www.the-triton.com October 2009Vol.6, No. 7

All clearUSCG rules for foreign vessels.

B16All downDive shops, training expand.

In Memorium

Of a deckhand.A4

By Capt. Douglas Meier

As I read the August Triton, as I do every month, I sat back and thought, don’t yacht crew get it? Don’t they know what state the yachting industry is really in?

Well, get ready for some bad news. It’s bad. There, I said it.

Will it get better? Of course it will, but don’t count on the run we had over

the past few years to return anytime soon.

Even if the economy bounces back in the next 12 months, the lost wealth needs to be built up again before the large checks are flowing through our industry again. In other words, I think a lot of crew think of this as a temporary slow period when it is, in fact, an industry contraction.

And this contraction will create

competition for each open job onboard and competition at the interview that will lower wages. That’s a fact.

A month ago I posted an ad on a popular Web-based job board and in two hours I had 27 resumés in front of me; in two days, more than 70. To put this in prospective, a year ago filling the same position I waited days to see if the person I wanted would agree to the job, and then wait to see if they showed up.

Ok, what to do now?Well, I wouldn’t hang up your foul

weather gear just yet. Like everything else in life we need to adjust to the new rules, the new playing field, and the new yachting norm, at least until the next big money wave comes our way.

What is the new yachting norm? For the time being it looks like a lot of

It will take time for lost wealth to return to yachting

See LESSON, page A14

Obtaining and maintaining a license is just part of life as a yacht captain, agreed the captains gathered on both sides of the Atlantic for our monthly

From the Bridge luncheon.

As in our survey this month [see story and stats beginning on page C1], these captains acknowledged that, sure, no law requires the skipper to have a license to

drive a private recreational vessel. But they also said any captain would find it much harder to land a job without one.

“You physically don’t need one, but you are going to have a big problem finding a job because of all the insurance regulations,” a Ft. Lauderdale captain said.

“Insurance companies are the ones driving the industry now,” another said.

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

The captains in the Med noted that even though insurance companies make the call on what license is required on a particular boat, they will lower their guideline expectations if a captain has a lot of experience or local knowledge, and no claims history.

The captains in Ft. Lauderdale had

From the Bridge

Lucy chabot Reed

and Mike PRice

See BRIDGE, page A16

Obtaining your license is part of the job

TRITON SURVEY: Licensing

If you hold a captain’s license, which one?

USCG 1600 ton – 27.7%

USCG 100 ton – 27%

MCA < 3000 ton (Class 4) – 9%

RYA/IYT 200 ton – 7.8%

USCG 200 ton – 10.2%

USCG 500 ton – 9.8%

Other – 6.6%

MCA 500 ton – 2%

U.S. Coast Guard licenses dominated the seascape in this month’s survey. Find out what role nationality and convenience played in the captains’ decisions on which license to get, as well as how many owners support captains’ licensing efforts, how many captains let their licenses expire and more. Story on licensing, C1

JAPAN – GATEWAY TO ASIA

The crew of the 134-foot M/Y Silver Cloud takes in the sights at Itsukushima Shrine, Miya Jima, near Hiroshima. The gate marks the entrance to the shrine, which appears to be floating on the water at high tide. Experience Japan through Capt. Nigel Beatty’s story, beginning on B1. PHOTO/FIRST OFFICER MICHAEL JENSEN

A12

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

You want it where?

Find out where all these hoses lead on page A12. PHOTO/DORIE COX

WHAT’S INSIDE

Advertiser directory C23Boats / Brokers B14Business Briefs A14Calendar of events B21-22 FLIBS events B20Career News C1Columns: In the Galley C1 Fitness C18 Latitude Adjustment A3 Nutrition C8 Personal Finance C17 Onboard Emergencies B3 Photography B19 Rules of the Road B1

Security B2 Stew Cues C5Cruising Grounds B1Dockmaster B4Fuel prices B5Marinas / Yards B7-13Networking Q/A C3-4Networking photos C2News A4-12Photo Gallery A18-19Puzzles C20Technology briefs B5Triton spotter B23Triton survey C1Write to Be Heard A20-23

The Triton www.the-triton.com October 2009 A�LATITUTE ADJUSTMENT

Latitude adjustment

Lucy chabot Reed

I’m so thrilled to be able to report this month that captains and crew are moving around.

After two months of not hearing much news in this department, it’s been fun corresponding with crew again to hear their news of new boats, new crews, new destinations and new accomplish-ments. Here are just a few of the latest.

Capt. Brad Tate has taken command of the 115-foot El Jefe based in St. Maarten. The Derecktor-built charter boat is a jet drive, giving Tate a challenge right off the bat.

The yacht’s five-member crew includes his still-relatively new wife, Jennifer, as chief stew.

You may recall that Tate moved ashore in 2005 to work with the developers of the

Pier 17 project on the New River across from Lauderdale Marine Center’s east yard. When that project fell into financial trouble, Tate got married and moved to the San Francisco Bay area.

But the water – and yachting’s salaries – called him back.

The yacht was fairly busy this summer, but quiet during the height of hurricane season. She’s got a New Year’s charter on the books so this winter is already taking shape.

Look for Capt. Tate in the St. Maarten charter show in early December.

Capt. Stan Glover has taken over M/Y Sojourn.

He and his wife, Rita, were most recently on M/Y Perle Bleue, but just as soon as they decided to leave, this new job popped up. Rita Glover is taking a sabbatical from yachting to return to her passion of teaching yoga full time (and freelancing on Sojourn when the captain calls).

They will make their new port in Long Beach, Calif., the first they have had on dry land since 2002.

Congrats go out to Capt. Christopher Walsh of M/Y Archimedes for his completion of the 17th annual Alcatraz Sharkfest Swim – 1.5 miles from Alcatraz to Aquatic Park

–in 39 minutes, 37.9 seconds.

There were about 1,050 swimmers and Walsh came in 86th overall, sixth in his age group.

“It was great fun,” he reported. “And I still have all my limbs, too.”

This isn’t the first time Walsh has swum the race, and by all indications, it won’t be his last. Crew report seeing him swim in harbors and bays wherever the boat is moored.

Archimedes was in the Philippines when last we corresponded, having had what Walsh called “a great run” across the Pacific via British Columbia, Alaska, and the Aleutians.

Capt. John Wampler has taken over the 108-foot (33m) Monte Fino M/Y Amore (the ex-Aviva).

This is his first full-time job in three years, a move he said he’s had to take because his delivery business has basically dried up.

The global economic situation has hit his client base – owners of yachts between 40 and 70 feet – hardest, so his delivery services aren’t needed much these days.

Instead of 12 deliveries between South Florida and the U.S. East Coast each season, he’s had none this year.

“What started the decline was fuel prices,” Wampler said. “It’s cheaper to pay the hurricane premium and keep the boat in Florida than to deliver it back to New Jersey for the summer.”

Instead of deliveries, the occassional job he gets called for is more likely to be a repo.

Crew placement agent Alison Overington, most recently working with Northrop & Johnson, lost her job in early September, so she’s started a new one. Finders Keepers will offer all the skills of a captain or crew member’s personal assistant, managing paperwork, scheduling appointments, and arranging transportation.

“Losing your job is never easy, but I feel it may have been a blessing is disguise,” she said. “It is in its early stages yet, but I am looking forward to the season.”

Contact Overington at +1 954-643-4937 or through ajo745@hotmail.com.

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.

Welcome back to the news of captains, crew making waves

Tate

Walsh

NEWSA� October 2009 www.the-triton.com The Triton

Deckhand takes her life onboard, leaves crew to question whyBy Capt. Eric Edscorn

For most of the yachting community, Aug. 22 was just like any other day. But to some of us, it was a day that will be deeply etched in our memory forever.

Aug. 22 was the day we lost one of our own, and one of our best, Debra Flanagan. Deb, for reasons that even those closest to her will never understand, took her own life.

When I interviewed Deb for a deckhand position a little over a year ago, common sense and experience said to go with a different candidate. She had never worked on yachts; she

had never worked on deck before; and she was a female applying for a predominantly male position.

But I saw something in her that was different, something that told me I would not regret hiring her, and luckily that was what I based my decision on.

Deb turned out to be the most dedicated, hard-working and loyal deckhand I have ever had. She always

strived for perfection and took so much pride in the boat and her work. I could always count on her, no matter what, to put the job first.

As time passed, Deb took on more responsibilities, and was eager to learn everything about ships and the sea. I loved teaching her because she was so enthusiastic and eager to learn. She became almost like family to me, and she joked that she would have to buy two Father’s Day cards this year.

Wherever we were, other captains noticed her work ethic and tried to steal her away, but “The Debster,” as I called her, was loyal. This spring, hauled out at Rybovich, crew from another boat approached and jokingly asked to make her stop working because she was making them look bad.

As I write this from the wheelhouse, I see a drawing we did together of how an internal combustion engine works. She was so proud that her father had taught her how her boat’s engine worked, and she wanted to learn more about the parts she didn’t understand. So we sat down with a pad and pencil and we talked, and talked and talked.

But what’s more important to those of us close to her wasn’t her job performance; it was what an amazing person she was, and how much she meant to all of us on M/Y Cherosa. Yes, Deb was an employee, but far more

importantly to me, she was my friend. And as a friend, you couldn’t ask for more.

She constantly thought about everyone around her first, and put their needs ahead of her own. She did endless favors for me, and never asked for, or accepted, anything in return other than my friendship. And, no matter what, she was always there with a smile to brighten my day.

As we struggle to make sense of this, the same thought keeps echoing in our heads … why? At no time did Deb exhibit the tell-tale signs of someone in need. She was upbeat, engaged and full of life. She had a wealth of potential and a bright future.

As crew members, we assume that we know those around us better than anyone, and that something like this could never happen. We couldn’t be more wrong.

We all loved Deb, and would have done anything to help and protect her. She had no enemies. We wanted her here with us, lifting our spirits with her kindness.

Debra, you were a one-in-a-million, and our world will never be the same without you. Sail on, sailor … sail on.

Capt. Eric Edscorn is the master of the 150-foot M/Y Cherosa. Comments are welcome at editorial@the-triton.com.

Ms. Flanagan

NEWS BRIEFS: U.S. clearanceA� October 2009 www.the-triton.com The Triton

By USCG Cmdr. Brian Gove

Here are the top five U.S. Coast Guard requirements for foreign-flagged pleasure yachts arriving in the United States.

1. File an advanced notice of arrival for vessels of 300 GT and higher.

ANOAs are required at least 96 hours before arrival for all voyages of 96 hours or more; ANOAs are required before departure and at least 24 hours before arrival for all voyages of less than 96 hours.

Times for submitting changes to ANOAs are as follows:

If your remaining voyage time is not less than 24 hours, submit changes as soon as practicable but at least 24 hours before entering the port or place of destination.

If your remaining voyage time is less than 24 hours, submit changes as soon as practicable but at least 12 hours before entering the port or place.

ANOAs can be filed electronically with the National Vessel Movement Center via www.nvmc.uscg.gov (1-800-708-9823 or +1 304-264-2502, sans@nvmc.uscg.gov or fax 1-800-547-8724 or +1 304-264-2684). Tech support can be contact at techsupport@nvmc.uscg.gov.

For USCG Notice of Arrival regulation and related questions, call +1 202-372-1234.

The Seventh Coast Guard District (includes COTP Miami area) ANOA Enforcement Policy does not apply to foreign pleasure yachts of less than 300 gross tons.

2. Obtain a Certificate of Financial Responsibility (COFR) for vessels of 300 GT and higher.

Contact the COFR desk at the National Pollution Funds Center in Virginia at +1 202-493-6780, by fax at +1 202-493-6781, or online at www.uscg.mil/npfc/COFRs.

Business hours are Monday through Friday from 0700 to 1630 hours and Saturday from 0830 to 1700 hours.

3. Obtain MARPOL Certificates for non-tank vessels of 400 GT and higher.

For more information on this, review MARPOL 73/78, IOPP Certificates under Annex I and IAPP Certificates under Annex VI at www.imo.org and click on Conventions on the left side.

4. Ensure all U.S. licensed and credentialed mariners have a Transportation Worker Identification Credential.

The TWIC is biometric identification card required of all mariners who carry a U.S. license. Find out more at www.tsa.gov/twic.

5. Ensure all navigational charts and publications are up to date.

U.S. Customs and Border Protection should be consulted for additional

requirements including crew visas, cruising permits, separation and disposal of foreign garbage. For more information, contact CBP at +1 409-727-0285 ext. 238.

The local harbormaster should be consulted for berthing and pilotage requirements.

In addition, commercial yachts subject to SOLAS need to comply with SOLAS including STCW and ISPS. Further, commercial yachts of any tonnage need to file an ANOA when arriving in a District 7 port (anywhere in South Carolina, Georgia, and Florida, except the panhandle).

There is a published Notice of Proposed Rule Making (NPRM) on Vessel Requirements for Notices of Arrival and Departure. However, we do not anticipate this rulemaking becoming final until after the Ft. Lauderdale International Boat Show, perhaps not until after the end of the year. Therefore, the existing regulation and policies for Advance Notice of Arrival (ANOA) remain in effect.

Entry into the United States on pleasure yachts is actually easy, and South Florida looks forward to their next port call.

Cmdr. Brian Gove is chief of prevention in Sector Miami. Comments are welcome at editorial@the-triton.com.

Entry into U.S. on pleasure yachts actually ‘easy’

A� October 2009 www.the-triton.com The Triton NEWS BRIEFS

Britain imposed direct rule over the Turks and Caicos Islands in mid-August after allegations of corruption, according to news reports.

The ministerial government and the House of Assembly were suspended, as was the constitutional right to trial by jury.

“This is a serious constitutional step which the UK government has not taken lightly, but these measures are essential in order to restore good governance and sound financial management,” British Foreign Office Minister Chris Bryant said in a statement.

The island nation is expected to have elections by July 2011, “if not sooner,” the statement said.

The allegations of corruption were documented in a report delivered May 31 that found “information in abundance pointing to a high probability of systemic corruption and/or serious dishonesty.”

“This, together with clear signs of political amorality and immaturity and of general administrative incompetence, demonstrated a need for urgent suspension in whole or in part of the constitution and for other legislative and administrative reforms,” the Foreign Office said.

The report also recommends criminal investigations into former Premier Michael Misick and four of his former Cabinet ministers. They have yet to be charged.

“I believe the suspension has less to do with the corruption and more to do with new Labour’s policy toward the [overseas] territories, particularly in relation to tax havens,” Misick told the Times Online.

“I believe there is a more extensive plan to reel in the territories and get them to abandon their financial services, which is a major fabric of their economies.”

Abnormal sea levels detectedPersistent winds and a weakened

current in the Mid-Atlantic contributed to higher than normal sea levels along the Eastern Seaboard in June and July, according to a new technical report from the National Oceanic and Atmospheric Administration (NOAA).

After observing water levels six inches to two feet higher than originally predicted, NOAA scientists began analyzing data from select tide stations and buoys from Maine to Florida and found that a weakening of the Florida Current Transport – a current that feeds into the Gulf Stream – in addition to steady and persistent Northeast winds, contributed to this anomaly.

“The ocean is dynamic and it’s not uncommon to have anomalies,” said Mike Szabados, director of NOAA’s

Center for Operational Oceanographic Products and Services. “What made this event unique was its breadth, intensity and duration.”

The highest atypical sea levels occurred closer to where the anomaly formed in the Mid-Atlantic, where cities such as Baltimore, Md., at times experienced extreme high tides as much as two feet higher than normal.

Impacts of the event were amplified by the occurrence of a perigean-spring tide, the natural timing of the season and month when the moon is closest to the Earth and its gravitational pull heightens the elevation of the water. The combined effects of this tide with the sea level anomaly produced minor flooding on the coast.

“The report is a good first assessment,” said NOAA Oceanographer William Sweet, Ph.D. “However, NOAA, with our academic partners, should continue to investigate the broader causes behind the event. Further analysis is needed to fully understand what is driving the patterns we observed.”

The full report – Elevated East Coast Sea Level Anomaly: June-July 2009 – can be viewed at http://tidesandcurrents.noaa.gov.

Young sailor stoppedThirteen-year-old Laura Dekker

was put under temporary state care in August in the Netherlands after her father gave her permission to sail around the world solo.

The state control is limited to two months while judges and lawyers discuss and determine whether Laura should be permitted to make the journey, which would make her the youngest person to do so. Her parents support her plans.

Laura planned to spend two years aboard her 26 foot (8m) boat, Guppy, to break the record set in late August by 17-year-old Mike Perham of the UK.

The Dutch Child Protection Agency requested Laura be made a ward of court because it was “irresponsible for such a young girl to make a two-year solo trip around the world.”

According to news reports, Laura was born on a yacht off New Zealand during a seven-year world trip, and spent the first four years of her life at sea. She had a yacht by the age of six and began sailing solo when she was 10.

A psychologists’ report is expected this month.

Young sailor makes itSeventeen-year-old Briton Mike

Perham became the youngest person to sail round the globe single-handed on Aug. 27 after nine months at sea.

Britain takes over government of Turks and Caicos Islands

See NEWS BRIEFS, page A10

A10 October 2009 www.the-triton.com The Triton NEWS BRIEFS

Mike suffered knockdowns and damage to his yacht during the 24,000-mile (38,700-km) trip and the teenager from Hertfordshire, southern England, said he was now looking forward to a “good meal and a very good night’s sleep,” according to a story by Reuters news service.

Perham, who started sailing at age seven, was the youngest person to sail across the Atlantic Ocean, when he was 14 in 2007, Reuters reported.

Aussie girl crashes into cargo shipSixteen-year-old Australian Jessica

Watson collided with a cargo ship in early September as she set off from southern Queensland to become the youngest person to sail solo around the world.

Jessica left Mooloolaba en route to Sydney in her boat, Ella’s Pink Lady, when she encountered a busy shipping channel 15nm off North Stradbroke Island’s Point Lookout. She was below deck at the time of the incident and was not injured.

Gold Coast Marina will repair the yacht free of charge, according to a story in the Brisbane Times. Damage to her hull was worse than originally thought.

U.S. investigates death at TrinityOfficials with the U.S. Occupational

Safety and Health Administration are investigating an apparent work-related accident in which a worker was killed at Trinity Yachts in Gulfport, Miss.

The county coroner said 46-year-old Luong Huynh of Biloxi was struck and killed by a moving crane on one of the boats under construction at the shipyard.

Local press reported an autopsy showed Huynh died of blunt force trauma to the head.

The coroner ruled the death an accident. He said the fatality was the first work-related death reported at Trinity Yachts. Trinity employs about 800 people.

U.S. drafts national ocean policyObama Administration officials

released an Interagency Ocean Policy Task Force Interim Report on Sept. 17 for a 30-day public review and comment period. The report provides proposals for a comprehensive national approach to uphold our stewardship responsibilities and ensure accountability for our actions.

The task force was created on June 12 to do three things: develop a national policy for the ocean, U.S. coasts, and the Great Lakes; create a framework for improved federal policy coordination; and design an

implementation strategy to meet the objectives within 90 days.

1. The report proposes a national policy that recognizes that America’s stewardship of the ocean, its coasts, and the Great Lakes is intrinsically and intimately linked to environmental sustainability, human health and well-being, national prosperity, adaptation to climate and other environmental change, social justice, foreign policy, and national and homeland security.

2. The report proposes that the White House lead an interagency National Ocean Council to coordinate ocean-related issues and the implementation of the National Ocean Policy.

3. The report prioritizes nine categories for action, including ecosystem-based management, regional ecosystem protection and restoration, and strengthened and integrated observing systems.

The report is available for review and public comment at www.whitehouse.gov/oceans. The Task Force will provide a final report with all of its recommendations later this year.

“[This report] delivers on President Obama’s request for recommendations that will move this country toward a more robust national policy for our oceans, coasts and the Great Lakes and recognizes that we have a responsibility to protect the oceans and coasts for the benefit of current and future generations,” said Nancy Sutley, Chair of the White House Council on Environmental Quality.

The task force, led by Sutley, consists of 24 senior-level officials from Administration agencies, departments, and offices.

“This is a historic day,” said Dr. Jane Lubchenco, Under Secretary of Commerce for Oceans and Atmosphere, and administrator of the National Oceanic and Atmospheric Administration. “For the first time, we as a nation say loudly and clearly that healthy oceans matter.”

2010: Year of the SeafarerThe International Maritime

Organization (IMO) has designated 2010 “the year of the seafarer.”

The IMO says its goal is to offer “an opportunity to pay tribute to the world’s seafarers for their unique contribution to society and in recognition of the risks they shoulder in the execution of their duties in an often hostile environment.”

Events planned to honor seafarers next year will dovetail with an international campaign, launched in 2008, to attract young people to the maritime industry.

Young solo sailors succeed, are postponed, and crashNEWS BRIEFS, from page A8

See NEWS BRIEFS, page A12

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

“The unique hazards confronting the 1.5 million seafarers of the world – including pirate attacks, unwarranted detention and abandonment – coupled with the predicted looming shortage of ships’ officers, make it ever more incumbent to take immediate and effective action to forestall a situation from developing in which ships are not manned with sufficient skilled personnel,” says IMO Secretary-General Efthimios Mitropoulos.

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

Boat injuries, deaths up slightlyThe U.S. Coast Guard has released a

report on recreational boating injuries,

showing a slight increase in the number of deaths over 2007.

In 2008, the U.S. Coast Guard counted 4,789 accidents that involved 709 deaths, 3,331 injuries and about $54 million of damage to property.

More than two-thirds of all fatal boating accident victims drowned, and of those, 90 percent were not wearing a life jacket. Seven of every 10 boaters who drowned were in boats less than 21 feet in length.

Just 10 percent of deaths occurred on boats where the operator had received boating safety instruction.

The top five contributing factors in accidents were careless/reckless operation, operator inattention, no proper lookout, operator inexperience, and passenger/skier behavior.

There were 12,692,892 boats registered in the United States in 2008, a 1.4 percent decrease from 2007.

90 percent of deaths occured where there’s no safety trainingNEWS BRIEFS, from page A24

BUSINESS NEWS

By Dorie Cox

When a yacht wants to expand its diving amenities, Pro Dive Outfitters is on the scene as the newest yacht-specific dive shop in Ft. Lauderdale

A division of Pro Dive International on the Intracoastal Waterway on Ft.

Lauderdale Beach, Pro Dive Outfitters, yacht captains and mates can choose the complexity of service they want to offer based on costs, space and workload. Options span from carrying basic gear to having full-facilities installed onboard.

“We’re able to install anything from a small compressor to an entire bank system,” Managing Director Tim Robinson said. “We can train crew for personal diving to instructor and beyond.”

Greg Mooney of Moon Dog Diving works with Pro Dive Outfitters to train yacht crew as their responsibilities increase to instructors, dive masters and dive safety officers.

