that is to just shoot-shoot-shoot. Hey, there are no film and processing costs. This approach works well in our fast paced society, and especially in the hyper pace of travelling. When photographing street scenes in ports of call, minor visual details change by the second, so sequential shooting is a great option. The drawback is the editing time to sort through the shots.

I did find times when going to a manual setting seemed to work best. I noticed in “P” (program) mode, and I’m sure it would be the same in “auto” or “easy” mode, that in landscape shots distant mountains would disappear in the haze. In “manual” I’d lower the exposure slightly to give them a little detail using software. Don’t forget using your Histogram.

Night indoor shots using flash I also

do in manual mode using a low shutter speed and a steady hand at around 1/10 to 1/20th of a second. Most camera have IS or image stabilization and this helps at these slower shutter speeds. This allows some ambient lighting to be maintained along with flash, making for an overall more pleasing results.

For other more scenic night shots, the Canon did have a handy low-light setting, represented by a candle, that worked very well, It was a quick for a fairly effective way to shoot at night, but at the expense of a lot of noise.

I leave you with a photograph and l take permission to come ashore, but this time I’ll be on a permanent furlough. I have much enjoyed writing photography articles for readers of The Triton around the globe. Remember your camera is the most environmentally friendly instrument to shoot and capture anything and

everything, and hope my articles have helped to play it well.

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

Photography is a way to capture the local color of a foreign portPHOTOGRAPHY: Photo Exposé

Photo exPosé

James schot

Photography captures the local flavor of a new port. PHOTO/JAMES SCHOT

B1� April 2012 www.the-triton.com The Triton

April 6 The Triton Bridge luncheon, Ft. Lauderdale, noon. This is our monthly captains’ roundtable discussion. If you make your living running someone else’s yacht, contact Editor Lucy Reed at lucy@the-triton.com or +1 954-525-0029 for an invitation.

April 9-11 Work Boats Exchange, Ritz-Carlton, Ft. Lauderdale. Event for commercial fleet representatives and marine suppliers. www.exchangeevents.net/workboat

April 12-15 5th annual Antibes Yacht Show, Antibes, France. The brokerage and charter show includes the exhibition of 150 yachts in

Port Vauban, a section on refits, an expanded version of the Crew Lounge, and a Yacht Hopping Day for brokers. www.antibesyachtshow.com

April 14 Yachty Nationals Invitational Golf Tournament, Plantation, Fla. Registration at 10a.m. Contact National Marine Suppliers, shalom@nationalmarine.com, +1 954-764-0975.

April 14-22 Monte-Carlo Rolex Masters Tennis Series, Monte-Carlo Country Club, Monaco. www.monte-carlorolexmasters.com

April 15 Annual Day at the Docks, San Diego Sportfishing Landings in Point Loma, Calif. The start of saltwater fishing season. www.sportfishing.org

April 19-22 China International Boat Show, Shanghai. Last year hosted 400 exhibitors. www.boatshowchina.com

April 19-24 annual Antigua Classic Yacht Regatta, Antigua Yacht Club Marina, West Indies. Prestigious regatta hosting 50 to 60 boats from 26 to 175 feet. www.antiguaclassics.com

April 20-22 Suncoast Boat Show of Downtown Sarasota, at Marina Jack’s,

Sarasota, Fla. Boats and a full range of electronics, products and accessories. www.showmanagement.com

April 20-22 Ladies, Let’s Go Fishing! Saltwater Seminar, Dania Beach, Fla. 1-888-321-LLGF (5543), www.ladiesletsgofishing.com.

April 27-29 3rd Annual Martin County Nautical Flea Market and Seafood Festival, Stuart, Fla. flnauticalfleamarket.com

April 28 Yachting World Round Antigua Race. Formerly a part of Antigua Sailing Week, re-introduced as a race open to all boats; maxi, racing, cruising, multihull, bareboat and classics. Prizes in Nelson’s Dockyard at 7 p.m. www.sailingweek.com

April 30-May 4 24th MYBA Charter Show, Genoa. International exhibitions dedicated to charter professionals and superyachts. A select showcase with numerous events in Porto Antico. www.mybashow.com. May 18-20 Ladies, Let’s Go Fishing! Saltwater Seminar, Stuart, Fla..1-888-321-LLGF (5543), www.ladiesletsgofishing.com.

May 22-23 3rd Annual Tackling Kidnapping, Hijack and Hostage-taking, London, UK. The conference is for ship operators, governments, regulatory bodies, industry associations, private security organizations, insurance companies and coastguards. Seminars include international cooperation, naval protection, private security, preventative measures and industry funding policing. www.quaynote.com, info@quaynote.com. June 1-12 OpSail 2012, Port of Virginia, Va. A fleet of tall ships, navy and military war ships representing the world. www.opsail2012virginia.com June 21-24 The Rendezvous in Monaco. For owners and charterers in the Med. A number of new launches expected. upsuperyachtrendezvous.com

Caribbean and Med are ready for cruising yachtsCALENDAR OF EVENTS

MAKING PLANS

June 19-20Future of Superyachts: 7th Annual Conference,Mallorca, Spain

Focuses on legal, financial, tax, crewing, registration, build and design issues. www.quaynote.com

April 11Triton Expo, Lauderdale Marine Center, Ft. Lauderdale, FL

EVENT OF MONTH

Join The Triton and 30 display tables hosted by marine industry professionals. The Expo is the place to make new connections, find old friends and enhance your career. Details at www.the-triton.com.

The Triton www.the-triton.com April 2012 B1�

Triton Spotters

Where have you taken your Triton recently?

Send photos to editorial@the-triton.com.

Daryn catches up on her yachtie news while sportfish Capt. Skipper Gentry reads over her shoulder. Gentry charters the Carolina Gentleman out of the Bimini Big Game Club and Ft. Lauderdale. PHOTO/NED STONE

Taking a break from STCW class at International Yachtmaster Training (IYT), an international group of crew has lunch at the Newsworthy Cafe in Ft. Lauderdale.

From left, Deckhand Sam Hilker of Wilmington, N.C., Stew Anna-Kate Bultema of Antalya, Turkey, Stew Alexia Greenwood of Brooklyn, N.Y., and Stew/Deckhand Julie Neisch of Galveston, Texas, ham it up for a Triton Spotter photo before running back across 17th Street to class. PHOTO/DORIE COX

SPOTTED: Bimini, Ft. Lauderdale

www.the-triton.com April 2012Section C

Aprilnetworking

C4Join Dockwiseand Fairport

Laundry and linen laws

The science of caring for bedding onboard

Top trends in healthy foods

Guest requests are more innovative. C15

Marchnetworking

Photos from Elite Marine C3 C6

There are people out there who have food quirks that can make them seem just plain weird. It could be something that changed their perception of food

in such a way that it could be diagnosed as an eating disorder, if it is extreme. Maybe, over time, their quirk has developed into a permanent pattern of eating behavior.

One former boss only ate corned beef hash, 1.5 inches thick, extra crispy

on the outside, soft on the inside, and completely round. He wanted it with perfectly flat bacon (no wrinkles or curled up edges), and eight radishes, peeled, with their green tops still intact.

I have one, too. I won’t eat plain vanilla ice cream. As a child, when I said a bad word – OK, to be honest, many bad words – my mother washed my mouth out with soap. She felt bad afterward so she gave me vanilla ice cream to say she was sorry.

So there is my idiosyncrasy in food, vanilla ice cream. Just won’t do it. I will, however, eat ice cream with chocolate sauce, nuts, fudge, caramel or cookie dough in it, but I cannot do plain vanilla.

I also won’t eat eyeballs, brains or anything that still has hair on it or looks like a former pet. If I can still put a leash on it and walk it, then don’t serve it to me. In Panama, I ordered octopus. Out came my dinner, completely in contact, with eyeballs staring at me larger than my cat’s. I asked the waiter if he had a pet carrier. Understand me? I sent it back. Ewww.

