Pilotage Reversal By Kelly Cramer and Lucy Chabot Reed See BRIDGE, page A20 See SURVEY, page A16 By Lucy Chabot Reed State-by-state details. Maintaining a yacht can be a dirty job. While many owners and guests see the washing and shammy jobs, the invisible efforts of captains, mates and engineers to keep doors greased, rooms cool and engines humming requires constant attention. Despite the complexities of maintenance required on just about From the Bridge Lucy chabot Reed www.the-triton.com
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www.the-triton.com August 2008 Vol. 5, No. 5 By Kelly Cramer and Lucy Chabot Reed Maintaining a yacht can be a dirty job. While many owners and guests see the washing and shammy jobs, the invisible efforts of captains, mates and engineers to keep doors greased, rooms cool and engines humming requires constant attention. Despite the complexities of maintenance required on just about every part of a floating city, the system to keep track of it can be as simple as blue tape and a Sharpie. “The system of writing on the filter and every other system written right onto the piece of equipment can’t be mistaken,” said the captain on a yacht smaller than 80 feet. “It’s crude, but works.” More often than not, the captains and engineers who took this month’s Triton survey say their approach to keeping track of onboard maintenance is similar to their philosophy behind making repairs in the first place – if it ain’t broke, don’t fix it. “I would possibly benefit from a computer-generated system,” said the captain of a boat smaller than 80 feet, “but I have used the legal pad for so long I am used to it and it works.” Of the 88 captains and engineers who answered the survey, 75 of them (85 percent) reported having a system to keep track of planned maintenance. Of those, 57 (or 76 percent) came up with it on their own. “I keep a log book with a separate chapter for every main piece of equipment on board the vessel,” said the engineer on a 140- to 160- foot megayacht (vessel lengths were surveyed in ranges). “In the logs are the hours or date of when or whatever Solutions range from Sharpies to computer programs See SURVEY , page A16 SURVEY: PLANNED MAINTENANCE SYSTEMS One of the ways to mitigate crew turnover is to offer sufficient time off. Too often, though, that’s easier said – or even promised – than done. Job rotations and relief work have been suggested as a way to offer time off to full- time crew, but few boats actually do it. We wondered why, so we asked the captains at this month’s roundtable discussion if they thought job rotations were a good idea. In theory, the captains agreed that job rotations are a fine idea. Actually making them work, however, was a different thing. “It is a good idea, but in my experience, what happens is greed sets in and [messes] it up for everybody,” a captain said. “The captain who comes in is usually the problem. He tells the owner, ‘I can run it for less.’ It ends up being a nightmare.” As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A20. “It’s one of those things that could work but in reality it doesn’t,” a captain said. “In theory, it’s an amazing idea.” FROM THE BRIDGE LUCY CHABOT REED See BRIDGE, page A20 Job rotations: Good idea but hard to pull off By Lucy Chabot Reed Capt. Robert Corcoran and his crew, this time on the 254-foot M/Y Samar, have performed another rescue at sea. “Mid-morning, the crew spotted a small boat thought to be a fisherman, until he started to frantically signal for assistance,” Capt. Corcoran wrote in late June. “This time, it was a lone person in a small inflatable about 13 miles off the southeast coast of Nisos Kithira in the Aegean Sea. A Palestinian native, or so he claimed, had been illegally in Italy and set out in a 2m inflatable. We came upon him in calm seas and bright skies, claiming to have been adrift for four days.” This is the second time in a little over a year that Corcoran and his crew rescued a life at sea. Last spring, three days into the trip from St. Thomas to Miami on the 153-foot charter yacht Argyll, then- Bosun Christopher Burton spotted a 36-foot boat filled with Cuban refugees waving them down. They had been adrift for three days with no food, water or engine power. The crew won the Distinguished Crew award from the International Superyacht Society last winter for the rescue. This time, in the Aegean Sea, it was one person, but in dire need just the same. Samar contacted the Greek authorities, who requested the megayacht take the person and his small boat aboard and deliver them to the authorities in Kapislion, Nisos Kithira, Greece. “Luckily we had Arabic-speaking crew aboard to translate,” Corcoran said. “How this person came from Italy is not clear, as it was several hundred miles away.” The crew launched the rescue tender and approached slowly, Corcoran said. “There’s not anywhere to hide anything on a very small inflatable boat,” he noted. “We did search his meager belongings and took a large knife from him.” He was kept in the tender garage under watch and given food, water, a yacht T-shirt and cap. Upon arrival at Kapislion port, was taken to the area hospital for treatment and evaluation. After about an hour of dealing with the Greek officials – “all of whom were most accommodating,” he said – the crew of Samar were allowed to proceed. “The crew were all exemplary in their duties and it clearly shows how emergency drills pay off,” Corcoran said. “I am proud to have them with me on this vessel and a member of my team.” Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected]. Some of the 26-member crew aboard M/Y Samar, from left: Deckhands Jonesy, Brad and Jamil, bosun Ryan Davies, and deckhand Mark. PHOTO COURTESY OF BOSUN RYAN DAVIES Another rescue by Corcoran and crew Reversal The Sails Hotel and Marina gets approval in Fort Lauderdale. Pilotage State-by-state details. A4 A10 Great glass It’ll be scratch- free again. B1
Transcript
www.the-triton.com August 2008Vol. 5, No. 5
By Kelly Cramer andLucy Chabot Reed
Maintaining a yacht can be a dirty job. While many owners and guests see the washing and shammy jobs, the invisible efforts of captains, mates and engineers to keep doors greased, rooms cool and engines humming requires constant attention.
Despite the complexities of maintenance required on just about
every part of a floating city, the system to keep track of it can be as simple as blue tape and a Sharpie.
“The system of writing on the filter and every other system written right onto the piece of equipment can’t be mistaken,” said the captain on a yacht smaller than 80 feet. “It’s crude, but works.”
More often than not, the captains and engineers who took this month’s Triton survey say their approach to
keeping track of onboard maintenance is similar to their philosophy behind making repairs in the first place – if it ain’t broke, don’t fix it.
“I would possibly benefit from a computer-generated system,” said the captain of a boat smaller than 80 feet, “but I have used the legal pad for so long I am used to it and it works.”
Of the 88 captains and engineers who answered the survey, 75 of them (85 percent) reported having a system
to keep track of planned maintenance. Of those, 57 (or 76 percent) came up with it on their own.
“I keep a log book with a separate chapter for every main piece of equipment on board the vessel,” said the engineer on a 140- to 160-foot megayacht (vessel lengths were surveyed in ranges). “In the logs are the hours or date of when or whatever
Solutions range from Sharpies to computer programs
See SURVEY, page A16
SURVEY: PLANNED MAINTENANCE SYSTEMS
One of the ways to mitigate crew turnover is to offer sufficient time off. Too often, though, that’s easier said – or even promised – than done.
Job rotations and relief work have been suggested as a way to offer time off to full-time crew, but few boats actually do it. We wondered why, so we asked the captains at this
month’s roundtable discussion if they thought job rotations were a good idea.
In theory, the captains agreed that job rotations are a fine idea. Actually making them work, however, was a different thing.
“It is a good idea, but in my experience, what happens is greed sets in and [messes] it up for everybody,” a captain said. “The captain who comes in is usually the problem. He tells the owner, ‘I can run it for less.’ It ends up being a nightmare.”
As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A20.
“It’s one of those things that could work but in reality it doesn’t,” a captain said. “In theory, it’s an amazing idea.”
From the Bridge
Lucy chabot Reed
See BRIDGE, page A20
Job rotations: Good idea but hard to pull off
By Lucy Chabot Reed
Capt. Robert Corcoran and his crew, this time on the 254-foot M/Y Samar, have performed another rescue at sea.
“Mid-morning, the crew spotted a small boat thought to be a fisherman, until he started to frantically signal for assistance,” Capt. Corcoran wrote in late June. “This time, it was a lone person in a small inflatable about 13 miles off the southeast coast of Nisos Kithira in the Aegean Sea. A Palestinian native, or so he claimed, had been illegally in Italy and set out in a 2m inflatable. We came upon him in calm seas and bright skies, claiming to have been adrift for four days.”
This is the second time in a little over a year that Corcoran and his crew rescued a life at sea.
Last spring, three days into the trip from St. Thomas to Miami on the 153-foot charter yacht Argyll, then-Bosun Christopher Burton spotted a 36-foot boat filled with Cuban refugees waving them down. They had been adrift for three days with no food, water or engine power. The crew won the
Distinguished Crew award from the International Superyacht Society last winter for the rescue.
This time, in the Aegean Sea, it was one person, but in dire need just the same. Samar contacted the Greek authorities, who requested the megayacht take the person and his small boat aboard and deliver them to the authorities in Kapislion, Nisos Kithira, Greece.
“Luckily we had Arabic-speaking crew aboard to translate,” Corcoran said. “How this person came from Italy is not clear, as it was several hundred miles away.”
The crew launched the rescue tender and approached slowly, Corcoran said.
“There’s not anywhere to hide anything on a very small inflatable boat,” he noted. “We did search his
meager belongings and took a large knife from him.”
He was kept in the tender garage under watch and given food, water, a yacht T-shirt and cap. Upon arrival at Kapislion port, was taken to the area hospital for treatment and evaluation.
After about an hour of dealing with the Greek officials – “all of whom were most accommodating,” he said – the crew of Samar were allowed to proceed.
“The crew were all exemplary in their duties and it clearly shows how emergency drills pay off,” Corcoran said. “I am proud to have them with me on this vessel and a member of my team.”
Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected].
Some of the 26-member crew aboard M/Y Samar, from left: Deckhands Jonesy, Brad and Jamil, bosun Ryan Davies, and deckhand Mark.
PHOTO COURTESY OF BOSUN RYAN DAVIES
Another rescue byCorcoranand crew
ReversalThe Sails Hotel and Marina gets approval in Fort Lauderdale.
PilotageState-by-state details.
A4
A10
Great glass It’ll be scratch-free again. B1
A� August 2008 www.the-triton.com The Triton
WHAT’S INSIDE
Advertiser directory C19Boats / Brokers B10Business Briefs A26Calendar of events B21-22Classifieds C14-19Cruising Grounds B14Columns: In the Galley C1 Latitude Adjustment A3 Nutrition C6 Personal Finance C12 Onboard Emergencies B9 Photography B12 Rules of the Road B1
Government officials, if you can believe it. Find out what they had to say about cruising New England, page A8. PHOTO/DAVID REED
The Triton www.the-triton.com August 2008 A�LATITUDE ADJUSTMENT
We’ve got interesting news from lots of long-term captains.
First, Capt. Rick Rahm has taken over the 100-foot Hatteras M/Y Besilu,
formerly known as M/Y Freedom run by Capt. Dan Cocoran.
Rahm spent 13 years on M/Y Delicious, a Miami-based 112-foot Hatteras. The owner passed away recently, leaving Rahm available for other programs.
The Besilu and her owners are based in Miami, keeping Rahm close to home, and the yacht is cruising locally and the Bahamas this summer. This is a first yacht for the owner and his family and they are excited to get under way, Rahm said.
“After reading the article about the O’Neill family [“A family tree with roots at sea,” page C1, July 2008], you might be interested to learn that my father Capt. Gus Rahm, now deceased, was the long-time captain of the 80-foot Burger M/Y Big Dipper, now called Good Times,” Rahm wrote in. “And my
brother, Capt. Brian Rahm, runs the 120-foot Crescent Beach M/Y Patti Lu. So it seems that yachting runs in the blood of more than one South Florida family.”
Indeed it does. If there are long or interesting marine lines in your family, let me know.
Capt. Dan Verhoff dropped us a line to let us know he has taken command the 50m M/Y Avangard II, a custom vessel of Franck Mulder design launched in April from Avangard Shipyards of Switzerland. She carries a helicopter in a hanger on the bridge deck, and there’s a retractable platform for take-off and landing.
Though relatively new to yachting, Capt. Verhoff has had a whole other career in the commercial and cruise line industries. He joined Avangard II soon after her launch in Croatia and is hopefully off driving this pretty yacht. No word if he’s flying the helo, too.
Capt. Scott Schwaner has taken over M/Y Brazil, a 130-foot (43m) Heesen. When he checked in earlier
this summer, the yacht and her crew were in Naples getting ready for charter. Capt. Schwaner has been too busy to write more, so we’ll take that as a good sign that they’ve been busy.
You may recall that a couple years ago we wrote a little feature about Capt. Schwaner when he reached 25 years in the yachting industry. Most of that, however, was as a chef. He got his 15 minutes of fame as chef aboard M/Y Pegasus in 1992, winning the first Concours du Chefs competition in Monaco.
When we wrote about him in September of 2006, he was on an 82-foot yacht as the captain and occasional chef. His goal then: To get on a 100-footer.
“With any luck, I’ll have it within 16 months,” he said at the time. “Then 150. I’ll stop there.”
Took him a little longer, but he got on a bigger boat than he wanted. When we visited at one of our networking event in June, he couldn’t be happier at the prospect of taking over Brazil.
Congratulations Scott. You are well
on your way to 25 years as a skipper, too.
When last we chatted with Capt. Glynn Smith, it was April and he had stepped ashore to welcome his first child into the world. His former command, the 131-foot M/Y CV-9, required a couple, so he resigned, confident that he would find a new yacht this summer.
He has. Capt. Smith has recently taken
command of M/Y Katharine, the 177-foot Trinity, so he’s back in the Med for another season with a busy charter boat.
And finally, congrats go out to Capt. Doc Proctor aboard M/Y Simaron who celebrates seven years with the owner and the boat this month.
Proctor and his wife, Lisa, welcomed a baby girl to their family last summer and he’s been able to take blocks of time off to be home with his family.
Here’s hoping this good captain/owner match lasts at least seven more years.
Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at [email protected].
Latitude adjustment
Lucy chabot Reed
Long-time, long-term yacht captains move around, too
Verhoff
Schwaner
A� August 2008 www.the-triton.com The Triton NEWS: The Sails
By Kelly Cramer
Demolition of Ft. Lauderdale’s Pink City will begin early this month now that the developers of The Sails Hotel and Marina have won approval for a smaller version of their plans by a 3-2 vote by the city commission in July.
The revised plans call for a 120-foot tall hotel tower and a 60-foot tall dry storage facility, which the developers said addressed city staff concerns that the buildings would block the vista views of the ocean that drivers enjoy while crossing the bridge on the17th Street Causeway.
Ron Mastriana, who along with Shadow Marine’s Tom Gonzalez is developing the project, said they made no reductions to the marine facilities called for in the original plans.
“I hate to say it, but it was a long, strange battle,” Mastriana said.
The project was denied the first time it went before the Ft. Lauderdale City Commission and Mastriana and Gonzalez sued the city for $59 million under the state’s Bert J. Harris Private Property Rights Protection Act. The law can force municipalities to compensate property owners who are denied reasonable use of their properties.
Last year, the commission voted against the project 4-1, citing concerns raised by city staffers that the buildings would block a beautiful ocean view and that the development was too large for the neighborhood.
Several surrounding communities had endorsed the project though and told commissioners they were eager for the dilapidated Pink City to be torn down.
Outgoing Mayor Jim Naugle was the only one of the five-member commission to vote for the project last year. This year, commissioners Cindi Hutchinson and Carlton Moore voted yes while Vice Mayor Charlotte Rodstrom and Commissioner Christine Teel voted no.
Mastriana, who is an attorney, said it was unfortunate that he and Gonzalez had to sue the city but said it was the only way they felt they could make the project work.
While the Bert Harris Act allows private property owners to sue government agencies, it also calls for the those agencies and developers to
work together to reach an agreement outside of the courtroom.
So that’s what they did. “We went through the process and
revised the plan,” Mastriana said. In addition to agreeing to reduce
the size of the buildings, the developers agreed to install more landscaping than required by law.
Margaret Croxton, executive director of the Marina Mile Association, said the city took too long to acknowledge the project and created too many hurdles for a project that will mean so much to the South Florida marine community.
The 8.5-acre project will include a 350-room hotel, 150 dry-dock slips, 30 wet slips for
vessels up to 200 feet as well as office and meeting room space.
Dry-dock storage is scheduled to be completed in one year while the hotel is scheduled to be completed in three years.
Meanwhile, the marina is open and the 30 slips are available.
“We’re already seeing bookings coming in for next season,” Mastriana said.
Kelly Cramer is managing editor of The Triton. Comments on this story are welcome at [email protected].
Pink City is scheduled for demolition early this month to make way for The Sails Hotel and Marina.
PHOTO/KELLY CRAMER
A view looking east on the property. PHOTO/KELLY CRAMER
Revised plan for Sails Hotelgets Ft. Lauderdale’s approval
Outgoing Mayor Jim Naugle was the only one of the five-member commission to vote for the project last year. This year, commissioners Cindi Hutchinson and Carlton Moore voted yes while Vice Mayor Charlotte Rodstrom and Commissioner Christine Teel voted no.