Pro Dive is working with International Yacht Training (IYT) to offer two new courses specifically designed for diving and megayacht.

Certifications for dive safety coordinator and dive safety supervisor will be available.

Course requirements vary, but crew will need at least their STCW 95 and PADI rescue diver certification including EFR, CPR and AED. Participants will develop skills for preparing recreational and training dives from a tender and will learn site selection, equipment preparation, surface supervision, risk management, underwater supervision and guest comfort.

In other dive news, Brownie’s Yachtdiver has completed its acquisition and renovation in Ft. Lauderdale by doubling its retail space.

Brownie’s President Dave Carmichael has been growing and expanding Brownie’s since he bought the store in 1996. It has another location in Ft. Lauderdale and one in Riviera Beach,

Fla.When Antibes Yachtwear moved

out of the building to a new location, Brownies took over the 900 square feet. Now the store boasts space for on-site classes and store display.

The company has also launched a new Web site and will introduce its Revo rebreather and Magnum SeaBob dive propulsion vehicle at the Ft. Lauderdale International Boat Show.

“For the moment, we’re finished,” Carmichael said.

While at Brownie’s, stop in and see the outdoor expansion happening out the back door at Southport Raw Bar at the other end of the building, a crew favorite hangout for years.

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

Yachting dive shops, services, classes grow in Ft. Lauderdale

Tim Robinson at the fill control panel at Pro Dive.

Dave Carmichael shows two ways into Brownie’s Yachtdiver. PHOTOS/DORIE COX

The Triton www.the-triton.com October 2009 A1�BUSINESS BRIEFS

Ft. Lauderdale-based Marine Waste Management has expanded its service of wastewater removal to West Palm Beach and Miami. The company rents

portable 250-gallon holding tanks and portable toilets for service 24/7. For details visit www.florida-pumpout.com.

Dockwise Yacht Transport (DYT)

announced plans to merge with Yacht Path International. Yacht Path will bring its expertise in lift on/lift off transportation for small-to-medium yachts and DYT will bring expertise in float on/float off transportation for yachts up to 200-feet on its four submersible yacht carrier vessels.

JF Recruiting has launched a salary Web site for crew, owners and managers. The Web site holds a database of salary statistics surveyed from more than 1,000 captains and crew worldwide. The site will present data on salaries, taking into consideration geographic location, usage of the yacht and years of experience.

“This free service will help owners, managers and crew get a better grasp of the salary structure over the whole industry,” said Jonathan Franklin, director of JF Recruiting.

For more details, visit www.crewsalary.com.

Boat International Media acquired the monthly magazine ShowBoats International and associated publications, events and Web sites from CurtCo Media. Rebecca Cahilly, editor of Boat International USA, will become editor of the combined title ShowBoats International.

Gary De Sanctis, former publisher of ShowBoats International, will join CurtCo’s Robb Report team and act as a consultant to Boat International Media for the handover.

The Sacks Group Yachting Professionals and IMA Yachts have formed an alliance to cross-market their non-competing services and specialties to each other’s clients. For details visit www.sacksyachts.com and www.imayachts.com.

The Professional Yachtsman’s Association has hired Karen Comport

as office administrator. Comport has been an executive assistant in various cities and speaks several languages. She will work closely with long-time PYA administrator Bridget Featherby.

For more details, visit www.pya.org.

London-based H2 Yacht Design has launched a new division called H2 Refit. The division specializes in design services focused on the refitting of yacht interiors and exterior modifications.

H2 Design started life 15 years ago specializing in refit work, and while the firm has subsequently deviated into new build projects, it still has the same core design team that has completed more than 20 refit projects.

“Through this new division we can bring a level of service required to complete a successful refit,” Managing Director Jonny Horsfield said. Visit www.h2yachtdesign.com for details.

Marine Surveyor Group opened for business in Ft. Lauderdale and in New York last month.

Blake Stahl, Rollie Gordon and Baron Rohl worked together over the years and realized that by sharing their combined 100+ years of varied maritime experiences building, refitting, operating and surveying vessels from 25 to 250 feet, they are able to offer yacht owners and captains more in-depth service and more actionable recommendations.

The Marine Surveyor Group concentrates on explaining every aspect of their work to clients before, during and after every survey.

Marine Surveyor Group offices are at 401 S.W. First Ave., Suite 301, in Ft. Lauderdale (+1 954-376-4813) and 213 Fire Island Ave., Babylon, N.Y., (+1 631-946-0033).

For more information, e-mail office@marinesurveyorgroup.com.

Vicem Yachts USA has moved its sales office to Newport, R.I., at Brown and Howard Wharf. Vicem’s new 72 Classic Flybridge is on display there. Call +1 401-848-0028 for details.

Companies buy each other, build alliances to keep growing

From left, Blake Stahl, Baron Rohl and Rollie Gordon at the old Allied yard in Ft. Lauderdale. PHOTO FROM MSG

A1� October 2009 www.the-triton.com The Triton FROM THE FRONT: Lesson Learned

parked yachts with little or no crew, little in the way of new yachts, and generally no full-time job security outside of 30 days.

So how do we get work? Well, I’ll be honest. Capt. Lawson’s article in the August issue [“Lesson learned: Evaluating freelance assignments,” page A1] struck a nerve. I hold great respect for Capt. Lawson. I know the yachts he’s run and I know he can operate under guidelines he laid out.

But I doubt that anyone without a resumé like his will even get a call back. Quite frankly, in these current conditions, if a crew member asked me for my references, a letter of payment responsibility, or wanted to invoice me before they even started I would hang up on them. A year ago this might have worked, but not now.

The most important thing for crew right now is getting on the boat. Get the job, do a good job and get the call to come back. If you want info on the captain, yacht or owners, Google them. Spend your time on the phone selling yourself, not trying to find out if the owner wears purple pants on Sundays.

As a captain, I like to hear things like “I have a bag ready to go. When do you need me?” or “Do you mind if I show up a day early to go over the boat?” This

shows me they are ready to work.Remember, if you don’t like the

captain, boat or owner after the trip, don’t go back. And if you did a great job and that horrible crew gets fired a month later, who do you think the owners are going to call? Worry about the job you are doing, not everybody else’s performance or who’s onboard.

As far as wages are concerned, of course you need to make the best deal you can, but don’t hold out for the home run. You need to consider that more work at a lower rate is always better than little work at the upper end of the pay scale. For example, if Chef A worked one week last month at $350 a day, he made $2,450. Chef B worked three weeks that month for $300 a day and cleared $6,300.

This works. I have a freelance stew who agreed to a slightly lower wage and she now does all our trips. What happened to the first, higher-paid stew? She still calls looking for work but won’t move on her wage. In this economy, you need to be flexible.

By the way, just the fact that you are standing on the deck of a yacht increases your chances of more work. Last time I checked, captains seem to spend a lot of time around marinas.

It may be a little different for freelance or full-time captains (compared to crew). I would never just

show up and get the boat on its merry way. We are responsible for the safety of the boat, guests and crew.

Draw up a checklist and go over to the boat, even if it’s on your time. You will know in an hour if there are major problems or not. You need to know this information firsthand, not from the owner, mate or part-time boat washer.

If there are problems, inform the powers that be and have a solution ready. Never call an owner and say, “Your boat is messed up. What do you want me to do?” Be the answer man. Fix it and let him know he’s good to go.

If the job is freelance, at the end of the trip, draw up a list of repairs needed and get it to the owner. You may have created a couple more days of work for yourself. Don’t try to be the hero and do a mini-refit before a seven-day trip.

I know a lot of captains (and crew) are concerned about getting paid. In this economy that may be valid. I just saw a 145-foot motor yacht two months ago seized by a bank. But we don’t really work in an office with a human resources department. And the fact is it takes time to send money.

There can be so many reasons why you might have to wait until “Monday.” Maybe the accountant is out sick; maybe your bank rejected the wire; maybe it’s a bank holiday. Give it a day or two before you start to worry. If,

for some reason, the funds still aren’t going out, check with the owner or captain directly. You may find them as surprised as you are.

If you get stiffed, rest assured there are laws in place that protect the crew and their wages. Crew go to the top of the list if there are problems with a vessel. Sooner or later, you will get paid.

Anyone willing to adjust to some changes will get through this industry contraction just fine, and they will be well positioned for the next boom time. A lot of owners don’t want to sell their pride and joy; they are just trying to weather the storm (so to speak) and we need to do the same.

If you need to freelance to make money, go for it. Build a list of yachts and get to work. If you need to take a little less money for that full-time job, that’s OK, too. Remember, it’s not about what you made last month; it’s about what you made the last 10 years, and what you will make in the next 10.

Never have the take-the-money-and-run attitude. Instead, continue to build up your reputation as a dependable captain or crew member and a valuable asset to a yacht operation.

Douglas Meier is former Coast Guard and has been running yachts for more than 20 years. He is currently the captain of M/Y Missy B II.

LESSON, from page A1

Most important thing for crew right now? Getting on the boat

A1� October 2009 www.the-triton.com The Triton FROM THE BRIDGE: Licensing

a bit tougher time when it came to insurance companies.

“It’s not just captain’s licenses they want,” one of them said. “I’m finding now – and I’ve been all over Asia and through the Pacific – they’re asking if all of my crew has the STCW. This is a private yacht. They’re starting to require all the certifications of a commercial vessel.”

But in at least one case, an insurance company did something the captains thought was just. It required a more experienced captain to work with a less-experienced one who was moving up to a larger boat with the owner.

“He had the license but not the experience,” a captain in Ft. Lauderdale said. “They didn’t deny him. Instead, I worked with him for three months to give him some experience running the boat.”

“License or not, you should be a mate first,” a captain in the Med said, even if only a few months.

It was the licensing process itself that raised the most objections among the assembled captains on both continents – much as it did in our survey this month.

One captain offered details of his situation to illustrate the problem. When he started looking for a yachting

job years ago, he had a commercial ticket from the UK.

“The only valid [yacht] tickets were the USCG and the RYA 200-ton when I came here the first time,” this captain said. ”I had just come off a 32,000-ton ship and I’m being told I have to go back to school to get my Class 4. I was in class with 19-year-olds, with deckhands. And they had enough sea time to get their Class 4. That’s a 3,000-ton ticket.”

Another captain one-upped that experience.

“I have my ticket from the British Board of Trade for sailing square rigs,” he said. “I was told that’s not a sailboat,

so it was no good.”There was a break in the discussion

while captains laughed and chided the licensing agency.

“It cost me an arm and a leg to get the yachting ticket,” this captain continued. “The guy teaching the class sailed with me and when he saw me in class he shook his head. He said, ‘You’ve had a license longer than I’ve been alive.’”

But he went through with the classes and got his yacht license. And he acknowledged that that was then.

“In the old days, it was ‘Do you have the RYA?’ and ‘Who do you know?’ It was the Old Boys Network,” another

captain said. “Some of those old boys wrecked boats, and they said, ‘we have to do something.’ Then there was a shift.”

“The Class 4 was the grandfathering to get captains with licenses out there,” said a third. “Now, you have to have much more time.”

Not always, though, one captain noted.

“My U.S. mate is getting his MCA 200-ton because he can’t get his USCG 200-ton because he doesn’t have the sea time,” he said.

It was generally accepted that time

The Triton held October captains lunches in both Ft. Lauderdale (left) and Antibes (right). Ft. Lauderdale attendees were, from left, Paul Jukes of M/Y Moon Sand, Philip Hodshon of M/Y Watercolours and M/Y Mr. Ed, David Smith of M/Y Miss Conduct VI, and Rusty Allen (freelance). Antibes attendees were, from left, Darryl Burke (looking), Taxi Headley (looking), and Michael Polatch. PHOTOS/LUCY REED AND MIKE PRICE

BRIDGE, from page A1

‘He said, “You’ve had a license longer than I’ve been alive” ’

See BRIDGE, page A17

The Triton www.the-triton.com October 2009 A17FROM THE BRIDGE: Licensing

at sea was a better way of learning than licenses, but courses are valuable, too.

“It is really important to do courses,” a captain in the Med said. “It is a headache, but you do learn.”

“You only have to learn one or two things to make the courses worthwhile,” another captain said.

One captain said that the whole process would be easier if the licensing bodies did not keep changing the goal posts on what is required to move up the license ladder.

But another captain pointed out those changes are necessary to fix the parts of the process that do not work.

“It is part of the evolution of the right license at the end,” he said.

As incidents happen – and there was a lot of talk about big vessels or vessels with big-ticket captains running aground or being blown onto rocks – insurance companies look at the license requirements and the governing bodies. The governing bodies then find the “loop hole” and fix it.

Most people in the industry can drive a boat. It is what they do in emergencies – or better yet, what they do to avoid emergencies – that makes a person the master of a vessel, another captain said.

“The only way to achieve that is time,” he said. “You have to put in the time at sea, and in the classroom. The more you know about your profession the better you are. There are some things you can’t learn in a classroom and some things you need to know about and hope you never have to use them at sea.”

These captains had myriad reasons why they keep a license, but mostly it was simply to be considered in the primary pool of captains when they look for work.

“An owner hiring a captain first looks at the license,” one captain said. “He won’t even look at your resumé if you don’t have the ticket. The only way to get a job without a license is to know the owner.”

While the license looks good on the resume, it’s still only the first step to getting a job.

“It’s very much about personality and compatibility with the owner,” another captain said.

So is it all worth it?“It’s expensive getting a license, I’ll

tell you that,” one captain said.“You get a young man on the dock,

and he wants to get a job, it’s going to cost him $50,000 for schools and time out to take classes,” another said.

“It will take three months of continuous study and sea time just to be eligible to take the exam,” said a third. “The exam gives you eligibility to sit for the orals.”

But it’s not unnecessary, they agreed.“Fourteen, fifteen years ago, it was

the Old Boy’s Network,” a captain said.

“It wasn’t what you had, it was who you knew. As I’ve been here, with more requirements coming in, it makes sense. These megayachts can kill people. It makes sense to have to have a license to run them, to know how to put out a fire, to rescue people.”

Having the license also gives captains the credentials to challenge an owner when he wants to do something unsafe.

“You can say, ‘One of the reasons you hired me was for my knowledge and I want to tell you this is a bad idea,’” a captain in the Med said.

“You get paid more than a doctor so are the courses expensive in time and money? Not really,” another captain said. That investment of time and money also keeps the backpacker crowd at bay, he said.

“You have to be committed to the industry to bother with the licenses.”

There was quite a bit of discussion around both lunch tables that captain’s licenses were being obtained for non-captain positions.

“A deckhand does not need a yachtmaster ticket,” a captain in the Med said.

“I know a 190-foot boat where the captain wanted all the deck crew to have their yachtmaster,” a captain in Ft. Lauderdale said. “That’s the ticket you need to run a 200-ton vessel. They’d been in the industry a year. That scares me.”

“My learning in a maritime career was as a cadet,” another Ft. Lauderdale captain said. “We had to start under a second mate or a third mate and you learn how to chip paint. That went on for a year. If you were good enough, you were allowed to go for a license. It took three years to get a third mate’s license, then a second mate’s and a mate’s ticket. It took me 14 years to get my skipper’s license.”

Another Med captain pointed out that on smaller boats with fewer crew, it makes sense to require licensed crew down the chain of command so everyone can respond in situations that require them to step up.

Several captains noted that a few of the licensing bodies were considering making larger tonnage tickets available to the yachting industry. While the U.S. license works in both yachting and commercial, the UK’s MCA licenses are separate. Its yachting license tonnage stops at 3,000 tons.

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

BRIDGE, from page A16

‘A headache ... but you do learn’

A1� October 2009 www.the-triton.com The Triton PHOTO GALLERY

At right, Mate Mikael Karstrom cleans the

tender to the Impulsive fleet, which includes the

Sunseeker and a 120-Nordship, after their trans-Altantic on Dockwise from

a season in the Med. Below, Capt. Sean Ives stretches

to any length to care for the 82-foot Sunseeker

M/Y Impulse at Lauderdale Marine Center.

Mate Gareth Sandy has a big job to keep M/Y It’s Noon Somewhere clean. The 90-foot Sunseeker was on the hard in Lauderdale Marine Center last month.

M/Y Philosophy, a 41.5m built

by Brooke Yacht, was at

Lauderdale Marine Center for refit. Crew

Nathan Fleming

works around upgrades,

which include an underwater extension and

new ballast tanks.

Above, Chief Eng. Cesar Soles of M/Y Momma Mia repairs the electric cord on the Benetti Classic 37m. Below, helping out with the maintenance, Chief Mate Justin Gomez takes a break to come topsides between rain showers.Momma Mia is in Lauderdale Marine Center for some repairs before heading to Mexico.

Eng. Mark Webb, First (and only) Mate Antonie York and Capt. Paul Waltho at the rail of M/Y Catalonian Spirit, a 110-foot Inace. The yacht had recently returned from a trip to the Bahamas and plans to be at Lauderdale Marine Center until December.

Deckhand Mike Collins, Chef Ursula Sayers and Bosun Will Parker slow down long enough for a photo on M/Y Thirteen. The yacht traveled from New York to Lauderdale Marine Center and will be in the Ft. Lauderdale International Boat Show later this month.

Photos by Dorie Cox

Mate/Stew Kathleen Balistreri still has her M/Y Roca Way shirt on while at work on the newly named M/Y Hooligan. The 78-foot Marlow Explorer is back in the water and being tweaked into perfect running order.

The Triton www.the-triton.com October 2009 A19PHOTO GALLERY

At right, Mate Mikael Karstrom cleans the

tender to the Impulsive fleet, which includes the

Sunseeker and a 120-Nordship, after their trans-Altantic on Dockwise from

a season in the Med. Below, Capt. Sean Ives stretches

to any length to care for the 82-foot Sunseeker

M/Y Impulse at Lauderdale Marine Center.

Mate Gareth Sandy has a big job to keep M/Y It’s Noon Somewhere clean. The 90-foot Sunseeker was on the hard in Lauderdale Marine Center last month.

M/Y Philosophy, a 41.5m built

by Brooke Yacht, was at

Lauderdale Marine Center for refit. Crew

Nathan Fleming

works around upgrades,

which include an underwater extension and

new ballast tanks.

Above, Chief Eng. Cesar Soles of M/Y Momma Mia repairs the electric cord on the Benetti Classic 37m. Below, helping out with the maintenance, Chief Mate Justin Gomez takes a break to come topsides between rain showers.Momma Mia is in Lauderdale Marine Center for some repairs before heading to Mexico.

Eng. Mark Webb, First (and only) Mate Antonie York and Capt. Paul Waltho at the rail of M/Y Catalonian Spirit, a 110-foot Inace. The yacht had recently returned from a trip to the Bahamas and plans to be at Lauderdale Marine Center until December.

Deckhand Mike Collins, Chef Ursula Sayers and Bosun Will Parker slow down long enough for a photo on M/Y Thirteen. The yacht traveled from New York to Lauderdale Marine Center and will be in the Ft. Lauderdale International Boat Show later this month.

Photos by Dorie Cox

Mate/Stew Kathleen Balistreri still has her M/Y Roca Way shirt on while at work on the newly named M/Y Hooligan. The 78-foot Marlow Explorer is back in the water and being tweaked into perfect running order.

A�0 September 2009 www.the-triton.com The Triton WRITE TO BE HEARD

I have not seen all of “The Cove” movie, and I do not want to start a debate on right or wrong. But I had to comment on your article about the dolphin killing in Taiji, Japan. [“Diving in the ocean, reaching new heights of fame,” page A16, September issue]

We all agree that it is horrendous, just like many other animal killings and captivity around the world, including our own countries. My comments come from my experience of living part time in Japan, sailing most of Japan’s waters and knowing lots of local fishermen all over Japan.

The dolphin killings are a dark part

of Japan, which is otherwise easily the most civilized country on the planet. I do think the movie is hyped a bit. All of the “who is following us? Government? Mafia?” rubbish. That just does not happen in Japan, except from a couple of local fishermen maybe who are pissed off that they are being filmed without permission.

The reason local police got involved is that the film makers were acting illegally, just like foreign journalists who tried to film in Miami two years ago were told they must have permits. Protestors have been coming to Taiji for more than 30 years, some of them

making movies and TV documentaries. “The Cove” is nothing new.

Japanese whaling (including dolphin) techniques were pioneered in Taiji more than 700 years ago, as Japanese people lived off of the ocean. Iceland has a similar ritual in one small sea town and maybe Norway the same. It’s strange to think that these are all countries with some of the lowest crime rates in the world, much more civilized than England or the United States, and yet they all do this. Solomon Islands, Peru, Faroe Islands also have similar hunts for dolphin.

Many other areas around the world have killed and eaten dolphin for centuries, although many places have outlawed this recently. For the film maker to say we have lost our way is rubbish. Many fewer dolphin are caught now than previously. Again, this does not mean it is good. This practice should be stopped in all countries that it is still practiced in.

It is tough to break traditions that have been in place for hundreds or thousands of years. I regularly am in contact with fishermen in Japan and am amazed at the strict discipline in the way they manage their fish stocks, in a way that the Europeans (who have decimated the fish life in the Atlantic and Med) could never achieve. So much so that Japanese waters (that have thousands of fishermen) are also teaming with fish life. I guess this is why dolphin flourish here and are also seen as a source of food.

So it saddens me that this Japanese village engages in this, and also saddens me that the filmmakers hype the movie to make it more marketable. I have no doubt that they came into contact with local people and there were conflicts. The Japanese would find it incredibly rude for a small village to be invaded by Westerners without asking some kind of permission beforehand, so I can understand the locals being enraged and conflicts occurring.

Most of Japan’s population is not unaware of all of this. It is not kept hidden by the media. It is already public knowledge; however Japanese people, by their very culture, do not stick their noses into other people’s business. Sometimes this is detrimental (like with this subject), but overall it makes for a much more pleasant society to live in. This is something that we in the West could definitely learn from.

Some dolphin meat has been sold as whale meat, that is true. It is already very well known in Japan and was a national scandal when they found out about the levels of mercury in the meat. Most supermarket chains now refuse to sell it.

Incidentally when a dolphin is used (just like whales and fish) every part of

that animal is used. Virtually nothing is wasted. This is another tradition of Japan. Wastefulness is just plain rude. This is not an opinion for either side of the argument.

In a country that has on average four gun murders per year (for 130 million people - while the United States has about 20,000 gun murders for 300 million people) this is still one of the most civilized places in the world. People are polite, the country is clean, everything runs on time, the people care about each other, they offer the best service in the world (but no tipping), and there is virtually no crime.

Some people in Japan see dolphin as another fish. Some societies around the world are horrified that we kill and eat cows, as they are considered sacred. “Sportsmen” kill marlin and deer. In some countries it is perfectly normal to kill and eat dogs and monkeys. One Japanese fisherman said “If you walked into an American slaughterhouse for

cows it wouldn’t look very pretty either.” They consider dolphin to be another big fish, like tunas.