Too much, too little or too weird can be a food disorder

See WAVES, page C8

By Lucy Chabot Reed

This month’s survey comes at the request of a captain after a recent trip to the Bahamas who, for the first time, was charged a separate entry fee for the tender towed behind the yacht.

He was curious to discover if other yachts paid this fee and if they paid every time, or if he just got unlucky.

So we asked. Of course, we couldn’t just ask that one question, so here’s what we learned about yachting in the Bahamas from the 228 respondents to our survey this month.

Most of our respondents were captains and most – more than two thirds – are on vessels less than 120 feet. Fifteen percent are on vessels of 120-140 feet and about 17 percent are on vessels larger than 140 feet.

Have you ever been to the Bahamas?

Most respondents – 97.2 percent – said yes. But we were curious if they

were regulars or just the occasional visitor, so we broke that “yes” group down and discovered that slightly more than 46 percent said they had been to the Bahamas “a million times,” and nearly 40 percent have been there “quite a bit”, making our group of regulars the vast majority of our respondents.

More than 12 percent have been there “just a few times” and just 1.8 percent of the captains and crew who took our survey this month had not yet been to the Bahamas.

We used this criteria to reanalyze all our data and were surprised to learn that the results didn’t differ much. When we looked at just the responses from captains and crew who had been to the Bahamas “a million times” they were pretty much the same as for the remaining group of respondents, though a tad stronger in some places. The details are outlined with each question.

Among those respondents who have been to the Bahamas, we were curious to learn when is your favorite time to go?

Not surprisingly, spring was the preferred time, with almost half of respondents choosing this season.

About a third more chose summer when it’s calmest, more than 15 percent chose winter when it’s quieter, and just 6 percent chose fall, presumably because of the likelihood of storms.

We looked at this category a little closer to see if the most frequent visitors to the Bahamas had learned something the rest of us don’t know. (We’ve heard more than a few of them boast about the summer’s flatter seas and emptier marinas.)

So we were surprised to learn that those million-time visitors still preferred the same seasons, with

More than 40 percent of all respondents this month clear in on Nassau, including at Atlantis. PHOTO/CAPT. CRAIG JONES

TRITON SURVEY: YACHTING IN THE BAHAMAS

See SURVEY, page C10

An insider’s guide to this jewel of islands

Culinary Waves

Mary Beth Lawton Johnson

NETWORKING LAST MONTH: Elite Marine

Nearly 300 captains, crew and industry professionals

joined The Triton for networking on the first Wednesday in March at Elite Marine in Ft. Lauderdale. Crew weathered a few rain showers under the full moon for a great event. PHOTOS/DORIE COX

The Triton www.the-triton.com April 2012 C�

C� April 2012 www.the-triton.com The Triton NETWORKING THIS MONTH: Dockwise Yacht Transport/Fairport Yacht Support

On the first Wednesday of April, join The Triton as we network with Dockwise Yacht Transport and Fairport Yacht Support in Ft. Lauderdale around

the fountain at The Quay, 1535 S.E. 17th St.

Until then get to know Catalina Bujor from DYT and Graeme Lord of Fairport Yacht Support.

Q. What differentiates Dockwise from

other transport companies?Our ships sink, on purpose, to allow

yachts of any size to sail on and off the dock bay. We focus on transporting yachts and offer routes in line with the migration habits of power and sailing yachts. We own our ships, and can offer set schedules. DYT’s reputation is staked on safety, regularity and reliability.

Q. How long has Dockwise been in business?

In 1987, two Baglietto yachts were shipped from Italy to Ft. Lauderdale. In 1992, Wijsmuller Transport and Dock Express Shipping established one joint venture, United Yacht Transport, which in 1993 became Dockwise Yacht Transport.

Q. What would you like captains to know about using your service?

Please book your space in advance for our seasonal trans-Atlantic sailings, as they are popular and book up quickly.

Q. How soon in advance do yachts need to plan?

Arrangements should be made at least three months in advance to ensure space and to get customs paperwork in place. Customs procedures are getting more complicated by the day. Without proper customs arrangements as with last minute bookings, loading or unloading of your yacht might be denied due to missing permits or clearances.

Q. Can crew travel with the yacht?This option is available for yachts

90 feet and larger and subject to prior approval. Only a very limited number of additional persons are allowed to accompany the transport vessel due to maritime law. Ongoing maintenance and rinsing of the yacht are the rider’s top priority during the voyage. Riders may sleep on their own yacht and will be supplied with electricity and fresh water. Meals will be taken with the ship’s crew at no additional cost. Before departure, the captain will arrange a “riders meeting,” to familiarize everyone with procedures on board.

Q. Who will your customers work

with when they call? Do they get a dedicated person?

Call our main office in Ft. Lauderdale, or any of our worldwide representatives and agents, and our experienced personnel will be happy to assist you. However, we have clients who may have worked with a particular booking agent and chances are they will ask for them again.

Q. We saw a post on www.yacht-transport.com that you had success on a complex lift-on/lift-off procedure. What was that all about?

DYT completed its most complex lift-on/lift-off procedure to date using the 532-foot transport vessel Combi Dock 1 owned by Combi Lift, which left Genoa, Italy on October 7 and arrived safely in Phuket, Thailand on October 28 with seven yachts aboard, including five motor yachts more than 100-feet in length and a 95-foot catamaran with a 41-foot beam. We are best known for our fleet of semi-submersible yacht carriers that eliminate the need for cranes and hoists, but are expanding to include lift-on/lift-off operations with third-party carriers to service a port that has not been scheduled for access by a DYT ship.

With Southeast Asia developing as a new market for European yacht builders and an emerging cruising destination for yacht owners, DYT

will be offering several future yacht transport voyages per year to and from this region.

Q. What is new in the world of yacht transport?

In November, it was announced that Dockwise Ltd. will sell its wholly owned subsidiary, Dockwise Yacht Transport (DYT), to Coby Enterprises Corp., supported by private equity and with participation of the existing management of DYT. It is the intention of the buyers to maintain an independent company with a single focus on the business of transporting yachts around the world.

Given the three-vessel structure of DYT, and plans both for the deployment and maintenance of the ships in the immediate future, a phased closure process is planned for the first quarter of 2012.For more information contact DYT at www.yacht-transport.com and +1 954-525-8707.

Q. Graeme Lord and his staff will co-sponsor the event. Tell us about Fairport Yacht Support.

We are an independent shore support company. We provide international safety management (ISM), international ship and port

Triton networking with Dockwise Yacht Transport in Lauderdale

Bujor

See NETWORKING, page C5

The Triton www.the-triton.com April 2012 C�

security (ISPS), yacht operations and technical management with flag states/class administration. We also provide

yacht financial administration and accounting, crew administration, payroll and management, and worldwide logistical support.

Q. Who or what is Fairport?

Fairport is the ship my great-

grandfather was the captain of. He took commission in Limerick, Ireland, on May 6,1898. My grandmother and her sibling were raised on that boat.

Q. The company is fairly new, right?

We opened In October in Ft. Lauderdale.

Q. Are you the main face behind this company? What is your background in the business?

Yes, I started the company. The past eight years I was the former director of International Yacht Collection (IYC) , prior to that I was a technical manager with Fraser Yachts for three years. I worked as an engineer for seven years serving onboard M/Y Southerly, M/Y Taipan, M/Y Mystère (refit), M/Y Joanna Alexander and M/Y Namoh.

I also serve as chairman of the Cayman Islands Shipowner’s Advisory Council Yacht Committee, member of the Marine Industries Association of South Florida (MIASF) yacht committee and security committee, and have served as a guest speaker at global forums.