The Triton www.the-triton.com August 2008 A�NEWS BRIEFS
The government of the British Virgin Islands has decided to defer indefinitely implementation of harbor fees for vessels entering or remaining in territorial waters or those using a BVI Ports Authority facility, according to a statement from Government Information Service.
The decision was taken at a special sitting of the Cabinet in mid July. It was previously announced that the new fee structure would have taken effect on July 1, but was deferred until July 15.
Based on representations by local associations, maritime agents and others involved in the yachting industry both locally and abroad, the decision was taken to defer the introduction of fees in an attempt to protect the Territory’s competitive edge as a yachting destination.
“After all, the BVI has been known as the sailing capital of the Western Hemisphere, if not of the world, and therefore it was extremely important for Cabinet to consider the representations that were made,” Premier Hon. Ralph T. O’Neal said in the statement.
The yachting industry is a significant contributor to the local economy and as such the sector must be safe-guarded against adverse impacts.
“Cabinet determined that if the BVI were to implement this new fee structure, the Territory may have become the most expensive destination in the world for mariners and yachts,” O’Neal said.
In addition to indefinitely deferring the harbor fees, the BVI Cabinet agreed to establish a seven-member focus group to review the fees. The group is expected to submit its report to Cabinet by September.
USCG, TSA announce TWIC scheduleThe U.S. Coast Guard and
the Transportation Security Administration (TSA) have announced the complete schedule of compliance dates for the Transportation Worker Identification Credential (TWIC) for owners and operators of facilities in all U.S. Captain of the Port Zones.
Compliance is to be phased in by Captain of the Port Zones between Oct. 15, 2008, and April 15, 2009, after which all USCG-credentialed mariners must be in possession of a TWIC.
The Coast Guard and TSA say the following list of zones is “arranged in order of tentative groupings of compliance,” and that all definitive compliance announcements will be made in the Federal Register at least 90 days in advance.
Oct. 15: Northern New England, Boston, Southeastern New England;
Oct. 31: Buffalo, Duluth, Detroit, Lake Michigan, Sault Ste. Marie, Corpus Christi, Port Arthur, North Carolina, Cape Fear River;
Dec. 2008-Jan. 2009: Long Island
Sound, Charleston, Savannah, Jacksonville, Baltimore, Delaware Bay, Mobile, Pittsburgh, Ohio Valley, Lower Mississippi River, San Diego, Hampton Roads, Morgan City, New Orleans, Upper Mississippi River, Miami, Key West, St. Petersburg;
Feb. 2009: Honolulu, South East Alaska, Prince William Sound, Western Alaska, Puget Sound, Portland, San Francisco Bay;
March-April 2009: New York, Guam, Houston/Galveston, Los Angeles/Long Beach, San Juan.
Almost 200,000 TWICs have been
activated, the USCG reported. More than 380,000 workers have enrolled. Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots.
RFID comes to San DiegoU.S. Customs and Border Protection
announced in late June plans to install Radio Frequency Identification technology this summer at land ports of entry in San Diego.
Use of RFID will enable swifter processing at border crossings for
travelers using new state-of-the-art travel documents. These documents include the passport card – a wallet-sized, cost-effective alternative to the traditional passport specifically designed for cross-border land and sea travel – and enhanced driver’s licenses being produced by several states.
Washington State began producing an EDL in February and currently has issued more than 17,000. The State Department currently has more than 300,000 passport card applications and
Government halts BVI harbor fees for yachts ‘indefinitely’
See NEWS BRIEFS, page A6
A� August 2008 www.the-triton.com The Triton
will be in full production next month. These documents are the result
of the Western Hemisphere Travel Initiative, a Congressional mandate passed in 2004. It went into effect for air travel in January 2007. Full implementation for land and sea travel will go into effect June 1, 2009.
USCG launches AIS satelliteThe U.S. Coast Guard announced in
mid June the launch of an ORBCOMM demonstration satellite, equipped with Automatic Identification System (AIS) capability, from Kapustin Yar, Russia.
The satellite attained a proper orbit and is expected to start transmitting operational data within the next three months, according to a USCG statement. The Nationwide Automatic Identification System (NAIS) Project sponsored equipment on the satellite to test the feasibility and effectiveness of AIS message reception and reporting from space for ship tracking and other navigational activities.
The NAIS project is designed to improve maritime domain awareness for the U.S. Coast Guard and Department of Homeland Security by using the integrated network of AIS equipment and user interface services that display and exchange AIS-equipped vessel information for maritime safety and security.
The NAIS project is being implemented in three parts. One, fielded in September 2007, provides the capability to receive AIS messages at 55 ports and nine coastal areas across the nation. Two (with nationwide AIS transmit and receipt coverage) will provide the capability to receive AIS messages out to 50 nautical miles and transmit AIS messages out to 24 nautical miles along the entire coastline of the United States and designated inland waterways. Three will extend the coverage for receipt of AIS messages out to 2,000 nautical miles from shore. The upcoming satellite testing will assist in the development of part three.
VSO added to STCW-95The U.S. Coast Guard is
implementing a new rule that will require all mariners sailing in the position of vessel security officer (VSO) on foreign voyages to have a VSO endorsement by July 2009. The final rule and the regulations that will implement it are expected to be finalized this summer.
One of the regulations will require mariners to supply evidence of successful completion of a certified security course, or complete additional training,
The Coast Guard has posted a VSO
frequently-asked-questions page at www.uscg.mil/stcw/ldcr-faq.htm.Reported in a recent edition of Wheelhouse Weekly, a newsletter of the International Organization of Masters, Mates & Pilots.
USCG Sector Miami gets new COTPU.S. Coast Guard Capt. Karl L.
Schultz, Sector Miami commanding officer, relinquished command to Capt. James O. Fitton in late June.
Fitton reported to Sector Miami from the Coast Guard Personnel Command in Arlington,Va., where he led a staff of 45 who coordinated assignments for the Coast Guard’s 32,000-member active-duty enlisted workforce.
This is Fitton’s sixth tour in South Florida. He served as the deputy commander of Sector Key West and as the commanding officer of Station Fort Lauderdale. He served two tours at the Seventh District offices and was also an intel analyst at Command, Control, Communications and Intelligence East in Miami.
Schultz, Sector Miami’s commander since July 2006, has taked over as the Coast Guard’s Chief of Congressional Affairs in Washington, D.C.
Sector San Juan, tooThe Coast Guard received a new
commander for Sector San Juan in July at the Coast Guard base in La Puntilla, Old San Juan. Capt. Eduardo Pino, previously the Chief of Response Enforcement Branch for the Coast Guard’s Seventh District in Miami, assumed the responsibilities from Capt. James E. Tunstall as commander of the Coast Guard’s Sector San Juan, which includes all of the U.S. Virgin Islands.
Tunstall, Sector San Juan commander since July 2005, will be assigned as the new Coast Guard Liaison Officer for the U.S. Special Operations Command at MacDill Air Force Base, Tampa, Fla.
America’s Cup site uncertainLegal uncertainty around the
33rd America’s Cup have caused AC Management and the government of Valencia to revise the terms of their relationship, ending the contract signed in July 2007 that named Valencia the host city for the races in 2009.
The two parties have entered into a new agreement that puts the management of Port America’s Cup facilities under Spanish control beginning July 1, 2008. The 33rd America’s Cup teams retain the opportunity to continue using their bases and the majority of administrative benefits for teams and personnel remain in force until the end of this year.
USCG launches satellite to get better fix on maritime vessels
NEWS BRIEFS
NEWS BRIEFS, from page A5
A� August 2008 www.the-triton.com The Triton
By Kelly Cramer andLucy Chabot Reed
Captains and crew cruising New England this summer should note that advanced notice of arrival data filed with the U. S. Coast Guard is not shared electronically with U.S. Customs and Border Protection, so both calls should be made upon movement, according to a panel discussion in Newport in June.
About 75 captains and industry professionals attended the U.S. Superyacht Association’s captains briefing at the Newport Shipyard in Rhode Island to hear from USCG and CBP officials, as well as Newport’s harbor master, a shore-based yacht manager and a megayacht captain.
Changing government rules and regulations dominated the conversation, which was moderated by Triton Editor Lucy Chabot Reed.
Both the USCG and CBP require captains to notify each agency separately of impending arrivals, and the rules for each agency are different.
The USCG requires a 96-hour advanced notice of arrival from all vessels – foreign or domestic – larger than 300 tons arriving from a foreign port. Once in the United States, captains on those vessels must file a 24-hour advance notice when moving between Captain of the Port zones. In
New England, there are five such zones. (See box for details.)
Megayacht captains have often expressed concern that the owner or guests may arrange or change plans at the last minute, making 24-hour notices often impossible. When arrival time changes by six hours or more, the USCG accepts changes to an already-
filed NOA. “Making a change is always difficult,”
said Erin Lambie, a port security specialist with the U.S. Coast Guard. “You’ve got 12 hours to file your Notice of Arrival. If you need to change your information, we won’t turn you away.”
USCG, CBP data still not shared in New England
See NEW ENGLAND, page A9
Triton Editor Lucy Chabot Reed poses a question to John Makolin, director of CBP’s Northeast sector, far right, at the USSA’s captains’ briefing in Newport in late June. PHOTO/DAVID REED
USSA CAPTAINS’ BRIEFING: New England
The Triton www.the-triton.com August 2008 A�
Yachts smaller than 300 tons are not required to file an advanced notice of arrival with the USCG. There is an exception to that, however. Foreign-flagged vessels 300 tons or less entering the 7th District (which stretches from the North Carolina/South Carolina border around to the Florida panhandle) must file an ANOA with the local Captain of the Port.
And there is an exemption to that, too. Foreign-flagged vessels arriving into Sector Miami (which stretches from just south of Cape Canaveral to the top of the Florida Keys) are not required to file. The COTP made that determination a few years ago because of the volume of vessel movements relative to his staff.
On the other hand, U.S. Customs and Border Protection requires arrival and movement notification from all foreign-flagged vessels, regardless of size.
The electronic information
filed with the USCG is not yet available for sharing with CBP in New England, so John Makolin, director for CBP’s Northeast Sector, said it is imperative that mariners report arrivals and movements directly with regional CBP branch offices. (See box for contact information.)
Capt. Ken Bracewell of M/Y Curt C offered some good news for New England cruisers. In his 12 years running charters in the region, things have never been better. Several captains in attendance agreed.
“In the past two to three years, it has become much easier to move around the northeast,” Bracewell said.
He also noted that a storm a few years ago shifted the seabed and currents around Chappaquiddick Island off Martha’s Vineyard and advised captains to use caution there.
Kelly Cramer is managing editor of The Triton; Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected].
U.S. Coast Guard (http://homeport.uscg.mil)All of New England sits within
District 1:Maine and New Hampshire lie in
Sector Northern New England 207-767-0320
Sector Boston encompasses Salisbury, Mass., to Plymouth 617-223-3000
Southeastern Massachusetts and all of Rhode Island are in Sector Southeastern New England 401-435-2300
Connecticut and New York City are in Sector Long Island Sound 203-468-4472
The rest of New York and New Jersey are in Sector New York 718-354-4001
U.S. Customs and BorderProtection (www.cbp.gov)MaineBar Harbor, 121 Eden St.
207-947-7861 8 a.m.-9 p.m., every day through October
Portland, 312 Fore St. 207-771-3600 6 a.m.-10 p.m., Monday-Friday
New Haven 150 Court St., Suite 672 203-773-2040 8 a.m.-5 p.m., Monday-Friday
New YorkJFK International Airport,
Bldg #77, Jamaica, NY 718-487-5164 8 a.m.-4:30 p.m., Monday-Friday
New Jersey New York/Newark (The area north of Manasquam, N.J., and south of the Poughkeepsie Bridge on the Hudson River, including the north and south shores of Long Island.)
Make initial report at 877-209-8526. 1100 Raymond Blvd. 973-368-6100 8 a.m.-4:30 p.m., Monday-Friday
NEW ENGLAND, from page A8
Foreign flag?Customs, USCG have differingrequirements
‘In the past two to three years, it has become much easier to move around the northeast.’
– Capt. Ken Bracewell M/Y Curt C
USSA CAPTAINS’ BRIEFING: New England
A10 August 2008 www.the-triton.com The Triton
One of the best-attended sessions at the recent American Superyacht Forum in Newport was a presentation on pilotage requirements. Here is the presentation made by Eugene F. Sweeney of International Registries. It has been edited for space.
By Eugene F. Sweeney
To get a little better understanding of the various pilotage systems of today, it is helpful to look at some of the ancient maritime laws and the intertwined requirements for harbor pilotage. The Naval Laws of Oleron, and the Laws of Wisby, for example, addressed in detail the importance of pilotage.
Fast forward to the Colonial period of the United States: Boston 1633, New York 1694. Already the fledgling governments of these colonies were enacting laws to ensure safe pilotage of vessels into and out of their harbors.
On Sept. 17, 1787, when the Constitution of the United States was adopted and declared in effect, each state already had its own set of pilotage regulations. While this subject was embraced within the grant of the power “to regulate commerce with the foreign nations and among the several states,” the First Congress did not supersede the state legislation, but by the Lighthouse Act of August 7, 1789 (now codified as 46 USC 211), it was enacted that “all pilots in the bays, inlets, rivers, harbors, and ports of the United States, shall continue to be regulated in conformity with the existing laws of the states respectively…, until further legislative provision shall be made by Congress.”
This was a clear and authoritative declaration by the first Congress that the nature of this subject is such that until Congress should find it necessary to exercise power, it should be left to the legislation of the states.
To date, this act has withstood the test of time and today remains essentially unchanged.
Well almost. During the period between 1852 and
1871 there was considerable disruption to the state pilotage system in the United States coming as a result of the federal government’s attempt to regulate the operation and piloting of the new “steamboat.” After the dust had settled, Congress, by the act of Feb. 28, 1871, entitled “An Act to provide for the better Security of Life on Board of Vessels Propelled in Whole or in Part by Steam” exempted from state pilotage all coastwise seagoing vessels propelled in whole or in part by steam, when such vessels were sailing under enrollment or license.
This, in effect, created the federal
pilot licensed by the U.S. Coast Guard and the state pilot licensed by the state in which he operates. The federal pilot must pilot U.S.-flagged vessels propelled by machinery sailing under enrollment, or in the coastwise trade, while those very same vessels if trading foreign, under registry, must engage a state pilot.
Since each state pilot also holds a federal license (the federal license serving as a de facto minimum national standard) the properly licensed pilot will almost always come from the same local pilot association.
Pilotage of internationally trading vessels in the United States is regulated by the individual coastal states, each of which maintains a pilotage system that is designed to meet the particular needs and circumstances of its own waters. Every foreign-flagged vessel or yacht and every U.S.-flagged vessel or yacht engaged in international trade, moving in the waters of a state, is required by that state to take a pilot licensed by the state.
Although each state has its own pilotage statues and regulatory system, there are substantial similarities within their systems. In all but one state – California – pilots are licensed and otherwise regulated by a pilot commission, which is a state-recognized governmental entity and part of a state agency or of a local municipality or port authority. Most pilot commissions have a mixed membership to reflect the shareholder nature of pilotage. For example pilots, ship operators, port interests, government agencies, etc.
The commissions select individuals for admission to an approved training program, oversee the training process, issue licenses, investigate accidents or complaints filed against pilots, and in some cases oversee aspects of the pilotage operation.
Exemptions by state
Excluding domestic pilotage on the Great Lakes, there are 24 state jurisdictions requiring compulsory pilotage for ships and yachts plying their waters. The following is a summary of state pilotage statues addressing the compulsory pilotage requirements for yachts.l Exemptions based on gross or net
tonnage:California: Yachts below 300gt are
exempted from compulsory pilotage.Delaware: Vessels less than 100gt are
exempted from compulsory pilotage.Georgia: Vessels under 200gt are
exempted from compulsory pilotage.Louisiana: Pilotage is compulsory at
the bar and on the river for all foreign-
United States pilotage history dates to early 1600s in Boston
See PILOTAGE, page A11
NEWS: Pilotage requirements
The Triton www.the-triton.com August 2008 A11
flagged vessels over 100gt and domestic vessels over 1,000gt under register in foreign trade.
Maryland: The statues require every foreign vessel to have a pilot when it passes through Maryland waters. However, at the Oct. 14, 2005, meeting of the Board of Pilots, motion was made and approved that “Yachts of 500gt or less, and not transiting the C&D Canal, are not required to take a pilot.” Foreign yachts of less than 100gt are exempted in the C&D Canal.
Massachusetts, including the Cape Cod Canal: Compulsory pilotage requirements applies to vessels of 350gt and over.
Mississippi: Compulsory pilotage requirement applies to vessels of over 250 net registered tons.
New Hampshire: Non-commercial pleasure vessels of 150gt or less are exempted from compulsory pilotage.
North Carolina: Compulsory pilotage requirements apply to vessels over 60gt.