However, this does not detract from the fact that it is a great shame that a small village

in a corner of Japan carries on this centuries-long tradition. My personal feeling is one of revulsion towards this, and I wish it would stop, now; but I have to balance this with what I know of Japan versus what I know about other societies, and 99 percent of the time, Japan wins, hands down.

I do want to stress that I am against this practice, but I almost take it personally when Westerners spout off about how wonderful they are and where they live... shouting about their countries being the only true free country, etc, when they really know very little about the rest of the world.

The Japanese culture is far more advanced than the cultures of some of the filmmakers. The movie thrusting another belief system onto this culture in a way that is bound to cause hostility, is not, in my opinion, the way to go about things.

It is ignorant, self serving, will not help and just plain rude.

There are many Japanese people in Japan who are trying to stop the dolphin drive. However they are quietly and rather intelligently working at it, rather than making a massive fuss. This movie, and the antics of its crew, just hinders their progress and makes the locals resist change and hate Westerners even more.

Capt. Nigel BeattySuper Yacht Logistics

EDITOR’S NOTE: Capt. Beatty has written a Cruising Grounds story about Japan, its cutlure and people. See that story beginning on page B1.

Movie about dolphin killings doesn’t tell whole story of Japan

But I have to balance this with what I know of Japan.

A�� October 2009 www.the-triton.com The Triton WRITE TO BE HEARD

After reading your article and the opinions of the yacht captains regarding the requirement to take a pilot in a particular port, I have two things to consider that were not addressed in the article or the captains’ comments. [From the Bridge luncheon, “Do you like to steer away from harbor pilots?” page A1, January 2009]

First, if the yacht is under charter and is carrying passengers for hire, it is in the same classification as a cruise ship, which makes it a commercial vessel for all regulatory and practical purposes.

Second, it sounds like a lot of ego on

the part of the captains quoted in the article. Pilots are employed to protect the environment of the state as well as the vessel, its crew and passengers.

Pilots’ training, experience and intimate knowledge of their pilotage grounds makes them a valuable addition to the bridge team, and they are welcomed as such on commercial vessels.

To let ego affect the decision to take a pilot is very unprofessional and not in the best interest of the vessel, its crew or owner.

David SurfacePilot, unlimited tonnage

Captains don’t want to use pilots?Sounds like it’s their ego talking

In the July article “Crew, brokers end up in different places in a sale” [page A19], I found it ironic reading the captain’s perspective of all the hard work the captain and crew go through as all brokers watch with no effort of their own.

As I read this I was completing a free two weeks of analysis (80 to 100 hours) of the Broward County yacht market that reflected a high probability of the fair market values and market trends over the past four years.

These trend lines take into account differences in individual boats, i.e. paint, engines, layout, interior design, and number of vessels for sale at the time of each sale.

I created a trend line for the probability of the boat’s value for the exact month of June, and the probability of the yacht’s value in three to five years so the buyer will know what his boat should be worth when Power and Motoryacht says yachts will most likely be put up for sale.

I traditionally have to do this to educate buyers and sellers on actual fair market value of these commodities.

While reading the article that panders to captains and written anonymously by someone not man enough to stand behind what he or she wrote, I was helping a seller understand what his boat is worth.

Meanwhile, his captain (who didn’t want to stop getting his $1,000 a week for babysitting a boat that has been for sale for 26 months) was telling him

the boat was worth way more than everyone was offering him.

When the boat sold, it immediately went to Roscioli Yachting Center to begin a refit that is bringing hundreds of thousands of dollars to the South Florida community. But the captain is angry that he has to get off his bar stool and look for a new job.

Not all captains are like this, and I would hope you would never allow your paper to go the route of pandering

to brokers by publishing an anonymous article stating something so stupid.

But apparently if a captain says it ... well, it must be true.

I feel it is safe to assume there is an equal amount of bad in the captain/broker profession, but this is a small percentage of the profession.

Unfortunately, it is a part of human nature to make ourselves feel better by pointing out the faults of others and we are all too happy to do it in a cocktail conversation.

I have only been a broker for 17 years, and the overwhelming majority of captains and brokers (crew, bankers and insurance agents, too) have been good people willing to work hard to earn a paycheck while helping others enjoy the yachting experience.

I defend your newspaper and promote it to all I know. You really let me down by publishing such a cheap shot by someone without the courage to stand behind the article.

Jason Dunbar, brokerLuke Brown Yachts

The Triton ‘let me down’ with anonymous bashing of brokers

‘I would hope you would never allow your paper to go the route of pandering to brokers by publishing an anonymous article stating something so stupid. But apparently if a captain says it ... well, it must be true.’

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

PublisherDavid Reed, david@the-triton.com

Advertising SalesPeg Soffen, peg@the-triton.com Mike Price, mike@the-triton.com

EditorLucy Chabot Reed, lucy@the-triton.com

News staffDorie Cox

Lawrence Hollyfield

Production ManagerPatty Weinert, patty@the-triton.com

The Captain’s MateMike Price, mike@the-triton.com

Contributors

Carol M. Bareuther, Capt. Nigel Beatty, Chef Dhardra Blake, Mark A. Cline, Jake DesVergers,

Capt. Eric Edscorn, Alison Gardner, USCG Cmdr. Brian Gove,

Beth Greenwald, Melissa Gribas, First Officer Michael Jensen,

Chef Mary Beth Lawton Johnson, Alene Keenan, Jim Kelleher, Jeff Kemp,

Capt. Douglas Meier, Keith Murray, Steve Pica, Capt. Scott Redlhammer,

Alison Rese, Rossmare Intl., James Schot

Vol. �, No. 7. The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2009 Triton Publishing Group Inc. All rights reserved.

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

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

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

WRITE TO BE HEARD

I haven’t gotten past page 3 [Latitude Adjustment, “Picking a fight with the people who buy their ink by the barrel,” September issue] before I am forced to e-mail a comment: Right on, sister.

A couple of years back, Leslie Stahl of “60 Minutes” interviewed Tom Perkins about S/Y Maltese Falcon. She took every opportunity to chide him for his excesses.

I was completely dumbfounded that Mr. Perkins didn’t take the opportunity

to enlighten her and the audience about the economic impact of such a yacht, from the countless shipyard workers, suppliers, contractors, sail makers, and last but not least crew

that depend on such builds for their livelihood to the roaming economic impact when the Maltese Falcon visits various ports of call.

Instead, he sheepishly took his medicine.

Years prior, I had my own run-in with an ignorant public. Tied up at the town docks in Beaufort, N.C., I was working aboard a 70-foot Hatteras. We had just finished the washdown and I was tired and sweaty.

A woman walking past look up at me on the bow, began wagging her finger, and berated me for such flagrant spending excesses. I tried as hard as I could to educate this woman but her mind was made up. Oh well, I said my peace.

Keep up the good work.Mark A. Lewis

Parsec FinancialAsheville, NC

EDITOR’S NOTE: The 60 Minutes interview with Mr. Perkins was broadcast on Nov. 4, 2007, and can be seen at www.cbsnews.com/stories/2007/11/01/60minutes/main3442193.shtml

Yachts are a lot more than just excess

‘I tried as hard as I could to educate this woman but her mind was made up.’

Bravo on the Latitude Adjustment piece in the latest issue of The Triton. [“Picking a fight with the people who buy their ink by the barrel,” page A3, September 2009].

You expressed what we often feel. We are thankful every day that the luxury yacht market exists and that the quality standards in the industry offer a unique opportunity to strive for excellence.

We appreciate your publication very much. Keep up the great work.

Lynn JuneSwiftsure Marine

‘A war on the rich at present’

It is apparent that there is a war on the rich at present. We certainly feel it as business people and crew associated with the luxury industry but in general the problem that you point out about shaming the rich is probably affecting economic recovery as a whole.

My former boss and a good man once said to me if you tax the rich they will spend their money someplace else. Nobody needs luxury items, so a tax simply contributes to the downfall of small business that are built on their luxury wants.

Now we have gone one step further. We have shamed the rich into not

spending for fear of being demonized by their own success. This is not necessarily just one irresponsible, ignorant journalist but also extends to politicians and the population that buy into it.

The American constitution gives everyone the right of free speech. While it is nice to have that freedom to voice whatever is on your mind, I have often wondered if people’s opinions promulgated to the mass will become the downfall of the United States as we know it. As the saying goes, give him enough rope and he will hang himself. What is to stop that from happening to the country as a whole?

Capt. David Hole

Licensing articles accurate, helpfulI’ve been meaning to write you a

quick note regarding your informative articles on the new USCG licensing procedures and how accurate and helpful they were.

I just renewed my 1600-ton masters and the new system with the National Maritime Center was great, far superior to the Miami Regional Exam Center and I didn’t have to make the drive down there. Everything was handled by mail and e-mail.

If you need to have a question answered right away, you can actually

get through to a real person in a reasonable time and they know what they’re talking about. I had to fax a supplemental form to them and the next day I called to see if it was received. Someone was able to track it and confirm receipt in less than 30 seconds. That would have taken a dozen phone calls to Miami. Even with this delay, I had my new license in about three weeks.

Maybe we can get these guys to run a national health care system.

Capt. Mark A. HowardHoward Marine Services

‘What a great workout’

I saw this workout and immediately tore it out and gave it a go. [“Do you have 30 minutes, a pair of sneakers and workout attire? Page C13, September issue]

I thought it was going to be a cinch, but boy was I wrong. What a great workout. I love that you don’t need a lot of equipment and it is something you can actually do on or near the boat.

Thanks for the great article.Courtney White, stew

M/Y Waterford EDITOR’S NOTE: Our fitness column

– Keep It Up – appears every month in the C section. Find it this month on page C18.

Thank you, Triton, for expressing ‘what we ... feel’

Summer dock job

B4Then and now, in Charleston.

Tempting tenders

B2Tenders need security plan, too.

Making room at Dania Cut

B13A working work in progress

New home for FLIBS

B8Bahia Mar Park gets first OK

www.the-triton.com October 2009Section B

The International Maritime Organization (IMO) this summer continued its efforts to control greenhouse gas (GHG) emissions

and improved environmental performance of ships.

The latest meeting, held in July, was attended by numerous delegates, comprising representatives

from the world’s major shipping and yacht registries. It produced a series of reports and guidelines for public use.

We must remember that as with all other regulations in the maritime industry, these rules are developed and created specifically for merchant ships. However, the majority of lessons learned and intended objectives can be applied to the safe operation of private and commercial yachts.

There are about 70,000 ships engaged in international trade. This unique industry carries 90 percent of the world’s goods. It is easily justifiable that transport at sea has a history of conducting its operations in a manner that creates remarkably little impact on the global environment. This is achieved by mandatory compliance with the MARPOL Convention, IMO instruments, and numerous actions many companies take beyond these requirements to further limit impact.

Regardless of the industry’s history, the argument remains that enhancement of efficiencies can reduce fuel consumption, save money and decrease environmental impacts for individual ships and yachts. While the yield of individual measures may be small, the collective effect across the entire world fleet will be significant.

The recommended method in IMP guidelines for documenting,

See RULES, page B15

Guiding green:IMO is targeting energy efficiency

Rules of the Road

Jake DesVergers

By Capt. Nigel Beatty I first went to Japan in 2001 to

deal with a 37m yacht being bought from a Japanese owner. We organized a freighter to ship it to the United States, but we would have more than two months before it left Kobe.

“How often are you going to have a yacht in Japan?” I said. “Let’s go cruising.”

I joined the yacht in Japan; however yachts generally approach from two directions. From the north, the first port of call is Hakkodate on the northern island of Honshu or an extra day and a half down to Yokohama and Tokyo.

From the south, the first port of call can be many, however most yachts prefer Osaka for easy access and provisioning.

The most established cruising routes are between Tokyo and Okinawa in the southern islands, including the Inland Sea (Seto Nai Kai), a completely protected waterway, 250nm long with hundreds of islands in it.

We spent the first few days in Yokohama and the owner took a night helicopter tour of this city of 3.7 million people. We docked at Yokohama Bayside Marina, which has up to 5 meters depth, is well protected and can take 65m yachts.

Next, we cruised to Pukarin Sanbashi outside of the Intercontinental Hotel in downtown Yokohama. This is a spectacular place and can accommodate yachts up to 150m.

Japan’s cities are amazing. So many people and virtually no crime; it makes for a comfortable environment. Guests took a trip to Nikko National Park in the mountains to see a cluster of Buddhist temples and Shinto shrines that date back centuries.

With our Japanese crew we headed toward the Inland Sea. My first mate, Matsuda-san (and

nicknamed Matchan) spoke some English and he was my lifeline to get things organized. Most people in Japan say “hello”, “how are you”, “welcome”, “nice to meet you” in very good English; but venture into conversation and they nod, smile and say “yes” in acknowledgment of what you say, even though they do not understand a thing.

They are far too polite to stop

an English speaker in full babble mode. Though the politeness at first is overwhelming, when you actually slide yourself into this culture you realize that it is one of the most civil societies on the planet.

Next on to the western side of the Izu Peninsular where Mount Fuji comes into view, dominating

See JAPAN, page B16

Yachts anchor out for the Miya Jima summer festival near the torii gate for one of the world’s largest firework displays.

PHOTO FROM JAPAN NATIONAL TOURISM ORGANIZATION

The color and culture of Japan

B� October 2009 www.the-triton.com The Triton SECURITY: All Secure

It really does make a lot of sense to have a tender that is fast, comfortable, and also a capable fishing machine. Towing – rather than stowing – that

$300,000+ Venture or SeaVee tender is now common with many yacht operations.

This new practical tender operation does, however, take a little extra care when reaching your destination

down island or while on the hook.These awesome tenders, often with

triple power in excess of 1000 hp, have also become way too tempting for drug and human cargo smugglers to pass up or at least try and get their hands on.

These hybrid, multi-purpose tenders really do make sense to a yachting operation that also wants to offer a serious fishing or diving experience without the expense of operating a sport fish while offering equal or more square feet of fishing space

that is capable of 50 plus knots. Their popularity has gained momentum and will only increase with time.

With this increased popularity one must become innovative to combat or diminish the success of the would-be thief and smuggler. So first, let’s take a look at how the thefts usually occur to gain insight as to how to prevent them.

In the marina setting, the most common theft practice is to conduct surveillance on the yacht’s operation from a distance – perhaps over a period of a couple of days – with a focus on the late night or early morning hours. Tie-downs, lighting, alarms and watches are all then noted.

Although thefts of tenders on the hook are more rare, they do happen. Similar surveillances take place of the on-hook operations, normally by the perpetrators posing as passers-by, local fishermen, divers or workers.

Channel 16 is monitored by the thieves to gain information as to

mooring or docking plans. If the opportunity for the bad guys is better at your next destination they can also start planning ahead before you even get there. Please be mindful of the information that is put out on the VHF about your plans and circumstances.

Once the security conditions and measures are observed and the

weaknesses noted, a plan is hatched by the would-be thieves. The most common of plans is to walk the dock in an unassuming manner while approaching

the tender, which is normally docked adjacent or tied up to the yacht to see if a challenge is made from the crew or dockhands.

The following day, normally during the early morning and a favorable tide or current, the lines are cut, either from the dock or by swimming up to the tender to eliminate any wake and sound. The tender is then gently pushed, allowing the wind or current to take the tender from its mooring.

Once the tender has drifted 50-100 yards away, it is attached to a line and towed from the area by a small, quiet boat. If confronted, the thieves confess to being good Samaritans, having found the tender adrift, and in the process of determining the owner and its safe return.

This method provides for a virtual silent maneuver with almost no wake. The traditional anti-theft methods of removing various electronic components have no effect and the thieves can overcome any countermeasures taken at their leisure.

What to do?1. Light-up the tender and its

surroundings by a power source other than that of the tender. Preferably

connect the lighting power source to the yacht – not the dock – so that it cannot be disconnected easily and requires actually boarding the tender to remove it.

2. Use an inexpensive motion detector alarm on the tender. The monitor/alarm should then be placed onboard the yacht where it is easily heard by a crew member.

3. Use one or more stainless wrapped cable(s) and pad locks to secure the lower units of the outboards to the dock. This should be done at night and removed in the morning so that anyone observing will not readily see the countermeasure being put in place. The cable should also be submerged as much as possible in order that it not be visible to the casual observer.

4. Place a heavy chain link through the gunnels to the dock in clear view. To the casual observer, this will appear as the only anti-theft device, leaving the other precautions undetected.

5. Install a locator system on the tender in the event it is taken so that it can easily and quickly be located and recovered.

When on the hook, a variation of the above measures can be adopted depending on your situation. I hesitate discussing these precautions in writing, but I believe the bad guys are not avid readers of The Triton. So let’s keep our little secrets amongst us good guys.

Jim Kelleher is president of Securaccess, a global security consultancy based in South Florida. He is a retired U.S. Secret Service agent, a licensed U.S. Coast Guard captain, and the former vice president of security for the world’s largest fleet of private Feadships and Gulfstream jets. Contact him through www.securaccessinc.com. Comments on this column are welcome at editorial@the-triton.com.

Fast, expensive tenders way too tempting for would-be thieves

all secuRe

Jim kelleher

Learn how thefts occur to gain insight to prevent them.

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

A few questions from crew about the Automated External Defibrillator.

Q. Should we have an AED on our boat?

My answer is always “yes.” According to the American Heart Association, sudden cardiac arrest claims about 340,000 lives each year, about 1,000 every day in the United States.

Sudden cardiac arrest, which is the leading cause of death in the United States, kills more people than breast cancer, lung cancer, and AIDS combined. Currently 95 percent of all cardiac arrest victims die.

Sudden cardiac arrest is caused by a life-threatening abnormal heart rhythm that can result from heart attack, respiratory arrest, drowning, electrocution, choking or trauma. It can have no known cause, and it can happen to anyone.

AEDs save lives. Do you think it’s worth spending $2,000 if it saved the life of a crew member, guest or the owner? Of course it would be. You have smoke detectors, fire extinguishers, security cameras and other safety systems onboard. Why not a piece of equipment that can save a life?

Q. What is an AED and how does it work?

An AED is a portable, battery-operated electronic device about the size of a laptop. It automatically diagnoses the cardiac arrhythmias of ventricular fibrillation and ventricular tachycardia and treats the victim with an electrical shock that stops the arrhythmia, allowing the heart to re-establish an effective rhythm.

AEDs are designed only to shock someone in cardiac arrest. If someone were to apply the device to a person who was not in cardiac arrest, it would not shock them.

AEDs are also designed to be simple to use. So simple, in fact, that I often start my classes by selecting someone who has never seen an AED and asking 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.

Q. How expensive are they?There are several brands of AEDs

available for sale in the United States. They range in price from about $1,225 to about $2,000.

In addition to the AED, you may consider purchasing an AED cabinet or carry case ($100-$300), a rescue ready kit ($40-$55), and training.

Q. What type of training is required to use an AED?

Every minute we delay shocking the victim, their chance of survival drops 10 percent. Training increases speed, confidence and efficiency.

Work with a professional trainer that has real-life experience using CPR and AEDs on real people, someone who can create realistic training scenarios and, most importantly, someone who can make the crew comfortable using their new skills.

Q. Is one AED enough?It depends. One AED may not always

be adequate. Let’s say the owner is onboard along with his family and friends. Half of the group wants to go

diving, the other half wants to stay onboard.

So, you load the owner, his kids and several others onto the tender, leaving behind the rest of the party, including the owner’s elderly parents. Which group should have the AED with them?

It is impossible to predict who, when and where sudden cardiac arrest will strike. For this reason, you may need two AEDs. But having at least one AED in your medical kit is a good idea.

The key to a good AED program is placement, training and maintenance. Place the AEDs where they can be easily retrieved in a medical emergency.

Train everyone onboard where the AED is located and how to use it. Inspect the AED per the manufacturer’s guidelines, typically once a month, and replace the batteries and electrode pads as indicated.

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

ONBOARD EMERGENCIES: Automated External Defibrillators

sea sick

Keith Murray

All yachts should carry an AED – maybe two – to save lives

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

By Dorie Cox

Because David Rogers likes to go fast in a good, strong breeze, he took a sailing course in college. And because it was where the classes were held, he hung out at Charleston City Marina.

So when it became time for a summer job, he simply asked the people he knew, and he was hired. Now he’s harbormaster of the marina in charge of 40 acres of water, 425 slips and the 1,530-foot MegaDock fueling station.

The marina in downtown Charleston, S.C. was undergoing transition when Rogers first started as part-time summer help in 1994.

After graduating with his business administration degree from the College of Charleston, Rogers was preparing his resume for a serious job search when the marina manager called him to work full-time.

After his sailing class he continued to sail with the Charleston Ocean Racing Association until he realized that being in the middle of a race and being on-call for the marina 24 hours a day wouldn’t work.

Rogers also loves to fish in any spare time he finds, but his latest passion is surfing.

“I’ve got short boards, long boards and a couple in between,” Rogers said.

Rogers and the staff often work more than 12 hours a day during the busy transient seasons of April to July and October through December, but he’s quick to get to Costa Rica for surfing during his vacations.

Rogers is proud of the marina’s professionalism and said three staff members are certified marina managers.

He listed a few of the marina’s accolades including a designation as Marina of the Year in 2005 and the 2009

Jack Nichol award, an international award in recognition of excellence in modern recreational marina design.

“We’re a perfect stop about halfway between the New England area and South Florida,” Rogers said. They are at marker 469.5 on the ICW and are seven miles from the jetties at the Atlantic Ocean.

“We’re a safe area to be during the hurricane season and many boats spend winters here.”

Downtown Charleston is a big draw for visitors and the staff at Charleston City Marina loves to help yacht crew and guests make the most of the southern history and charm.

The marina has a shuttle to ferry people downtown and to daily stops at West Marine and a plaza with shopping amenities for boaters. They’ll call a cab, make copies in the office and arrange trips to the airport.

“This is a great spot for crew exchange, with the international and executive airports less than 30 minutes away,” Rogers said.

“We’re like a hotel, but the guests bring their own room.”

Dorie Cox is a Triton staff reporter. We welcome suggestions for future profiles of yachting industry dockmasters worldwide. Contact us at dorie@the-triton.com.

Dockmaster career started with summer jobDOCKMASTER SPOTLIGHT: Charleston City Marina

David Rogers makes time for surfing in the off-season.