Captains will also work with Holly Lord, office manager; Darla Skaf and Romy Barden, yacht accounts manager; Whitney Diedericks, yacht documents manager; Angus MacKenzie, yacht technical manager and Andrew Tuhan, yacht technical manager.

Q. It is a competitive market. On your Web site it says you offer a ‘fresh approach to vessel management.” What is that?

Our fresh approach is that we are independent, we specialize solely in shore support and we have more combined years of experience in this field than just about anyone out there. We will work with any brokerage company, but we do not offer sales or charter brokerage. We respect that the captain is the onboard manager and that our role is to provide support.

Q. What is the most important thing you offer to a yacht?

Our most import function is to remove onboard and ownership burdens. For more information contact Graeme Lord at gl@fairportsupport.com, +1 954-990-6482 or +1 954-980-0902.

Find out about Fairport Yacht Support at monthly networking

The Triton Expo is chance for captains and crew to outshine

Lord

NETWORKING, from page C4

NETWORKING THIS MONTH:Triton Expo

The Triton is innovating again with the upcoming Triton Expo on Wednesday, April 11, at Lauderdale Marine Center in Ft. Lauderdale.

The half-day event will feature 30 exhibitors in the west lot of LMC from 5-8 p.m. Triton Expos are an opportunity for captains and crew to meet face-to-face with the top providers of goods and services yacht

crew need. Crew will find personal ways to get ahead including schools and professional connections with yacht services, including provisioners.

The Triton Expo is free and open to everyone in the marine industry. Yacht crew who are both working and looking for jobs can find the people to help them develop the contacts that can make their careers better.

“This is a great time to get together

before the summer season,” said David Reed, publisher of The Triton. “Captains and crew can see new products and top industry vendors can showcase their goods.

“The idea with the central location at LMC is to provide an intimate setting for quality networking,” Reed said. “We’ll have great food and libations at the after-hour event under the trees in the west yard.”

De Yachty Bus will run trips to transport crew, so watch for the schedule on www.the-triton.com and facebook at tritonnews.

There will be great food and beverages from Slackers Bar and Grill and Newsworthy Cafe. Music will be provided by Yacht Entertainment Systems, and watch for an interactive game with photo prizes.

There will be ample parking at the biannual event. Stay tuned to www.the-triton.com for last minute details.Join us on April 11 from 5-8 p.m. at Lauderdale Marine Center, 2001 SW 20th St., in Ft. Lauderdale.

Reed

C� April 2012 www.the-triton.com The Triton

When a new stew first starts working on a yacht, laundering, ironing, folding and organizing bed linens for 20 people can be a real headache.

Once you have stripped all of the beds and you are in the laundry room with dozens of sheets that all look the same, it can seem pretty overwhelming. If you do not have a system for sorting and organizing, you create a lot of

extra work for yourself.Before sheets even go into the

washer, sort them by size (twin, queen/full, and king).

Next, sort them by fabric type. Cotton is the most popular fiber for bed linens. It is comfortable, easy to care for, and affordable, but there are other fabrics bed linens can be made of, including bamboo and modal, both of which are often blended with cotton and laundered in much the same way.

Linen is usually heavier and more expensive than cotton. It needs to be ironed while still damp for best results.

Silk is durable and good for keeping you warm. Silk sheets can be machine washed in cold on the gentle cycle. Never use bleach on silk. Dry on a low setting.

Synthetic blends can be wrinkle resistant, crisp and lustrous but they are often not as comfortable because they do not absorb moisture.

Caring for sheetsSheets and pillowcases should be

changed and laundered on a regular basis, but at least once a week to cut down on wear, protect the fibers, and allow the fibers to breathe. Many yachts change linens every third day. If they are changed more frequently, you should have extra sets so that the fibers have time to recover.

Sheets can be washed on medium-to-warm cycles and dried on cool-to-warm settings. If they are pre-shrunk, they can stand higher temperatures without weakening the fibers or shrinking. Many fabrics have care instructions similar to cotton, however always follow the directions provided by the manufacturer.

Check for spots and pre-treat before laundering.

Do not overload the washer because fabrics need room to move around to

get clean. Wash in warm water to avoid shrinkage. If you must use bleach, an oxygen-based one is safer and gentler than chlorine bleach.

After washing, check to be sure that all spots are removed. The heat of the dryer will set a stain. Avoid fabric softeners. They reduce absorbency and can weaken the fibers. They are also one of the most common allergens.

Dry on low-to-medium heat, and remove while they are still slightly damp to iron them. If you let them sit in the dryer after the cycle finishes, they will be wrinkled. To release wrinkles, dampen a clean cloth slightly, throw it in the dryer with the sheets and run it for a few minutes. The heat and humidity will release the wrinkles.

Iron on medium heat to avoid weakening fibers. Some boats will have you iron sheets in the laundry area, and

then touch them up again once they are on the bed; others will have you iron them right on the bed. A press or mangler makes it easier and saves time. However, sheets

with decorative trim or embroidery usually need to be touched up with a hand iron.

Storing linensEstablish a system for folding all

of your bed linens the same way. The easiest way to fold flat sheets is bottom to top, bottom to top, and then fold in half. Whether you fold in half, in thirds or in quarters next will depend on the the dimensions of the shelf space you have. You should be able to tell the difference between a twin sheet, a queen sheet, and a king sheet immediately, because they will all be different sizes when folded exactly the same way each time.

Labeling the shelves will help save time. A messy linen closet is a nightmare when you are trying to sort things out at the last minute. Making sure that the sets get put back in the proper place each time is crucial when you are turning the boat over after an owner’s trip or a charter.

There is nothing more annoying than grabbing a sheet that is in the wrong place and is the wrong size.

Alene Keenan has been a megayacht stewardess for 20 years. She offers interior crew training classes, workshops, seminars, and onboard training through her company, Yacht Stew Solutions (www.yachtstewsolutions.com). Comments on this column are welcome at editorial@the-triton.com.

INTERIOR: Stew Cues

Laundering and storing bed linens carefully saves time

Stew CueS

Alene KeenAn

Do not overload the washer because fabrics need room to move around to get clean.

C� April 2012 www.the-triton.com The Triton

Seasoned tenderloin

Seasoning:1 teaspoon onion powder1 teaspoon garlic pepper1 teaspoon paprikaSalt to tasteMelted butter for brushing

Combine all dry ingredients.Wash and pat dry a whole

tenderloin (5-7 pounds) that has been fabricated, with the silver skin cut off.

Brush melted butter on the tenderloin and rub your seasoning all over it.

Preheat oven to 350 F.

Here are two ways to cook it for maximum flavor.

1. Wrap in foil and place in oven until medium rare, 130-136 F, about 40 minutes. (Some ovens run hotter so check with a meat thermometer.) Remove from oven, unwrap. Slice and serve.

2. I placed this seasoned tenderloin on a bed of cinnamon sticks and a vanilla bean that was scented with brandy. Wrapped it in foil and placed in in the over until medium rare, about 40 minutes.

With a little seasoning, you can create this tenderloin bursting with flavor. Simple, fast, easy, and there are two ways to cook it.

PHOTO/MARY BETH LAWTON JOHNSON

When a food quirk affects someone negatively, then we can look at it as a type of eating disorder. Sometimes, it can be fatal. An eating disorder is also a form of mental illness.

Hard to take, isn’t it?Not all food quirks are eating

disorders, of course. You will recognize the difference very quickly. A quirk is a preference while an eating disorder is an attempt to control one’s surroundings, life or emotional state

through food.The employer with the finicky corned

beef hash preference has a quirk. My vanilla ice cream issue is a quirk.