Oregon: Prohibition on unlicensed piloting does not apply to “master of a foreign registered fishing or recreational vessel, exempted by the Board, of not more than 100 feet in length or 250gt international.” Exemptions for yachts exceeding these limitations may be requested. (State statute contains no direct compulsory pilotage requirement; instead it merely prohibits unlicensed piloting with three different exemptions.)
Pennsylvania: Pilotage on Delaware Bay, Delaware River and tributaries is compulsory for all foreign vessels of 100gt and above.
Virginia: Vessels less than 300gt are exempted from compulsory pilotage.
Texas: Vessels “of 20gt or less” are exempted from compulsory pilotage.l Exemptions based on draft:Florida: Vessels that draw less than
7 feet of water are exempted from compulsory pilotage.
South Carolina: A foreign flag non-commercial vessel, i.e. a recreational vessel, or yacht that draws 8 feet or more is required to take a state-licensed pilot.
Maine: Compulsory pilotage requirements apply to every vessel with a draft of 9 feet or more.l Exemptions based on length:New Jersey: Yachts less than 200
feet in length are exempted from compulsory pilotage.
New York: All foreign-flagged yachts entering or departing the ports and waters of New York State 100 feet in overall length and over shall be required to take a state pilot.l Exemptions based on service:Hawaii: Compulsory pilotage
requirement applies to every vessel engaged in trade or commerce. Private yachts, not operating in a commercial
venture (i.e., under charter) are exempted from compulsory pilotage.
Rhode Island: Every foreign ship, boat, barge, vessel and watercraft regardless of gross tonnage or draft shall take and employ a (state) pilot. However, the State Pilot Commission has granted a blanket exemption for compulsory pilotage to all yachts entering state waters.l Exemptions based on specific
application to state:Alaska: Mandatory state pilotage is
required for pleasure craft 65 feet or larger and foreign registry. Exemptions, good for one year, may be requested for foreign-registered pleasure craft between 65 feet and 175 feet. U.S.-registered yachts of less than 300gt are exempted from compulsory pilotage.
Washington: The Board of Pilot Commissioners is authorized to grant yachts of foreign registry (and used for either personal use or chartering) not exceeding 500gt or 200 feet and operating exclusively in the waters of Puget Sound pilotage district and lower British Columbia an exemption from compulsory pilotage for terms of three or 12 months with annual renewals. Exemption applications must be submitted at least 60 days in advance.l No exemptions that might cover
yachts:Alabama.Connecticut.To summarize the 24 state pilotage
jurisdictions we have just addressed:Exemptions based on gross or net
tonnage: 12 (CA, DE, GA, LA, MD, MA, MS, NH, NC, OR, PA, VA, TX).
Exemptions based on draft: 3 (FL, SC, ME). Exemptions based on length: 2 (NY, NJ). Exemptions based on service: 2 (HI, RI). Exemptions based on specific application to state: 2 (AK,
PILOTAGE, from page A10
Exemptions complicate rules
See PILOTAGE, page A12
NEWS: Pilotage requirements
A1� August 2008 www.the-triton.com The Triton
WA).No exemption for yachts: 2 (AL, CT).
Fees, penalties vary as wellPenalties for not taking a pilot – or
in their vernacular, “piloting without a license” – are as varied as the pilotage exemptions themselves. Most states can charge the guilty party with a misdemeanor and levy a civil penalty, i.e. fines. In Alaska, for example, those piloting without a license are “… guilty of a misdemeanor and, upon
conviction, is punishable by a fine of not less than $5,000 nor more than $15,000 for the first offense and not less than $10,000 nor more than $30,000 for the second offense.”
You may also find the following language in the statutes of many states: “The vessel and its owner shall be obligated to pay to the licensed state pilot at the port where the violation occurred, the pilotage rate which would otherwise have been applicable …”
Where pilotage is regulated under federal statutes (46 USC 8502), vessels operated in violation … are liable to the
U.S. government for a civil penalty of $10,000. The vessel is also liable in rem for the penalty.
No discussion on pilotage would be complete without a few words on fees. While as varied as one would expect, we can see some relationship between the fees and the length and difficulty of the passage. In some ports we see minimum fees and the infamous box or unit formulas resulting from the advent of car carriers and the mega containerships of today.
A sampling of compulsory pilotage fees for a non-exempted yacht of 120-
150 feet, and 300-500gt is a follows:Port Everglades, FL: $275San Diego, CA: $304Miami, FL: $335Savannah, GA: $445Tampa, FL: $619Hampton Roads, VA: $806New York Harbor: $868Wilmington, NC: $920
For more informationAn excellent contact for current
information on pilotage regulations is the International Organization of Masters, Mates & Pilots. A maritime labor union dating back to the late 1800s, MM&P maintains regional and local pilot representatives in every major seaport. A directory of MM&P offices including phone and e-mail contacts is available from their web site, www.bridgedeck.org.
A second source of pilotage requirement information is the “Coast Pilot” maintained by the Department of Commerce’s National Oceanic and Atmospheric Administration, NOAA, web site http://nauticalcharts.noaa.gov/nsd/cpdownload.htm. The local “Coast Pilot” will provide the phone numbers and e-mail addresses for most of the pilot associations.
Compulsory pilotage requirements for foreign-flagged yachts frequenting U.S. ports are at best confusing and at worst illogical. Be that as it may, individual states have been given the right by the U.S. government to govern compulsory pilotage within their harbors and state waters. Florida has even incorporated the following words into its pilotage statutes: “Piloting is an essential service of such paramount importance that its continued existence must be secured by the state and not left open to market forces.”
While I hope the compilation of compulsory pilotage exemptions is of some guidance, my advice to yacht captains and managers is to call and speak directly with each pilot organization and understand exactly what are the local requirements and exemptions, if any, before you put yourself and the yacht in an embarrassing if not illegal situation.
Gene Sweeney is vice president of operations with International Registries, which handles documentation of megayachts under the Marshall Islands flag. The core information herein was taken from an American Pilots’ Association advice entitled “Summary of State Pilotage Statutes Concerning the Application of Compulsory Pilotage Requirements to Yachts” issued in February 2003. With no update available, Sweeney verified and updated through numerous phone calls to the individual pilot associations. Contact him at [email protected]. Comments on this article are welcome at [email protected].
PILOTAGE, from page A11
U.S. pilotage fees vary widely depending on the locationNEWS: Pilotage requirements
The Triton www.the-triton.com August 2008 A1�MARINAS / YARDS
Popular dockmaster new GM at Grenada’s Port Louis
Clyde Rawls has been appointed Port Louis general manager of the Port Louis Marina in Grenada. Rawls, who moved from the United States to take the job, has managed three resort marinas in Florida including Bahia Mar Yachting Center in Ft. Lauderdale.
Construction on the Port Louis marina, situated in its own natural lagoon on the lee side of the island, is expected to be complete by next spring.
Before the marina opens, Rawls will be on-site to oversee construction, deal with new customer enquiries as well as the day-to-day operations for the 50 berths already open. From November he will oversee the opening of nine additional megayacht slips, ranging from 75m to 85m in length.
“I am delighted to be joining the Camper & Nicholsons’ team,” Rawls said. “Grenada is in a perfect position for charters and cruisers wanting to explore the untouched islands of Grenada and the Grenadines.”
Premier to be sold Premier Yacht & Shipyards in Malta
will become privatized. Lawrence Gonzi, Malta’s prime minister, made the announcement last month.
Lawrence Camilleri, managing director of Camilleri Marine, called it “an exciting new opportunity for the already flourishing yacht refitting industry.”
Abu Dhabi dredgesAbu Dhabi National Exhibitions
Company (ADNEC) has begun dredging a 2.4 km marina zone to enhance its exhibition facilities, increasing the channel depth to six meters.
As part of the final phase of Abu Dhabi’s Capital Centre business and residential micro-city development, the new marina zone will be equipped to house megayachts and marine exhibitions.
New yacht concierge at DriscollKaitlynn Palmer has joined the staff
of Driscoll Boat Works to promote the company’s megayacht concierge services to vessels visiting the San Diego facility and surrounding Shelter Island area.
Palmer replaces Valerie Maughmer, who became well-known on the west coast for organizing crew events and services. Maughmer is now working as chief stewardess on a megayacht currently cruising Alaska and the U.S. West Coast.
in Oxnard, Calif. has announced that construction on the last of new slips is complete. The original 523-slip facility underwent an extensive renovation to replace the marina’s deteriorating docks and to update utilities.
Scheduled to take up to two years to complete, the renovation was finished in 15 months. URS-Cash and Associates and Bellingham Marine managed the design and construction of the new facility.
The renovated facility boasts 420 Unifloat slips for boats up to 60 feet in length. Additional side tie areas accommodate yachts up to 106 feet in length, and space around the outside of the docks is designed for wet storage of dinghies, electric boats, PWCs and other small craft.
Hauling begun at Gran PeninsulaGran Peninsula Yacht Center in
Ensenada, Mexico, has begun hauling megayachts up to 260 feet.
“Unfortunately, the kinds of places that can haul today’s bigger yachts are often the least desirable in terms of amenities for yacht crew,” said Tomas Fernandez, director at Gran Peninsula. “Ensenada is a great place to dine, shop or enjoy a night on the town, and the best attractions are only a five-minute walk from our yard. This way the crew can come and go as individuals; they don’t have to organize themselves into a unit and hire a rental car every time someone wants to go for ice cream.”
Gran Peninsula, a reference to the 760-mile-long Baja Peninsula, is about 60 miles south of San Diego. The 13-acre facility has an on-site machine shop and a full-range of heavy equipment.
Marina shoots for clean statusOld Island Harbor in Key West has
submitted its pledge to the Florida Department of Environmental Protection (DEP) to obtain a Clean Marina/Clean Boatyard designation.
“Old Island Harbor Marina wants to go above and beyond the requirements to obtain its Clean Marina/Clean Boatyard certificate,” said Alan Dubroff, the boatyard manager for Old Island Harbor Marina.
Old Island Harbor is a proposed mixed-use development that emphasizes waterfront revitalization. The goal of the DEP’s Clean Marina program is to promote pollution prevention through voluntary participation. The Florida Clean Marina program is designed to introduce boatyards and marinas to simple, innovative, day-to-day solutions to prevent pollution.
Rawls
A1� August 2008 www.the-triton.com The Triton
It wasn’t meant to be a lecture on the lost art of marlinspike seamanship.
But when a seasoned captain like Capt. Paul ‘Whale’ Weakley gets around eager kids, he makes time to teach them.
The latest kids who wanted to learn were Darcy Jensen and Kenna Reed (the niece and daughter of The Triton’s David and Lucy Reed). Darcy has recently been taking sailing lessons and may have an opportunity to forgo some of her freshman year of high school to sail across the ocean.
She asked Whale for some help learning rope skills.
“This is the same stuff you learn in summer camp, tying these knots and making bracelets and lanyards,” he said during the trio’s first session in Whale’s living room. “Then you figure out it’s a sennit knot and it’s a famous sailing knot and it’s no longer something stupid you learned in summer camp. These are the pull tabs for all the shackles on a sailboat.”
Fourteen-year-old Darcy and 6-year-old Kenna have been doing their homework, practicing Turk’s heads, monkey’s fists and making enough sennit knot lanyards to offer all their family and friends key chains.
“This really is a lost art,” Whale said. “Crews today all say that they’ll get their knots and splicing done ashore.
They see me walking down the dock and ask me to do it.
“Part of it’s lazy, part of it is desire,” he said. “Do you want to do it right or not?”
Part of it, too, is that there aren’t many veteran captains like Whale willing to take the time to teach young people.
– Lucy Chabot Reed
In addition to splicing and knot tying, Weakley taught Darcy how to finish her work, both with hot gun (above) and needle whipping techniques. PHOTOS/LUCY REED
Not afraid of frayed knots: Captain teaches rope skills to kids
Capt. Paul ‘Whale’ Weakley inspects 14-year-old Darcy Jensen’s homework: the megabraid splice she finished after a single one-hour lesson.
SEAMANSHIP SKILLS: Knots, splicing
A1� August 2008 www.the-triton.com The Triton
Do you have a system for keeping track of planned maintenance aboard?
Yes – 85%
No – 15%
Is your system homemade or something you purchased?
Homemade – 76%
Something purchased – 24%
Is your system computerized or on paper?
Computerized – 39%
Paper – 61%
Is your purchased system off-the-shelf or custom?
Off the shelf – 61%
Custom – 39%
service work I have done for the equipment. It is my job as an engineer to stay on top of my log and know what needs to be serviced by what has been recorded. I also like to tag/label things in the engine room with a label maker for quick knowledge of the hours from last service.”
“It’s an old system, and it works without computer errors,” said the captain of an 80- to 100-foot yacht who keeps his system on paper. “My father did it before me and I am doing it this way.”
Those homemade systems were kept mostly on paper (41 respondents, or 61 percent) but also on computer (26 respondents or 39 percent). Popular computerized systems were kept in Excel spreadsheets, in Microsoft’s Outlook program and in Palm Pilots.
One captain on a 120- to 140-foot vessel with a paper system and a “when it breaks, we fix it” philosophy, noted that he’s gotten good at anticipating maintenance from “a lifetime of working on yachts that have ‘Let the new owner fix it’ written all over it.”
Eighteen of the 26 captain who keep their PMS on computer (24 percent of responders) invested in a computerized system, such as off-the shelf programs (11, or 61 percent) like Vessel Management System, a program that costs between $100-$200, depending on the version, and that is available at Bluewater Books & Charts.
Benefits of the VMS program: “More organized scheduling and proper inventory,” said the captain of a 100-
See SURVEY, page A18
Old system ‘works without computer errors’SURVEY, from page A1
TRITON SURVEY: Planned Maintenance Systems
The Triton www.the-triton.com August 2008 A17
See THOUGHTS, page A23
Parting thoughts
“I have found that a majority of yachts that I have taken over have previously not had any scheduled maintenance manual/log book. I have spent a lot of my career fixing things that others have neglected and I have created many logs and manuals for maintenance on these yachts for others to (hopefully) follow. The industry is sorely lacking in a caliber of upper crew management and engineers that have the follow through and self discipline and work ethic to do a complete and thorough job, especially in the smaller yachts - 100 feet and smaller. It takes self discipline to do a proper job and that is the bottom line.”
l l l
“The single largest issue facing us is the cooperation of the ownership in allocating the proper amount of time and planning for maintenance. Most crew are anxious to perform or coordinate proper maintenance, but charters or owner usage, or reluctance to commit to a schedule inhibit this.”
l l l
“Most of the boat crews out there haven’t got a clue what it takes to maintain a yacht. That’s why you guys want some sort of system to form the cracks in which the whole lot can fall through.”
l l l“I have tried a couple systems and
programs. Most are too complicated or too time consuming to set up, but I’m reconsidering them now.”
l l l
“I want to say loud and clear that
Task alerts – Evaluate the system on a scale of 1-5 (1 being the primary use)
53%
11% 9%
14%13%
1 2 3 4 5
Data storage – evaluate the system on a scale of 1-5 (1 being the primary use):
27%
21% 23%
8%
21%
1 2 3 4 5
As a log – evaluate the system on a scale of 1-5 (1 being the primary use):
49%
15%
10% 9%
18%
1 2 3 4 5
Inventory control – evaluate the system on a scale of 1-5 (1 being the primary use):
14%
18%
32%
17% 18%
1 2 3 4 5
TRITON SURVEY: Planned Maintenance Systems
A1� August 2008 www.the-triton.com The Triton
to 120-foot yacht. Its shortfalls: “If inventory is not properly accounted for we tend to not have needed materials on hand.”
Benefits: “Plenty of room to enter hundreds of records,” said the captain of a 120- to 140-foot vessel. “Reminds you when maintenance due; can also keep inventories, contacts, logs, etc. in same program. Relatively easy to use once set up. Set up not hard, just laborious. I set up by using categories: Audio-Video, Bilge & Seawater, Canvas, Davit, etc. I have 39 categories.” Its shortfall: “A bit archaic, although a newer version is out now.”
Benefits: “Impeccable system for log keeping of all parameters needed in yachting and the maintenance and planning involved,” said a captain on a vessel smaller than 80 feet. Its shortfall: “The program only works if you are diligent and keep good logs.”
Benefits: “A fully integrated shipboard management system covering all aspects of vessel operations,” said the captain of a 120- to 140-foot yacht. Its shortfall: “It is very technical and has to be learned to fully appreciate its potential.”
A captain using a system called Triton (no relation to the newspaper) noted that system is easy to use in planning and executing planned maintenance, but that the “software is generic and supplied by our management company. Consequently, it is not tailored to our specific vessel.”
Seven captains (39 percent of those with computerized systems) have a custom program like the one developed by former yacht captain and engineer John Vergo of Superyacht Support. At least four captains have hired Vergo to evaluate the yacht’s systems and write plans and manuals for every piece of equipment aboard.
Benefits: “To keep me organized,” said the captain of an 80- to 100-foot vessel. “Anyone can come on the boat and know exactly what has been done and what needs to be done.”