PHOTO FROM DAVID ROGERS

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

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 532/569Savannah,Ga. 519/NANewport,R.I. 637/NA

CaribbeanSt.Thomas,USVI 662/NASt.Maarten 795/NAAntigua 699/NAValparaiso 583/NA

NorthAtlanticBermuda(IrelandIsland) 674/NACapeVerde 588/NAAzores 607/NACanaryIslands 538/807

MediterraneanGibraltar 522/NABarcelona,Spain 644/1,337PalmadeMallorca,Spain NA/1,271Antibes,France 613/1,484SanRemo,Italy 735/1,656Naples,Italy 727/1,612Venice,Italy 706/1,491Corfu,Greece 663/1,484Piraeus,Greece 646/1,467Istanbul,Turkey 583/NAMalta 620/1340Bizerte,Tunisia 604/NATunis,Tunisia 583/NA

OceaniaAuckland,NewZealand 623/NASydney,Australia 627/NAFiji 687/NA

*When available according to local customs.

TECHNOLOGY BRIEFS

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Sept. 17.

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 878/936Savannah,Ga. 875/NANewport,R.I. 931/NA

CaribbeanSt.Thomas,USVI 1,222/NASt.Maarten 1,063/NAAntigua 1,060/NA

NorthAtlanticBermuda(IrelandIsland) 1,045/NACapeVerde 1,095/NAAzores 1960/NACanaryIslands 853/998

MediterraneanGibraltar 852/NABarcelona,Spain 937/1,698PalmadeMallorca,Spain NA/1,803Antibes,France 930/1,633SanRemo,Italy 1,100/2,061Naples,Italy 1,097/2,035Venice,Italy 1,076/1,995Corfu,Greece 944/1,746Piraeus,Greece 927/1,729Istanbul,Turkey 956/NAMalta 825/NABizerte,Tunisia 926/NATunis,Tunisia 918/NA

OceaniaAuckland,NewZealand 895/NASydney,Australia 890/NAFiji 998/NAValparaiso,Chile 1,055/NA

*When available according to customs.

Palladium Technologies has upgraded its iPhone/iPod Touch application for the Simon monitoring, alarm and control software for large yachts.

Simon was the first and only “native” (not Web-based) monitoring application for yachts designed for the Apple iPhone and iPod Touch devices, and now it’s even more advanced.

“With this new release of Simon we have built it simple to use, but strong in functionality,” said Michael Blake, president and chief technology officer of Palladium. “New control capability with lifelike switches also allows the captain and engineer to turn on and off such items as outside lights, pumps, horn, etc., all from their iPhone/iPod Touch while roaming the yacht.”

The Simon application will also be available as a download on Apple’s iTunes Store. For more information, call +1 954-653-0630 or visit www.palladiumtechs.com.

Night vision in palm of handFLIR Systems has launched the

First Mate line of hand-held maritime thermal night vision cameras for use on recreational boats. The First Mate allows users to see navigation hazards like channel markers, land, other boats and people in the water even in total darkness.

The First Mate is submersible, runs for more than five hours on a charge, and has 120 hours of standby battery life. Thermal night vision cameras make pictures from heat, not light, so the First Mate can see clearly without any light. Visit www.FLIR.com for more details.

Free airtime for upgrades

KVH Industries is offering $500 of airtime as a trade-in allowance when upgrading to Inmarsat FleetBroadband service and the Inmarsat-compatible TracPhone system. This upgrade offer can be used by customers trading in their old Globalstar, Iridium, or AMSC/MSV, or other regional or low earth orbit satellite systems for the next generation in maritime satellite communications.

The free airtime promotion runs through Dec. 31, or for the first 100 trade-in activations, whichever comes first. For details, visit www.kvh.com.

Simrad upgrades chart displaySimrad-Yachting announced

the NSE series of multifunction marine electronic displays. The fully networkable NSE is a GPS chartplotter with embedded cartography. It offers compatibility with BR24 Broadband Radar and the BSM-1 Broadband Sonar Module, as well as Sirius weather integration.

“With our new Simrad NSE multifunction display, we started from scratch to develop a system that gives boaters the best performance, an incredibly intuitive user interface and industry-leading expansion capabilities in an attractive slim profile package,” said Louis Chemi, executive vice president and chief operating officer, Navico Americas.

For more information, visit www.simrad-yachting.com.

Navionics adds TurboViewNavionics announced the inclusion

of Navionics TurboView technology in the new Simrad NSE, Lowrance HDS and Raymarine E-Wide chartplotters. Navionics’ exclusive TurboView Charting Engine is specifically designed to fully exploit the features of Navionics Platinum+ and HotMaps Platinum (U.S. only) multi-dimensional cartography.

Navionics TurboView Inside increases the functionality and display capabilities of new Simrad NSE, Lowrance HDS and Raymarine E-Wide units. Platinum+ marine charts and HotMaps Platinum maps provide users a wealth of sophisticated features including high-definition top-downs, 3D bathymetric views, aerial port photography, and the most extensive database of marinas and points of interest available.

Navionics TurboView Technology takes it up a notch by delivering seamless, fluid pan and zoom, rotation and pitch functionality – much like a flight simulator, as well as seamless transition between 2D and 3D views, real-time overlay of navigation data on 3D profiles, depth and elevation shadowing, and high-speed fly-through with detailed aerial photo overlay. For more details, visit www.navionics.com.

New dampers from Delta TDelta T Systems has introduced its

new line of 700-A60R round, stainless steel fire dampers. The products meet IMO FTP code requirements and have an A-60 fire rating by the U.S. Coast Guard. Available with electric or pneumatic actuation, custom sizes are also offered. For details, visit www.deltatsystems.com.

New, small personal locatorACR Electronics has introduced its

newest generation of personal locator beacon: the AquaLink 406 MHz GPS PLB. The AquaLink, which recently received FCC approval, features a new

Palladium upgrades its iPhone touch control monitoring app

See TECH BRIEFS, page B6

B� October 2009 www.the-triton.com The Triton TECHNOLOGY BRIEFS

strobe light function and multi-use GPS acquisition testing.

The AquaLink is one of the smallest, lightest 406 GPS PLBs. The one-button activated, emergency signaling device is designed for offshore boaters and outdoor enthusiasts heading into remote areas.

Suggested retail price is $499. For more information, visit www.acrelectronics.com.

Stow life buoy out of sightLift Emotion BV announced the

lifebuoy shooting unit LSU01. The system is designed to stow the lifebuoy and smoke pot onboard ships and yachts.

With visual aspects more important to yacht designers, the LSU01 gives the freedom of placing the lifebuoy out of visual range within the bulwark. The system can be deployed locally but also on the bridge. It is designed for simple operation with a single button and

works on compressed air. For more details, visit www.lift-

emotion.eu.

Sat companies form safety allianceIridium Satellite is joining with

mobile satellite industry companies and the emergency response community to form the ProTECTS (Promotion of Two-way Emergency Communication and Tracking Systems) Alliance.

The primary goal of the alliance is to

foster the rapid and orderly adoption of portable, two-way satellite-based location, tracking and messaging technologies.

The alliance will provide a forum for addressing issues affecting the suppliers and users of these safety devices.

It also will seek to foster the development and deployment of bi-directional satellite data solutions meeting the requirements of government and business organizations using portable tracking devices, as well as the public-safety community.

“While one-way emergency beacons can provide a valuable aid to life-saving services, experience has shown that they can have a high incidence of false alerts triggered by accidental activations,” said retired Admiral James Loy, former U.S. Coast Guard Commandant and U.S. Deputy Secretary of Homeland Security.

“The large number of distress alert messages makes it impractical – and prohibitively expensive – for authorities to launch search-and-rescue (SAR) operations without determining whether it is a real emergency or an inadvertent activation.”

While Iridium is the founding member of the ProTECTS Alliance, membership is open.

In other Iridium news, Beam Communications announced that Iridium has certified its SatDOCK 9555 fully-integrated docking station for the Iridium 9555 satellite phone.

For details, visit www.iridium.com.

IBEX relocates to LouisvilleOrganizers of the International

Boatbuilders’ Exhibition and Conference (IBEX) announced plans to relocate the annual event to Louisville beginning in 2010.

The show spent seven years in Miami Beach. IBEX 2010 will be held Sept. 28-30 in Louisville. Cost savings for exhibitors and attendees was the primary motivation for the change.

Class moved to DecemberThe American Boat Builders &

Repairers Association has scheduled its Marine Service Management (MSM) program in December. ABBRA’s decision to change the dates of the course – traditionally offered in September – was based on a survey that measured the most efficient and accessible time to provide training to marine industry professionals.

The next MSM course is scheduled for Dec. 3-6 in Ft. Lauderdale.

The course covers such nontechnical topics as human-resource development, financial controls, customer relations, codes and standards, marketing and sales. Visit www.abbra.org/service-management or call +1 401-247-0318 for details.

New AquaLink PLB designed for adventurers in remote areasTECH BRIEFS, from page B5

The Triton www.the-triton.com October 2009 B�MARINAS / SHIPYARDS

Sandals Resorts International (SRI) announced in mid-August that it has purchased the Four Seasons Resort Great Exuma at Emerald Bay for an undisclosed sum.

The 500-acre property, which features a championship Greg Norman golf course and marina, is set to become a Sandals Resort and will be called Sandals Emerald Bay, Great Exuma, Bahamas. The resort will re-open Jan. 22.

The 17-acre, stand-alone Emerald Bay Marina by Sandals will be the first-ever marina for any Sandals Resort. The deepwater marina offers 133 slips for yachts up to 300 feet. Open to the public, the marina also has a clubhouse with restaurant, pool and spa.

According to Sandals Resorts founder and chairman, Gordon “Butch” Stewart, the all-suite resort will offer 190 luxury accommodations, a tennis center, a spa, six restaurants, three pools, cabanas with wireless Internet access, 13,000 square feet of flexible indoor and outdoor meeting space.

Port Lucaya closes

Port Lucaya Resort and Yacht Club in the Bahamas closed at the end of August.

According to a story in the Freeport

News on Aug. 19, General Manager Glyine Delancy said the closure comes as a result of the declining condition of the resort as well as the protracted decreases in occupancy levels.

“The resort was built 16 years ago and it has become too costly to operate at the standard that meets the expectations of our guests,” Delancy told the newspaper. “To modernize the hotel would require a major investment, which could not be justified, given the limitations of the existing structure. “

It was expected that the property would be put up for sale as soon as possible, the newspaper reported.

Bradford, shipyard strike deal

Bradford Grand Bahama and Grand Bahama Shipyard Ltd. announced a megayacht service agreement that will enable haul outs and below-the-waterline services in Freeport, Grand Bahama.

With Bradford Marine Bahamas’ 2,000 feet of deepwater docks, these yachts will clear customs and immigration and be prepared for haulout at Grand Bahama Shipyard, a commercial shipyard facility.

For information, contact Bradford Grand Bahama at +1 242-352-7711 or

dan@bradford-grand-bahama.com or Grand Bahama Shipyard at +1 242-350-4004 or pluijckx@gbshipyard.com.

Boston Yacht Haven soldThe Boston Yacht Haven sold in

mid-August at a foreclosure auction for $8 million, according to The Boston Herald. The marina encompasses about 4.75 acres of land and tideland on Boston’s waterfront with slips and a 15,000-square-foot boathouse.

Creditors were owed $11 million. U.S. Bankruptcy Court Judge Frank J. Bailey ordered the sale after Yovette Mumford, the 51-year-old principal of MGM Commercial Wharf, defaulted on the mortgage. Her company bought the property for $10.7 million in 2005 and has been running it as a marina/bed and breakfast complex.

Nikki Beach closes

Nikki Beach Resort & Spa on Turks and Caicos has closed.

Leeward Resort Ltd., owner of the resort, has been placed into receivership, according to a story in the New York Daily News. The 430-acre resort and 110-slip megayacht marina will be managed by the British Caribbean Bank until a buyer is found, according to ads in local newspapers.

The Travel Channel rated the resort, which opened less than two years ago, second on its list of the 21 hottest Caribbean escapes.

Dredging to begin in NorfolkThe U.S. Navy announced plans to

deepen about five miles of the Norfolk Harbor Channel in the Elizabeth River to aid the travel of aircraft carriers to and from the Norfolk Naval Shipyard (NNSY) and the Lamberts Point Deperming Station.

The action is necessary because there is not enough space between the keel of transiting aircraft carriers and the bottom of the channel. This causes mud and other debris from the river bottom to be drawn into the engine cooling and firefighting systems, creating the potential for engine damage, costly delays, and unsafe conditions.

To avoid these conditions, aircraft carrier movements are now limited to high tide. These conditions must be alleviated for the Navy to maintain combat readiness of its nuclear-powered aircraft carriers, according to a government statement.

It was unclear when the dredging project would begin.

Marinas bought/sold in Bahamas, Turks and Caicos, Boston

See MARINAS, page B8

B� October 2009 www.the-triton.com The Triton MARINAS / SHIPYARDS

Marina near Gib taking shapeSlip sales at Alcaidesa Marina

project at La Linea (Cádiz) in the south of Spain have begun, with 10 berths sold, according to project manager Andrés Chaves. The marina will have 624 slips – about half for sale, half for rent – to accommodate vessels up to 50m. The harbor can accommodate about 800 vessels, he said.

The marina, being built by the Ferrovial construction firm, will open onto the Bay of Algeciras. Construction is under way and the company is planning a grand opening of the harbor in March 2010, Chaves said. The marina is five minutes from Gibraltar.

Other plans for the property include a shipyard with full haul-out facilities for the largest vessels, dry dock storage, office space, restaurants and bars.

Nanny Cay expands chandleryNanny Cay marina and boatyard in

the British Virgin Islands is expanding its chandlery. Plans were announced for the 1,800-square-foot shop to be enlarged to 2,800 square feet.

The expansion will enable Nanny Cay to stock and display more products including inflatable dinghies and outboard engines, and it plans to increase stock to more than 6,000 products, adding chain, boat batteries, fishing supplies and equipment, Lewmar winches and spares, and a greater range of safety equipment such as lifejackets and fire extinguishers.

Nanny Cay is located between Road Town and West End on Tortola in the British Virgin Islands. Its marina and boat repair facility has berths for 180 motor cruisers and yachts and two lifts of 50 and 70 tons capacity.

For details, visit www.nannycay.com.

MARINAS, from page B7

Business still expanding with new Gib marina, BVI chandlery

By Dorie Cox

The Fort Lauderdale International Boat Show (FLIBS) has made its home at Bahia Mar Beach Resort & Yachting Center since the late 1970s. A plan has been presented to transform the city-owned property into what many in the marine industry describe as a permanent home for the show.

Luxury Resorts and Hotels and Luxury Marinas, collectively known as LXR, has presented plans to transform the property into Bahia Mar Park, which would include a 300-room Waldorf Astoria hotel, 180 residential apartments, retail shops, restaurants and offices, and a parking garage topped with a park for FLIBS.

The plan shows underground parking that can transform into an exhibition hall and a park that for outdoor and tent-covered displays. The marina, which had a $19 million renovation in 2003, surrounds the property on the eastern bank of the Intracoastal Waterway south of Las Olas Boulevard.

The Marine Industries Association of South Florida, which owns the boat show, has rallied members to support the plan, which is estimated to increase space for the boat show by 85,000 square feet on a 99-year lease, according to Peter Henn, managing director of the project for LXR.

“Believe me, yachts are the priority,” said Kevin Quirk, vice president of marina operations for LXR, at a September U.S. Superyacht Association meeting at Bahia Mar. “We worked very closely with Show Management on these plans.”

Show Management produces the show for the MIASF each year.

Ft. Lauderdale’s planning and zoning board voted 4-2 in mid-September in support of the redevelopment. The plan next goes to the Ft. Lauderdale city commission for a final decision, expected by the end of the year.

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

Bahia Mar Park clears first city hurdleA rendering of Bahia Mar Park and Waldorf Astoria. FROM BAHIA MAR PARK

The paddling routes, kayak launch and storage that developers conceeded at Victoria International Marina. FROM HERBERT H. KWAN ARCHITECT

By Alison Gardner

VICTORIA – If marina developer Robert Evans has his way, visitors to Victoria’s Inner Harbor will see dredging equipment at work by December as the Victoria International Marina moves closer to welcoming its first megayachts next fall.

The dream is a large one – financially and literally – that has evolved over more than two decades. Should it receive the final nod from provincial and federal government authorities and begin operation as Evans desires, this will be Canada’s first marina designed exclusively for ocean-going luxury yachts.

There will be 52 berths and a host of associated services for vessels 65 to 140 feet (20-55m) in this $20 million facility.

“We have a great shortage of large slips on the Pacific Coast of North America,” Evans said in mid-September. “All marine studies for safety, process and environmental standards are in place, so we’re hoping for government approval very soon.”

As part of a larger residential shoreline development concept, the dream and the approval for a marina on the shore of this picturesque, high-traffic harbor initially took shape in the mid-1980s. At that time, government officials were keen to convert waterfront land to residential and commercial development.

Evans bought a chunk of shorefront and seabed for a marina, though the megayacht concept came later.

In addition to two daily ferries to Port Angeles, Wash., and Seattle, Victoria’s Inner Harbor hosts three seaplane operators executing up to 125 takeoffs and landings a day in summer, said Port of Victoria Harbourmaster David Featherby. Then there is the armada of commercial, sightseeing and

motorized craft always on the move.For the most part, opposition to a

megayacht marina has not been strong from commercial users, nor from merchants or tourism companies that stand to benefit from the high-end vessels docking adjacent to the city.

“If the new marina means imposing extra operating restrictions on the harbor, that’s not a good thing, however, we already do a fair business flying in guests, owners and crew to join their yachts along B.C.’s Pacific Coast, and I’m sure that business would increase,” said Tim Brooks, vice president of flight operations for Kenmore Air, which flies daily between Victoria and Seattle.

The most committed opponents to the megayacht marina have been recreational paddlers concerned that the 2.65 hectare (6.55 acre) marina will impact the public right of access to the harbor and add to the safety challenges they already face. For users of kayaks, canoes, dragon boats, and row boats, the past year has seen a strong movement to keep such a development from restricting their right to “unimpeded, safe navigation” of a much-treasured water playground.

As a result of well-organized protests early in 2009, including the support of several ex-mayors, more effective public consultation has taken place this summer and the developer has made some access design adjustments to the original plan. These include lowering the height of the floating concrete breakwater to reduce potential water choppiness, modification of access routes, a marina bridge to allow for non-motorized traffic through the marina, and a specialized kayak launch site and storage facility.

Alison Gardner is a freelance writer in Victoria, B.C. Comments on this story are welcome at editorial@the-triton.com.

Megayacht marina in B.C. would be Canada’s first

MARINAS / SHIPYARDSB10 October 2009 www.the-triton.com The Triton

The Grateful Palate - Alexseal Yacht Coatings - Aere’/Praktek - Yacht Entertainment Systems - Jones Boat Yard

The Triton www.the-triton.com October 2009 B1�MARINAS / SHIPYARDS

By Dorie Cox

Since opening in early 2007, Dania Cut Super Yacht Repair has upgraded and expanded and is now busy with megayachts in Ft. Lauderdale.

With deepwater passage about a mile south of Port Everglades, the full-service yard can accommodate yachts up to 230 feet and permits have been secured to complete the dredging to 16 feet.

Operated by business partners – President Chip MacPherson and Vice President Kevin Klar – the yard is busy with yachts and work equipment. The seawall has been cut back to add 50 feet of water, shore power is being added and property improvements have been made on the site that was previously G&G Marine.

Recent clients include the 210-foot M/Y Reverie (paint job) and M/Y Peaceful Fish (refit). While there is a full-time mechanic on staff, a warehouse, conference facilities and a full paint booth, a few development projects are still under way including a parts department.

Although MacPherson has a background in construction, Klar touts the extensive yachting history of several on staff. For example, Klar himself has already logged more than 17 weeks at sea this year on M/Y Ohana, which is docked at the yard. He said he and his team are familiar with the needs of megayachts from being onboard them.

Yard manager Jason Harrington is also experienced when it comes to yachts.

“I rely heavily on Jason,” Klar said. “He knows all the crew and all the different jobs. He’s worked on boats like Kismet and Floridian.”

“Every boat I’ve been on has been in some major yard period,” Harrington said.

Klar said there is always something interesting going on at the yard. Last year they had 12 Farr 40 racing sailboats in preparation for the annual

Key West Race week in January and expect more this year. And recently the warehouse was chock full of every piece of furniture off a yacht while it was having work done.

“That’s what they do,” Klar said. “They always come up with something new.”

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

Dania Cut digging away at making room for megayachts

Since opening, Dania Cut Super Yacht Repair has been making steady improvements. From left, Vice President Kevin Klar and Yard Manager Jason Harrington. PHOTO/DORIE COX

The seawall has been cut back to add �0 feet of water, shore power is being added and property improvements have been made. A few development projects are still under way including a parts department.

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

Builders launch flagships; refits bring praise; megayachts sellFeadship’s 214-foot M/Y Trident

will make its international show debut at the 50th annual Fort Lauderdale International Boat Show. With an interior and exterior styled by Donald Starkey and naval architecture by De Voogt, Trident has the Feadship flared bow and incorporates modern touches such as semi-circular extensions with glass bulwarks on the aft decks.

Burger Boat Company has delivered M/Y Sycara IV, the 151-foot (46m), early 1920s-era, fantail cruiser. She will make her world debut at the Fort Lauderdale International Boat Show and has already been awarded the Best Design Trophy for Custom Yachts Under 50m at the 2009 World Yachts Trophies held in conjunction with the Cannes International Yacht and Boat Show in September.

Amels has delivered the fifth limited edition Amels 171. The 52.3m yacht, designed by Tim Heywood, has an interior styling resulting from a collaboration between Laura Sessa Romboli and Nuvolari Lenard. The yacht was completed 11 months after her hull was moved into Amels’ Vlissingen complex. She is managed by Imperial Yachts of Monaco.

Heesen Yachts has delivered the 144-foot (44m) M/Y My Petra, the sixth in Heesen’s semi-displacement, all-aluminium, 4400 class. Visit www.heesenyachts.nl for more information.

Aegean Yacht has launched the 173-foot (57m) schooner S/Y Montigne, its largest yacht to date and heir to the 164-foot S/Y Galileo. The yacht is built to RINA and MCA standards.

Bay Ship & Yacht has launched Blue Thunder, a high-performance 42-foot yacht marking the shipyard’s entry into the custom-built sportyacht market. Located on San Francisco Bay, Bay Ship & Yacht is equipped to build custom yachts up to 100 feet. The yard also maintains yachts up to 390 feet.

Wright Maritime Group announced that Steve Elario has joined the Sapphire Seas in a leadership role. He was previously with IYC as a charter and sales broker. He can be reached in Ft. Lauderdale at +1 954-760-4442, cell +1 954-830-0288 and steve.elario@sapphire-seas.com.