This is an eating disorder: The girlfriend of an owner I once worked for was incredibly skinny and an exercise freak, and even worse with food. That was an eating disorder that she then pushed onto her boyfriend. He wasn’t allowed any carbohydrates of any kind. He was 82; she was 45. Her idea of what

WAVES, from page C1

Not all food quirks are eating disorders

See WAVES, page C9

The Crew’s Mess: Capt. John’s Crock-Pot Yankee Pot RoastBy Capt. John Wampler

One of the most versatile cooking

appliances for the short-handed crew is the crock pot. Slow cooking enables the creative captain or crew to set up a meal in the morning, perform the ship’s duties throughout the day, and then retire to a hot, wholesome meal at the end of the day.

Slow cookers come in a a variety of sizes. A five-quart crock pot is used in this recipe and was purchased for $19 at a big box store.

2 tbsp. extra virgin olive oil3 lb. chuck roastSalt and pepperCayenne powderGarlic powder1 c. flour1 medium onion, diced2 cloves garlic1 bay leaf4 small red potatoes, halved5 carrots, sliced thickbeef broth, enough for a bath

While the EVOO is heating up in the skillet, wash the chuck roast in

a clean sink. While sitting in the sink (the roast that is), season generously with salt, pepper, cayenne and garlic powder. Coat the roast with flour.

Place flour-seasoned roast into the medium hot, oiled skillet and brown lightly on all sides.

While roast browns, cut onion and add to skillet on roast’s final turn. Transfer roast and onions to crock pot. Toss in whole garlic cloves, bay leaf, potatoes and carrots.

Pour 2-3 cups of beef broth over roast, or until it covers more than

half of the roast. Cover.I like to start the crock pot on high

for 20 minutes and then turn the heat to low. Slow cook the pot roast for about 8 to 10 hours.

Bon appétit.

Capt. John Wampler has worked on yachts for more than 25 years. A veteran of the U.S. Coast Guard, his hobbies include flying, trap and skeet shooting, golf and, of course, cooking. Contact him through www.yachtaide.com. Comments on this column are welcome at editorial@the-triton.com.

constituted healthy eating was not that and his body was eating his fat stores. Sure, he lost weight, but at his age, I would be more concerned about keeping him alive.

Basically, you can recognize a food quirk from an established pattern of an eating disorder.

Eating disorders come in several forms, but the most common is bulimia, which can be detected by eating small portions (like the size of a blueberry) to excessive eating and purging followed by excessive exercise.

Consider this: The boss will only eat turkey; no other meat. Just turkey, with some vegetables. Was it because he ate all the steak in the world before he became serious about health? Maybe, but it could also be that he might be allergic to other forms of proteins, or that he just doesn’t like the taste.

But we chefs have to supplement that quirky diet with other nutrients. Our bodies are built of amino acids that proteins such as red meat supply. So we have to make sure that what the boss isn’t getting isn’t getting the better of him.

And besides, just how many ways can you serve turkey 365 days a year? I am here to tell you, that I had to become very inventive. I served appetizers with a variety of foods to pique their interest.

Sometimes, I would make their dining partner an over-the-top beautiful presentation to catch their eye so maybe make them want to try it.

Of course, we can’t force our bosses to eat anything, just like no one can force me to eat Oscar the Octopus. But we have to make the effort and be aware of the signs of an eating disorder hiding as a quirk.

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

WAVES, from page C8

Quirky diets might need supplements

IN THE GALLEY: Culinary Waves

The Triton www.the-triton.com April 2012 C�

Seasoned tenderloin

Seasoning:1 teaspoon onion powder1 teaspoon garlic pepper1 teaspoon paprikaSalt to tasteMelted butter for brushing

Combine all dry ingredients.Wash and pat dry a whole

tenderloin (5-7 pounds) that has been fabricated, with the silver skin cut off.

Brush melted butter on the tenderloin and rub your seasoning all over it.

Preheat oven to 350 F.

Here are two ways to cook it for maximum flavor.

1. Wrap in foil and place in oven until medium rare, 130-136 F, about 40 minutes. (Some ovens run hotter so check with a meat thermometer.) Remove from oven, unwrap. Slice and serve.

2. I placed this seasoned tenderloin on a bed of cinnamon sticks and a vanilla bean that was scented with brandy. Wrapped it in foil and placed in in the over until medium rare, about 40 minutes.

With a little seasoning, you can create this tenderloin bursting with flavor. Simple, fast, easy, and there are two ways to cook it.

PHOTO/MARY BETH LAWTON JOHNSON

When a food quirk affects someone negatively, then we can look at it as a type of eating disorder. Sometimes, it can be fatal. An eating disorder is also a form of mental illness.

Hard to take, isn’t it?Not all food quirks are eating

disorders, of course. You will recognize the difference very quickly. A quirk is a preference while an eating disorder is an attempt to control one’s surroundings, life or emotional state

through food.The employer with the finicky corned

beef hash preference has a quirk. My vanilla ice cream issue is a quirk.

This is an eating disorder: The girlfriend of an owner I once worked for was incredibly skinny and an exercise freak, and even worse with food. That was an eating disorder that she then pushed onto her boyfriend. He wasn’t allowed any carbohydrates of any kind. He was 82; she was 45. Her idea of what

WAVES, from page C1

Not all food quirks are eating disorders

See WAVES, page C9

The Crew’s Mess: Capt. John’s Crock-Pot Yankee Pot RoastBy Capt. John Wampler

One of the most versatile cooking

appliances for the short-handed crew is the crock pot. Slow cooking enables the creative captain or crew to set up a meal in the morning, perform the ship’s duties throughout the day, and then retire to a hot, wholesome meal at the end of the day.

Slow cookers come in a a variety of sizes. A five-quart crock pot is used in this recipe and was purchased for $19 at a big box store.

2 tbsp. extra virgin olive oil3 lb. chuck roastSalt and pepperCayenne powderGarlic powder1 c. flour1 medium onion, diced2 cloves garlic1 bay leaf4 small red potatoes, halved5 carrots, sliced thickbeef broth, enough for a bath

While the EVOO is heating up in the skillet, wash the chuck roast in

a clean sink. While sitting in the sink (the roast that is), season generously with salt, pepper, cayenne and garlic powder. Coat the roast with flour.

Place flour-seasoned roast into the medium hot, oiled skillet and brown lightly on all sides.

While roast browns, cut onion and add to skillet on roast’s final turn. Transfer roast and onions to crock pot. Toss in whole garlic cloves, bay leaf, potatoes and carrots.

Pour 2-3 cups of beef broth over roast, or until it covers more than

half of the roast. Cover.I like to start the crock pot on high

for 20 minutes and then turn the heat to low. Slow cook the pot roast for about 8 to 10 hours.

Bon appétit.

Capt. John Wampler has worked on yachts for more than 25 years. A veteran of the U.S. Coast Guard, his hobbies include flying, trap and skeet shooting, golf and, of course, cooking. Contact him through www.yachtaide.com. Comments on this column are welcome at editorial@the-triton.com.

constituted healthy eating was not that and his body was eating his fat stores. Sure, he lost weight, but at his age, I would be more concerned about keeping him alive.

Basically, you can recognize a food quirk from an established pattern of an eating disorder.

Eating disorders come in several forms, but the most common is bulimia, which can be detected by eating small portions (like the size of a blueberry) to excessive eating and purging followed by excessive exercise.

Consider this: The boss will only eat turkey; no other meat. Just turkey, with some vegetables. Was it because he ate all the steak in the world before he became serious about health? Maybe, but it could also be that he might be allergic to other forms of proteins, or that he just doesn’t like the taste.

But we chefs have to supplement that quirky diet with other nutrients. Our bodies are built of amino acids that proteins such as red meat supply. So we have to make sure that what the boss isn’t getting isn’t getting the better of him.

And besides, just how many ways can you serve turkey 365 days a year? I am here to tell you, that I had to become very inventive. I served appetizers with a variety of foods to pique their interest.