“I hired John Vergo of Superyacht Support to put together the scheduled maintenance manual for both systems and safety equipment,” said one captain, noting it cost that 100- to 120-foot vessel about $3,500. “When I took the job I found that there was no evidence of a scheduled maintenance manual at all in the life of the yacht (five years), therefore the yacht needed a major overhaul. I would have created one myself but we are full on in a refit and when I was hired we were full on in charters so there has been no time to do it myself. John’s manuals are easy to follow and he provides both paper and computer versions.”
Regardless of the system, many captains expressed a love/hate feeling toward computers.
“Using a program reduces stress levels,” said the captain of a vessel smaller than 80 feet with a homemade computer system he loves. “We can anticipate breakages or at least expect them at certain levels. That allows us to operate more smoothly.”
Others, of course, expressed distrust or dislike for computers.
“I tried using a computer system once and my computer crashed,” said the captain of a 100- to 120-foot vessel with a paper-based system. “I lost all the work – some was backed up, but not all. Computers are great but only if everything is backed up all the time; sometimes things are just too busy for this.”
The front-end work of setting up a computer system caused other captains and engineers to shy away from them.
“Keep it simple and keep the boss’s wife happy and you will be fine,” said the captain of a 100- to 120-foot vessel that keeps his system in Excel. “There is enough to fix without spending a huge amount time on the computer.”
“I have tried to use the VIO system when I was busy and just did not find it intuitive,” said the captain of a 80- to 100-foot vessel who uses his Palm Pilot. “I went back to my tried-and-true system for now and will learn the fancy one when time permits.”
More than one captain and engineer noted that the benefits of a computer-based program are only as strong as the person inputting data.
“If you don’t follow it or use it, it doesn’t work,” reported the captain on a 100- to 120-foot yacht. “I have been on too many yacht in my 20 years of working on yachts to know that most of them have not had scheduled maintenance manuals and the yachts have suffered for it. Poor maintenance means an unsafe yacht and more money for the owner.”
In addition to making life easier (in theory), planned maintenance systems can serve other functions as well, including doubling as a log and keeping important vendor and parts information in one place.
A majority of respondents (53 percent) rated “task alerts” as the most important function of their system, regardless of the kind they used, including Microsoft’s Outlook, which has programmable alerts.
“My Excel spreadsheet I wrote has a column that turns red if it’s due.”
“The captain’s daily log flags all items that require attention on any given date,” reported one captain who
SURVEY, from page A16
Data input a critical part ofcomputer systems’ success
See SURVEY, page A23
TRITON SURVEY: Planned Maintenance Systems
A�0 August 2008 www.the-triton.com The Triton
One situation where a rotation/relief arrangement can work is on a multiple-vessel program like the one Capt. Guy McClave works on.
The owner has three vessels ranging in size from 90 feet to 190 feet in different parts of the world. Each has a full-time captain and crew. McClave rotates onto the largest vessel as first mate, giving that crew member a month off, then rotates into the captain’s position to relieve him for a month.
McClave does the same on the mid-sized vessel. On the smallest, he rotates into the captain position for one month, and then has one month off.
The rotation gives each of the four captains and two first mates one month off every six months. The owner must pay for four captains to run his three boats, but he’s able to guarantee his most valuable crew two full months off a year.
The idea came from the senior captain in the program who had been working 21 months straight, McClave said. The program had been losing captains after about a year or so. And for this owner, who McClave said appreciates longevity, paying the extra salary to give his senior crew time off was worth it.
“It would be hard for a single-boat owner,” McClave said. “For it to work, you need an owner with good resources, multiple boats and captains who don’t mind handing their boats over for a month at a time. These captains think it’s great.”
– Lucy Chabot Reed
Where relief and rotation come together
The reason it doesn’t happen more often is because every yacht, every owner, and every program is different, so there isn’t one kind of job rotation that fits for everyone, these captains said.
More often than not, the rotation model comes from the commercial industry where captains work three months on/three off and where two or more captains share a position equally, typically with one of them retaining the role and title of senior captain.
While that has proven to work on large multi-vessel programs, the majority of yachting is one owner, one boat. Rotations on those yachts could only work when several circumstances are right, these captains said.
First, the vessel must be of a certain size and operating budget to afford the additional expense of a rotating crew member. These captains agreed that time off doesn’t mean time off without pay so the vessel will, in effect, have two captains.
“It can be a good thing but it doesn’t work out well on small boats,” a captain
said.A few captains suggested that
working half the time for half the money would be amenable to many, so the doubling of expenses was not necessarily required.
Second, the boat must be busy enough to merit the expense.
“If the boat is going, going all the time and the crew is burning out, that might allow it, but otherwise, it doesn’t work,” a captain said.
“I think it could work on big, busy
BRIDGE, from page A1
Attendees of The Triton’s August Bridge luncheon were, from left, Jason Halvorsen of M/Y Gathering Paradise, Kelly Esser of M/Y Harvest Moon, Russ White of M/Y Charisma (the 130-foot Hatteras), Doc Proctor of M/Y Simaron, Jonathan Parmet (freelance) and John Steffey of M/Y Miss Kendall II. PHOTO/LUCY REED
See BRIDGE, page A22
Half the work for half the pay? Works for some
FROM THE BRIDGE: Job rotations
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STCW 95 BASIC TRAINING (8th)
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OOW NAV & RADAR P1 (8th)
MASTER NAV & RADAR P2 (8th)
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OOW NAV & RADAR P2 (15th)
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MED. FIRST AID (16th)
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OFFSHORE PRACTICAL (15th)
OFFSHORE THEORY(15th)
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OFFSHORE PRACTICAL (22nd)
OOW NAV & RADAR P3 (22nd)
STABILITY (22nd)
MEDICAL CARE (22nd)
ORAL PREP. (22nd)
OP. PROC. & BASIC HS (22nd)
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OOW AND ENGINEERING DATES TO BE ADDED SOON!
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TRITON JUNE 08 15/7/08 18:52 Page 1
A�� August 2008 www.the-triton.com The Triton FROM THE BRIDGE: Job rotations
charter boats, where the whole crew gets swapped out,” another said.
Third, someone other than the captain should oversee the rotation program.
“For a rotation to work, you’ve got to have a management person to manage it all, like the owner or a management company,” a captain said.
And finally, the person stepping in to do the rotation has to be a good fit, not only with the owner, but with the existing captain and the crew left aboard.
“You’ve got to find a captain that’s similar, a friend or someone you know and can trust,” a captain said.
“I’d want to trust the person taking over,” another captain said. “That’s key.”
“The key is trust,” agreed a third. “You’ve got to make sure the relief crew is there when they say they are going to be there so you can debrief and carry on. You don’t want the captain to call up and say, ‘I’m going to be a couple days late.’”
Without trust, several captains had visions of an lackadaisical captain and misbehaving crew during their absence, causing them to shun the idea.
“The crew will run wild on you,” a captain said. “It’s like having a substitute teacher.”
They worried, too, about confusing crew with a different captain’s standards or procedures, including things as simple as how to hand out the lines coming into port.
“The crew gets comfortable with a captain and their particular way of doing things,” a captain said.
“Both captains have to be similar to make that work,” another said. “It’s hard to get that match.”
“You just have to try,” said one captain who was familiar with rotations from his time in the commercial sector. “Those problems will materialize real quickly.
“You can do it but it really comes down to standardization,” he said. “You’ve got to have a log for everything and you’ll have clipboards everywhere. And you find out real quick that the first mate is really important when it comes to maintenance.”
He acknowledged that things are trickier on a yacht.
“You have to have defined job definitions and everyone has to know what they are doing every day so there’s no question about it,” he said.
This talk of job descriptions and clipboards made a couple of the
captains uncomfortable.“You are part of your boat,” one
captain said. “I don’t know that I could truly give that up.”
“Me either,” said another. “I’ve got a lot of blood, sweat and tears in that boat.”
Isn’t that simply ego?“I don’t think it’s ego at all,” the first
captain said. “If I go to a yard to get painted, me and my crew take off every screw and put everything back on. You better have every fender out because nobody’s going to scratch that boat other than me. If someone else does it, I get upset. You scratched my baby. It’s pride, it’s not ego.”
“In many cases, it’s more your boat than the owner’s,” the other captain said. “It’s not just your job, it’s your home, your bed, your reputation.”
“Besides, my owner would never go for it,” the first captain said. “If I’m not on the boat, he won’t use it.”
That brought up the whole factor of pleasing the owner. These captains agreed that most owners want to know and like their crew, and the second part isn’t always easy.
“The boss wants to know who the people are on his boat,” a captain said. “It’s hard enough to find one captain that will please him, let alone two.”
“But if [the owner] wants to keep his captain, he’s got to be
willing to give the new guy a chance and develop a relationship,”another said.
“What really needs to happen is the owner has to say, ‘I’m going to treat my yacht crew like the executives of my company,’” a captain said. “We control a $10 million asset. Would any corporate executive not give his CEO time off?”
“Their employees get weekends off,” added another. “How many days is that a year?”
All told, it’s more than 100, and that doesn’t count paid vacation or holiday time. For captains away from home a lot, a day or two of down time at a time doesn’t make up for missed birthdays or first steps. To at least one captain, the theory of a job rotation sounded better than ever.
“It can work,” he said. “I would love to end my career with that.”
Comments on this story are welcome at [email protected]. If you make your living working as a yacht captain, contact Editor Lucy Chabot Reed for an invitation to our monthly Bridge luncheon, [email protected].
BRIDGE, from page A20
Whoever manages the rotation needs to be universally trusted
‘Both captains have to be similar to make that work. It’s hard to get that match.’
The Triton www.the-triton.com August 2008 A��TRITON SURVEY: Planned Maintenance Systems
uses VMS Pro ($400-$500). “This is not a magic bullet; there is a great deal of configuration required and time and patience. But once setup is complete, it is a godsend. Our system has just been configured for use with menu-driven touch screens in all departments.”
Many captains who use a paper system said they simply look at their list every day to be alerted to tasks.
“We have a large yearly calendar that hangs in the crew’s quarters,” said the captain of an 80- to 100-foot yacht. “Maintenance items are noted on the calendar months and sometimes yearly in advance. The trick to this system is for the captain and crew to read every day and see what’s on the schedule. No big deal, no crashing of computers or missed entries. Paper works, and you can’t accidentally delete it.”
One captain does all scheduled maintenance in the same month. More than one captain relies on “memory.”
“Old fashioned brain power in conjunction with a calendar,” said the captain of an 80- to 100-foot vessel.
Respondents also rely heavily on their systems to serve as a log; 48 percent rated that function the most important.
“Our systems’ scheduled maintenance manual includes anything from major services on engines and generators to greasing davits and sliding doors to cleaning filters on air handlers for air conditioning units,” said the captain on a 110- to 120-
foot vessel with a custom plan. “All systems and anything that moves or is mechanical is included in our scheduled maintenance – all done on a weekly, monthly, yearly basis as needed. Our safety scheduled maintenance includes anything from greasing the fire hose nozzles to changing batteries in flashlights and safety lights to annual inspections of life rafts, etc. – done on a weekly, monthly and yearly basis.”
One captain of a 120- to 140-foot vessel who relies on the guidelines in the maintenance logs said, “Everything done on a particular system is right before your eyes in black and white in the written maintenance logs and cannot be left on Nigel’s computer when he decides to take another job.”
The benefits to an Excel-based system: “All encompassing, ever flexible, used worldwide so crew are familiar with it, and it comes with most computers.”
Of the 13 respondents to the survey who do not have a planned maintenance system, only one explained why.
“A scheduled maintenance system will serve as a distraction from what really needs attention,” said the captain of an 80- to 100-foot vessel. “You don’t need to be an engineer to tell when a system is not operating to its full potential and requires attention or maintenance.”
Why get fancy? ‘Brain power in conjunction with a calendar’
captains need to be sure that they and their engineers keep track of all the repair and maintenance done. When I took over this vessel, nothing was in writing and lots of systems where completely abandoned or non-functional. Some repairs where done with a piece of tape and a wire. (That was with a $60,000/year engineer aboard. Those guys should not hold licenses.) In the past few months, there has been a lot of talk about insurance. Do you know that 75 percent of claims are directly related to bad maintenance? Valves that don’t close anymore when a hose breaks and need to be closed, electrical “repairs” done with piece of tape end causing a fire, exhaust water leaks repaired with epoxy, and so on. This is all irresponsibility of supposedly competent captains. I really feel bad for some owners.”
l l l
“Find a system that suits your yacht and system of maintaining it. Going
overboard will only cause you to feel overwhelmed and therefore not maintain the PMS as it was intended.”
l l l
“The quality of the log and storage of parts kept by a captain and crew is a reflection of how skilled or not they are. In the event that something should break – and it always does while the owner is onboard – the repair should take place so easily that it is as if the damage as well as the maintenance was properly planned for.”
l l l
“You didn’t ask about a purchased paper system. This is what we have.... simple and better than anything I have seen on computer.”
l l l
“They [PMS logs] should be left with the boat when a captain leaves. You would be surprised at how many captains take their logs with them.”
THOUGHTS, from page A17
Purchased paper system earns praise
A�� August 2008 www.the-triton.com The Triton PHOTO GALLERY
Capt. Tedd and Mary Ellen Greenwald of M/Y Go Fourth, the 91-foot classic Burger they have run the past nine years, are summering in Michigan. Despite their longevity – or maybe a credit to it – the couple have several hobbies, including motorcycles, growing orchids and photography. Tedd showed some of his stunning micro-photography at the Kuhlhaus Gallery in Harbor Springs.
PHOTOS COURTESY OF CAPT. TEDD GREENWALD
The crew of M/Y Intrepid celebrated the Fourth of July at Sampson Cay in the Exumas, an evening Capt. Chris Berg said was just a warm up for the Bahamian Independence Day that falls on the 10th. We take his word for it. The follow-up was such fun, he forgot to take photos! From left: Deckhand Drew Snow, Chef Sylvie Staboli and Berg (in their 10th year aboard), and Stewardess/massage therapist Becky Smith.
PHOTO COURTESY OF CAPT. CHRIS BERG
Sure, Capt. Jared Burzler has resigned from his position on a busy charter yacht, but that doesn’t mean he’ll stay away from boats. He spent a morning in July helping his uncle prepare this Chris Craft named Dizzy for the Southern New England Antique boat show in Connecticut. PHOTO COURTESY OF JARED BURZLER
Making it through without incident took the whole crew including, from left, Stewardess Dana Ramler, Thomas, and First Officer Daniel Sutton. The canal takes 8-10 hours to get through, first passing through Russian territory (which leases the area to Finland). That meant a few stops to clear Russian paperwork, then clear Finnish paperwork again a little farther along. “A very interesting but tiring day for all,” Maughan said. “Well worth the effort, though. It is really beautiful up here.” Turmoil visited St. Petersburg, Estonia and Latvia also this summer before heading around toward the Black Sea to see Ukraine, Romania and Bulgaria. What a year!
PHOTOS COURTESY OF CAPT. GRANT MAUGHAN
Last seen in the Galapagos at
Easter, the crew of M/Y Turmoil are still motoring around the world. We caught up with them in Eastern Finland in early July, cruising around some of the 24,000 islands in the Saimaa lakes district.
“Access from the Baltic Sea is via the Saimaa Canal and involves pumping up 270 feet through eight locks over a 24-mile distance,” Capt. Grant Maughan wrote in. “The locks are almost 43 feet wide; the Turmoil is almost 41 feet wide.”
Deckhand Berin Thomas keeps an eye on the starboard fender as Turmoil gets “shoe horned” into Malkia Lock, which has walls 40 feet high.
The crew of M/Y Seafarer have been enjoying New England this summer, including the fireworks at Sailfest in New London, Conn. Dressed for a coffee and dessert party, the crew is, from left, Capt. Rick Topel, Mate Catherine Topel, Stewardess Kristin Rust and Chef Gabe O’Hanlen.
PHOTO COURTESY OF MATE CATHERINE TOPEL
Capt. Toby Johnston and Capt. Doug Johnston – in Newport for July – work as a team aboard the 87-foot M/Y Loie B. PHOTO/KELLY CRAMER
The Triton www.the-triton.com August 2008 A��PHOTO GALLERY
SAVE THE DATE
Wild, wild westOct. 15, 2008 • 6-9 p.m.The Downtowner Saloon under the Andrews Avenue bridge on the New River in Ft. Lauderdale.
Invitations required. All captains, crew and our family of advertisers are welcome to attend.
Request an invitation online at www.the-triton.com.
It’s time for The Triton’s annual boat show party in the
Capt. Tedd and Mary Ellen Greenwald of M/Y Go Fourth, the 91-foot classic Burger they have run the past nine years, are summering in Michigan. Despite their longevity – or maybe a credit to it – the couple have several hobbies, including motorcycles, growing orchids and photography. Tedd showed some of his stunning micro-photography at the Kuhlhaus Gallery in Harbor Springs.