International Yacht Collection announced the following sales:

M/Y Sensation, a 112-foot (34.1m) Westport, by Frank Grzeszczak; M/Y Citation II, a 98-foot (29.9m) Westship; M/Y La Dolce Vita, a 110-foot (33.22m) Hargrave, by Bob McKeage; and M/Y Julietta, a 72-foot (21.9m) Mangusta, by Kevin Bonnie.

New to its central listings are a new 190-foot (58m) Trinity by Mark Elliott and Kevin Bonnie; M/Y Chevy Toy, a 157-foot (47.9m) by Frank Grzeszczak and Chany Sabates III; M/Y At Last, a 145-foot (44.2m) Heesen by Thom Conboy; M/Y Aqualibrium, a 131-foot (40m) CRN Ancona by Elliott; and M/Y Just Faith, a 103-foot (31.4m) Broward by Brad Topovski.

Fraser Yachts announced the following recent sales:

M/Y Paraffin, the 197-foot (60m) Feadship, with Dennis Frederiksen of Monaco; M/Y Percal II, a 111-foot (34m) Baglietto by Jose Arana Jr. of Ft. Lauderdale; and M/Y Princess Yolini, a 103-foot (31.4m) Broward by Neal Esterly of San Diego.

The brokerage added to its central agency listings:

M/Y Let It Be, a 156-foot (47.7m) Heesen by Frederiksen; M/Y Private Lives, a 120-foot (36.5m) RMK Marine by Frederiksen; M/Y Seacall, a 119-foot (36.27m) sportfish by Patrick McConnell and James Nason of San Diego; S/Y Imagine B, a 110-foot (33.6m) Alloy Yachts by Frederiksen; M/Y Sindonemo, a 100-foot (30.5m) yacht by Antoine Larricq of Monaco; and a 98-foot (30m) Moonen by Julian Calder of London.

M/Y Paraffin also joined Fraser’s charter fleet in the Caribbean.

Merle Wood & Associates has sold M/Y Useless, 100-foot Mangusta, and added the following listings: S/Y Felicita West, a 210-foot Perini Navi, a joint central listing with Perini Navi USA; and M/Y Quantum of Solace, a 170-foot Benetti.

National Liquidators will auction the three vessels previously owned by Bernard Madoff in November in Ft. Lauderdale. The auction will include M/V The Bull, a meticulously restored 55-foot 1969 Rybovich; M/V Sitting Bull, a 38-foot Shelter Island runabout; Little Bull, a 23-foot boat built by Maverick Boat Company; as well as a 61-foot Viking convertible previously owned by a former Madoff associate. For details visit www.yachtauctions.com.

Yacht builder Ocean Alexander has created an alliance with Christensen Yachts to build a 115-foot tri-deck motoryacht. Construction will take place in Christensen’s Vancouver, Wash., shipyard. The yacht will be ABS/MCA certified.

Elario

The Triton www.the-triton.com October 2009 B1�FROM THE TECH FRONT: Rules of the Road

monitoring and recording a yacht’s efforts for increased energy efficiency is through the use of a Ship Energy Efficiency Management Plan (SEEMP). At first glance, the SEEMP sounds like another paperwork monster to stack next to the SOPEP, NTVRP, SMS, SSP, and other acronym-heavy documents. Fortunately, unlike its brother, the SEEMP does have significant merit in the process and is not just a book to dust off when a surveyor asks for it.

Besides the usual legal jargon, this IMO guideline makes a surprisingly positive list of best practices that can be implemented immediately on any size yacht in any location. Here are a few of the better ones:l Improved voyage planning. The optimum route and improved

efficiency can be achieved through the careful planning and execution of voyages. Thorough voyage planning needs time, but a number of different software tools are available for planning purposes.l Weather routing. Weather routing has a high potential

for efficiency savings on specific routes. It is commercially available for all types of ships and yachts and for many trade areas. Significant savings can be achieved. Conversely, weather routing may increase consumption for a given voyage, depending on circumstances.l Just in time. Good, early communication with

the next port should be a goal to give maximum notice of berth availability and facilitate the use of optimum speed where marina/anchorage procedures support this approach.l Speed optimization. Speed optimization can produce

significant savings. However, optimum speed means the speed at which the fuel used per gallon/liter mile is at a minimum level for that voyage. It does not mean minimum speed: Sailing at less than optimum speed will consume more fuel, not less. Refer to the engine manufacturer’s power/consumption curve and the yacht’s propeller design. l Optimum trim. Most yachts are designed to carry

a designated amount of weight at a certain speed for certain fuel consumption. This implies the specification of set trim conditions. Loaded or unloaded, trim has a significant influence on the resistance of the yacht in the water. Optimizing trim can deliver significant fuel savings.

For any given draft there is a trim condition that gives minimum resistance. In some yachts, it is possible to assess optimum trim conditions for fuel efficiency continuously throughout the voyage. Design or safety factors may preclude full optimization.l Optimum use of rudder and

heading control systems (autopilots).

There have been large improvements in automated heading and steering control systems technology. While these systems were developed to make the bridge team more effective, modern autopilots achieve much more. An integrated system (ARPA, AIS, chart, GPS, etc.) can achieve significant fuel savings by reducing “off track” distance. The principle is simple: better course control through less frequent and smaller corrections will minimize losses due to rudder resistance.l Hull maintenance.Docking intervals should be

integrated with a yacht’s ongoing assessment of performance. Hull resistance can be optimized by new technology-coating systems, possibly in combination with cleaning intervals. Regular in-water inspection of hull condition is recommended. Propeller cleaning, polishing, or appropriate coating may significantly increase fuel efficiency. Generally, the smoother the hull, the better its efficiency.l Propulsion system.Marine diesel engines have a high

thermal efficiency (about 50 percent). This excellent performance is only exceeded by fuel cell technology with an average thermal efficiency of 60 percent. This is due to the systematic minimization of heat and mechanical loss. In particular, the new breed of electronic controlled engines can provide efficiency gains. The only drawback is that specific training may be needed to maximize the benefits.l Propulsion system maintenance.Maintenance in accordance with

the manufacturers’ instructions in the planned maintenance schedule will also maintain efficiency. The use of engine condition monitoring can be a useful tool to maintain high efficiency.

It is a positive move to see the IMO make this shift. Traditionally, guidelines and criteria were introduced after something bad happened, such as an accident. It was a reactionary approach. With this most recent release, the IMO and the industry can finally make proactive, preventative advances toward making the marine industry environmentally friendly.

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

RULES, from page B1

Voyage planning is a green key

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

the horizon even before the coastline of mainland Honshu is seen. You can see Fuji from the eastern side, too; it is 12,388 feet tall. We anchored in Uchira Bay and the owner invited all crew to dinner on the back deck as the sun went down by Mount Fuji.

Next, we cruised to Hakone to see old Samurai houses in the foothills of Mount Fuji. It is important to pay respects to Fujisan, as Fuji is known, by going to the tree line, at 7,500 feet, and observing the Shinto shrine dedicated to Princess Konohanasakuya, the daughter of the God of the Mountain.

Next we cruised to Wakayama at the entrance to the Inland Sea. Wakayama has great onsen, volcanic hot springs. They are a little disconcerting for westerners, as Japanese go in naked. We docked at Marina City, which can take yachts of 60m.

Next we cruised into the Seto Nai Kai to Kobe where we docked at Shin Nishinomiya Marina. This marina holds about 600 yachts with a large visitor pier and an average depth of 5m for yachts of 65m. First Mate Matchan had arranged for tours of Kyoto for tea ceremonies, geisha and traditional theater. And then it was on to Nara, a stunning mountainous countryside for a stay in a luxury ryokan, a traditional Japanese house.

We ventured into Kobe and had dinner out every night. Luckily, the whole crew was Japanese and they knew the best places to go. The best restaurants were izakaya, which is almost like tapas, small dishes from a variety of Japanese foods. The prices were fabulous, too. Four of us could eat and drink for hours for the equivalent of $30 or $40 each. You’d pay thousands for this in New York, London or Paris.

Then we carried on cruising in the inland sea. Ships were everywhere, like rush hour in the Straits of Gibraltar. We cruised under the longest suspension bridge in the world, the Akashi Kaikyo Bridge, and on to the Island of Shoda-shima. All of the islands in Japan are mountainous and Shoda-shima looms ahead from 30 miles away.

The Inland Sea has a climate that is warmer than the Mediterranean with olive groves along the hillsides. We went to the large natural harbor on the south side of the island and docked at the cleanest commercial dock I have ever seen. This is a local island and in the village nearby, the owners visited a local restaurant that was almost unchanged for hundreds of years, enjoying real Japanese food with real local Japanese people. Fantastic.

Next, we cruised to the northern side of the island of Shikoku to Takamatsu, a fairly large city with a shrine to

seafarers. You have to climb more stone steps than you can shake a stick at, however, you can hire a porter to carry you on his back. Porters must hate overweight tourists. After you are at the top you can pray (if you have any breath left), clap your hands a few times and pay the local priest for a hand written wooden charm to protect your vessel from the dangers of the ocean.

“So this will protect us out there on the ocean, will it?” I asked the priest.

“Yes, definitely,” he said.“So if something does happen to us,

I get my money back?” I joked, to which he roared with laughter and said, “If something happens to you, it would have been a lot worse if you hadn’t had my charm onboard.” You cannot argue with that.

Then we cruised to Hiroshima for obon, when the Japanese welcome back the spirits of their ancestors and have all sorts of celebrations (and most get hilariously drunk).

First we visited Hiroshima City and the Atom Bomb Dome in Peace Park. This was about the only thing left standing when the bomb was dropped and is probably the simplest and most evocative monuments to a moment in

Pay your respects to Fujisan by trekking to the tree line

See JAPAN, page B17

Tidal flows can rip through the is-lands of the Inland Sea with amaz-ing ferocity and form whirlpools like this one under the Nishinomia bridge so caution is necessary. A busy shipping channel, the area is well charted and has good naviga-tional aids. PHOTO FROM JAPAN NATIONAL

TOURISM ORGANIZATION

JAPAN, from page B1

CRUISING GROUNDS: Japan

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

B17B

time that changed the course of human history. A humbling, once-in-a-lifetime, must-do experience.

Across the water is Miya Jima, an island with a famous shrine over the water and massive torii gate. They have one of the world’s largest firework displays and we anchored with hundreds of boats and joined the locals eating and drinking sake.

Then we weighed anchor and cruised to Kure to a small marina with one long pier. The owners discovered a small restaurant district, so they had to go back for the next two nights, much to the delight of our chef, who got three nights off.

From Kure we cruised through the Kanmon Kaikyo straights, a busy shipping lane with ripping currents, then out of the Seto Nai Kai to the marina at Marinoa. We saw stunning islands on the western side of Kyshu called Goto Retto and discovered marvelous anchorages. There is great snorkeling and diving; the water is warm with coral reefs, not unlike Florida.

I meant to stop in Nagasaki and explore, but time was running out. After looking at the charts, we could have spent months exploring the Inland Sea. The cruising potential is incredible.

On the way back to Kobe, we waited at Creation Marine’s (our agents) marina in Osaka. It was an old wooden floating dock, but they threw us a party and opened the tiki bar. They are renovating the marina to be a superyacht facility. I have suggested to the owner to make enough electricity available for several megayachts up to 45m.

It is important to retain the services of an agent who understands yachts. The shipping industry is huge in Japan, but shipping agents will treat yachts the same as a 300m cargo ship, so employ someone who has experience in the professional yachting world.

Paperwork to enter Japan can be complicated. Work with an agent months before you arrive for pre-approval. The government is strict that all vessels follow correct procedures.

Yachts must clear out of one area and into another. This can usually be done with a phone call and a fax of ship’s paperwork, so keep in daily contact with your agent.

While in Japan we used pre-paid mobile phones for our communications. Mobile phones will

JAPAN, from page B16

Inland Sea is full of places for cruising

See JAPAN, page B18

CRUISING GROUNDS: Japan

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

work here if they have 3G (WCDMA/UMTS 2100) capability and your provider allows international roaming. GSM does not work here. Pre-paid phones/SIM packages are the next choice, as SIM cards alone are not available in Japan.

VSAT Internet is available through MTN. Air cards that work at broadband speeds and through mobile networks are available through yacht agents and can be rented for unlimited use for the equivalent of about $100 a month.

Bunkering can be arranged through an agent with the best prices in Yokohama/Tokyo and Osaka. Fuel is tax-free for foreign-registered yachts.

Japan has a modern marina infrastructure that can cater to vessels up to 150m. It does not, however, have electrical installations for the large yachts, so 99 to100 percent of the time yachts will be on generator. Water is often free. There are thousands of anchorages all over Japan throughout the thousands of islands. One captain described it as “Croatia on acid.”

A huge shipping industry in Japan means that navigation is definitely exciting. Although it is protected from the Pacific Ocean, tidal flows can rip through the islands of the Inland Sea with amazing ferocity and form vortexes, so caution is necessary. These areas are well charted and navigation aids, including lighted signs, usually show current speed, direction, increasing/decreasing, etc.

Navigational aids are outstanding and always working.

English-speaking guides and experienced pilots are available. Charts are available through a local navigational supplier; we used Cornes & Co. in Yokohama and Kobe.

Buy the Japanese Coastguard charts. They are identical to British Admiralty, which reproduces these for their charts of this area. Japanese charts have both English and Japanese on them.

Before we shipped the yacht back to the United States, a typhoon hit Japan. Creation Marine had us in a flooded dry dock, roped off in all directions, about four miles up a river in Osaka. We hardly knew that a typhoon was on us.

Since that first time in Japan, I have been back 15 times, usually spend my summers here working and cruising on Japanese-owned yachts, and now have a Japanese wife. The country is still mesmerizing to me, even now that I speak a certain amount of Japanese and know the place well. It is, without doubt, one of the greatest cruising experiences I have ever had.

Reprinted with permission from the Great Southern Route Superyacht Cruising Guide (www.greatsouthernroute.com). Capt. Nigel Beatty holds his MCA Class 4 license and has run yachts for years. He now works in Ft. Lauderdale and Japan as president of Super Yacht Logistics. Comments on this article are welcome at editorial@the-triton.com.

JAPAN, from page B17

The owner and his guests found traditional Japanese cuisine in traditional restaurants at a reasonable cost throughout the country.

PHOTO FROM JAPAN NATIONAL TOURISM ORGANIZATION

Go for 3G mobile phones: GSM won’t work in Japan

CRUISING GROUNDS: Japan

The Triton www.the-triton.com October 2009 B19PHOTOGRAPHY: Photo Exposé

Welcome aboard photo enthusiasts. The list of camera specifications is definitely dwindling down.

You can find all the specifications for just about any camera on Web sites such as dpreview.com. In order to explain what each specification means, I continue to use the randomly chosen Lumix DMC-FX150 camera,

manufactured by Panasonic.We ended on flash modes the last go

around, and move on to:Exposure compensation: -2 to +2 EV

in 0.3 EV stepsI seldom use this feature, although

for a pocket camera with no manual controls it could come in handy. It may show up on your camera as EV+/-. When entering this feature in my camera I get a notched horizontal line with ‘0’ at center, -1, -2 on the left and +1, +2 on the right. Using the left-right arrow keys, I can incrementally go in either direction.

If I go to the positive end I will add to the exposure, making things lighter. Going left has the opposite effect.

What’s the point? Let’s say you plan to take (many) photographs of your child at play against a bright background. The tendency for the camera is to see and meter its settings for balance with the bright background. The resulting images may then perfectly expose the background and your child is underexposed, or too dark.

Oh, you say, you have PhotoShop and can fix this underexposure. Forget it. Nothing ever replaces a perfect exposure, a perfectly taken image.

For a bright background setting, the EV to +2 will account for the brightness seen by the camera meter and adjust the auto settings for an extra two stops of light. The result will be a properly exposed child at play.

The background may not be properly exposed, but do we care? No. Again, when taking a series of active photos (to get one great shot) in similar circumstances as just described, it is handy to make an EV adjustment.

For just one shot, what would you try differently? Options exist with professional cameras, but just experimenting with my pocket camera I found my only option was going to my meter settings (under the menu button) and selecting spot metering.

This means the camera meter picks a small spot in the center of the frame to set its exposure when the shutter is released. Keep the spot on the playing

child and you should get proper exposures.

This brings up something important that I think is vital in choosing your pocket camera. From what I read on dpreview, the focus is set at the midway point of pressing the shutter, but not the exposure. Unfortunately, if not a misprint, this significantly limits compositional creativity.

With my pocket camera, pressing this halfway point on the shutter also sets my exposure, that is, both focus and proper exposure is set at a half press of the shutter.

Then, while keeping the shutter pressed halfway, I can now change the composition (for instance putting the subject off center to the right side of the frame) and still keep the proper focus and exposure for the subject when pressing the shutter all the way down for the shot.

According to details on dpreview, the light metering is set when the shutter is pressed all the way down, not midway. This means when you press halfway and re-frame your image you will get the right focus, but possibly not the right exposure, as this is only set when actually taking the photo.

I often use this method of pressing half-way to set my focus and exposure and then changing the composition in my photography. Check your camera and see how this works for you … I just double checked mine.

Metering: Intelligent multi-segmentSpeaking of spot metering, this is

just one option to check the exposure of a small dot area at the center of the frame. There are normally three options.

A second option would be center weighted. In this case, it is no longer metering a small spot, but instead a larger rectangular area at the center of the frame. I normally have my camera set to this position, as most subjects photographed generally cover more than a pinpoint area.

If you’re a landscape photographer, you may want to experiment with the third option, which is the matrix grid. Here, the entire screen (or frame) is divided into normally nine equal grids. Each grid provides a numerical figure for exposure; all are combined to calculate a final best exposure for the overall (landscape) scene.

Understanding light metering is vital to great photographs, but for now my space meter has run out and I’ll take permission to go ashore. Happy sailing.

James Schot has been a professional photographer for 30 years and owns James Schot Gallery and Photo Studio. Comments on this column are welcome at james@bestschot.com.

Controlling light metering will improve shots, results

Photo exPosé

James schot

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

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Oct. 15 (Thurs.) The Triton’s 6th annual boat show party, this year at Dania Jai-Alai in Dania Beach from 6-9 p.m. This year’s theme is Happy Days, all things from the rockin’ 1950s. Join us for delicious hors d’oeuvres from local restaurants, a welcome drink, music, great networking, and the Triton’s first-ever poker tournament with cash prizes for top players. All captains, crew and Triton supporters are welcome. RSVP is required for this one at www.the-triton.com.

Oct. 24 (Sat.) 2nd annual fundraising event for Save Our Seas Foundation produced by Penumbra Marine, DuPont and Yacht Chandlers, 3700 block of S.W. 30th Avenue in Ft. Lauderdale, 7-10 p.m. RSVP to oct24@penumbramarine.com.

Oct. 24 (Sat.) SeaKeepers Soirée for SeaKeepers Professionals, Ft. Lauderdale. For yacht captains, crew and industry leaders who have supported SeaKeepers professionals and the installation of a SeaKeeper 1000. Invitation only. info@seakeepers.org, www.seakeepers.org

Oct. 27 (Tues.) Ft. Lauderdale Mariners Club’s annual golf tournament, Ft. Lauderdale Country Club. www.ftlmc.org

Oct. 28 (Wed.) 20th annual Ft. Lauderdale Mariners Club Marine Seminar, Hyatt Regency Pier 66. Network and exchange ideas with national and international speakers and participants from the marine insurance, brokerage, legal and

documentation sectors of the industry. www.ftlmc.org

Oct. 28-29 (Wed.-Thurs.) 3rd annual Southeast Florida Marina Study Tour. Sponsored by the International Marina Institute, the tour stops at Rybovich, Palm Harbor, Aquamarina Hidden Harbour, Pier 66, Lauderdale Marine Center, Lauderdale Marina, and the Port Condominiums. Cost begins at $949. www.marinaassociation.org/certification.php, +1 401-247-0314.

Oct. 28 (Wed.) Suppliers and Sub-Contractors Poker Run, presented by Awlgrip, Interlux and National Marine, to benefit Kids in Distress. Starts at 2 p.m. (Pre-event party Oct. 27.) Space is limited. www.yachtbikers.com

Oct. 28 (Wed.) International Superyacht Society membership meeting, breakfast, Bahia Mar. Open to ISS members, media and interested parties. www.superyachtsociety.com, +1 954-525-6625

Oct. 29 (Thurs.) International Superyacht Society annual Awards Gala at Marriott Harbor Beach Resort from 7:30 p.m.-midnight. www.superyachtsociety.com, +1 954-525-6625

Oct. 30 (Fri.) An all-day line-up of crew-related seminars followed by a captains briefing and cocktail party. Produced jointly by the International Superyacht Society, The U.S. Superyacht Association and the Marine Industries Association of South

Florida under YachtInfo, an alliance dedicated to the industry’s professional development. Morning seminars begin at 9 a.m.; afternoon seminars begin at 1 p.m. Captains Briefing begins at 4:30; cocktail party begins at 6. To register, call the ISS at +1 954-525-6625.

Oct. 30 (Fri.) 2nd annual Perfect Setting Tabletop Challenge at FLIBS, a competition to recognize the artistry and imagination of interior staff, sponsored by Yacht Next Interiors & Outfitting. Trophy will be awarded to Best in Show and there will be prizes from Bernardaud, Varga Crystal, Mia Tavola, Alain Saint Joanis, Dessange Salon & Spa, The Grateful Palate, Don Sheil Australia and more. www.perfectsettingchallenge.com

Oct. 31 (Sat.) National Marine’s annual bizarre B-B-Q party, 6:30 p.m.-midnight. Invitation only. www.natlmarine.com

Oct. 31-Nov. 1 (Sat.-Sun) 12th annual Kids’ Fishing Clinics, Convention Center 1st Floor Lobby B. Clinics begin at 11 a.m. and 1 and 3 p.m. Registration begins 10 a.m. Capt. Don Dingman, host of the children’s television show Hook the Future, guides the clinic. Children 4-16 learn fishing basics.

Nov. 1 (Sun.) Sunday Jazz Brunch, Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Salute to Veteran’s Day with Big Band Era Music performed by local musicians. www.fortlauderdale.gov

The Fort Lauderdale International Boat Show (Oct. 29-Nov. 2) draws hundreds of thousands of people from all over the world every year. This is the boat show’s 50th event, and this year, Saturday night is Halloween, an often fun, costume-laden holiday.

Join with locals and visitors at events and parties before, during and after the show.

Here is a list of events we had heard about by press time. Check www.the-triton.com for continual updates. To list an event, please e-mail details to editorial@the-triton.com.

Fort Lauderdale International Boat Show calendar

Oct. 1 The Triton Bridge luncheon, noon, West Palm Beach. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. Yacht captains only, please. If you make your living running someone else’s yacht, contact Editor Lucy Reed at lucy@the-triton.com for an invite. Space is limited.