Sometimes, I would make their dining partner an over-the-top beautiful presentation to catch their eye so maybe make them want to try it.

Of course, we can’t force our bosses to eat anything, just like no one can force me to eat Oscar the Octopus. But we have to make the effort and be aware of the signs of an eating disorder hiding as a quirk.

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

WAVES, from page C8

Quirky diets might need supplements

IN THE GALLEY: The Crew’s Mess

C10 April 2012 www.the-triton.com The Triton TRITON SURVEY: The Bahamas

‘I’ve had customs onboard 30 seconds after docking at Atlantis, but I have also waited three hours’

45.7 percent choosing spring, 37.1 percent choosing summer, 9.5 percent choosing winter and 7.6 choosing fall.

With more than 700 islands for cruising, we were curious to know Where do you prefer to clear customs?

Not surprisingly, the largest group did that at the largest yachting destination, Nassau (43 percent), including Atlantis/Paradise Island, Hurricane Hole, Lyford Cay and Albany Marina.

“I’ve had customs onboard 30 seconds after docking at Atlantis, but I have also waited three hours at Atlantis,” said the captain of a yacht 80-100 feet. “We find clearing at Albany always very speedy, perhaps due to its proximity to the airport. Chub is a royal pain; Freeport/Lucaya is always pretty prompt.”

Remaining respondents were split: Grand Bahama (14.5 percent) including Freeport, Port Lucaya and West End; Bimini (10.9 percent), Cat Cay (10.4 percent), Chub Cay (10 percent), Abacos (5.9 percent) including Green Turtle Cay, Spanish Cay, Treasure Cay, Marsh Harbor, and Walkers; and other places (5.4 percent) including the Exumas

and Harbor Island.“Bimini and Cat Cay are the fastest,” said

the captain of a yacht less than 80 feet.“Nassau is the worst port of entry in the

Bahamas,” said the captain of a yacht 80-100 feet who has been to the Bahamas a million times. “I avoid clearing in Nassau whenever possible.”

Again, we looked at this question among only the million-time visitors and the most common preferred ports of entry didn’t change much: Nassau (39.4 percent), Grand Bahama (14.4 percent), Cat Cay (11.5 percent), Chub Cay (11.5 percent), and Abacos (7.7 percent). Just Bimini lost favor among the most frequent visitors, falling from 10 percent to 6.7 percent.

And other, presumably secret, places got a 60 percent boost. Seventy-five percent of the respondents who chose “other” were million-time respondents.

We also looked at this category by vessel size, and it broke down in much the same way, only more so. Not surprisingly, vessels larger than 140 feet were 49 percent more likely to clear in at Nassau, one of the few places in the island nation that can handle vessels of that size.

Among vessels this size, their preferred

port of entry was Nassau (58.8 percent), Grand Bahama (14.7 percent), Cat Cay (5.9 percent), Abacos (5.9 percent), Bimini (2.9 percent), and Chub Cay (2.9 percent). Again, the secret ports were the third most popular choice at 8.8 percent.

With so many places to clear in, we were curious Is the clearing in process different in different ports of entry?

Most agreed that is was. More than 71 percent said it can be; more than 13 percent said it always is.

“We arrive at Lyford Cay, often after hours,” said the captain of a yacht of 120-140 feet. “They arrive promptly the next morning. The process is never quite the same, but has never been difficult.”

“In 16 years of taking yachts there I have never had a problem,” said the captain of a yacht 120-140 feet. “They have even been helpful. You just have to be respectful and polite, but that is the same with customs officers all over the world.”

About 15.5 percent said the clearing-in process did not vary by port.

“It is really no different than any other island for clearing in or out except it seems that the island attitude of ‘we are doing you a favor by letting you come to our

island’ is very evident in not only Bahamian restaurants, bars and shops but also spills over to the government official side, too,” said the captain of a yacht of 100-120 feet who has been a million times.

Among our million-time visitors, the answers were similar, with slightly less saying it can be different (66 percent) and slightly more saying it is always different (16.5 percent). Slightly more, about 17.5 percent, said they were treated the same.

So now that we got all that preliminary data out of the way, we asked If you tow your tender, do you pay a separate entry fee for it?

More respondents said they did than didn’t, but not by much. About 54 percent either sometimes had to pay it (35.6 percent) or always pay it (18.6 percent).

“We tow a 32-foot tender and depending on where you clear in they either do another permit for a towed tender or they don’t,” said the captain of a yacht 80-100 feet who has been to the islands a million times. “It doesn’t matter to me but I know of owners and captains who complain about it. Hey, it’s only another $150 and you are good to go. Stop in Bimini, Chub or Clarence Town and they don’t charge for the towed tender but in

Nassau, they do.”Nearly 46 percent said they didn’t pay an

entry fee for their towed tender.“Chub Cay charged me for towing in the

harbor our 34 Venture last December,” said the captain of a yacht 100-120 feet. “I went to West End and they told me that if you tow your tender into the harbor, you do not have to clear in that vessel on its own; it’s part of the big boat’s clearance. When I questioned the young customs agent in Chub Cay, he said it was new rules. I’ve never had any other problems with customs.”

Among larger vessels, the likelihood that the tender would be charged separately was higher. About 78.5 percent either sometimes had to pay (46.4 percent) or always pay (32.1 percent) Just 21.4 percent of vessels over 140 feet did not have to pay an entry for their towed tender.

We also wondered If you charter, do you pay for the charter permit?

Most don’t. Of the 144 respondents who do charter at least some, almost 62 percent said they do not get the charter permit; 38 percent do (22 percent always do, 16 percent only sometimes do).

See SURVEY, page C12

SURVEY, from page C1

If you tow your tender, do you pay another entry fee?

Yes, always – 18.6%

Yes, sometimes – 35.6%

No – 45.8%

Where do you prefer to clear customs?

Nassau – 43.0%

Grand Bahama – 14.5%

Bimini – 10.9%

Cat Cay – 10.4%

Chubb Cay – 10.0%

Abacos – 5.9% Other – 5.4%

Do you negotiate your dockage?

Yes, depending on time of year

– 18.0%

Yes, every time – 12.9%

No, prices are fine – 31.8%

If you tow your tender, do you pay another entry fee (yachts 140-plus)?

Yes, always – 32.1%

Yes, sometimes – 46.4%

No – 21.4%

The Triton www.the-triton.com April 2012 C11TRITON SURVEY: The Bahamas

Captains and crew had lots of advice for those who have not yet been to the Bahamas. The one common theme: get all your paperwork in order ahead of time.

l l l

Download and complete all of the customs and immigration forms ahead of time. That saves a lot of time upon arrival when the guests are chomping at the bit to get off the boat. Also, have the dockmaster notify customs that you need to clear in while you are making your approach. That will speed up the process, too.

l l l

Plan on it taking a full day and build that into the schedule. Have the guests fly in and pick them up at the airport so you can clear in a day or so ahead of time.

l l l

Say “good morning” in a loud voice when you walk in, dress nice, smile and keep smiling.

l l l

There is no substitute for being

professional and polite. Bare in mind that how you handle a clear-in as a skipper may effect the next yacht that clears. In the past, I have paid bills that yachts have left in their wake in order to maintain the professional reputation of yachtsmen in general.

l l l

I once used a red ink pen to fill out the clearance papers. The customs officer would not accept them. They had to be filled in with blue ink. That was the only problem I experienced in 40 years of entering.

l l l

Make sure to list all entertain-ment equipment in “Stores” section of the form. One time they wanted to confiscate the captain’s bicycle (which he rode to the custom’s office) because he did not list it on the form. We now list all bikes, surfboards, kayaks, wave runner, etc.

l l l

Get the paperwork before you go. Either go online and print them, or call the Bahamas Tourist Office

and ask them to send you both the customs papers and the individual immigration forms.

l l l

Be polite and professional, and do not bring up the tip unless they ask for it.

l l l

Get the boat as close to the dock as possible as some officers don’t like to step over wide gaps. Have booties ready as they like to keep their shoes on. Have a table cleared for processing the paperwork. Ensure there are at least three chairs available, for you and two officers. Answer the questions you are asked. Keep your answers short and sweet. Have the $300 cash ready. Have the dinghy and jet ski papers ready too.

l l l

Be respectful and mind your manners. Also, take your hat and sunglasses off.

l l l

This year, I arrived in November

Plan on it taking a full day; build it into the schedule

See COMMENTS, page C13

‘I’ve had customs onboard 30 seconds after docking at Atlantis, but I have also waited three hours’

45.7 percent choosing spring, 37.1 percent choosing summer, 9.5 percent choosing winter and 7.6 choosing fall.