PHOTOS COURTESY OF CAPT. TEDD GREENWALD
The crew of M/Y Intrepid celebrated the Fourth of July at Sampson Cay in the Exumas, an evening Capt. Chris Berg said was just a warm up for the Bahamian Independence Day that falls on the 10th. We take his word for it. The follow-up was such fun, he forgot to take photos! From left: Deckhand Drew Snow, Chef Sylvie Staboli and Berg (in their 10th year aboard), and Stewardess/massage therapist Becky Smith.
PHOTO COURTESY OF CAPT. CHRIS BERG
Sure, Capt. Jared Burzler has resigned from his position on a busy charter yacht, but that doesn’t mean he’ll stay away from boats. He spent a morning in July helping his uncle prepare this Chris Craft named Dizzy for the Southern New England Antique boat show in Connecticut. PHOTO COURTESY OF JARED BURZLER
Making it through without incident took the whole crew including, from left, Stewardess Dana Ramler, Thomas, and First Officer Daniel Sutton. The canal takes 8-10 hours to get through, first passing through Russian territory (which leases the area to Finland). That meant a few stops to clear Russian paperwork, then clear Finnish paperwork again a little farther along. “A very interesting but tiring day for all,” Maughan said. “Well worth the effort, though. It is really beautiful up here.” Turmoil visited St. Petersburg, Estonia and Latvia also this summer before heading around toward the Black Sea to see Ukraine, Romania and Bulgaria. What a year!
PHOTOS COURTESY OF CAPT. GRANT MAUGHAN
Last seen in the Galapagos at
Easter, the crew of M/Y Turmoil are still motoring around the world. We caught up with them in Eastern Finland in early July, cruising around some of the 24,000 islands in the Saimaa lakes district.
“Access from the Baltic Sea is via the Saimaa Canal and involves pumping up 270 feet through eight locks over a 24-mile distance,” Capt. Grant Maughan wrote in. “The locks are almost 43 feet wide; the Turmoil is almost 41 feet wide.”
Deckhand Berin Thomas keeps an eye on the starboard fender as Turmoil gets “shoe horned” into Malkia Lock, which has walls 40 feet high.
The crew of M/Y Seafarer have been enjoying New England this summer, including the fireworks at Sailfest in New London, Conn. Dressed for a coffee and dessert party, the crew is, from left, Capt. Rick Topel, Mate Catherine Topel, Stewardess Kristin Rust and Chef Gabe O’Hanlen.
PHOTO COURTESY OF MATE CATHERINE TOPEL
Capt. Toby Johnston and Capt. Doug Johnston – in Newport for July – work as a team aboard the 87-foot M/Y Loie B. PHOTO/KELLY CRAMER
A�� August 2008 www.the-triton.com The Triton BUSINESS BRIEFS
A company called Yacht Record has released a software program called Yacht Record designed to help captains and owners to manage a yacht program.
The company unveiled the software at the American Superyacht Forum in Newport, R.I. last month. The program organizes information from manuals, logs, inventory, photos, drawings and schematics. It can be accessed onboard or remotely via a password-protected Internet connection.
“From crew scheduling to part numbers for the smallest pump, YachtRecord is state-of-the-art yacht management,” said Samuel Abraham, vice president of sales and marketing. “Our system puts anything you need to know about a yacht at your fingertips. The bigger the yacht, the more beneficial our system is.”
The YachtRecord service also offers an offsite data center backup of a yacht’s information and a historical record of ownership, maintenance and equipment.
PURE to offer insurancePURE Risk Management has
launched PURE Watercraft Insurance (PWI).
“PURE Watercraft Insurance adds to the list of high-quality coverage we offer our members,” said Martin Hartley, CEO of PURE Risk Management. “It provides our members with premium savings and peace of mind as rewards for the responsible steps they take to protect their possessions. Our members also appreciate the custom-tailored policies, superior coverage and personalized service we are able to provide as a result of our selective underwriting process.”
PURE is a policyholder-owned, specialist insurer dedicated to serving the owners of homes insured for more than $1 million. The company’s membership criteria are designed to keep insurance premiums low and reduce the long-term cost of risk.
PURE provides hull coverage, including coverage for windstorm, on an agreed-value basis, and offers coverage for protection and indemnity, including fuel-spill liability and mechanical breakdown.
New lawyer to oversee maritimeAttorney David Irwin has joined
the Kelley / Uustal law firm to develop a new admiralty and maritime law department.
A South Florida native with more than 14 years of industry experience, Irwin has handled yacht contracts as high as $35 million and provided legal services in all facets of maritime law, including international transactions,
foreclosures, maritime lien actions and commercial litigation. He will also be available to serve as legal counsel to vessel owners, crew members and marine businesses.
“South Florida’s growing yacht and boating industry provides the perfect opportunity to serve the legal needs of this area,” said John Uustal, a partner in the firm. “We are fortunate to have David Irwin lead our efforts in this dynamic area of practice.”
Irwin is a long-time member of the Florida Yacht Brokers Association and the Marine Industries Association of South Florida, where he has served on the government relations committee.
Agent expands in Japan Super Yacht Logistics plans to open
an office in Japan to serve an increasing number of yachts that visit there.
The shore-support agency has opened a second office in the city of Sakai, close to Osaka. The office will service yachts visiting the cities of Osaka, Kobe and Wakayama, and can also assist boats throughout western Japan, the Inland Sea through to Shikoku and Kyshu; and the Southern Islands towards Taiwan.
The new office is located at the Kitahato marina facility, in Sakai City, which can accommodate yachts up to 40 meters. Other marinas in the area can accommodate up to 60m vessels and beyond.
Nigel Beatty, originally from Britain and an experienced megayacht charter captain, will travel between the new office and the existing Yokohama office that serves the eastern side of Japan.
“This new office will really allow us to give maximum service to the yachts visiting Japan,” Beatty said. “The Inland Sea of Japan is one of the most fabulous cruising grounds with a climate easily rivaling (and sometimes beating) the Mediterranean. It is completely sheltered with hundreds of islands and destinations for all guests’ tastes. With the rapid expansion of the domestic Japanese yacht market, Western visiting yachts are now coming to cruise Japan waters.”
Other staff members include Capt. Seji Iwamoto, Yukako Ogawa (professional maritime translator), Yukio Shintani (maritime consultant), and Caroline Harris (fluent Japanese speaker and experienced yacht crew).
With a third office in Ft. Lauderdale,
Yacht Record keeps track of records online, remotely
Irwin
See BUSINESS BRIEFS, page A27
The Triton www.the-triton.com August 2008 A�7
The MEGA Life and Health Insurance Company, a HealthMarkets® Company. Administrative Office: North Richland Hills, TX. Association membership is required. M/001471 Exp. 3/09
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BUSINESS BRIEFS
the company said it has a direct supply line for marine parts and equipment to and from Japan. In addition, the company offers translation services for Japanese yacht industry personnel visiting the United States and Europe, and supplies western yachts with Japanese parts and Equipment. TowBoats Naples bought
Capt. Joseph DiMartino is the new owner of TowBoatU.S. Naples and TowBoatU.S. Marco. TowBoatU.S. Naples is located in Naples Bay and TowBoatU.S. Marco is located near Marco Pass and Isle of Capri. The ports provide coverage from Wiggins Pass south to Cape Sable extending 50 nautical miles offshore.
DiMartino, a former yacht delivery and tugboat captain, previously owned a Ft. Lauderdale-based towing company that assisted megayachts and small freighters. DiMartino has hired Chris Smith, Gene Costa and Jim Biasella to help him operate the business.
Elite Crew hires again Elite Crew International has
expanded again, hiring Stephanie Pennay and Annie Hilerio this year. Pennay, a crew agent with seven years of experience, said she has a passion for boating. She is leaving Camper & Nicholsons to join Elite Crew.
Hilerio will work as a crew coordinator. She has worked in human resources and will screen and interview newly-registered crew.
NJ opens in San DiegoNorthrop and Johnson has opened
an office near San Diego International Airport. West Coast veterans David Roscow, Gregg Morton and Sue Fewster will be based in the new office to assist in every aspect of the sales, charter, crew placement and management of luxury yachts. The office is at 1024 Rosecrans St. For more information, call +1 619-226-3344.
Monocle Yachts expandsMonocle Yachts has announced that
it is expanding its fractional ownership program. The company launched its “Sell My Yacht” program and said it is seeking new vessels to become part of its fractional fleet management program to meet the requests of current wait-listed clients who are in line to purchase yacht shares. The company’s clients are pre-qualified buyers who are looking to partner in luxurious, well-kept yachts ranging in size from 100-200 feet.
For each 10 percent share, an owner receives four weeks of annual use based
on a rotating calendar schedule: two weeks in a summer location and two weeks in a winter location offering multiple yachting experiences.
“Sole yacht ownership as we have known it is a thing of the past,” said Loren Simkowitz, Monocle Fractional Yachts president. “Owners are looking to get on their yacht and just enjoy it, without the burden of maintenance and negotiating crew salaries. We are the only management team who does not mark up any yacht expenses, allowing our owners to only pay 10 cents on the dollar.”
For more information, visit www.monocleyachts.com or call +1 954-563-5808.
Night Vision sold Texas-based Night Vision
Technologies has new owners, the company announced.
“We recognize an enormous potential for growth and innovation in this company,” said Scott Satine, the new CEO, who was previously the general manager. “Look for NVTi to be a leader in both marine and land-based applications.”
“Our customers can also be assured of a firm commitment to service and support,” said Terry Taylor, the recently appointed chief marketing officer. “They expect the highest level of integrity and we fully intend to deliver.”
NVTi’s address, telephone numbers, email addresses as well as administrative and support contact information will remain unchanged for the time being.
NVTi designs and manufactures advanced night and day vision systems for marine craft, offshore and land-based applications for use in all types of lighting conditions and environments. Providing operators with enhanced threat detection, these units increase the overall safety and security of vessels, personnel and critical infrastructure.
Green detailer expands Green Earth Detail is opening an
office in South Florida. The company, already in Houston, will be opening additional offices in Dallas, Los Angeles, New York City, San Fransico, Chicago, and Washington, D.C.
Green Earth Detail provides mobile detailing services and uses eco-friendly products.
The company said its waterless wash system helps the environment by conserving water and not polluting water supplies through contaminated run-offs.
Art Holler, an account manager for Green Earth Detail, will oversee the sales and franchise efforts in South Florida.
Ex-Lauderdale tow boat captain opens in NaplesBUSINESS BRIEFS, from page A26
A�� August 2008 www.the-triton.com The Triton SUPERYACHT OPERATIONS: Money laundering
With all the facets of money management captains of megayachts are responsible for, it should come as no surprise that money laundering
awareness is part of that.
Money laundering is usually associated with the proceeds of the drugs trade, organized crime and terrorism. In fact, money laundering relates to the proceeds of any crime and
the conversion of that money into disposable forms.
There is now the political will worldwide to tackle the problems of money laundering, particularly since 9/11, and it has led to a significant increase in the powers of law enforcement agencies. Terrorism is very difficult to stop at its source, however, if the funding of these activities can be restricted within the financial system throughout the world then it will make life that much more difficult for those involved.
In recent years the definitions of crimes that result in money laundering have been extended in all the major countries of the world. The regulations differ across countries as do their implementation, but the driving force is the OECD and the intergovernmental FATF – the Financial Action Task Force. In the UK the primary legislation is the Proceeds of Crime Act 2002 and there are also EU Directives that deal with the matter.
One of the major changes that many people have not realized is that tax evasion has moved from being a civil matter within individual countries into a financial crime. What they see as tax evasion is now very much the target of the anti-money laundering regulatory authorities.
The law sets out quite clearly that if anyone, in the course of their business or profession, comes across a transaction they consider to be suspicious then they must report that transaction to the police.
There is no requirement to have evidence of a crime or to have knowledge of a crime, only suspicion.
This is a powerful weapon in the hands of the regulatory authorities and the police. It can be argued easily that the captain of a large yacht is the master by way of business or profession. Requirements to report are
Captains have duty to report criminal acts
Up and RUnning
Ian BIles
See UP AND RUNNING, page A29
The Triton www.the-triton.com August 2008 A��SUPERYACHT OPERATIONS: Money laundering
not only limited to professionals but apply to staff and employees of any organization. Failure to report can itself be an offense.
From a captain’s point of view, frauds that have been described here are all within the definition of crime and are reportable. In addition to that, any suspicion of similar activities outside one’s own vessel technically would be reportable. There are no minimum levels, so any cash payments not backed up by authentic paperwork could give rise to suspicion.
A serious problem that may arise for the captain does not relate to his crew or the industries around him, but may implicate the owner. To acquire a large and expensive yacht is an effective way of laundering ill-gotten gains. A multimillion-dollar yacht purchased in a far-off country or through intermediaries would be difficult to identify as proceeds of crime. If it were then sold on the open market, the owner would have a substantial amount of legitimate money that he can explain.
Every captain should be aware of this problem and also that the law requires that, if he has suspicions, he is required to report them. Reporting
a suspicion will protect the captain himself from prosecution should the matter come to court. If he has not reported it then he may well be in line for a conspiracy charge.
Everyone should be concerned if they are involved in the operations of a large yacht and there are significant amounts of cash being used to meet expenses. Cash is the most difficult product to dispose of and any means by which it can be used to enhance the value of an asset is in the interest of a money launderer.
It is absolutely fundamental to understand that the reporting of these incidents can be based on suspicion alone.
It is also incumbent upon the captain of a yacht to ensure that his crew is aware of the dangers of money laundering. A prudent captain would hold a training course as part of the induction of crew members and would record the fact that he has conducted such a course in his Financial Policy Manual. He should also ensure that there is a procedure for his crew to follow if they have a suspicion.
If a captain feels he should report a suspicion, he may be reluctant to inform the local police. The report may be made to the vessel’s flag state. Such a report would meet the captain’s
responsibility under the law.On land, one of the major steps that
businesses are required to make is to institute a policy that identifies the people with whom they do business. Opening bank accounts used to be a straightforward procedure but now it can be very complicated. The same rules also apply to accountants, lawyers and other service providers.
It should be standard practice to obtain information on the crew and anyone else supplying services to the yacht. It is very important that these practices are recorded and that there
is a written policy relating to knowing your customer in the FPM.
Ian Biles is the founder of Maritime Services International, a marine surveying and consultancy business. He holds a Class I (Unlimited) Master’s certificate, a degree in naval architecture and an MBA. He has developed a risk management program for large yachts for a major London-based underwriter. Comments on this story are welcome at [email protected] or +44-2392-524-490.
Suspicions of money laundering enought to require reportUP AND RUNNING, from page A28
Capt. Chris Berg, Ian Biles, Capt. Jared Burzler, Mark A. Cline, Mark Darley,
Jake DesVergers, Capt. Tedd Greenwald, Chef Mary Beth Lawton Johnson, Alene Keenan, Capt. Grant Maughan, Keith Murray, Steve Pica,
Rossmare Intl., James Schot, Capt. Tom Serio, Leo Speat, Eugene F. Sweeney,
Capt. Catherine Topel
Vol. �, No. �. The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2008 Triton Publishing Group Inc. All rights reserved.
Contact us at:Mailing address: 757 S.E. 17th St., #1119
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Rodolphe Prefontaine, known as Pre, has died at the age of 81 in Howell, Mich. with his wife of 51 years, Martha, by his side.
Canadian-born Pre served in the U.S. Army with distinction during the Korean War. He returned to settle in Detroit and worked for the premiere retouching studio for the auto industry. In time, he and his friend Robert Hilborn bought La Driere Studio and created top-of-the-line advertising art for all the major car companies.
At the age of 44, Pre retired and he and Martha began to fulfill their dream of sailing from the Virgin Islands to Grenada on their 48-foot ketch Blessings. So began the next phase of life for Pre.
After the Caribbean trip, he anchored his boat in Honeymoon Bay in St Thomas and did not raise the anchor until he left many years later. From his command post on the boat, Pre began creating boat brochures for his friends and perhaps can be credited with being the father of modern-day boat brochures. These were elaborate productions for the early days of chartering in the 1970s and ’80s. He photographed the boats and then did the design and production.
In 1979, he befriended my husband, Ken, and I and began to teach us the business. Within two years, he refused all jobs, insisting that his protégés were ready to take over. As we became more and more accomplished, Pre looked on as the proud mentor that he was. He held court on his boat for years. There was always room for a friend to spend a few days. His kindness and generosity were well known in the boating world of St. Thomas. Fourteen years after he arrived, with his anchor now “in China,” he decided it was time to move on. With some help, he raised the anchor and sailed to Ft. Lauderdale.
Ready for land again, Pre and Martha lived in the remote mountains of northern Georgia for years before finally moving to Michigan to be near family. Pre always said that if he knew he would live so long, he would have taken better care of himself. Well, he lived life exactly how he wanted and was a bit of a legend in his own time.