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

Oct. 4 Sunday Jazz Brunch, Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Breast Cancer Awareness with Valerie Tyson, Debbie Orta Quartet, Flute Factor with Meryl Tananger, Nucklebusters Quintet. www.fortlauderdale.gov

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

Oct. 8-12 40th annual U.S. Sailboat Show, Annapolis City Dock and Harbor, Annapolis, Md. More than 50,000 boating enthusiasts attend this premier sailing showcase. www.usboat.com

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

Oct. 12-14 International BoatBuilders’ Exhibition & Conference (IBEX), Miami Beach Convention Center, Miami Beach. IBEX is the recreational boatbuilding industry’s largest technical trade event. Free demos throughout the show and a pre-conference day Oct. 11. Eleven specialized tracks allow customized seminar schedules for specific career or company needs. The show is produced by Professional Boatbuilder magazine and the National Marine Manufacturers Association. www.ibexshow.com

Oct. 13 Charter Destinations Seminar, Hyatt Pier 66 in Ft. Lauderdale. Sponsored by FYBA, it will feature presentations from yachting organizations and charter captains speaking on charter destinations. Seats are limited. Register via randi@fyba.org or +1 954-522-9270.

Oct. 13-15 ABYC Basic Marine Electric course, Annapolis, Md. Designed for the marine professional with minimal or no electrical experience. Topics include basic theory, alternators, battery charger, bonding, AC/DC standards and troubleshooting practices. www.abycinc.org/calendar, +1 410-990-4460

Oct. 14 Monthly networking with U.S. Superyacht Association, Lauderdale Marine Center. Event speaker: Skip Zimbalist, CEO of AIM Media and owner of Yachting Promotions

Ft. Lauderdale International Boat ShowOct. 29-Nov. 2

The year marks the 50th annual Fort Lauderdale International Boat Show, the marine industry’s largest boat show in the world in terms of space and attendees. The show will feature more than $3 billion worth of boats, yachts, megayachts, electronics, engines and boating accessories from major marine manufacturers and boat builders worldwide. There will be 3 million square feet of in-water and exhibition space at six marinas and in the Broward County Convention Center, which will be accessible by a transportation network of water taxis, riverboats and bus shuttles. www.showmanagement.com

EVENT OF MONTH

See CALENDAR, page B22

IBEX, Charter Destinations Seminarkick off busy few weeks in S. Florida

FLIBS CALENDAR OF EVENTS

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

Oct. 15 (Thurs.) The Triton’s 6th annual boat show party, this year at Dania Jai-Alai in Dania Beach from 6-9 p.m. This year’s theme is Happy Days, all things from the rockin’ 1950s. Join us for delicious hors d’oeuvres from local restaurants, a welcome drink, music, great networking, and the Triton’s first-ever poker tournament with cash prizes for top players. All captains, crew and Triton supporters are welcome. RSVP is required for this one at www.the-triton.com.

Oct. 24 (Sat.) 2nd annual fundraising event for Save Our Seas Foundation produced by Penumbra Marine, DuPont and Yacht Chandlers, 3700 block of S.W. 30th Avenue in Ft. Lauderdale, 7-10 p.m. RSVP to oct24@penumbramarine.com.

Oct. 24 (Sat.) SeaKeepers Soirée for SeaKeepers Professionals, Ft. Lauderdale. For yacht captains, crew and industry leaders who have supported SeaKeepers professionals and the installation of a SeaKeeper 1000. Invitation only. info@seakeepers.org, www.seakeepers.org

Oct. 27 (Tues.) Ft. Lauderdale Mariners Club’s annual golf tournament, Ft. Lauderdale Country Club. www.ftlmc.org

Oct. 28 (Wed.) 20th annual Ft. Lauderdale Mariners Club Marine Seminar, Hyatt Regency Pier 66. Network and exchange ideas with national and international speakers and participants from the marine insurance, brokerage, legal and

documentation sectors of the industry. www.ftlmc.org

Oct. 28-29 (Wed.-Thurs.) 3rd annual Southeast Florida Marina Study Tour. Sponsored by the International Marina Institute, the tour stops at Rybovich, Palm Harbor, Aquamarina Hidden Harbour, Pier 66, Lauderdale Marine Center, Lauderdale Marina, and the Port Condominiums. Cost begins at $949. www.marinaassociation.org/certification.php, +1 401-247-0314.

Oct. 28 (Wed.) Suppliers and Sub-Contractors Poker Run, presented by Awlgrip, Interlux and National Marine, to benefit Kids in Distress. Starts at 2 p.m. (Pre-event party Oct. 27.) Space is limited. www.yachtbikers.com

Oct. 28 (Wed.) International Superyacht Society membership meeting, breakfast, Bahia Mar. Open to ISS members, media and interested parties. www.superyachtsociety.com, +1 954-525-6625

Oct. 29 (Thurs.) International Superyacht Society annual Awards Gala at Marriott Harbor Beach Resort from 7:30 p.m.-midnight. www.superyachtsociety.com, +1 954-525-6625

Oct. 30 (Fri.) An all-day line-up of crew-related seminars followed by a captains briefing and cocktail party. Produced jointly by the International Superyacht Society, The U.S. Superyacht Association and the Marine Industries Association of South

Florida under YachtInfo, an alliance dedicated to the industry’s professional development. Morning seminars begin at 9 a.m.; afternoon seminars begin at 1 p.m. Captains Briefing begins at 4:30; cocktail party begins at 6. To register, call the ISS at +1 954-525-6625.

Oct. 30 (Fri.) 2nd annual Perfect Setting Tabletop Challenge at FLIBS, a competition to recognize the artistry and imagination of interior staff, sponsored by Yacht Next Interiors & Outfitting. Trophy will be awarded to Best in Show and there will be prizes from Bernardaud, Varga Crystal, Mia Tavola, Alain Saint Joanis, Dessange Salon & Spa, The Grateful Palate, Don Sheil Australia and more. www.perfectsettingchallenge.com

Oct. 31 (Sat.) National Marine’s annual bizarre B-B-Q party, 6:30 p.m.-midnight. Invitation only. www.natlmarine.com

Oct. 31-Nov. 1 (Sat.-Sun) 12th annual Kids’ Fishing Clinics, Convention Center 1st Floor Lobby B. Clinics begin at 11 a.m. and 1 and 3 p.m. Registration begins 10 a.m. Capt. Don Dingman, host of the children’s television show Hook the Future, guides the clinic. Children 4-16 learn fishing basics.

Nov. 1 (Sun.) Sunday Jazz Brunch, Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Salute to Veteran’s Day with Big Band Era Music performed by local musicians. www.fortlauderdale.gov

The Fort Lauderdale International Boat Show (Oct. 29-Nov. 2) draws hundreds of thousands of people from all over the world every year. This is the boat show’s 50th event, and this year, Saturday night is Halloween, an often fun, costume-laden holiday.

Join with locals and visitors at events and parties before, during and after the show.

Here is a list of events we had heard about by press time. Check www.the-triton.com for continual updates. To list an event, please e-mail details to editorial@the-triton.com.

Fort Lauderdale International Boat Show calendar

Oct. 1 The Triton Bridge luncheon, noon, West Palm Beach. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. Yacht captains only, please. If you make your living running someone else’s yacht, contact Editor Lucy Reed at lucy@the-triton.com for an invite. Space is limited.

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

Oct. 4 Sunday Jazz Brunch, Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Breast Cancer Awareness with Valerie Tyson, Debbie Orta Quartet, Flute Factor with Meryl Tananger, Nucklebusters Quintet. www.fortlauderdale.gov

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

Oct. 8-12 40th annual U.S. Sailboat Show, Annapolis City Dock and Harbor, Annapolis, Md. More than 50,000 boating enthusiasts attend this premier sailing showcase. www.usboat.com

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

Oct. 12-14 International BoatBuilders’ Exhibition & Conference (IBEX), Miami Beach Convention Center, Miami Beach. IBEX is the recreational boatbuilding industry’s largest technical trade event. Free demos throughout the show and a pre-conference day Oct. 11. Eleven specialized tracks allow customized seminar schedules for specific career or company needs. The show is produced by Professional Boatbuilder magazine and the National Marine Manufacturers Association. www.ibexshow.com

Oct. 13 Charter Destinations Seminar, Hyatt Pier 66 in Ft. Lauderdale. Sponsored by FYBA, it will feature presentations from yachting organizations and charter captains speaking on charter destinations. Seats are limited. Register via randi@fyba.org or +1 954-522-9270.

Oct. 13-15 ABYC Basic Marine Electric course, Annapolis, Md. Designed for the marine professional with minimal or no electrical experience. Topics include basic theory, alternators, battery charger, bonding, AC/DC standards and troubleshooting practices. www.abycinc.org/calendar, +1 410-990-4460

Oct. 14 Monthly networking with U.S. Superyacht Association, Lauderdale Marine Center. Event speaker: Skip Zimbalist, CEO of AIM Media and owner of Yachting Promotions

Ft. Lauderdale International Boat ShowOct. 29-Nov. 2

The year marks the 50th annual Fort Lauderdale International Boat Show, the marine industry’s largest boat show in the world in terms of space and attendees. The show will feature more than $3 billion worth of boats, yachts, megayachts, electronics, engines and boating accessories from major marine manufacturers and boat builders worldwide. There will be 3 million square feet of in-water and exhibition space at six marinas and in the Broward County Convention Center, which will be accessible by a transportation network of water taxis, riverboats and bus shuttles. www.showmanagement.com

EVENT OF MONTH

See CALENDAR, page B22

IBEX, Charter Destinations Seminarkick off busy few weeks in S. Florida

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

(the division of Show Management that produces the Ft. Lauderdale International Boat Show). 1-800-208-5801, +1 954-927-1085 or info@ussuperyacht.com

Oct. 15-18 38th annual U.S. Powerboat Show, Annapolis, Md. Features motor yachts and trawlers to high-performance boats and offshore fishing machines. There are family cruisers, center consoles, inflatables and the world’s largest power catamaran section. www.usboat.com

Oct. 16 World Maritime Day. The International Maritime Organization (IMO) hosts a celebration in London. The United States is hosting the parallel event at Pier Sixty at Chelsea Piers in New York City. The theme is “Climate change: A Challenge for IMO too!” www.uscg.mil/worldmaritimeday or CDR Charlie Rawson at +1 202-372-1353 or e-mail at worldmaritimeday@uscg.mil.

Oct. 20-21 Future of Marinas and Refit Facilities, Phoenicia Hotel, Valletta, Malta. A new international event targeting the global marina community with an emphasis on networking and debate. www.quaynote.com

Oct. 20-23 Diesel Engine & Support Systems Certification class sponsored by ABYC, Ft. Lauderdale. Designed for the experienced marine diesel engineer. +1 410-990-4460, www.abycinc.org/calendar

Oct. 23 CrewShow Mallorca at Real Club Nautico, Palma. Modeled after the first CrewShow in April where 34

exhibitors and more than 400 visitors met with purveyors and crew. www.crewshowmallorca.com

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

Oct. 24 Gilda’s Club 6th annual Casino Night, Ft. Lauderdale. Gilda’s Club South Florida is a free cancer support community for women, men, children, and teens with all types of cancer and their families and friends. The club offers networking groups, lectures, workshops, specialized children’s and teen programs, and social events in a non-residential, non-medical, home-like setting. www.gildasclubsouthflorida.org.

Oct. 25-27 The Emerging Applied Technologies Conference, Ft. Lauderdale. Owned and operated by the International Marina Institute, hosted by Halgren & Associates. Introduces emerging technologies and trends in the marina industry. www.marinaassociation.org, +1 401-247-0314

Nov. 3-6 ABYC’s Marine Corrosion Certification at Broward College Marine Trades Training Center in Miramar, Fla. Covers general theory to properties of marine building materials, corrosion control, and more. +1 410-990-4460, www.abycinc.org/calendar

Nov. 4 The Triton’s monthly networking event (the first Wednesday

of every month from 6-8 p.m., this month with Adbits in Ft. Lauderdale. Location to be announced. No RSVP necessary; just bring business cards.

Nov. 6 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only, please. If you make your living running someone else’s yacht, contact Editor Lucy Reed at lucy@the-triton.com or 954-525-0029 for an invite. Space is limited.

Nov. 5-8 28th Charter Yacht Society’s annual BVI Charter Show, Village Cay Marina, Tortola. www.bvicrewedyachts.com

Nov. 6-7 9th annual South Jersey Big Bass Open. www.southjerseymarina.com, www.southjerseytournaments.com

Nov. 7-15 48th annual Barcelona International Boat Show, Gran Via Exhibition Center. Last year, 600 exhibitors from 19 countries showed 2,000 boats and 270 large yachts and hosted 150,000 visitors. +34 93 233 2363, www.salonnautico.com

Nov. 16 15th Global Superyacht Forum, Amsterdam. The annual superyacht industry conference produced by The Yacht Report focuses on ownership, business and technology and design, with networking opportunities. 350 superyacht industry leaders expected to attend. www.superyachtevents.com

Nov. 17-19 Marine Equipment Trade Show, Amsterdam, The Netherlands. World’s largest trade exhibition of marine equipment, materials and systems for the international marine leisure industry organized by

Amsterdam RAI under the auspices of ICOMIA (International Council of Marine Industry Associations). For trade only. www.metstrade.com

Nov. 18 The Triton’s second networking event of the month from 6-8 p.m is a barbecue with Mary’s Crew House. No RSVP necessary.

Dec. 4-7 5th annual St. Maarten Charter Show in Simpson Bay. The show is sponsored by Mediterranean Yacht Brokers Association (MYBA) and The St. Maarten Marine Trades Association (SMMTA). www.mybacaribbeanshow.com

Dec. 7-11 48th annual Antigua Charter Yacht Show in Falmouth and English harbors with shuttle service between the marinas. www.antiguayachtshow.com

Dec. 12 38th annual Winterfest Boat Parade, Ft. Lauderdale. This year’s theme, “That’s Entertainment.” Boat entries are now being accepted. www.winterfestparade.com.

MAKING PLANSNov. 11Triton Expo12-7 p.m., Bahia MarFt. Lauderdale

Building on our previous two crew expositions, The Triton is hosting its third the week after FLIBS. All crew are welcome to visit with vendors who can make your work life easier; catch up with all your crew agents in one place for convenient resume and job search updates; learn from yachting veterans about everything from onboard life to stretching your great salary for years to come. RSVP online at www.the-triton.com

CALENDAR, from page B21

IBEX, Charter Destinations Seminar kick busy

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

Triton Spotters

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

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

SPOTTED IN CHINA, AT SEA AND THE GRAND CANYON

Capt. Scott Redlhammer soaks in The Triton somewhere between Aruba and Florida on the delivery of a new, 58-foot Tiara. Between jobs at the time, Redlhammer was able to take the call when the Tiara was found broken down in Aruba after being stolen from South Florida. Apparently, a friend of the owner was on a cruise ship that had pulled into Aruba, spotted the boat at a marina and phoned the owner. Redlhammer was hired to recover the boat. “I picked up the paper at either the Renaissance Marina in Aruba or at Ocean World Marina in the Dominican Republic,” he said. “I was reading it when the co-captain, Mike, snapped this picture.”

Chef Dhardra Blake, right, and friend Patty Velez take a break from a seven-day houseboat charter in the Grand Canyon. “Ever heard of that?” Blake wrote in. “Crazy, eh?” The charterer was a client of Blake’s in the Bahamas last fall. He has since sold his yacht and now only charters. He remembered Blake because she was so nice to his kids that when it was time for another boating holiday, he called her to come along. Just goes to show, you never know where the next job will come from.

Melissa Gribas and Peter Dudzinski from MHG Marine Benefits hiked 11 kilometers to get their Triton to this spot on the Great Wall of China.

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

www.the-triton.com October 2009Section C

October networking

C3-4At Kemplon Marine

Septembernetworking

C2At Secure Chain & Anchor

Skip this one

C18

And spend the 15 minutes to get in shape.

Stew tips of the trade

C7Survey offers top tips, tools.

As a chef, you need to be responsible for the amount of money spent on food. Whether you actually have cash in hand or the credit card or have the

captain go with you, every dime must be accounted for, especially when the owner requests the receipts.

Years ago, working on one particular yacht, the owner came into the galley fuming mad when he discovered a bottle of aspirin on

the grocery bill. The captain told him he was going to need the aspirin more than we did because we quit.

I am all for the owner saving money, but that was a little too cheap for me. The yacht needs to provide crew the basic essentials, and in my book, aspirin is one of them. However, it brings me to my point: Even aspirin needs to be accounted for.

On larger yachts, pursers take care of the purse strings or the captain accompanies the chef to the store to control spending, protecting the owner’s assets. On other yachts, usually the chef is handed the money and sent.

Posted on The Triton’s Web site (www.the-triton.com) with my column this month is a copy of my Excel spreadsheet that can serve as a template for tracking your galley expenses. In addition to my electronic copy, I e-mail one back to the boss’s office and keep a hard-copy ledger as well.

Accountability is just that, accounting for what is spent. Have a little tub or box you can put the receipts in and arrange file folders for those already entered, receipts that

Culinary Waves

Mary Beth Lawton Johnson

See WAVES, page C10

Cook meals but keep the books clean

By Lucy Chabot Reed

The operator of a private vessel isn’t required by law to have a license, but reviewing the results of our latest megayacht captain survey, you would think he/she was.

Of respondents in this month’s captains’ survey, 99.6 percent said they hold a license. The remainder – one captain among the 257 who took the survey – has been with his boss so long he sort of got “grandfathered in”. [For more conversation about rules and laws, see From the Bridge, page A1.]

“I worked on all manner of yachts for 20 years before anyone ever asked if I had any license,” wrote a captain with a USCG 1,600-ton license. “More recently, licensing has rightly become a big issue. Today, license and ENG1

are the first things you need to be considered for the better jobs.”

So if it’s a given that a megayacht captain holds a license, we were curious to see which ones were most common and what size vessels these captains operated with them. So we asked.

Which license do you hold?Nearly 75 percent of respondents

have a U.S. Coast Guard license. Among them, the groups with the largest ticket (1,600-ton) and the smallest ticket (100-ton) were nearly even at a smidge more than a third each.

“I have found that age and my experience is more important than the tonnage on my license,” wrote a captain of more than 20 years.

Almost 19 percent of respondents

have the RYA/MCA yachting tickets. And again, among them, the groups with the largest ticket (less than 3,000 tons) and the smallest ticket (200 tons) represented the majority of captains at about 40 percent each.

Six percent of our respondents had some other ticket, most notably the UK Merchant Marine or commercial ticket. And many captains, of course, hold both licenses, with endorsements from a variety of flag state nations.

“It is noteworthy to mention that while the U.S. entry-level license is one of the easiest to obtain (you don’t have to prove that you can drive), every level above 100-ton is much more difficult to achieve than the British license,” wrote a captain with

TRITON SURVEY: LICENSING

See SURVEY, page C12

Licenses evolve into ‘a big issue’Licensing brings a level of professionalism, but practical experience and on-hand lessons – such as the one provided here by Capt. Chris Young – matter as well. PHOTO/LUCY REED

C� October 2009 www.the-triton.com The Triton NETWORKING LAST MONTH: Secure Chain and Anchor

Nearly 300 captains, crew and industry professionals joined The Triton for our monthly networking event in September at Secure Chain and

Anchor in Ft. Lauderdale. There was delicious food, cold beverages and smooth tunes. We do it every month, on the first Wednesday from 6-8 p.m. Only the location changes. Join us this month at Kemplon Marine. See story on the next page for more details. PHOTOS/STEPHEN, DAVID, LUCY REED

The Triton www.the-triton.com October 2009 C�NETWORKING THIS MONTH: Kemplon Marine Engineering Services

Kemplon Marine is sponsoring its 3rd annual Triton networking event on the first Wednesday in October from 6-8 p.m. at its offices at 3200 S. Andrews Ave., #103.

Usually, The Triton writes a question-and-answer article with the company’s founders, but this time, owner Jeff Kemp asked to do something a little different.

“Rather than talk about ourselves, we wanted to talk to our customers to find out what they think about Ft. Lauderdale service providers,” Kemp said.

Here’s what they had to say.

Q. What is your method of sourcing new contractors?

Capt. David Rutherford of M/Y Shirley Anne (35m): A good source is always the Internet and yacht publications such as The Triton, but I think the best source would be talking with other captains, word of mouth.

Capt. Graeme Brown of M/Y Vajoliroja (48m): 90 percent is referrals. Nothing beats word of mouth.

Q. How would you say Ft. Lauderdale service companies compare to their global competitors?

Capt. Carl Sputh of M/Y Starfire (54m): There are good vendors

and bad vendors in every location. Ft. Lauderdale does offer the most complete range of services, from engineering to deck to interior; all departments have vendors available to them.

Chief Eng. John Walsh of M/Y Linda Lou (60m): There are many comparisons to draw upon, but the main ones tend to be cost, quality and time. It is difficult, if not impossible, for European contractors to compete with their American counterparts on price.

As for quality and getting the job done on time, I believe it is important to choose contractors with a good track record and excellent customer satisfaction.

Also, observe the contractors’ employees; if they are happy and being treated/paid well, they will do excellent work.

Capt. Oskar Schonback of M/Y Amorazur II (46m): Ft. Lauderdale has a great supply of various contractors.

Q. Where have you hired contractors to do repair work?

Chief Eng. Brian Sheridan of M/Y Turmoil (63m): Ft. Lauderdale, Newport, St. John, Newfoundland, Malta, Naples, Mallorca

Eng. John: France, Italy,

St. Maarten, but mostly Florida.

Q. Overall, do you receive excellent customer service when you come to Fort Lauderdale (as we all claim to provide as service contractors)?

Capt. Graeme: The customer service is high but still has room for improvement.

Capt. Carl: I do receive great service, however, I feel that during the busy season in Ft. Lauderdale there is such an influx of yachts and so much work available that quality can be lacking at times.

Capt. David: The yards and contractors in Fort Lauderdale always

Networking sponsor turns tables, asks crew about his business

Kemplon Marine owner Jeff Kemp, a former megayacht engineer, asked captains and engineers about Ft. Lauderdale and customer service.

PHOTO FROM JEFF KEMP

See NETWORKING, page C4

C� October 2009 www.the-triton.com The Triton

give full attention, great workmanship and excellent customer service.

Q. Are there any services that are unavailable or could be improved upon when you come to Ft. Lauderdale?

Capt. Carl: My biggest complaint is having to follow up with vendors every couple of days. It should be the other way around. Communication is my biggest thing. Check in with the captain and crew to give them an update, even if you do not plan on coming that day.

Also, companies need to deliver on their word. If you say you are going to do quality work on time, then do just that

Eng. John: In the busy winter season, it is often a challenge to find dockage or a “spot” in a shipyard to begin work.