With more than 700 islands for cruising, we were curious to know Where do you prefer to clear customs?

Not surprisingly, the largest group did that at the largest yachting destination, Nassau (43 percent), including Atlantis/Paradise Island, Hurricane Hole, Lyford Cay and Albany Marina.

“I’ve had customs onboard 30 seconds after docking at Atlantis, but I have also waited three hours at Atlantis,” said the captain of a yacht 80-100 feet. “We find clearing at Albany always very speedy, perhaps due to its proximity to the airport. Chub is a royal pain; Freeport/Lucaya is always pretty prompt.”

Remaining respondents were split: Grand Bahama (14.5 percent) including Freeport, Port Lucaya and West End; Bimini (10.9 percent), Cat Cay (10.4 percent), Chub Cay (10 percent), Abacos (5.9 percent) including Green Turtle Cay, Spanish Cay, Treasure Cay, Marsh Harbor, and Walkers; and other places (5.4 percent) including the Exumas

and Harbor Island.“Bimini and Cat Cay are the fastest,” said

the captain of a yacht less than 80 feet.“Nassau is the worst port of entry in the

Bahamas,” said the captain of a yacht 80-100 feet who has been to the Bahamas a million times. “I avoid clearing in Nassau whenever possible.”

Again, we looked at this question among only the million-time visitors and the most common preferred ports of entry didn’t change much: Nassau (39.4 percent), Grand Bahama (14.4 percent), Cat Cay (11.5 percent), Chub Cay (11.5 percent), and Abacos (7.7 percent). Just Bimini lost favor among the most frequent visitors, falling from 10 percent to 6.7 percent.

And other, presumably secret, places got a 60 percent boost. Seventy-five percent of the respondents who chose “other” were million-time respondents.

We also looked at this category by vessel size, and it broke down in much the same way, only more so. Not surprisingly, vessels larger than 140 feet were 49 percent more likely to clear in at Nassau, one of the few places in the island nation that can handle vessels of that size.

Among vessels this size, their preferred

port of entry was Nassau (58.8 percent), Grand Bahama (14.7 percent), Cat Cay (5.9 percent), Abacos (5.9 percent), Bimini (2.9 percent), and Chub Cay (2.9 percent). Again, the secret ports were the third most popular choice at 8.8 percent.

With so many places to clear in, we were curious Is the clearing in process different in different ports of entry?

Most agreed that is was. More than 71 percent said it can be; more than 13 percent said it always is.

“We arrive at Lyford Cay, often after hours,” said the captain of a yacht of 120-140 feet. “They arrive promptly the next morning. The process is never quite the same, but has never been difficult.”

“In 16 years of taking yachts there I have never had a problem,” said the captain of a yacht 120-140 feet. “They have even been helpful. You just have to be respectful and polite, but that is the same with customs officers all over the world.”

About 15.5 percent said the clearing-in process did not vary by port.

“It is really no different than any other island for clearing in or out except it seems that the island attitude of ‘we are doing you a favor by letting you come to our

island’ is very evident in not only Bahamian restaurants, bars and shops but also spills over to the government official side, too,” said the captain of a yacht of 100-120 feet who has been a million times.

Among our million-time visitors, the answers were similar, with slightly less saying it can be different (66 percent) and slightly more saying it is always different (16.5 percent). Slightly more, about 17.5 percent, said they were treated the same.

So now that we got all that preliminary data out of the way, we asked If you tow your tender, do you pay a separate entry fee for it?

More respondents said they did than didn’t, but not by much. About 54 percent either sometimes had to pay it (35.6 percent) or always pay it (18.6 percent).

“We tow a 32-foot tender and depending on where you clear in they either do another permit for a towed tender or they don’t,” said the captain of a yacht 80-100 feet who has been to the islands a million times. “It doesn’t matter to me but I know of owners and captains who complain about it. Hey, it’s only another $150 and you are good to go. Stop in Bimini, Chub or Clarence Town and they don’t charge for the towed tender but in

Nassau, they do.”Nearly 46 percent said they didn’t pay an

entry fee for their towed tender.“Chub Cay charged me for towing in the

harbor our 34 Venture last December,” said the captain of a yacht 100-120 feet. “I went to West End and they told me that if you tow your tender into the harbor, you do not have to clear in that vessel on its own; it’s part of the big boat’s clearance. When I questioned the young customs agent in Chub Cay, he said it was new rules. I’ve never had any other problems with customs.”

Among larger vessels, the likelihood that the tender would be charged separately was higher. About 78.5 percent either sometimes had to pay (46.4 percent) or always pay (32.1 percent) Just 21.4 percent of vessels over 140 feet did not have to pay an entry for their towed tender.

We also wondered If you charter, do you pay for the charter permit?

Most don’t. Of the 144 respondents who do charter at least some, almost 62 percent said they do not get the charter permit; 38 percent do (22 percent always do, 16 percent only sometimes do).

See SURVEY, page C12

SURVEY, from page C1

Do you negotiate your dockage?

Yes, depending on marina – 37.3%

Yes, depending on time of year

– 18.0%

No, prices are fine – 31.8%

Do you tip government officials?

Yes. We find cash works best – 33.7%

Yes (snacks, hat on board)

– 21.2%

No, they never asked, we never offered – 39.2%

Yes (snacks, shirts in office – 5.9%

We tried, they resisted – 0.5%

Do you tip government officials (most frequent visitors)?

Yes. We find cash works best – 39.0%

Yes (snacks, hat on board)

– 24.8%

No, they never asked, we

never offered – 28.6%

Yes (snacks, shirts in office – 6.7%

We tried, they resisted – 1.0%

If you charter, do you pay for the charter permit?

Yes, always – 22.2%

Yes, sometimes – 16.0%

No – 61.8%

C12 April 2012 www.the-triton.com The Triton TRITON SURVEY: The Bahamas

We were curious to see Do you negotiate your dockage?

Two thirds said yes; one third no.We provided several answers in the

“yes” category and learned that close to 40 percent negotiate dockage only at some marinas, and less than a fifth only negotiate at certain times of the year (holidays are out of the question). Just 12.9 percent negotiate every time.

Among our million-time visitors, the answers didn’t change much, with roughly two-thirds saying yes and one third saying no.

Next, we asked Do you tip government officials?

The majority said they do, both with coffee and sweets as well as T-shirts and cash. But nearly 40 percent said they’d never been asked to nor had they offered. Among the 60 percent who do tip government officials, more than half said cash works best.

“I always tip in cash and they are happy to take it,” said the captain of a yacht of 160-180 feet. “They are not consistent on fees but that is the Bahamas. I just smile and say ‘yes sir’.”

“One smaller island’s custom officer helped me fill out the paperwork for 14 people,” said the captain of a yacht 80-100 feet who has been to the Bahamas just a few times. “It was a very pleasant experience. The custom lady had a jar on her desk for tips. I put $40 in it and got a nice smile and thank you. She accepted driver licenses for four people, no passports. I do not know if this makes a difference.”