Have a beer for Pre. He would like that.Donna Chesler
The paper just keeps getting better all the time. I always recommend it as a valuable resource to others and especially the newer folks coming up through the ranks.
I am a career professional and have been licensed for 30 years. I have lived through all the changes in our industry – some good, some not so good – and appreciate your coverage of the evolution we are experiencing.
In our quickly and dramatically changing industry, The Triton really stands alone as a beacon of accurate, timely and pertinent information and a sounding board.
Thank you and the entire staff for a wonderful publication.
Capt. Henry Saludes
Classifieds workI ran into an old friend and ex co-worker almost
two months ago. We promised each other we would get together for lunch. The next day while driving to the Chesapeake, she called to invite me to lunch. I assured her I would definitely call her in two weeks when I returned to Ft. Lauderdale.
However, my phone went overboard while
sailing. Lost her number. Tried the phone book, the Internet and personals in the Sun-Sentinel. No luck.
As she has always been associated with the marine industry, I was sure she or one of her friends would see an ad in The Triton. I was right. I placed an ad in The Triton’s free classifieds online and within eight hours I had her number.
I really am impressed at the quick response. As there are so many crew that meet and then lose track, I wonder if a classified heading called “Looking For” would be something you would add to your online classifieds.
Richard MantoOwner, Global Yacht Fuel
EDITOR’S NOTE: What a great idea. Look for the “Looking For” heading in our online classifieds now and our print classifieds next month.
Triton news, classifieds a beacon for us all
You have a ‘write’ to be heard. Send your thoughts to editorial@ the-triton.com.
Pre, legend in St. Thomas,dies at 81
www.the-triton.com August 2008Section B
The International Maritime Organization (IMO) initiated its efforts to control greenhouse gas (GHG) emissions with the meeting of its
Working Group on Greenhouse Gas Emissions from Ships. The meeting, held during late June in Oslo, Norway, was attended by more than 210 delegates, comprising
experts from all over the world. The week-long session was tasked
with developing the technical basis for future IMO regulations to control GHG emissions from the maritime industry. In particular, the Oslo meeting made progress on developing a mandatory CO
2 Design Index for
ships and an interim CO2 Operational
Index. The Working Group also held extensive discussions on best practices for voluntary implementation and economic instruments with GHG-reduction potential.
Although to date, no mandatory GHG instrument for the industry has been adopted, the IMO has developed an ambitious work plan, due to culminate in 2009 with the adoption of a final rule. The IMO is working to have measures in place to control GHG emissions from international shipping before the first commitment period under the Kyoto Protocol expires at the
Rules of the Road
Jake DesVergers
Going Green: IMO targetinggreenhouse gas emissions
See RULES, page B7
By Lucy Chabot Reed
Capt. Bryan Pridgeon didn’t believe it could work.
“When I heard somebody could take a grinding wheel to glass to remove scratches, I thought there’s no way,” he said recently, pausing in the salon of the 155-foot Triumphant Lady as she nears the end of a 2-year refit.
But the windows on the 25-year-old megayacht are clear again, averting hundreds of thousands of dollars in glass replacement costs and many more months in the yard for the work. Instead, Pridgeon had the windows “restored,” a process by which a technician removes tiny layers of glass until etches, haziness and scratches are gone.
Pridgeon’s predecessor, Capt. Dale Smith, actually found the company, Glass Restoration Systems. At the Merrill Stevens shipyard for the better part of the past two years, Smith saw a van driving around Miami that advertised window restoration, so he called. Triumphant Lady’s windows weren’t yet ready for restoration, so when Smith handed over the yacht earlier this year, he handed over the phone number.
When it was time for the window work, Pridgeon called it and the company came out to do a demo.
Bob Berube of Glass Restoration Systems finishes the last of more than 60 windows on M/Y Triumphant Lady. PHOTO COURTESY OF MATT HATCHERSee GLASS, page B4
Scratch-free glass is clearly betterProper restoration leaves even old windows sparkling.
Newport snapshot
There were plenty
of crew having
plenty of fun (and
doing plenty of
work, of course) at
Newport’s Charter
Show. B18
Spotted in Turn 3When this captain
backed off the throttle
at a Florida speedway,
he took time to be
spotted with his Triton.
Find out who and
where. B23
‘Not that stupid mermaid’
The statue of The Little
Mermaid is not as cherished
by Copenhagen natives
as one might expect, but
Denmark and Sweden make
for a memorable trip.
B14
B� August 2008 www.the-triton.com The Triton
Rolls-Royce Marine has announced a multi-million dollar venture with several unnamed American shipbuilders led by Atlantic Yachts that will put the company’s integrated bridge system aboard several megayachts every year.
Atlantic Yachts CEO Paul Madden said the customer list cannot be disclosed: “Suffice it to say that they are high-net-worth individuals who value discretion.”
“This is a classic technology and design transfer from Europe to the United States, where we currently have a significant advantage in the manufacture of sophisticated equipment, such as large steel motor yachts,” Madden said. “We are using the same shipyards that build the next-generation U.S. Navy ships.”
Madden is the former North American representative for Blohm+Voss, a German yacht builder specializing in yachts 300-500 feet.
The Rolls-Royce operator’s chair is a major design aspect of the company’s new, integrated bridge system.
Rolls-Royce Marine is working in concert with several top European yacht designers, providing engineering and integrated power, propulsion and stability systems on all of Atlantic’s US-built yachts.
Rolls-Royce’s Marine Division provides engineering and equipment on 20,000 commercial and naval vessels operating around the world, ranging from nuclear submarines to megayachts.
It also provides ongoing warranty and unparalleled service from Rolls-Royce’s 40 offices in 30 countries.
Tiny modem guarantees InternetGlobal Satellite USA, a provider of
global satellite communications, has announced the launch of Thuraya IP, the new advanced satellite modem that guarantees Internet connectivity at 384 kbps for streaming IP across 110 countries, in remote locations.
The modem permits bandwidth-hungry applications such as video, live video and video conferencing to be
deployed at competitive rates.“It’s exciting to be one of the first
organizations in the United States to have access to a superior ‘always on’ quick Internet access, that is ultra lightweight at less than three pounds,” said Martin Fierstone, president of the Ft. Lauderdale-based Global Satellite USA. “Although compact, it also has a high level of robustness with Ingress Protection (IPSS), making this combination ideal for the oil and gas industry or any other tough environment.”
The Thuraya IP has an ethernet interface (RJ45), a USB interface and there is no software installation required. To set up, simply connect the Thuraya IP to a laptop and point it to the satellite. Thuraya IP guarantees a permanent connection and does not suffer from any hot spot congestion.
Thuraya IP comes complete with GmPRs encryption and can connect seamlessly through a preferred VPN application.
For more information, visit www.globalsatellite.us.
New EPIRB displays lat/longACR Electronics has introduced
the GlobalFix iPRO, a patented, next generation 406 MHz EPIRB featuring technology that makes it the first EPIRB in the world to offer an exclusive digital display screen and dual GPS capabilities.
ACR debuted the new EPIRB at MAATS in Las Vegas in July. It has not yet been authorized as required by the U.S. Federal Communications Commission and may not be offered for sale or lease until authorization is obtained.
The Digital Display provides the user with a variety of important information both during operation and self-test. ACR integrated the digital display after customer feedback indicated users could benefit from a digital read out.
When activated, the GlobalFix iPRO displays latitude/longitude coordinates
See TECH BRIEFS, page B3
Some U.S. yachts will getRolls-Royce bridge systems
TECHNOLOGY BRIEFS
The Triton www.the-triton.com August 2008 B�
on the screen. If the endangered person has another means of communication, the lat/long data can be provided to rescuing parties. The screen can be helpful during emergencies such as reminding the user of what to do to assure that the distress signal is sent and continues to be sent.
The 406 MHz data is sufficient for the satellite to determine the location of an activated beacon. However, the benefit of having GPS coordinates sent along with a 406 MHz emergency signal is that such data enhances the 406 MHz signal and reduces the notification period, from approximately 1 hour to 15 minutes, and initial search radius, from 2.5nm to 100m, (COSPAS-SARSAT data).
Suggested retail price is expected to be $1,540 for a Cat I and $1,300 for a Cat II.
For more information, visit www.
acrelectronics.com.
Misting system attaches to bimini Boatmister Misting System is selling
what the company says is an easy-to-install misting system that will help boaters beat the heat by creating a fine cooling mist that drops on-deck temperatures as much as 30 degrees.
The 12-volt system can be attached to any bimini top or rail with mounting clips and straps.
A booster pump draws one amp, but delivers 150 psi of misting power at the rate of about a gallon of fresh water per hour. The quick-disconnect misting line, T-connectors, and misting nozzles make for quick adjustment or disassembly.
The system is sold in a ready-to-use out kit with a lighter-plug and five gallon, foldable water container.
It can also be installed for permanent use by tapping into onboard fresh water and electrical systems.
For info, visit www.boatmisters.com or call +1 530-295-8026.
Scandvik unveils battery isolator
Scandvik Marine has announced the release of its Manta II Electronic Battery Isolator.
According to the company, the new battery has a low voltage drop – 100mV
at maximum current and less than 5mV at the end of a charging cycle. It generates less heat, which allows batteries to charge faster and without alternator modifications.
Traditional diode-based battery isolators run hot, can result in significant voltage loss at the end of a battery-charging cycle and require modifications to alternators to function properly.
The Manta II can be used with any battery charging source, from inboard to outboard, DC generators to solar panels and is available in 100-amp and 150-amp, two and three-bank models. Hatteland enters U.S. market
Hatteland Display, a Norwegian marine technology company, has joined the National Marine Electronics Association (NMEA) and plans to make its flagship product line available to American consumers for the first time through a growing network of dealers.
Local stocking and service facilities have been implemented in Florida, according to a company statement.
“Hatteland Display enjoys a strong reputation with boat builders, shipyards and system integrators around the world,” said David Neal, the
TECH BRIEFS, from page B2
See TECH BRIEFS, page B8
Misting system can cool decks 30 degreesTECHNOLOGY BRIEFS
B� August 2008 www.the-triton.com The Triton
“I told him to start with one farthest forward that no one can see,” he said. “When the first one was done, I said, yeah, get at it. This boat is 25 years old and the windows are just phenomenal. They look brand new.”
Naples, Fla.-based Glass Restoration Systems had never worked on a boat before, much less a luxury megayacht. But with more than four years in business working with some of the largest general contractors in Florida, partners Jeff Hall and Rich Hirsch were confident they could do it.
And a new division to their business was born.
Restoring damaged glass is nothing new. Companies have been doing it on luxury high-rises and on luxury automobiles for decades. Even in the yachting industry, several companies
have proven track records for success. The concept is simple: using a felt
pad spinning at more than 20,000 rpms and a slurry with a polishing compound, a technician methodically removes micron-thick layers of glass until the damage is gone.
Like a carpenter working on wood, scratch removal starts with a heartier grit solution of diamond oxide that may remove as many as 20 microns of glass, explained Matt Hatcher of Scratch Removal Specialists, a 10-year old business based in Michigan and Florida. That step is followed by a finer solution of aluminum oxide that takes down 5-7 microns more, and then by an even finer solution of sirium oxide for the final 2 microns that polishes the surface.
A micron equals one millionth
GLASS, from page B1
See GLASS, page B5
Fast-spinning felt pad removes thin layers of glass
The 25-year-old windows on Triumphant Lady ‘look brand new’ since having the scratches ground out, said Capt. Bryan Pridgeon.
PHOTO/LUCY REED
Matt Hatcher of Scratch Removal Specialists has been polishing yacht windows for seven years. He works here on M/Y Vanquish, removing overspray. PHOTO COURTESY OF MATT HATCHER
FROM THE TECH FRONT: Glass restoration
The Triton www.the-triton.com August 2008 B�
Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of July 15.
of a meter, or one thousandth of a millimeter. For comparison, a human hair is about 100 microns thick.
Both Glass Restoration System and Scratch Removal Specialists use a closed-wheel, hand-held machine that uses water to create a vacuum and facilitate a steady motion as the technician repeatedly moves the machine over the glass. The machine draws the slurry from a bucket and gets recycled back to the bucket, leaving no dust or mess, even on the interior.
“It’s a tedious job, but the results are phenomenal,” said Pridgeon, who has overseen the three-month job of restoring 14 windows in the sky lounge, the yacht’s 32 tell-tale oval windows, 10 large windows enclosing the spiral staircase, and the three large glass main deck doors. Inside and out.
“You can’t replace this stuff,” he said. “It’d be easier to just go buy another boat.”
Contrary as it may sound, removing layers of glass doesn’t weaken it though, according to Hall and Hatcher. A scratch breaks the surface tension of glass, making it weak at that point. Grinding down the surrounding surface
to remove the scratch actually restores the surface tension and strengthens the glass.
On Triumphant Lady, damage to the windows was two-fold: age had made many of her windows hazy – so hazy, in fact, that Pridgeon called them opaque – and they were scratched by too many years of improper care.
“Most damage is caused by untrained crew using improper products,” Pridgeon said. “I’ve seen them [crew] use scrubby pads on them. They use shammy mops with that metal disc in the center, or else its a squeegee with the metal ends. We drag hoses across them, or hit them with watches or belt buckles. You don’t
Some companies known to do good work on yacht glass:l Glass Restoration Systems239-450-1700l Scratch Removal [email protected] l Glasfiks International (in
Holland)www.glasfiks.com
GLASS, from page B4
See GLASS, page B6
Restoring windows eliminates replacing hard-to-reach panes
FROM THE TECH FRONT: Glass restoration
B� August 2008 www.the-triton.com The Triton
end of 2011.The meeting developed a formula
and methodology as well as draft text for the associated regulatory framework for a proposed mandatory CO
2 Design Index for all new vessels.
Once finalized, the Index will serve as a fuel-efficiency tool at the design stage of vessels, enabling a comparison of the fuel efficiency of different ship designs, or a specific design with different input such as design speed, choice of propeller, or the use of waste heat recovery systems.
The Design Index will contain a required minimum level of fuel efficiency related to a baseline. That
baseline is planned to be established based on fuel efficiency for vessels delivered between 1995 and 2005.
Another topic of discussion at the meeting concerned the interim CO
2
Operational Index. This Index was adopted by the IMO in July 2005. It has been used by a number of flag states and industry organi-zations to determine
the fuel efficiency of ships through their operations versus design. The IMO has received the results from thousands of trials, with a large amount of data available. The Index has been used to establish a common approach for trials on voluntary CO
2 emission tracking,
enabling owners and operators to evaluate fleet performance with regard to CO
2 releases.
Since the amount of CO2 emitted
from a vessel is directly related to the consumption of fuel oil, this indexing also provides useful information on performance with regard to fuel efficiency.
Also discussed on this topic were best practices for voluntary implementation. Guidance for the maritime industry on the fuel-efficient operation of ships was developed. Operational measures have been
identified as having significant reduction potential that often can be achieved without large investments.
A thorough and in-depth discussion related to the development of different economic instruments with GHG-reduction potential included a global levy on fuel used by the industry and the possible introduction of emission trading schemes for ships.
Two proposals were considered: Open-emission trading schemes in which vessels will be required to purchase allowances in an open market
in line with power stations or steel mills; and closed schemes, in which the trading will only be among ships. This remains at the beginning stages.
The next Working Group meeting to be held in October is expected to consider the related legal aspects and decide whether the GHG regulations should form part of an existing convention or whether an entirely new regulation should be developed and adopted.
Capt. Jake DesVergers currently serves
as Chief Surveyor for the International Yacht Bureau, an organization that provides inspection services to Marshall Islands-registered private yachts of any size and commercial yachts up to 500 gross tons. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.
RULES, from page B1
CO2 Design Index will be a fuel efficiency tool
A thorough and in-depth discussion related to the development of different economic instruments with GHG-reduction potential included a global levy on fuel used by the industry and the possible introduction of emission trading schemes for ships.
realize how bad they are until the guy does the first window.”
Hatcher’s most recent boat was finished on July 4 when a crew member cleaning the stainless dripped acid on the windows below. Even razor blades that yard workers use to remove overspray are culprits.
“Razor blades are evil,” Hatcher said. “The chances of someone at a yard having a virgin, German blade to clean off overspray is basically nil. What they have is a two-month-old tool in their chest to rub on the windows. That
blade, if you were to look at it under a microscope, would look like a serrated steak knife. It’s really easy to scratch glass.”
And not so easy to repair. While the process may sound simple, the work is monotonous and precise. That is, if it’s done correctly.
If done badly, it can leave low spots, distorting the view and leaving the glass worse that it was.
Technicians must use a cross-hatch pattern over and over in various directions to make sure all the glass surrounding a scratch is removed to
the same depth, said Bob Berube, who polished Triumphant Lady’s windows, including one smaller pane that took two and half days alone.
“It looked like someone took a Brillo pad to it,” he said.
When done correctly, there’s no way to tell where the scratches were.