Ft. Lauderdale needs a new, large facility to accommodate the many large yachts recently launched.

Imagine a facility with all the great features of Rybovich (WPB) placed in Ft. Lauderdale, but twice the size.

Q. Who is Ft. Lauderdale’s biggest competitor for refit and repair?

Capt. David: Savannah and Europe.Eng. Brian: The crew recreation

area on site at Rybovich is really nice and unique in the shipyard industry. The yard also holds weekly, free dinner parties for all yacht crew.

Rybovich is clearly committed to insuring that crew have a good yard experience, both on and off work. Having a dip in the pool after work sure beats sitting in the gravel dust.

Capt. Oskar: For me, La Ciotat (the

2-year-old Monaco Marine facility in France, about 20km east of Marseilles).

Q. Scheduled for a 6-month refit, where would be your first choice, based on workmanship and crew amenities?

Eng. Brian: Rybovich in West Palm Beach, Fla., or Knight and Carver in San Diego

Eng. John: There are several facilities in South Florida, all with similar services.

Q. Has your job changed much given the global economic situation?

Capt. Carl: Only slightly. We have had fewer charters but we have been able to use that time productively to perform maintenance on the vessel.

Eng. Brian: My job has not changed one bit.

Capt. Graeme: I am fortunate enough to say no. We have, in cases, managed to achieve more work as the contractors have had more time to focus on our projects.

Q. What changes have you seen in the industry generally?

Eng. Brian: The economic downturn has made getting a job much harder for inexperienced crew.

In the long run, though, it will be a positive thing for the industry as it has cut out large numbers of bad crew or crew who don’t think of yachting as a career but just a way to travel.

Eng. John: I have worked in the yachting industry for 23 years, so I have seen many changes. The most obvious is the increase in the number of yachts, and the increase in yacht size.

However, I think the most important change is the new level of safety awareness, training and professionalism that has been introduced in recent years.

Q. Is Ft. Lauderdale still the yachting capital of the world?

Capt. Carl: The Med offers some tough competition, and Ft. Lauderdale needs to try to accommodate the larger yachts to maintain its position.

The U.S. dollar is obviously in Ft. Lauderdale’s favor, so for right now the answer would be yes.

Capt. Graeme: For having the largest number of services in just one place, yes.

Capt. Oskar: Sure.Capt. David: I believe it is.

Join us in Ft. lauderdale on Oct. 7 from 6-8 p.m. at Kemplon Marine Engineering Services for casual networking, great food and wonderful hosts in Jeff Kemp, Colette O’Hanlon and all the staff at Kemplon. To find its offices at 3200 S. Andrews Ave., #302, take Andrews Avenue south past State Road 84. Look for Kemplon on the left.

NETWORKING THIS MONTH: Kemplon Marine Engineering Services

Ft. Lauderdale faces competition, but still has most going for itNETWORKING, from page C3

The Triton www.the-triton.com October 2009 C�

Sometimes during my training sessions I work with a stew with some basic experience but who has particular areas that are problematic, such as

how to set a table for meal service, how to bartend, or how to perform housekeeping duties efficiently.

Sometimes, the stew has no experience at all, which means we begin by writing a daily schedule and defining which

duties need to be completed and when. It usually involves some aspect of learning to work more efficiently with the tools and materials you’ve been given.

Most often, however, we work on learning how to ease the stress that builds up when you working under pressure with the serious limitations in workspace and storage on yachts. I’ve come to see that for so many stews, the key to being successful is attitude and the effect we have on those around us.

What it boils down to is relationships. You have to learn to work out your own emotional stuff, and so does everyone else. It can be really hard to work with someone who tries to control us or hold power over us.

There are lots of ways we all try to control each other, but true service is not about that. I just finished reading a great little book called “The Shack” by Wm. Paul Young. He makes an interesting observation about relationships and service, saying “Relationships are never about power. One way to avoid the will to hold power over another is to choose to limit oneself – to serve. People often do this – in touching the infirm and sick, in loving the very old and the very young, or even in caring for the other who has assumed a position of power over us.”

In other words, if we choose to serve, we willingly give up the will to hold power over others – even to the point of caring for someone who has assumed power over us. I never thought of it that way. Talk about humility.

Still, Young’s definition of service hasn’t even scratched the surface of the level of service we in yachting are accustomed to.

It can be difficult to maintain a neutral position in the face of all this but by doing so we gain a great deal of knowledge about ourselves. After all, our own feelings and responses are the only things we actually do control.

One of the greatest sources of

frustration I see on yachts is when crew members have different levels of experience and thus hold different levels of expectations toward their fellow crew members. The more experience you have, the more adept you become at fitting into a standard role and its accompanying expectations … and the more alluring it can be to view yourself as the authority.

It can be tough to provide structure for less experienced crew while at the same time leading by example and sharing your knowledge. But that’s what we must do. Make it more about relationship and less about power and control.

It can be easy to criticize others to lessen our own frustrations. But this is counterproductive and merely shifts responsibility for dealing with our own problems onto someone else.

Unfortunately, society in general and yachts in particular are based on hierarchy and chain of command. This system of order tears down relationships rather than promotes them.

So what’s a stew to do? We all know how important

personal and professional boundaries are, both to keep from being taken advantage of and to prevent ourselves from crossing the line with guests. It helps to realize one redeeming social value: The end

justifies the means because it’s not the work itself but the purpose of all this service that makes it special.

“Every time you reach out and touch a heart or a life, the world changes,” Wm. Paul Young writes in “The Shack.” “With every kindness or service, seen or unseen, [great] purposes are accomplished and nothing will ever be the same again.”

You have to truly believe that the heart and soul of service is a beautiful thing. Remember that the next time you bemoan the fact that you have not had a day off in months, your back hurts and, oh yeah, you don’t love cleaning.

I have found that yes, there are many fundamental skills that must be mastered in a stew’s job. But the interpersonal skills are just as important and are the key to success in a yachting career.

Alene Keenan has been a megayacht stewardess for 18 years. She is the founder of Stewardess Solutions, which offers training and consulting for stewardesses to improve their jobs and careers. Contact her through www.stewardesssolutions.com. Comments on this column are welcome at editorial@the-triton.com.

Stew CueS

Alene KeenAn

Work is easier when its about relationships instead of power

INTERIOR: Stew Cues

‘Every time you reach out and touch a heart or a life, the world changes,’

— Wm. Paul Young

The Triton www.the-triton.com October 2009 C�

Crew Unlimited, a crew placement agency based in Ft. Lauderdale, surveyed the stews in their database about all things having to do with the interior and performing stew functions. The following are the top 10 responses for some of the survey questions:

Q. If your little sister were interested in working on yachts, what advice would you give her? Top 10 answers:

10. Stay away from drugs and the people associated with them. If people see you with them they will assume you, too, do drugs.

9. Develop a thick skin; don’t take things personally.

8. Take time out to smell the roses; take time in port; have fun

7. Listen and learn. Save your suggestions until you have earned the right and respect to give your input. You won’t be “heard.”

6. Don’t talk badly about people/gossip

5. Be prepared to work extremely hard around the clock; pull your weight

4. Be polite to fellow crew members, and respectful of superiors; your reputation will follow you

3. Stay professional at all times2. Keep to your job; keep your head

down; stay focused on the job; mind your own business; stay out of the drama

1. Don’t get emotionally or physically involved with anyone on board (not the guests, captain or crew)

Q. What are the top things even a novice stew should know before you hire her? Top 10 answers:

10. How to follow orders; how to take instructions precisely

9. How to set a table properly8. How to do laundry properly

(separate lights from dark, which items to hang dry, effective ironing, handling of fine fabrics, correct stain treatment, machine use and maintenance)

7. People skills; professional etiquette; how to behave and what to say to owners and guests

6. How to make a bed properly (with hospital corners)

5. Attention to detail while cleaning deeply with correct products

4. Basic bartending skills3. A willingness to learn, listen and

to help where needed; teamwork is essential

2. How to keep her mouth shut with a smile on her face through long hours; how to keep a good attitude

1. Basic service skills, i.e. serve from left, clear from right; anticipating guests’ needs. You are not a servant; you are a professional providing a necessary service and should take pride and pleasure in what you do.

Q. What is the top cleaning product/tool you couldn’t do your

job without? Top 10 answers:10. Shaklee Basic H - organic and

concentrated - safe on marble and onyx9. Mr. Clean Pads/Magic Eraser8. Swifter7. Gel Gloss for showers and sinks,

marble, granite, fiberglass6. Rowenta Steam Iron5. Downy Wrinkle Release (only sold

in USA)4. Miele vacuum (not a stand up)3. Rubbing alcohol for glass and

windows2. Microfiber cloths; clean cotton

rags (no fabric softener)1. Vinegar and water in a spray

bottle (no build up of oily, finger print attracting, fire hazard mess)

Q. What is the most valuable time saving tip you have learned while working on yachts? Top 10 answers:

10. Pre-fold napkins and store in labeled Ziplocs (i.e., Day 1 breakfast, Day 1 lunch, etc.)

9. Always carry something with you when you walk from one part of the boat to another so you don’t have to make multiple trips.

8. Store garbage bags underneath the bag in the bin.

7. Rainex shower doors6. Set up breakfast the night before5. Iron linens on the bed if no guests

on board4. Febreeze/Downy Wrinkle Release

for sheets on bed or tablecloth on table to “iron”

3. Fold napkins and sheets while ironing to save time later

2. Keep cleaning supplies in each room instead of carrying them around or having to search for them

1. Always have everything ready (the silver polished, napkins folded, etc.)

– Lucy Reed

Experienced stews offer Top 10 advice, skills, tools of the tradeSTEW NEWS

C� October 2009 www.the-triton.com The Triton

Heartburn or “acid reflux” affects 1 in 10 people. The good news is that heartburn doesn’t really have anything to do with your heart.

The bad news is that a “burning” pain is the major symptom of heartburn, and if heartburn becomes chronic – a condition called gastroesophagel reflux disease (GERD) – it can lead to much more serious problems

such as cancer.Heartburn happens when the

muscle that acts as a valve between the esophagus and stomach doesn’t work properly. This value is called the lower esophageal sphincter (LES).

Normally, the LES closes as soon as you eat and the food or drink passes into your stomach. Heartburn occurs when the LES opens when it shouldn’t and allows stomach acids to leak back up into the esophagus.

The causes of heartburn are many. They include everything from having a hiatal hernia, a condition where the upper part of the stomach and LES move above the diaphragm, to smoking, being pregnant and taking medications such as aspirin and certain blood pressure medications.

Being overweight can also make you more prone to heartburn. According to a study reported in the August 2008 issue of the American Journal of Gastroenterology, an accumulation of abdominal fat was the most important risk factor for the development of heartburn.

Not surprisingly, several studies suggest weight loss through caloric restriction is the most beneficial in relieving heartburn symptoms.

Best known, perhaps, are seemingly diet-related causes of heartburn. These include eating a large meal, eating a high-fat meal, eating certain foods and drinking certain beverages.

Interestingly, foods themselves don’t cause heartburn, but they can aggravate the condition by stimulating acid production in the stomach. Black pepper, coffee, chocolate, alcohol, peppers and even mint can all fall in this category.

So, forego that after-dinner mint, especially if you’ve eaten a large high-fat dinner. Peppermint can relax the LES, thus allowing stomach acids to flow back into the esophagus.

You may have heard people say that acidic foods cause heartburn. Actually, digestive juices in the stomach that lash up to the esophagus are about 100 times more acidic and much more

damaging than so-called acidic foods. However, acidic foods such as

oranges, grapefruit, tomatoes and their juices can aggravate heartburn, especially if you eat or drink them on an empty stomach.

This is more of an effect rather than a cause. That is, acidic foods and drinks can cause discomfort in the esophagus after this food tube is already raw from reflux – or a splashing up – of harsh stomach acids. Juices are more likely to cause this problem than whole fruit since liquids, especially if you indulge in a biggie size, can splash back up into the esophagus more easily.

Fatty foods, and especially a high fat meal (think bacon cheeseburger, French fries and a milk shake) can aggravate heartburn. This is because fat is the nutrient that takes longest to digest.

The longer food sits in your stomach, the more time is available for the stomach acids digesting that food to splash up in the esophagus. This can especially occur if you lay down right after eating this meal.

With all the heartburn-relief drugs advertised, it’s easy to regard this digestive disorder as just an uncomfortable inconvenience.

Scientists say, however, that although occasional heartburn is not a worry, frequent heartburn can lead to serious complications if left untreated. Continued bathing of the lower esophagus with stomach acid can lead to inflammation, scar tissue formation that narrows the opening and makes swallowing difficult, and in rare cases, cancer of the esophagus.

If you suffer from heartburn, there are several types of treatment.

The easiest is lifestyle. For example, sit upright for at least an hour after eating, eat small meals through the day rather than one or two large meals, and elevate your head with an extra pillow when sleeping.

Certain drugs can be taken before eating to prevent excess stomach acid secretion. Other drugs are available that neutralize acid already formed. A combination of these two treatments can also be used.

If heartburn occurs several times a week, see a doctor. Your heartburn may be the result of eating habits or excess weight that may also be hurting your health in other ways, such as increasing your risk of heart disease and cancer.

Instead of making unhealthy eating tolerable by treating heartburn with antacids, it may be time to develop healthier habits for the long run.

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

Frequent heartburn can be serious, but it’s preventable

take It In

Carol Bareuther

NUTRITION: Take It In

C10 October 2009 www.the-triton.com The Triton IN THE GALLEY: Recipe

need entering, and the ones ready to be sent to the boss or management company.

Number the invoices if you don’t have an assigned number on them. Put that under the invoice column. That way you can have easy access to the receipt and not have to dig through piles of papers to find it.

Be sure to enter the total amount of the receipt in the cash or credit charge column of what it cost depending on what you paid and how you paid for the merchandise. Then enter the tax. Now break the receipt into meats, produce, dairy, liquor, sodas, dry goods, paper goods, etc. Yes, you have to put each item on the receipt into its respective category.

Total it out and this will tell you where the boss’s money is going. Excel is easy to use once you get used to it. For example, last year, we spent quite a bit on soft drinks, water and shipping,

but not too much on meat. Now, I keep an eye on the soda bill and foreign shipping costs. It literally tells you where the money goes.

A pit fall for chefs, charter boats or management companies is charge accounts. When you open a charge account and don’t keep track of the receipts – especially if others are allowed to charge on the account – things can get pretty ugly, pretty quickly.

Get receipts daily; inspect them weekly. If there is a question, ask the store or provisioner about the charge. There might be an up-charge that you didn’t know about or there could be double billing, a service charge or a mistake by whoever did the billing. They are human, too, and make mistakes. Don’t trust simply because you have dealt with them in the past or had a former relationship with them. Business is business. I have had to learn

For the flan (without the pastry dough)3 cups milk1 1/4 cups sugar1 vanilla bean, seeds scraped2/3 cup all-purpose flour5 eggs1 lb Italian prunes (plums, pitted) Preheat oven to 400 F.In a saucepan over medium heat, bring

the milk, sugar and vanilla bean to almost a boil. Remove from heat and let vanilla steep for a couple of

minutes. Remove the bean and let mixture cool.In a mixing bowl, add the flour and add

the eggs one at a time, beating well after each addition. Continue beating while adding the milk mixture.

Pour into a pie shell (either lined with puff pastry or not). The batter will be thin.

Add the prunes, face down.Bake for 45 to 55 minutes or until

the mixture has risen and is fluffy. Remove, cool and serve.

Plum Clafoutis(Italian Plum Flan)

When you add the prunes in this dish, be sure to put them in face-down. PHOTO/MARY BETH LAWTON JOHNSON

Rustic in appearance, you can use pastry dough to line the bottom or not. I tried both and liked it both ways. This is an absolutely simple and superb dessert when you serve a regional French or Italian meal.

WAVES, from page C1

See WAVES, page C11

Charge accounts complicate proper tracking of food costs

IN THE GALLEY: Culinary Waves

that the hard way. Also, if you send another crew

member to the store, write down how much money you gave them and be sure to tear up the chit before doing the books as this can be confused later with the other receipts. Better yet is to have a log that the crew member signs when she has cash in hand and then signs again once she returns with the goods.

Have the crew member enter the receipt into the log (the amount and change due). That way, all funds can be accounted for at the end of the week or month.

Another good idea is to have the crew member initial the receipt. That way if there is theft by some untrustworthy crew, others are not held accountable for money missing. There is nothing more I dislike than being held accountable for a thief.

However, since I am the chef, I am responsible for their actions if they do something for me when I can’t get out of the galley. Same goes for the captain. He is ultimately responsible for the conduct of the crew and their actions, including me and the interior crew.

Do you have someone onboard who always comes back with more than what was on the list? When I send someone to the store, our shopping list doesn’t need extra items such as facial cleaning cloths or eye skin lotion or non-boat issued toiletries or candies or other stuff. This will jack your provision bill up higher than a kite on a windy day.

That is why a signature is needed on the receipt. You will quickly see who the big spender is and who is conservative. Be firm and tell the stew, deckhand, purser or even the captain that if it is not the list, they will pay for it personally. It has to be done to save the owner money. It is your head that will roll, or the captain’s, and I am sure you both want to keep your jobs in this tight economy.

When you set up a revolving credit line with a provisioner, be sure to give a list of the crew who can charge with them. It’s been known to happen that a crew member will charge stuff at the provisioner at the same time you are supplying them as a chef. That is called double dipping. Then you have to find out whether the crew member is taking the goods home or selling them to friends.

Be sure to introduce the provisioner to the crew who can charge. Another incident onboard a different yacht involved someone posing as a different crew member and charging a lot of money to the account. This crew member was eventually caught but you understand the scenario. In the end, it will protect you, and ultimately, the owner’s assets.

When you have something shipped in, have the shipper break down the charges, (customs fees, taxes that were paid, the ship’s agent’s fees, service fees, the shipper’s fees). Don’t allow your shipper to ship in other yacht’s stuff with your order, ever. You just might find another yacht piggy backing at your expense. Get the invoice broken down into costs that are yours.

When receiving merchandise from your provisioner, go over every item line by line to make sure you got the quantity and quality that you ordered. If anything is missing, write on your

provisioner’s copy as well as your own. If you send anything back due to damage, write it down. Leave a paper trail.

A sign of a caring provisioner or supplier is the willingness to meet you and go over any charges that you don’t understand. A caring provisioner or supplier will help you find a happy medium in your ordering, admit when they are wrong (or when you are wrong in your ordering). Look for one that will go out of his or her way to keep you happy. When you find one, that is a provisioner to keep around for a long

time.I hope chefs can use some of these

ideas. Any chefs who know of others that I missed, please e-mail them in and I will include them in a follow-up column.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. (www.themegayachtchef.com) Comments on this column are welcome at editorial@the-triton.com.

WAVES, from page C10

When crew do shopping for you, be sure they sign the receipt

The Triton www.the-triton.com October 2009 C11IN THE GALLEY: Recipe

need entering, and the ones ready to be sent to the boss or management company.

Number the invoices if you don’t have an assigned number on them. Put that under the invoice column. That way you can have easy access to the receipt and not have to dig through piles of papers to find it.

Be sure to enter the total amount of the receipt in the cash or credit charge column of what it cost depending on what you paid and how you paid for the merchandise. Then enter the tax. Now break the receipt into meats, produce, dairy, liquor, sodas, dry goods, paper goods, etc. Yes, you have to put each item on the receipt into its respective category.

Total it out and this will tell you where the boss’s money is going. Excel is easy to use once you get used to it. For example, last year, we spent quite a bit on soft drinks, water and shipping,

but not too much on meat. Now, I keep an eye on the soda bill and foreign shipping costs. It literally tells you where the money goes.

A pit fall for chefs, charter boats or management companies is charge accounts. When you open a charge account and don’t keep track of the receipts – especially if others are allowed to charge on the account – things can get pretty ugly, pretty quickly.

Get receipts daily; inspect them weekly. If there is a question, ask the store or provisioner about the charge. There might be an up-charge that you didn’t know about or there could be double billing, a service charge or a mistake by whoever did the billing. They are human, too, and make mistakes. Don’t trust simply because you have dealt with them in the past or had a former relationship with them. Business is business. I have had to learn

For the flan (without the pastry dough)3 cups milk1 1/4 cups sugar1 vanilla bean, seeds scraped2/3 cup all-purpose flour5 eggs1 lb Italian prunes (plums, pitted) Preheat oven to 400 F.In a saucepan over medium heat, bring

the milk, sugar and vanilla bean to almost a boil. Remove from heat and let vanilla steep for a couple of

minutes. Remove the bean and let mixture cool.In a mixing bowl, add the flour and add

the eggs one at a time, beating well after each addition. Continue beating while adding the milk mixture.

Pour into a pie shell (either lined with puff pastry or not). The batter will be thin.

Add the prunes, face down.Bake for 45 to 55 minutes or until

the mixture has risen and is fluffy. Remove, cool and serve.

Plum Clafoutis(Italian Plum Flan)

When you add the prunes in this dish, be sure to put them in face-down. PHOTO/MARY BETH LAWTON JOHNSON

Rustic in appearance, you can use pastry dough to line the bottom or not. I tried both and liked it both ways. This is an absolutely simple and superb dessert when you serve a regional French or Italian meal.

WAVES, from page C1

See WAVES, page C11

Charge accounts complicate proper tracking of food costs

IN THE GALLEY: Culinary Waves

that the hard way. Also, if you send another crew

member to the store, write down how much money you gave them and be sure to tear up the chit before doing the books as this can be confused later with the other receipts. Better yet is to have a log that the crew member signs when she has cash in hand and then signs again once she returns with the goods.

Have the crew member enter the receipt into the log (the amount and change due). That way, all funds can be accounted for at the end of the week or month.

Another good idea is to have the crew member initial the receipt. That way if there is theft by some untrustworthy crew, others are not held accountable for money missing. There is nothing more I dislike than being held accountable for a thief.

However, since I am the chef, I am responsible for their actions if they do something for me when I can’t get out of the galley. Same goes for the captain. He is ultimately responsible for the conduct of the crew and their actions, including me and the interior crew.

Do you have someone onboard who always comes back with more than what was on the list? When I send someone to the store, our shopping list doesn’t need extra items such as facial cleaning cloths or eye skin lotion or non-boat issued toiletries or candies or other stuff. This will jack your provision bill up higher than a kite on a windy day.

That is why a signature is needed on the receipt. You will quickly see who the big spender is and who is conservative. Be firm and tell the stew, deckhand, purser or even the captain that if it is not the list, they will pay for it personally. It has to be done to save the owner money. It is your head that will roll, or the captain’s, and I am sure you both want to keep your jobs in this tight economy.