More than 21 percent of our respondents welcome government officials onboard with coffee and snacks and give them parting gifts of T-shirts and hats when they leave. About 6 percent bring cookies or T-shirts into the office when they clear in.

“We always offer a cold drink if officers come to the boat and often get hit up for ‘transportation’ charges but never offer cash as a tip,” said the captain of a yacht of 100-120 feet.

Just one respondent reported having tried to tip but the official resisted.

Among our million-visitor group, the answers were different. A larger majority of respondents said they do tip government officials.

“Always offer a little something to show your appreciation for their services when they come onboard, even if it is their job,” said the captain of a yacht less than 80 feet.

Among the 70 percent who tip, most (39 percent) said cash works best.

“For good service, I offer a cash tip by saying something like, ‘it’s not much but please have dinner tonight on the [boat name], and thanks’.”

Almost 25 percent welcome the officials onboard with coffee and snacks

and give them parting gifts of T-shirts or hat when they leave, and again, about 6 percent bring cookies or T-shirts into the office when they clear in.

A much lower percentage – 28.6 – said they don’t tip.

“All captains should stop tipping these government employees,” said the captain of a yacht of 160-180 feet. “It is illegal and you make the entry of those captains who do not tip more difficult. Save your tipping budget for the people who earn it in the service industry, not civil servants.”

When we pulled those million-time visitors out and compared them to everyone else, yachties who have been to the Bahamas “a million times” were about 40 percent more likely to tip a government official than those who visited less frequently.

So what’s next? Are you going to the Bahamas this year?

Nearly 70 percent of our respondents said yes and almost 20 percent more said maybe.

Fewer than 13 percent said no.For those going, we were curious to

learn how long do you plan to stay?The most common response was a

few short visits of a couple weeks each (about a third of respondents), followed by one short visit of just a few weeks (24 percent) and one long visit of up to six weeks (19.6 percent).

Some yachts go in and out of the Bahamas all year, so we offered as a response “All added up, more than three months,” to which about 11 percent affirmed. Fewer than 10 percent will visit several times for longer than a month, and nearly 3 percent are based in the Bahamas and never leave.

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.

‘They are not consistent on fees and things but that is the Bahamas’SURVEY, from page C11 Are you going to the Bahamas

this year?

Yes – 68.8%

No – 12.9%

Maybe – 18.3%

STATISTICS/GRAPHICS BY LAWRENCE HOLLYFIELD

The Triton www.the-triton.com April 2012 C1�TRITON SURVEY: The Bahamas

on a Saturday. I called customs three times throughout day. They said someone stationed at Atlantis would come to the yacht. I ended up flying my quarantine flag till Monday afternoon when they finally showed up. Locals told me they never come out on weekends.

l l l

Be courteous, have cash, put out the gangway, and be patient.

l l l

Wear a hat so you can take it off and hold it to show your respect. Make sure something minor is wrong with your paperwork so they can fuss at you on page one and get it over with. The female customs agents love Entenmann’s pastries while the men prefer a cash tip.

l l l

No rush, claim little, negotiate.l l l

Be ready, with boarding ladder up, and prepare for them to leave their shoes on. Have their cash ready (for fees) and paperwork completed before they arrive. Plan on them sometimes asking for “travel expenses” that they will give you a receipt for. Always get a fishing permit, even if you do not plan on fishing.

l l l

Have all paperwork up to date and ready. Expect the worst and be pleasantly surprised. Always be polite and remember that you are representing the yacht’s flag when dealing with government officials, and this applies to

all dealings with government officials.l l l

Be friendly to the officers and lose the attitude. Keep in mind that if you are in Nassau / Paradise Island or Freeport, they might have just spent six hours on a cruise ship clearing in 5,000 people.

l l l

Have a rum before meeting with customs and immigration, and relax. Don’t get too wound up that different officers handle the job in different ways. It is part of the charm of coming here and it is rarely a negative experience.

l l l

Have a second (or third) set of papers and immigration cards aboard and filled out prior to calling Bahamian officials.

l l l

Arrive during business hours; make sure all guests have valid passports with sufficient expiration dates; take the green cards of any green-card-holder guest to the customs office along with their passport; take all boat documentation; take cash in smaller bills to be able to make payments without expecting change.

l l l

Be nice and patient; nothing can be done to make things go faster.

l l l

When you clear in, make sure to get a new packet of documents so you can use them the next time you clear in.

l l l

Get extra forms each time you clear in so you can have it filled out in advance for your next entry, along with four copies of your crew list. They only require three, but have four copies on hand for those difficult officials.

COMMENTS, from page C11

‘Be courteous, have cash, put out the gangway, and be patient’

Some tips from yachties on cruising in the Bahamas:

l l l

Take as much on board as you can: food, drinks, marine supplies. Price is one thing, but when it’s just not available, price becomes the least of your concerns.

l l l

The best of the Bahamas is off the beaten path. If Freeport or Paradise Island are your only destinations, might as well stay in the U.S.

l l l

Don’t follow others in their boats; have your own updated charts.

l l l

Harbors are not well marked. Where are the channel bouys? Bimini? Devils Backbone/Harbour Island? Spanish Wells?

l l l

Watch the depthfinder.l l l

Remember that thunderstorms drop cold air out of them so you could get a half-hour, 30-knot blast of wind from any direction. I’ve had my 32 Boston Whaler riding 4-foot waves alongside when a storm went through at 6 a.m.

l l l

Learn the colour/depth contrasts as quick as possible if you want to enjoy cruising the Bahamas .... and don’t be too concerned about bumping the bottom; it is mostly sand. Just avoid the coral.

l l l

If you draw more than 6 feet, you better know how to navigate by eye. Provisioning as if you are in the states or Europe is just not possible. Outside of Nassau, guests should not expect much night life or shopping.

l l l

Know where you’re going around the islands. If you don’t know, ask. Drop your captain ego on the dock. Otherwise, you’ll run aground.

l l l

1. Be aware of clearing into Bakers Bay. The dockmaster there said there would be a fee to have customs come to the boat. I thought maybe $150. Nope, $400. Lesson learned: Clear in at Marsh Harbor.

2. New fees: anything over three crew members is $20. No explanation why.

3. We tow a tender and I was listed as captain on both vessels (by

immigration). If my mate was listed as captain (as he should have been), we would not have been charged for the fourth crew member. It’s only $20, but come on.

l l l

Keep everything, including doors and tenders, locked up at night. Even at Atlantis. On the flip side, the Bahamas are probably some of the most beautiful cruising grounds in the world. Take your time and explore by tender the other side of that island. It also seems the further you get from Nassau, Freeport and other populated areas, the friendlier the people are and the more spectacular the Bahamas become.

l l l

Remember that sandbars shift with passing storms of significance.

l l l

We were at Marsh Harbor and ordered food from National Marine to be shipped in by air. Part of the order contained chicken. A captain nearby told me I would not get the chicken through customs. I arrived at airport customs and a woman was the agent. She opened the container and right on top were steaks. I grabbed two and

handed them to her. “These are for you and your husband.” She said thank you, closed the container, and told me to have a nice day. I left with my chicken.

l l l

Spend some money locally. Buy some bread, hire a pilot, eat at a local restaurant. Don’t just spend your money in the resort.

l l l

The only way to truly enjoy the Bahamas is to be on anchor under the stars appreciating what nature has blessed the islands with. Just make sure you have plenty of cash to buy your way in and plenty of security to protect yourself while there.

l l l

Even though you pay for it, conserve water.

You may get charged for it, but try not to dump a week’s worth of trash bags on the dock for an overnight stay.

You are on island time; things take longer so be patient.