“The key isn’t necessarily the machine,” said Hirsch, managing partner of Glass Restoration Systems. “The key is knowing how to use it.”
And therein lies the rub.
“The equipment is not that expensive, so there are a lot of hacks,” Hatcher said. “They’ll come in, botch two or three boats, and then leave, and captains are left thinking no one knows how to do this.”
The problem, Hatcher said, is that no companies are dedicated solely to doing this work on yachts. On a high rise, with 1,800 pieces of glass, the quality of the technician isn’t that crucial, he said. It’s about volume.
But on megayachts, every inch counts. Hatcher said he has spent a lot of time repairing distortions left
by others. He recently did a repair for Benetti after someone else left the glass distorted.
“Walking down the dock, looking at it, the waves in the glass made it look like a funhouse mirror,” he said.
This month, Hatcher is in the final stages of selling off the commercial and
residential divisions of his business to focus strictly on yachts, a clientèle he’s built over the past seven years.
“I have 20 years experience in the glass business and the yachting industry is in desperate need of a professional,”
Hatcher said. “You have to be the best of the best to survive in the yachting industry.”
GRS is banking on the same theory. With one yacht under its belt – and about a dozen inquiries while on the job – it hopes to develop this niche into a bigger piece of business.
“I would recommend them to anyone,” Capt. Pridgeon said.
Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected].
GLASS, from page B5
Unless razor blades are ‘virgin,’ they are likely to scratch glass
‘The key isn’t necessarily the machine. The key is knowing how to use it.’
– Rich Hirsch, Glass Restoration Systems
FROM THE TECH FRONT: Glass restoration
The Triton www.the-triton.com August 2008 B�
end of 2011.The meeting developed a formula
and methodology as well as draft text for the associated regulatory framework for a proposed mandatory CO
2 Design Index for all new vessels.
Once finalized, the Index will serve as a fuel-efficiency tool at the design stage of vessels, enabling a comparison of the fuel efficiency of different ship designs, or a specific design with different input such as design speed, choice of propeller, or the use of waste heat recovery systems.
The Design Index will contain a required minimum level of fuel efficiency related to a baseline. That
baseline is planned to be established based on fuel efficiency for vessels delivered between 1995 and 2005.
Another topic of discussion at the meeting concerned the interim CO
2
Operational Index. This Index was adopted by the IMO in July 2005. It has been used by a number of flag states and industry organi-zations to determine
the fuel efficiency of ships through their operations versus design. The IMO has received the results from thousands of trials, with a large amount of data available. The Index has been used to establish a common approach for trials on voluntary CO
2 emission tracking,
enabling owners and operators to evaluate fleet performance with regard to CO
2 releases.
Since the amount of CO2 emitted
from a vessel is directly related to the consumption of fuel oil, this indexing also provides useful information on performance with regard to fuel efficiency.
Also discussed on this topic were best practices for voluntary implementation. Guidance for the maritime industry on the fuel-efficient operation of ships was developed. Operational measures have been
identified as having significant reduction potential that often can be achieved without large investments.
A thorough and in-depth discussion related to the development of different economic instruments with GHG-reduction potential included a global levy on fuel used by the industry and the possible introduction of emission trading schemes for ships.
Two proposals were considered: Open-emission trading schemes in which vessels will be required to purchase allowances in an open market
in line with power stations or steel mills; and closed schemes, in which the trading will only be among ships. This remains at the beginning stages.
The next Working Group meeting to be held in October is expected to consider the related legal aspects and decide whether the GHG regulations should form part of an existing convention or whether an entirely new regulation should be developed and adopted.
Capt. Jake DesVergers currently serves
as Chief Surveyor for the International Yacht Bureau, an organization that provides inspection services to Marshall Islands-registered private yachts of any size and commercial yachts up to 500 gross tons. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.
RULES, from page B1
CO2 Design Index will be a fuel efficiency tool
A thorough and in-depth discussion related to the development of different economic instruments with GHG-reduction potential included a global levy on fuel used by the industry and the possible introduction of emission trading schemes for ships.
realize how bad they are until the guy does the first window.”
Hatcher’s most recent boat was finished on July 4 when a crew member cleaning the stainless dripped acid on the windows below. Even razor blades that yard workers use to remove overspray are culprits.
“Razor blades are evil,” Hatcher said. “The chances of someone at a yard having a virgin, German blade to clean off overspray is basically nil. What they have is a two-month-old tool in their chest to rub on the windows. That
blade, if you were to look at it under a microscope, would look like a serrated steak knife. It’s really easy to scratch glass.”
And not so easy to repair. While the process may sound simple, the work is monotonous and precise. That is, if it’s done correctly.
If done badly, it can leave low spots, distorting the view and leaving the glass worse that it was.
Technicians must use a cross-hatch pattern over and over in various directions to make sure all the glass surrounding a scratch is removed to
the same depth, said Bob Berube, who polished Triumphant Lady’s windows, including one smaller pane that took two and half days alone.
“It looked like someone took a Brillo pad to it,” he said.
When done correctly, there’s no way to tell where the scratches were.
“The key isn’t necessarily the machine,” said Hirsch, managing partner of Glass Restoration Systems. “The key is knowing how to use it.”
And therein lies the rub.
“The equipment is not that expensive, so there are a lot of hacks,” Hatcher said. “They’ll come in, botch two or three boats, and then leave, and captains are left thinking no one knows how to do this.”
The problem, Hatcher said, is that no companies are dedicated solely to doing this work on yachts. On a high rise, with 1,800 pieces of glass, the quality of the technician isn’t that crucial, he said. It’s about volume.
But on megayachts, every inch counts. Hatcher said he has spent a lot of time repairing distortions left
by others. He recently did a repair for Benetti after someone else left the glass distorted.
“Walking down the dock, looking at it, the waves in the glass made it look like a funhouse mirror,” he said.
This month, Hatcher is in the final stages of selling off the commercial and
residential divisions of his business to focus strictly on yachts, a clientèle he’s built over the past seven years.
“I have 20 years experience in the glass business and the yachting industry is in desperate need of a professional,”
Hatcher said. “You have to be the best of the best to survive in the yachting industry.”
GRS is banking on the same theory. With one yacht under its belt – and about a dozen inquiries while on the job – it hopes to develop this niche into a bigger piece of business.
“I would recommend them to anyone,” Capt. Pridgeon said.
Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected].
GLASS, from page B5
Unless razor blades are ‘virgin,’ they are likely to scratch glass
‘The key isn’t necessarily the machine. The key is knowing how to use it.’
– Rich Hirsch, Glass Restoration Systems
RULES OF THE ROAD
B� August 2008 www.the-triton.com The Triton
sales manager of the company’s yacht division in the United States. “Due to growing demand, we are opening up new channels in the U.S. to help us get closer to the end user, both in shipping and in the recreational sector.
Hatteland Display has been in the marine display and computer business for nearly 20 years. It offers products and services in the commercial, naval and yachting industries, working directly with boat builders, designers and system integrators.
Wesmar: Stabilizers conserve fuel
Wesmar said it is stepping up production of its stabilizers in response to customers who have contacted the company thanking it for helping conserve fuel consumption.
“Without them we would have to change course at times to operate safely and comfortably,” said Jim Hanna of Jamal Charters in Kirkland, Wash. “We could not be without them now. I would not travel without them.”
The company said it’s putting the word out because of the rising costs in fuel and said the fuel conservations comes from being able to travel along a straight route without having to veer off-track in search of calmer seas.
And Bill Hammer, who owns the 56-foot Longliner F/V Silver Lady, said he estimates that he saves up to 15 percent on fuel because he uses Wesmar stabilizers.
Dometic a/c units eco friendly
Dometic Environmental has unveiled two self-contained marine air conditioning units that run on R417A refrigerant gas, which the company says is environmentally friendly.
“The introduction of the EnviroComfort and EnviroCool products is part of our move to convert our entire product lines to run on green refrigerant gas,” said
Frank Marciano, president of Dometic Environmental Corporation. “We are 100 percent committed to being good stewards of the marine environment and we are doing our part to reduce global warming by eliminating ozone-producing chemicals in our products.”
The new EnviroComfort and EnviroCool air conditioning units are designed with a small footprint for easy retrofit into boats of all types and sizes.
All air conditioning components, including the compressor, condenser, evaporator, blower and other associated subsystems, are mounted on a single chassis.
The high-velocity blower can be rotated for discharge in horizontal or vertical directions and the blower motor design eliminates overhang and saves space.
To aid with corrosion resistance the condensate drain pan is stainless steel.
The EnviroComfort and EnviroCool air conditioners will be marketed under the Dometic brand name through the company’s aftermarket distribution networks and replaces Dometic’s popular CabinMate, CoolMate and Zephyr products.
CleaRinse softens waterG2 Products has announced a new
system to remove chemicals from hard water so boaters can wash down their boats without worrying about spotting, stains or streaks on paint, fiberglass, windows or metal finishes.
According to the company, the CleaRinse Washdown System is portable and traps and removes harmful minerals and contaminants from the incoming water supply to eliminate hard water spots and possible permanent damage to boat finishes.
It is available in two models: a 2,000-gallon model for washing boats up to 65 feet and a 5,000-gallon model for washing boats 65-feet and larger.
B-404: Green, all-purpose lubricantCamie-Campbell has announced
that it has released an all-purpose, biodegradable lubricant.
The new product, called B-404, is part of the company’s Tom’s Secret Formula Earth Friendly line of lubricants and is available for commercial and residential use.
“We are excited about the inclusion of the Tom’s Secret Formula B-404 into the Camie-Campbell family of superior products,” said Tom Shelby, CEO of Camie-Campbell. “B-404 will allow our loyal consumers to more effectively choose which product best suits their lubrication needs, as well as provide an earth-friendly lubricant for the
TECH BRIEFS, from page B3
Wesmar touts its stabilizersas aid to conservation of fuel
TECHNOLOGY BRIEFS
See TECH BRIEFS, page B20
The Triton www.the-triton.com August 2008 B�TECHNOLOGY: Onboard Emergency
By Keith Murray
Recently I was performing routine maintenance on my boat, sweating in the hot, humid Florida sun when heat-related emergencies came to mind.
The first thing I want to stress is prevention of heat-related emergencies. Think in terms of ounces – ounces of water, that is; not alcohol, coffee, tea or soda, which dehydrate you. When working or playing outdoors in the heat, you should drink a lot of cool water each hour. Notice I said cool not cold, because very cold drinks may cause stomach cramps.
Many things can cause heat-related emergencies, for starters high temperatures and high humidity. Often, these affect the body’s ability to cool itself. When the humidity is high, sweat will not evaporate quickly. This slows the body’s ability to release heat.
Below are three common heat-related emergencies and I will briefly explain symptoms and how to help someone exhibiting these symptoms.
Heat cramps
Heat cramps generally occur when we sweat a lot, depleting the body’s salt and moisture. Heat cramps are muscle pains or spasms usually felt in the arms, abdomen or legs. When they occur, stop what you are doing, try to sit in a cool place and relax, drink clear juice or Gatorade, and wait at least a few hours before returning to work. Seek medical attention if the symptoms are severe or do not go away in an hour.
Heat exhaustion
Like heat cramps, heat exhaustion is also caused by exposure to high temperatures and lack of fluids. It is the body’s response to an excessive loss of the water and salt contained in sweat.
Warning signs include heavy
sweating, paleness, muscle cramps, tiredness, weakness, dizziness, headache, nausea or vomiting and fainting. If left untreated, heat exhaustion can lead to heat stroke.
Treat this by finding a way to cool off. If a victim of heat exhaustion has heart problems or high blood pressure, or if the symptoms worsen or last longer than one hour, seek medical attention immediately.
Heat stroke
Heat stroke is the third and most dangerous type of heat emergency as it can cause death or permanent disability. It is possible for the body temperature to reach 106 degrees Fahrenheit or higher within 10 to 15 minutes.
Warning signs for heat stroke vary but may include an extremely high body temperature, red, hot, and dry skin (no sweating), rapid, strong pulse, throbbing headache, dizziness, nausea, confusion, and unconsciousness. If you see any of these signs, you may be dealing with a life-threatening emergency. Call for immediate medical assistance, get the victim out of the sun and cool the victim rapidly with a cool shower. If emergency medical personnel are delayed, call or radio for further emergency medical instructions. Lastly, if there is vomiting, make sure the airway remains open by turning the victim on his or her side in the recovery position.
Keith Murray is a retired Florida firefighter EMT and the owner of The CPR School, a mobile training company that provides CPR, AED and First Aid training. He also sells and services Automated External Defibrillators. Murray can be reached at 1+561-762-0500. Comments on this column are welcome at [email protected].
Douse heat-related emergencies
B10 August 2008 www.the-triton.com The Triton
Fraser Yachts has announced sales, new listings for sale and a new-build project.
Recent sales include: The 112-foot M/Y Arietta 2002
Westport. Rob Newton in Ft. Lauderdale was the central agent.
The 121-foot M/Y Dardanella 1998 Vitters, which was refit last year. Jan Jaap Minnema in Monaco was the central agent.
The 115-foot M/Y Domani 2005 Benetti. James Nason in Seattle was the selling agent. The central agents were David Sargus in Ft. Lauderdale and Neal Esterly in San Diego.
The new listings include:The 164-foot M/Y Thea 1968 Arsenal
Do Alfeite, which was refit in 1999, is listed at 5.9 million euros. Ken Burden in Monaco is the central agent.
The 145-foot M/Y Curt C 1989 N.Q.E.A. is listed at $8.9 million. Stuart Larsen in Ft. Lauderdale is the central agent.
The 113-foot M/Y St. Marteen 1992 Codecasa is listed at 6 million euros. Antoine Althaus in Monaco is the central agent.
The 88-foot M/Y Mustang Sally 2008 Ferretti is listed at $9 million. Rob Newton in Ft. Lauderdale is the central agent.
The 85-foot M/Y Babieca 1998 Azimut, which was refit in 2005, is listed at $2.7 million. Jose Arana Jr. in Ft. Lauderdale is the central agent.
The 83-foot M/Y Lionheart 2004 Canados is listed at 2.65 million euros. Luca Sbisa in Italy is the central agent.
The project under construction is the 43-meter M/Y Tecnomar Nadara, which is expected to be delivered late
next year. Julian Calder in London worked with the buyer’s representative to secure the contract at the Tecnomar shipyard, according to Fraser Yachts.
Merle Wood & Associates
Merle Wood & Associates has announced the sale of two yachts, three new listings for sale and one addition to its charter fleet.
The sales include: the 130-foot M/Y Corrie Lynn 2003 Westport and the 108-foot M/Y Chancileer 1973 Burger.
New listings for sale include: the 164-foot M/Y Jemasa 2006 Hakvoort; the 102-foot M/Y Liquidity 1984 Broward that was refit in 2005; and the 32-foot M/Y From Russia With Love 2005 Tiara.
The new charter listing is the 197-foot M/Y Paraffin 2001 Feadship (above). Paraffin has a 450-bottle wine cellar and six staterooms. Crew accommodations include 10 cabins for up to 18 crew. The megayacht is available in Tahiti through December before it heads to New Zealand and Australia.
Northrop and Johnson
Northrop and Johnson Luxury Collection Sales Division has announced the sale of two yachts.
Michael Nethersole’s central listing, the 72-foot M/Y Exile 2005 Nordhavn, has sold.
Also, Michael Nethersole’s listing, the 105-foot S/Y Whitehawk, has sold for a second time in four months. The Whitehawk is a ketch rig yacht built in 1978 by O. Lie-Nielsen in Maine to the design of Bruce King. When she was built, whe was the largest vessel built using the Wood Epoxy Saturation Technique system.
Jessica Althoff has joined the Ft. Lauderdale office of Northrop and Johnson Luxury Collection.
Althoff, who had worked for Camper & Nicholson’s for seven years, will work in the charter management division at Northrop and Johnson.
Althoff has worked as a charter manager overseeing yachts such as the M/Y Excellence III, the M/Y Lazy Z,
See BOAT BRIEFS, page B11
M/Y Curt C is amongFraser Yacht listings
BOATS / BROKERS
The Triton www.the-triton.com August 2008 B11
the M/Y Kanaloa, the M/Y Java and the M/Y Lionshare. She has expierence chartering across the world, including the United States, the Caribbean, and the Mediterranean.
Sunreef
Sunreef has announced a new design for a 150-foot catamaran.
‘‘Over the years we’ve seen an increasing interest in bigger luxury cats and have been expanding our range incrementally to accomodate that,’’ said Nicolas Lapp, Sunreef vice-president, ‘‘The One Fifty is now a quantum leap reflecting our customers enquries.”
According to the company, the new catamaran’s external design reflects a modern, sweeping, sleek topside which blends into the curve of the hulls resulting in flat surfaces that accomodate solar panels as an alternative cheap and green source of energy or are covered by uncut, continously applied teak.