When you set up a revolving credit line with a provisioner, be sure to give a list of the crew who can charge with them. It’s been known to happen that a crew member will charge stuff at the provisioner at the same time you are supplying them as a chef. That is called double dipping. Then you have to find out whether the crew member is taking the goods home or selling them to friends.

Be sure to introduce the provisioner to the crew who can charge. Another incident onboard a different yacht involved someone posing as a different crew member and charging a lot of money to the account. This crew member was eventually caught but you understand the scenario. In the end, it will protect you, and ultimately, the owner’s assets.

When you have something shipped in, have the shipper break down the charges, (customs fees, taxes that were paid, the ship’s agent’s fees, service fees, the shipper’s fees). Don’t allow your shipper to ship in other yacht’s stuff with your order, ever. You just might find another yacht piggy backing at your expense. Get the invoice broken down into costs that are yours.

When receiving merchandise from your provisioner, go over every item line by line to make sure you got the quantity and quality that you ordered. If anything is missing, write on your

provisioner’s copy as well as your own. If you send anything back due to damage, write it down. Leave a paper trail.

A sign of a caring provisioner or supplier is the willingness to meet you and go over any charges that you don’t understand. A caring provisioner or supplier will help you find a happy medium in your ordering, admit when they are wrong (or when you are wrong in your ordering). Look for one that will go out of his or her way to keep you happy. When you find one, that is a provisioner to keep around for a long

time.I hope chefs can use some of these

ideas. Any chefs who know of others that I missed, please e-mail them in and I will include them in a follow-up column.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. (www.themegayachtchef.com) Comments on this column are welcome at editorial@the-triton.com.

WAVES, from page C10

When crew do shopping for you, be sure they sign the receipt

C1� October 2009 www.the-triton.com The Triton TRITON SURVEY: LICENSING

the MCA Class 4. “The U.S. system requires actual days at sea. Time aboard whilst tied to the quay in Cannes counts for nothing in the U.S. system. Also, the U.S. ticket holds more value in as much as there is no yachting ticket. It is a full-fledged commercial ticket with more difficult requirements to obtain and maintain. The MCA yacht ticket is an easier path to running a large yacht.”

In the past year, what size vessel(s) have you run?

Despite the preponderance of large yachting tickets (nearly 37 percent of respondents had the largest yacht ticket they could have), the largest group of vessels run were those smaller than 100 feet (30m), by 122 captains. That is more than double the next largest group, the 59 captains who have run vessels between 100 and 120 feet (30-36m) this past year.

So we crunched these numbers a bit farther to see what sorts of vessels captains with the largest tickets were running.

Of the 71 respondents with the USCG 1,600-ton license, more than a quarter of them (19) ran boats between 100-120 feet. The next two largest groups straddle that size range. A full two thirds of these captains ran boats smaller than 140 feet.

“Over the years I have felt that I needed to upgrade my license in large part to look better on paper than the

younger guys who were picking up every license they could,” a captain with a USCG 1,600-ton ticket wrote. “I am licensed for a boat 10 times the size of that which I drive, but upgraded to stay ahead of the newcomer that got his yachtmaster after two years in the business.”

Of the 23 captains with the MCA Class 4 ticket, half ran boats of 121-160 feet. The next largest group was the four captains (17 percent) who ran boats smaller than 100 feet.

“The most important point I can make is that I work for an owner, not a vessel,” wrote the captain of a vessel between 121-140 feet with a “full master’s license.”

How long have you had this particular level of license?

The largest group has had their license longer than 10 years (38 percent), with 20 percent having their license 7-10 years.

Just 4 percent had held their current license less than a year.

Again, we were curious to see what sorts of vessels these veteran captains were running, so we looked at the 97 captains who have had their license longer than 10 years and found that most – 77 captains – have been running boats smaller than 140 feet in the past year. Just two were on vessels larger than 200 feet.

How long have you held some version of a captain’s license?

The majority of respondents

Some add licenses to keep up with the ‘younger guys’SURVEY, from page C1

See SURVEY, page C14

In the past year, what size vessel(s) have you run?

<100feet

100-120

121-140

141-160

161-180

181-200

201-225

226-250

251-175

>275 feet

122

59

37

2616

11 4 5 22

How long have you had this particular level of license?

1-3 years – 18.4%

Longer than 10 years – 37.9%

Less than a year – 3.9%

4-6 years – 19.5%

7-10 years – 20.3%

How long have you held some version of a captain’s license?

> 35 years – 5.5%

Less than a year – 1.6%

16-20 years – 14.8%

21-25 years – 15.2%

26-30 years – 15.6%

31-35 years – 5.5%

How did you decide which licensing body to follow? (USCG, MCA, etc.)

My nationality

More widely recognized

Better ticket

More convenient

Other

183

4640

3020

The Triton www.the-triton.com October 2009 C1�TRITON SURVEY: LICENSING

Make them more difficult to obtain. The “puppy mills” churn out a large number of “captains” who have no maturity for command.

l l l

For the MCA, more experience should be required. Having a license and actually being in a position to use/practice it are two different things. I’m looking at resumes of kids who have their coastal yachtmaster who have been in yachting less than a year.

l l l

Create a system that would end fake sea time. In commercial work, each day must be signed off on and accompanied by discharges. In yachting, you can even sign for yourself.

l l l

I know three people who filed false documents to get a 500-ton license. The USCG just rubber stamps everything.

l l l

All licensed captains should have mandatory drug testing.

l l l

Too many people who are getting their first license should be taking a safe boating class instead. I have seen too many people with licenses that have little or no sea time. Anyone getting their first license should have to show actual skills at maneuvering a boat. It would

weed out a lot of people who shouldn’t be behind the wheel.

l l l

They (USCG and MCA) should care more about yachts and understand us. The trickle-down way that things are changing on yachts is not needed. We are doing our jobs. The rules that come down from ships are getting way over the top. If they take the fun out of yachting for the owners, then they will get out. Stop with the ISPS and ISM already.

l l l

There should be greater recognition for the multiple layers of responsibility that come with running smaller boats. There are young captains with big licenses that have hardly seen the inside of an engine room. Cruising around in an air-conditioned wheelhouse does not guarantee one develops all the skills required for true seamanship.

l l l

It seems now that time in class supersedes actual experience. It’s hard for owners to tell from your license if you’ve been around or you just fast-tracked your way to a big license.

l l l

There should be an international treaty for seamen [so] that no matter the flag or nationality, all tickets are equal. I know there would be a long

See REACTION, page C16

If you could change one thing about yacht licensing, what would it be?

In your career, have owners accommodated your desire or need to take classes?

Yes – 54.8%No – 45.2%

How long have you held some version of a captain’s license?

11-15 years – 17.6%

> 35 years – 5.5%

Less than a year – 1.6%

1-3 years – 5.1% 4-6 years

– 5.9%

7-10 years – 13.3

16-20 years – 14.8%

21-25 years – 15.2%

How did you decide which licensing body to follow? (USCG, MCA, etc.)

My nationality

More widely recognized

Better ticket

More convenient

Other

183

4640

3020

If owners accommodated your desire or need to take classes, how?

Paid time off

Paid all for class

Schedule flexibility

Paid some for class

OtherUnpaid time off

8077

35

21 20

11

C1� October 2009 www.the-triton.com The Triton

(162 of 256) have had their licenses between 11 and 30 years. Just 1.6 percent of respondents (four captains) had their license less than a year.

Have you ever let your license expire?Just 28 captains, or 11 percent of

respondents, have ever let their licenses expire. Curious about who these folks were, we looked at how long those 28 captains have had a captain’s license and found no trends. The largest group – nine captains – had a license 21-25 years, but the next largest group was five captains in both the 11-15 years category and the 26-30 years category.

How did you decide which licensing body to follow?

For the most part, captains selected their licensing body primarily on their nationality. Of respondents who answered this question, 183 chose that as one of their reasons, more than quadruple the next most common one.

“I chose USCG because it works as both a commercial and yacht license, and being an American citizen, it gives me additional career options after yachting,” a captain wrote.

Just 40 captains noted that their chosen ticket was “a better ticket.”

“A 200-ton RYA ticket only needs 50 days a sea; a 200-ton USCG ticket requires 720 days at sea,” wrote a captain with a USCG 100-ton ticket for less than three years. “Many Americans are overlooked for positions that they are fully qualified for.”

“While I understand the need for ‘yacht specific’ licenses, I’m not sure I’d recommend getting one,” wrote a captain with a USCG 500-ton ticket. “With today’s market, limiting yourself to one type of license can be an expensive decision, now and later.”

How important to you is upgrading your ticket to the next largest one?

The various categories of responses were fairly evenly split. “Somewhat important” edged ahead to garner 26 percent of respondents, with the remainder between 15 and 21 percent.

“The trend toward more licensing and requirements is a positive trend as the vessels get larger, crews get larger and vessels get more expensive,” said one captain with a 1,600-ton license.

Just 17.7 percent of respondents had

the largest ticket they can attain.Have owners accommodated your

desire or need to take classes?The results were heartening, albeit

slightly. More captains (55 percent) than not (45 percent) said their bosses have been supportive of their desire/need to take classes.

“The owner I work with will pay for upkeep of all necessary licensing

SURVEY, from page C12

License choice mostly based on nationality

See SURVEY, page C15

TRITON SURVEY: LICENSING

Have you ever let your license expire?

No – 89.1%

Yes – 10.9%

How important to you is upgrading your ticket to the next largest one?

Somewhat important – 26.4%

Very important – 18.9%

Not all that important

– 21.3%

Not important at all – 21.3%

Already have biggest ticket – 26.4%

Has the expense (in time and money) to obtain and maintain your license been worth it?

Yes – 92.4%

No – 7.6%

Has your license impacted your career?

No – 15.1%

Yes, in a good way –83.7%

Yes, in a bad way – 1.2%

STATISTICS/GRAPHICS BY LAWRENCE HOLLYFIELD

The Triton www.the-triton.com October 2009 C1�TRITON SURVEY: LICENSING

requirements,” wrote a captain with a 100-ton ticket who works on a vessel less than 100 feet. “It is a nice bonus.”

“I wish that I would have taken more advantage of an earlier employer’s willingness to pay for classes and endorsements,” wrote a captain who has had a 100-ton ticket for more than 10 years. “Instead I used my time off to play, except to keep current.”

“It would be a great thing for the industry if more owners understood the importance of continuing education,” wrote a captain with a USCG 200-ton ticket. “I have been told numerous times that crew can work on licensing ‘on their own time.’ Anyone who works on yachts knows how little and precious your own time is.”

For those who have received support, the most common type came in the way of paid time-off (80 captains chose this) and/or fully paid courses (77 captains chose this).

From there, however, there was a sharp drop in responses, with just 35 captains saying the owner worked around their course schedule, 21 captains who said the owner paid for a portion of their classes, and 20 captains who received time off without pay.

When we crunched these numbers further, we were not surprised to discover that most of the captains who have had owner support for their licenses had the largest tickets (48 captains with USCG 1,600-ton licenses and eight with the MCA’s Class 4).

But it was also interesting to note that another big group was those getting their entry-level license. Thirty-four captains got owner support to get their USCG 100-ton ticket, and 10 captains got owner support for their RYA 200-ton ticket.

Has the expense (in time and money) to obtain and maintain your license been worth it?

Captains overwhelmingly agreed (92.4 percent) that getting their license has been worth the time and money.

Still, 19 captains (7.6 percent) said no, so we had to know more about them. The largest group who said they didn’t think the expense was worth it have had their licenses longer than 10 years (eight captains), with a relatively equal number in each of the other ranges of years.

“I hold both a USCG 1600 and a MCA Class IV,” wrote a captain who has been licensed more than 20 years. “Most of my classes were taken between jobs at my expense. My courses have exceeded the cost of my four-year university degree.”

“The cost of classes and new requirements has gotten way out of hand and is only making the schools richer,” wrote a captain with a USCG 1,600-ton ticketand licensed more than 30 years. “After all, they are the ones

lobbying for the changes. I have retired from yachting because of this.”

They also tended to be holders of the USCG 1,600-ton ticket (eight captains) or the USCG 100-ton ticket (four captains).

One of the most disturbing discoveries was that 10 of these captains who said the expense wasn’t worth it also had received an owner’s support to get their license.

Seven of these 10 ran smaller boats (five of them on vessels of less than 100 feet), but two ran boats between 161-180 feet, and one ran a vessel larger

than 181 feet. Three of the 10 have let their license expire.

Has your license impacted your career?

Again, captains were overwhelmingly positive in their responses to this question. Nearly 84 percent (211 responses) said their license has impacted their career in a positive way by providing better job opportunities.

Fifteen percent (38 respondents) indicated that their license made no difference in their job choices.

Three captains (just 1.2 percent of respondents) said their license had

impacted their career in a bad way by restricting their ability to run the boat as the owner desires. None of them explained in comments section how.

Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.

SURVEY, from page C14

Owners support licensing with time off, tuition reimbursement

C16 October 2009 www.the-triton.com The Triton

way to go, but they should take as an example civil aviation.

l l l

Regardless of nationality, flag state or governing body, we mariners all study the same information yet there is this belief that one system is far superior. Walk onto the bridge of any superyacht and multiple nationalities will be present, all running the boat together doing the same tasks, regardless of their certifying agency.

Make the procedures universal and classification of tonnages accepted so that if you are Master 500 Oceans, it does not matter your nationality. Trying to cross-certify to another agency to make it more universal is a mission requiring nearly a repeat of the time/money as the initial license.

l l l

The USCG licensing system is not adapted to the needs of the yachting industry, especially sea time. The definition of a “day” is not adapted to the yachting world where few boats spend four or eight hours under way in a 24-hour period.

l l l

Get rid of “yachting licenses.” We are operating in a professional environment with qualified people. We should be held to the same standards and as such, we would be respected as equals.

l l l

The Class 4 license restricts you to yachts of less than 3,000 tons, so let the concerning bodies start offering the courses such as stability and construction that will play an important part in the increase of license sizes for those of us willing to further ourselves. At this stage, many license holders will do the commercial route and have many years of study ahead to start from scratch again.

l l l

You lose six months to a year every time you renew. You have to start at least one year before renewal in order to deal with the government’s slow issue policy so it does not expire. Meanwhile, you lose six months to a year of issue time out of your five years.

l l l

I would have the USCG make the path to upper-level licensing clear. As it stands these days, it is difficult to know what courses you need to obtain your next license. Sea-time is somewhat clear but it seems that every USCG REC [regional

exam center] has a different take on what the requirements are. So much for our centralized system in West Virginia.

l l l

You should be able to sit for an exam without having to go to a school.

l l l

You’d probably need to blow the system up and start over it is so convoluted and messed up. There is virtually no correlation between ability and one’s license these days and you practically have to be a lawyer to decipher the requirements.

l l l

Teach what is relevant to present day’s requirements. We’re in the 21st century and all yachts have high tech gear, technology and equipment on board. Couple that with old-school paper navigation and basic sailing skills and we’ll all do fine.

l l l

Eliminate the need for cargo vessel knowledge and concentrate more on yacht-specific matters.

l l l

Even though the materiel learned rarely applies to yachts, it is rewarding to pass the difficult tests and get the big license.

l l l

Don’t make it so easy for everybody to obtain a 200-ton license. A 200-ton boat is over 100 feet, and if you are the chef of a 300-foot boat, do a crossing and sit watch, you have “enough experience” to captain a 30m boat. An Australian Master Class 5, which takes 900 days sea time and two months study in a classroom (at least five years full time on a vessel), is not even considered as high as an MOY 200-ton.

l l l

That sea time be verified by the USCG. I have been asked more than once to “embellish” sea time and, consequently, people stretch the truth about their sea time. These “licensed” captains place others at risk, but also take positions away from seasoned, experienced captains that have honestly put in time.

l l l

Make the USCG test include hands-on handling experience and make the written part harder. And make the MCA require more sea time for master tickets. This would even out the playing field a little.

‘You should be able to sit for an exam without having to go to a school.’REACTION, from page C13

TRITON SURVEY: LICENSING

The Triton www.the-triton.com October 2009 C1�

Many think of a trust as a complicated document. Let’s clarify some of the terminology to better understand what a trust is.

First the simple definition of a trust is something committed or entrusted to one’s care for use or safekeeping. A trustee is the person who is financially in charge of the property assets designated inside the trust.

Trust estate or trust property is the name given to the physical piece of paper or contract that holds the title to property or investment. The beneficiary is the person who benefits from the trust.

The grantor is the person whose property or asset is given to the trust. In other words, the title of the asset or property ownership is assigned over to the trust. A common trust transfer form you may be familiar with is a warranty deed that can transfer property from an individual to a trust.

There are a couple of basic types of trusts. A revocable trust is a trust or document that can be altered or terminated anytime during the grantor’s lifetime. Since the trust may be altered at anytime until the grantor’s death, it is considered part of the grantor’s estate and is subject to taxation. The property is then passed on to the beneficiaries only after the grantor’s death, and the revocable trust then becomes an irrevocable trust.

Once a trust becomes irrevocable through death then the successor or trustee cannot change the rules or instructions of the trust. This is almost like a last will and testament. Some trusts are set up originally as irrevocable. These trusts are handled the same at death as a trust that starts out as revocable and becomes irrevocable at death.

One of the main benefits of a trust is that it is private. No one will typically know what is in the trust except for the parties involved in it. This is important for those who treasure their privacy and protection from creditors. This is directly the opposite of a will being processed in probate, which makes all names and information available as public information.

Just as a trust addresses privacy, it is important to maintain privacy with all your financial dealings. This is something that, for me, is a personal as well as a professional ethical

commitment. Having been in the yachting industry now for more than 20 years I know news travels fast. You can do something in Ft. Lauderdale and the same day word spreads on the docks of Monaco.

It is important to me to explain to all my clients that I maintain the same client confidentiality as a doctor or attorney. If people are entrusting someone to set up a trust or annuities, they are looking for that same confirmation of privacy and confidentiality.

I have sat down with many captains, both foreign and domestic. Their main concern is they don’t want anyone to know their financial information. This includes their crew for fear of their financial information getting around the industry. I do not even discuss what yachts my clients work on as some captains and crew are associated with particular yachts.

In setting up a trust you can get as complicated or as simple as you want. If you have multiple properties

and/or have multiple terms and conditions then it would be best to consult with an attorney who specializes in setting up trusts. Make sure you have defined your trust objectives before

talking with the attorney to ensure your objectives are met. Many people who just have money in investments effectively use a simple and inexpensive form of a trust called an annuity.

If you are looking for a simple trust with no set up costs then annuities might be the right thing for you. Whether you are foreign or domestic will determine which companies or countries are best for setting up your annuity or trust.

You can view previous articles on annuities that I have done to better understand some of the features of these annuities. Search “annuities” on www.the-triton.com for those articles.

Blend this investment with other investments to meet certain financial objectives. As with any investment, do your homework and ask questions. Then ask more questions.

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

Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Comments on this column are welcome at +1-954-764-2929 or through www.capitalmarinealliance.net.

YaChtIng CapItal

MArK A. Cline

When placing assets in trust, choose level of privacy, change

One of the main benefits of a trust is that it is private.

PERSONAL FINANCE: Yachting Capital

C1� October 2009 www.the-triton.com The Triton

Finding the time for exercise seems to be a common malady these days.

I have a prescription for you to address this challenge: a 15-minute, high-intensity workout. All you will need is a jump rope.

Got 30 minutes? Complete the circuit twice.

If you have only 15 minutes to spare, try to fit in another session later in the day.

1. Jump Rope (2 minutes)

2. Push-ups/Push up to plank (1 minute)

Start with 10 push-ups followed by 10 push up to plank. As soon as your push-ups are completed, keeping your body in proper alignment, alternate your hand position by switching from your starting push up and lowering yourself onto your forearms so that your elbows are bent at a 90 degree angle. Keep repeating for 1 minute.

3. Quick Feet (2 minutes)Keep feet

wider than hip width apart. Bend knees and remain in a lowered position, stay on the balls of your feet and move feet quickly, shifting your weight from right to left foot as if you are on hot coals. Every 20 seconds jump a quarter turn and start shifting with your quick feet.

4. High Plank (1 minute)

Start in a push-up position. Make sure to keep joints stacked (shoulders, elbows, wrists aligned), spread fingers apart and keep hands flat on the ground.

Keep your body in a straight-line starting push-up position for one minute, making sure not to let your hips sink toward the ground.

5. Reverse alternating lunges (1 minute)

Stand erect, shoulders relaxed and back, hands by your sides. Take a giant step backward with your right foot without letting your right knee touch the ground. Reverse the motion and bring your body back up to starting position. Repeat, alternating feet.

6. Continuous jump rope (1 minute)

Keep a slight bend in the knees and jump as fast as you can.

7. Standing elbow to knee side crunch (1 minute)

Stand straight, left hand on left hip, right arm straight up in the air. Lift your right knee high to the side while bending your arm. Bring your elbow to your knee in a side crunch motion. Now, bring arm

and leg back to starting position and repeat continuously for 30 seconds. Then switch sides for 30 seconds.

8. Jumping Jacks (1 minute)

An oldie but a goodie that always gets your heart rate up.

9. Power up squats (1 minute)

Lower yourself slowly to your starting squat position, bringing your arms behind your hips, making sure your knees do not cross over your toes.

Explode upwards (power up), using your arms to generate power. Throw your arms over your head and rise up onto your toes.

10. Bridge (1 minute)Lie on the ground, on your back.

Bend your knees so that your feet are flat on the ground. Let your arms rest beside you. Keep your joints stacked,

FITNESS: Keep It Up

Can’t spare 30 minutes? Try this 15-minute workout twice

See FITNESS, page C19

The Triton www.the-triton.com October 2009 C19FITNESS: Keep It Up

keeping knees over your heels as you push your hips up creating a straight

line from your knees to shoulders. Hold this position; do not let your butt drop toward the ground.

11. Side Bridge (2 minutes)

Lie on your right side. Align your right forearm under your shoulder and keep your legs on top of one another. Lift your hips so that your body forms a straight line from your shoulders to your feet. Keep your navel in, and your neck in neutral as you hold your position for one minute. Repeat on the other side.

12. Crunches (1 minute)

Lie on your back, keeping your knees bent and feet flat on floor. Draw your navel in toward your spine and flatten your lower back against the floor. Exhale, contracting your abdomen, which will help to bring your shoulder blades off the floor. Hold for 1-2 seconds at the top of the movement, lower back down to the floor and repeat.

Beth Greenwald is a certified strength and conditioning specialist and conducts personal training sessions as well as group fitness boot camp classes. Contact her at +1 716-908-9836 or bethgreenwald@hotmail.com. Comments on this column are welcome at editorial@the-triton.com.

Simply holding positions gets muscles tonedFITNESS, from page C18

C�0 October 2009 www.the-triton.com The Triton PUZZLES/BUSINESS CARD ADVERTISERS

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