Try to call ahead for dockage arrangements and if anchored out, contact the marina or resort and get permission to come ashore and sight-see or use their facilities.

‘Outside of Nassau, guests should not expect much night life or shopping’

C1� April 2012 www.the-triton.com The Triton FITNESS: Keep It Up

Put your weight into this workout routine, no equipment neededThis workout requires no

equipment, just use of your body weight. Prior to beginning the workout, warm up for 5-10 minutes and also

try to incorporate an additional 10-15 minutes of a high intensity cardiovascular exercise right after your warm-up or after the workout. You should be working at an intensity that increases your

heart rate and breathing rate.

Workout30 - 60 seconds for each exercise.

Rest 1 min 30 sec – 2 min in between sets. Perform 3-5 sets.

Jump squatStand with feet hip width apart.

Bend your knees and push your hips back, as if preparing to sit in a chair. Keep most of your weight on your heels and be sure that your knees do not cross over the front of your toes. Explosively extend your knees and raise your arms as you jump in the air

as high as you can. As you come back toward the ground, lower back into a squat position and continue the squat jumps.

Mountain climbers

Get into a high plank position. Bring your right knee forward toward the chest. Keeping your arms and abdominal muscles strong, jump to switch leg positions, bringing the left knee toward the chest and the right leg extended behind you. Keep alternating which knee is driving in towards your chest.

Core twist with leg lift Stand with your feet hip-width apart

and slightly bend your knees. Bend your elbows and hold your hands up in front of your chest. Your hands and

arms should not be touching; keep some space in between. Initiate the movement from your abdominals; twist right, twist left and as you twist back to the right, you will quickly lift and lower your right knee to further engage the abdominals. Twist left, twist right and twist left, this time lifting the left knee. Keep repeating this pattern.

Front to side plankPlace both hands on the ground and

walk your feet back until you are in a plank position. Keep your neck and spine aligned and abdominal muscles contracted to ensure your belly does not sink toward the floor. Hold this position for a second and then slowly rotate to your right, keeping your left hand on the ground, extending you right arm, aiming your fingertips toward the sky. Your feet will naturally turn a bit and you can stack the right foot on top of the left if this is more comfortable. Hold this position for a second and then slowly lower your arm placing the hand back on the ground. Perform the same movement but rotate your body to the left, extending the left arm in the air.

Quick feet

In a low (defensive type) stance, knees bent, hips lowered to the ground, quickly move from your right foot to your left foot, keeping your weight on the balls of your feet. Every 5 seconds jump and turn 90 degrees. You choose which direction you turn, be sure to turn both left and right, just don’t stop moving those feet.

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 Ft. 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

The Triton www.the-triton.com April 2012 C1�

Move over Big Macs, triple-topped meat pizzas and fried chicken with a side of mashed potatoes. Diners today demand healthier options.

The good news is that healthy no longer means bland and boring. Reports from global research firm Mintel, the Washington, D.C.-based National Restaurant Association (NRA) and Baltimore-based seasoning

company McCormick’s all point to some delicious and healthful trends.

Double-Sided Menus will be a facet of the future, according to Mintel’s Foodservice Trends Report 2012. What this means is catering to both the healthy and budget needs of diners. For example, indulgent choices on one side with more nutritious on the other. Seventy-seven percent of respondents to this survey said they ordered what they craved, while 64 percent were interested in seeing more healthful options on the menu. This means you can have your cake and eat it too.

The NRA’s What’s Hot, What’s Not 2012 Survey, answered by nearly 1,800 chefs, put local, sustainable and healthy foods at the top of the hot trends list. More specifically, top-trending foods by category included vegetarian/vegetable appetizers, super fruits such as acai, goji berries and mangosteen in produce and non-wheat grains such as rice, quinoa and buckwheat in side dishes.

Perhaps the yummiest of all are the six top trends in global flavor predicted for in McCormick’s for Chefs Flavor Forecast 2012. Each concept embodies examples that spotlight an abundance of fresh produce along with flavorful spices sans the salt, sugar and fat.

The first of these taste trends is called Honoring Roots, meaning that chefs will be inspired to use cooking techniques that balance modern flair with cultural authenticity. An example of this might be cumin with sofrito or Korean pepper paste made with sesame, Asian pear and garlic to create the best barbecue with a worldly twist.

Second is the Quest for the Ultimate. Flavor fanatics searching for the finest buzz on their tastebuds will use high-quality ingredients, textures and flavors to achieve this extreme culinary high. Lemon lovers, for example, might combine Meyer lemon, lemon thyme, limoncello and lemon peel or dill mixed with mint, melon and cucumber for a first-class refresher.

Move over meat. Veggies in Vogue is the third global flavor trend. This means sourcing fresh, local, seasonal veggies and dressing them to impress with either new-style cooking methods or flavorings that move them far beyond your grandmother’s green bean casserole. Think eggplant with honey and harissa or squash with red curry and pancetta.

Fourth is an emphasis on ease of preparation or, in other words, Simplicity Shines. Forget confusion cuisine and think clear unpretentious flavors that border on the basic. Examples are ginger with coconut and vanilla with butter.

Flavorful Swaps is the fifth trend. This plays out in balancing bold flavors

with a hunger for health or, in other words, food that tastes too good to be healthful. Imagine sitting down to a cup of red tea with cinnamon and plum or embracing a whole new take on lemon pepper by sprinkling red pepper on tart fruits such a grapefruit.

Sixth and finally, it’s No Boundaries. Break the bonds of tradition and focus on blending

inspirational flavors to really have some fun. Top your steak, for example, with a la sweet soy, tamarind and black pepper or take the everyday to the extraordinary with blueberries accompanied by cardamom and corn masa.

All these trendy ideas boil up to one big point: Health and flavor finally both have a place at the table. Get out of your rut and look beyond comfort food to try something new. Aboard, realize that guests today are also looking for bolder choices. Don’t be afraid to liven up their pallets. It will taste good and be good for them, too.

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

Six new health trends spice up bland and boring menus

NUTRITION: Take It In

What this means is catering to both the healthy and budget needs of diners.

Seventy-seven percent of respondents said they ordered what they craved, while �� percent were interested in seeing more healthful options on the menu. This means you can have your cake and eat it too.

taKe It In

Carol Bareuther

C1� April 2012 www.the-triton.com The Triton

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Dockwise Yacht Transport A12, B13FenderHooks B15Fibrenew Leather Repairs B15Global Yacht Fuel B7Gran Peninsula Yacht Center B12Harbour Island Club & Marina B7HTH Worldwide (Geo Blue) C3International Registries (Marshall Islands) C10Irwin Law Firm A15ISS GMT Global Marine Travel A5JC’s Carpet Cleaning B9KVH Industries A11Lauderdale Diver B6Lauderdale Propeller B12Lifeline Inflatables A13LXR Luxury Marinas B2Mail Boxes Etc. (Now the UPS Store) C15Marina Bay Marina Resort C12Marine VSAT C8Marine Industry Cares Foundation B14

Maritime Professional Training C20Matthew’s Marine A/C C6MHG Insurance Brokers B16National Marine Suppliers A10Neptune Group A16Newport Shipyard B9Newsworthy Café B10Northeast Maritime Institute C2Overtemp Marine C5Palladium Technologies C11Patton Marine B4Peterson Fuel Delivery C6Pioneer Linens B10Professional Marine Duct Cleaning A13Professional Tank Cleaning & Sandblasting B7ProStock Marine A7Quiksigns C15Renaissance Marina C14River Supply River Services C5Rossmare International Bunkering C6

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The Triton www.the-triton.com April 2012 C17BUSINESS CARD ADVERTISERS

C1� April 2012 www.the-triton.com The Triton BUSINESS CARD ADVERTISERS

The Triton www.the-triton.com April 2012 C1�BUSINESS CARD ADVERTISERS