Breaking with tradition, designers moved the cockpit forward. The catamaran is equipped with sunbeds, a dining table that seats 12 as well as informal seating on cushions and wicker armchairs. The cockpit will be accessible from both the flybridge via an open staircase and from salon/staterooms via two doors.
Below decks, 12 guests can be accomodated in six double-staterooms on the main deck forward and in the starboard hull. Crew quarters for eight are segregated in the opposite hull. A special lift will connect the galley on the upper deck and the crew quarters and store rooms below.
International Yacht Collection
Ft. Lauderdale-based IYC has added three new yachts to its central listings:
M/Y Magic, a 150-foot (45.7m) Trinity built in 1998 (above right), features a Dee Robinson interior décor. She lists with brokers Chany Sabates III and Thom Conboy. Price: $21.75 million.
M/Y Citation II is a 98-foot (30m)
Westship built in 1992. She has three staterooms and lists with broker Bob McKeage. Price: $2,950,000
M/Y Capricious is a 74-foot (22.6m) Hatteras built in 1999 with new décor completed July 2005. She has four staterooms, and lists with broker Jim McConville. Price: $1.3 million.
For more brokerage information, call +1 954-522-2323 or e-mail [email protected].
IYC also has added several vessels to its charter fleet: the 108-foot M/Y Summer Nights, the 80-foot M/Y Rejoyce, and the M/Y 74-foot Aqua Novia.
M/Y Summer Nights, above, is a 25-year-old Broward with refits in 2000 and 2006. It has a full beam main salon and three en suite staterooms for up to seven guests. She runs with a crew of four and is available for $25,000 a week in Florida and the Bahamas.
M/Y Rejoyce is a Lazzara built in 2002. She can accommodate six guests in three en-suite staterooms. She runs with a crew of three and is available for $25,000 a week in the Bahamas in
BOAT BRIEFS, from page B10
New catamaran from Sunreef
Catamaran designers moved the cockpit forward. It will be accessible from both the flybridge and from salon/staterooms. PHOTO COURTESY OF SUNREEF
BOATS / BROKERS
See BOAT BRIEFS, page B13
B1� August 2008 www.the-triton.com The Triton
Welcome aboard, photo enthusiasts. I just returned from Japan where I took more than 1,200 photographs, including nearly 200 of two ships being
launched. Now, that is a lot
of images to deal with.
By comparison, I took about 300 for The Triton’s party in April. And I’ve thought about if I would have taken this many shots in the pre-digital days
of film.For the launching assignment, the
answer is likely, yes. For The Triton event, I would have likely lowered the number because of budget constraints. And really, several dozen party pictures are all you really need to publish to show that everyone was having a great time. Now, with the extra shots, you could make a DVD that can be played showing nearly everyone who attended.
It would be misguided to say that with digital, without the cost of film and film processing, taking photographs is free. And I’m not talking about the fact you still have to buy memory cards. They, of course, have steadily gone down in price while increasing in size. Can you believe they are now up to 48 gigabytes, and 2 gigabyte cards are easily less than $50?
Anyway, the misguided thinking is related to the fact that you still essentially have to develop and process your digital images. You can either outsource this to a professional or a drugstore lab and get basic transfers completed with disks and paper proofs for a price, or you can take complete control right away by doing this yourself.
The more serious you are about photography, the more likely you will want to keep control over your images. Just do not be misguided, because you will still have a price to pay in terms of the time you will devote in processing and developing all your images.
For this purpose I will introduce you to Adobe Lightroom. I am not getting a kickback from them in doing so, although in this economy I sure could use it. Nevertheless, I can be thankful to them for making such a terrific program that saves my time and makes my life easier. If you are an avid photographer, you’ll be happy to learn about it.
Let me first begin by saying the
philosopher Socrates can never call me a fool, because I will not pretend or suggest I know it all. I’m on a constant learning curve in all that I do, and this is certainly true for my use of Lightroom. With that in mind, let’s forge ahead.
It used to be, when I first got the program, I would pull my memory card from my camera (as I did after The Triton party), put it in a card reader, and attach it to my computer that the program would automatically open. OK, it has stopped doing the auto-open, but that’s all right and I’m sure there is a checkbox in “preferences” to adjust this auto-function setting.
With the program loaded and the memory card reader that is attached to the computer via a USB connection, I double-click on the icon to open the program. You will find the main modes, Library, Develop, and so on to the Web tab at the upper right side. I listed those three as they are the one’s I use most often to date.
The Library mode is where you begin by importing and end by exporting. I have always emphasized that you should save files in two locations for safety. You can use your internal and external hard drives.
This program (in Library mode) handles saving in two locations simultaneously when you transfer your files from camera card to computer.
The Develop mode is where you can perform
your standard darkroom procedure on the photographs you have taken. The old dark, chemically-based room is certainly now in the past. Without question, there was a magic to it, but my work strived for performing the magic in the camera or with lighting, so my darkroom nostalgia is limited.
I haven’t explored Slideshow and Print at all to date, but the Web is wonderful, providing many templates that you can further customize to instantaneously create web pages you can post on a new or existing web site.
I will write more on the specific possibilities of these modes in the next installment.
You are welcome to visit and contact me about Lightroom learning classes, after I now take permission to come ashore.
James Schot has been a professional photographer for 27 years and owns Schot Designer Photography. Feel free to contact him at [email protected] with photographic questions or queries for future columns.
Photo exPosé
James schot
Adobe Lightroom a great toolif you’re serious about photos
The more serious you are about photography, the more likely you will want to keep control over your images.
PHOTOGRAPHY: Photo Exposé
The Triton www.the-triton.com August 2008 B1�
summer, Caribbean in winter.M/Y Aqua Novia is a 9-year-old
Sunseeker with accommodations for eight. She runs with a crew of two and is available for $17,000 a week in Florida and the Bahamas.
For more charter information, call +1 954-522-2323 or e-mail [email protected].
Susan Harris has joined the Ft. Lauderdale office of the International Yacht Collection LLC (IYC).
Harris will be a charter marketing agent. She has more than 20 years experience in the luxury hospitality
industry, according to IYC.She will be working with retail
charter brokers, owners and captains to schedule charter dates for the IYC charter fleet.
Burger Boats
The Burger Boat Company launched the 153-foot tri-deck M/Y Ingot in June.
Upon completion of sea trials and a final fit-out, the Ingot traveled to the Mediterranean on her own bottom and is expected to debut at the Monaco Yacht Show, which begins Sept. 24.
The megayacht has 5,025 square feet of interior space and 4,150 square feet of exterior space. There are four VIP staterooms, each with its own bathroom complete with heated floors.
Crew accommodations include four en suite cabins, a lounge, laundry area and walk-in refrigerator/freezer. The captain’s stateroom is off the bridge.
Burger’s latest heads to MedBOAT BRIEFS, from page B10
BOATS / BROKERS
Harris
B1� August 2008 www.the-triton.com The Triton
By Rosemary Armao
There were just three of what I thought were understandably must-do things on my list for a recent trip to Copenhagen – find Vikings, eat Danish pastry and visit the statue of the Little Mermaid.
But the journalist and city native who was my guide balked at that last.
“Not that stupid mermaid,” is how she put it. She is not alone among residents who cannot figure how, amidst the austere beauty and old-seaport charm of their city, this insignificant and mediocre piece of artwork has become the universally recognized symbol.
My want for the Danish, she was more accommodating about, and it was easy to taste why. Delicious pastries are sold everywhere in little bakeries and shops, even at the central train station and their easy availability made me wonder how the Danes manage to
look so uniformly sleek. Supposedly the Viennese brought their baked good recipes north, but the Danes have remade them into their own. They shake sugar and dribble chocolate over flaky dough spun into shapes not limited to the circles that we see in the United States. And they don’t call them Danish pastries. They’re wienerbrod.
As it turned out, the Danishes were not my favorite bakery offering. The best turned out to be the warm, aromatic loaves of heavy bread packed with pistachios that are served for breakfast along with thin sheets of chocolate to spread on slices. Who knew that butter could be bested?
The Danes we met everywhere are polite and self-effacing. They also spoke perfect English. You don’t hear them boast and you have only to pull out a map or guidebook and they’ll go out of their way to ask if you can use
See DENMARK, page B15
Trip to Denmark proves to bea delightful sensory overload
The castle is the model for Hamlet’s home but it never really housed any royalty. It was actually a big tollbooth on the Oresund. The Danes are an enterprising lot. PHOTO/ROSEMARY ARMAO
any help. A low-key advertisement for Copenhagen’s Carlsberg Beer modestly captured their mildness. It proclaims, “Probably the best beer in town.”
Still this is a people proud of a glorious Viking past. In the mesmerizing National Museum are runes, oaken tombs of Viking warriors, helmets and shields, jewelry and rooms of their household and martial goods.
My son had specifically requested something Viking and authentic for a souvenir so in a terrific museum shop I found him a book and a model, copied from the museum collection, of a Viking god that is muscled and virile. I figured he had to be some kind of Thor-like studly god of the wild men. Unhappily, the book later informed me that I’d purchased Frey, the Viking god of fertility.
My friend steered me to other attractions she considered more worthy than the Mermaid.
I was excited to visit Tivoli Gardens, because I love gardens and flowers. But I was misinformed. Tivoli is actually the famed turn-of-the century amusement park that inspired Walt Disney to his bigger parks in Florida and California. It has pretty landscaping and lighting, but people go there for the restaurants, concerts and, of course, the rides, which are extremely tame by Disney standards. I didn’t really want to spend time in an amusement park to begin with, but the prices – apparently Disney inspired Tivoli in some ways, too – were disheartening.
If it was art I wanted, there are better choices than a sad little statue in the harbor, I was instructed. I lost track of time in the State Museum of Art – which charges no admission in
contrast to the Tivoli. It consists of an old mansion joined through an artful light-drenched glass cage to a modern extension – all on beautiful grounds. One day we drove less than an hour north from Copenhagen to visit the fabulous Louisiana Museum of Modern Art on the Oresund Sea. The art exhibits were striking and so was the sculpture on the lawn and the view of
DENMARK, from page B14
The entrance to Tivoli Gardens.
The statue of children’s book author Hans Christian Anderson is posed near City Hall gazing at the entrance to the amusement park. PHOTOS/ROSEMARY ARMAO
Tivoli was theinspiration for Walt Disney’s theme parks
See DENMARK, page B16
CRUISING GROUNDS: Denmark
The Triton www.the-triton.com August 2008 B1�
By Rosemary Armao
There were just three of what I thought were understandably must-do things on my list for a recent trip to Copenhagen – find Vikings, eat Danish pastry and visit the statue of the Little Mermaid.
But the journalist and city native who was my guide balked at that last.
“Not that stupid mermaid,” is how she put it. She is not alone among residents who cannot figure how, amidst the austere beauty and old-seaport charm of their city, this insignificant and mediocre piece of artwork has become the universally recognized symbol.
My want for the Danish, she was more accommodating about, and it was easy to taste why. Delicious pastries are sold everywhere in little bakeries and shops, even at the central train station and their easy availability made me wonder how the Danes manage to
look so uniformly sleek. Supposedly the Viennese brought their baked good recipes north, but the Danes have remade them into their own. They shake sugar and dribble chocolate over flaky dough spun into shapes not limited to the circles that we see in the United States. And they don’t call them Danish pastries. They’re wienerbrod.
As it turned out, the Danishes were not my favorite bakery offering. The best turned out to be the warm, aromatic loaves of heavy bread packed with pistachios that are served for breakfast along with thin sheets of chocolate to spread on slices. Who knew that butter could be bested?
The Danes we met everywhere are polite and self-effacing. They also spoke perfect English. You don’t hear them boast and you have only to pull out a map or guidebook and they’ll go out of their way to ask if you can use
See DENMARK, page B15
Trip to Denmark proves to bea delightful sensory overload
The castle is the model for Hamlet’s home but it never really housed any royalty. It was actually a big tollbooth on the Oresund. The Danes are an enterprising lot. PHOTO/ROSEMARY ARMAO
any help. A low-key advertisement for Copenhagen’s Carlsberg Beer modestly captured their mildness. It proclaims, “Probably the best beer in town.”
Still this is a people proud of a glorious Viking past. In the mesmerizing National Museum are runes, oaken tombs of Viking warriors, helmets and shields, jewelry and rooms of their household and martial goods.
My son had specifically requested something Viking and authentic for a souvenir so in a terrific museum shop I found him a book and a model, copied from the museum collection, of a Viking god that is muscled and virile. I figured he had to be some kind of Thor-like studly god of the wild men. Unhappily, the book later informed me that I’d purchased Frey, the Viking god of fertility.
My friend steered me to other attractions she considered more worthy than the Mermaid.
I was excited to visit Tivoli Gardens, because I love gardens and flowers. But I was misinformed. Tivoli is actually the famed turn-of-the century amusement park that inspired Walt Disney to his bigger parks in Florida and California. It has pretty landscaping and lighting, but people go there for the restaurants, concerts and, of course, the rides, which are extremely tame by Disney standards. I didn’t really want to spend time in an amusement park to begin with, but the prices – apparently Disney inspired Tivoli in some ways, too – were disheartening.
If it was art I wanted, there are better choices than a sad little statue in the harbor, I was instructed. I lost track of time in the State Museum of Art – which charges no admission in
contrast to the Tivoli. It consists of an old mansion joined through an artful light-drenched glass cage to a modern extension – all on beautiful grounds. One day we drove less than an hour north from Copenhagen to visit the fabulous Louisiana Museum of Modern Art on the Oresund Sea. The art exhibits were striking and so was the sculpture on the lawn and the view of
DENMARK, from page B14
The entrance to Tivoli Gardens.
The statue of children’s book author Hans Christian Anderson is posed near City Hall gazing at the entrance to the amusement park. PHOTOS/ROSEMARY ARMAO
Tivoli was theinspiration for Walt Disney’s theme parks
See DENMARK, page B16
CRUISING GROUNDS: Denmark
B1� August 2008 www.the-triton.com The Triton
the Swedish coast in the distance. My guide could not explain the
American-sounding name, but Internet research attributes it to the original owner of the museum property Alexander Brun. He was apparently attracted to women named Louise, each of three successive wives had it.
We also stopped in Helsinger to see Elsinor, the castle Shakespeare used as the model for Hamlet’s home. As it turns out, there are no ramparts, no ghosts and no Hamlet-like price ever lived there. The structure is actually a massive tollbooth on the sea from which the Danes extracted fees from
ships that wanted to pass.Across a 7.8-kilometer bridge
over the sea from Copenhagen we discovered Malmo, Sweden’s second-largest city with a dramatic and lively beach front and a medieval central city of stores, cafes and souvenir specialty places.
As in Copenhagen, the best way to see Malmo is by canal tour. These cruises in Scandanavian cities are inexpensive and informative. Some of your best photos will come from onboard.
But both these cities were easy to get around in walking – the secret to how these pastry-eaters stay slim – and safe bike trails run everywhere. Around Copenhagen, bicycles are left in racks for the use of tourists. You leave 20 kroner (about $4) when you take the bike and when you park it at the end of your ride you get your money back.
My favorite sight in Malmo was the Twisted Torso, a visually striking building that attracts tourists the same way Pisa’s tower does. It was supposed to have been the largest apartment building in the world. After 9/11, however, designers downsized and it is only the second-largest.
Even after all these wonders, I still wanted the Mermaid. I could not come to Copenhagan and not see it. So, grumbling, my friend took me. As it turns out she was right. It’s really not much of a statue.
But the story behind it is monumental. Hans Christian Anderson wrote his fairy tales in Copenhagen and his name and image are still everywhere in the city, including on
DENMARK, from page B15
Cross a 7.8-kilometer bridge to make your way to Sweden
A canal tour through Copenhagen, starting at Nyhavn which is the oldest part of the harbor area and a popular tourist locale. PHOTO/ROSEMARY ARMAO
See DENMARK, page B17
its manhole covers. Near city hall is a statue – bigger and more impressive than the Mermaid – of the writer.
Anderson’s version is a lot different and much darker than the Disney version of “The Little Mermaid” we Americans know.
In the original, the beautiful Mermaid falls in love with a handsome prince on her 15th birthday, the time mermaids are allowed their first trip above the water. She ends up saving the prince from a shipwreck, bringing him to dry land and then hiding her fishiness behind a rock as she watches him slowly come back to consciousness. A young girl finds him lying on the ground and helps him.
She is now so utterly in love she makes a bargain with a sea witch that is worse than the deal Faust got from the devil.
The monster agrees to transform her from a fish to a beautiful woman, but with some catches. First the witch wants her voice – not in the cute gone-mute way that Disney depicts this – but
in a tongue-hacking way. And the legs the mermaid gets are like two swords cutting into her at every step. Also, if she loses her gamble – on the day after the prince marries someone else, she will die and her immortal soul will wither.
After all this, the prince decides he just wants to be friends and he marries the girl who found him on the ground. Some kind of airborne angels take pity on the Mermaid as she is about to die and turn her into vapor so that after 300 years of floating on air currents she can have her soul back.
The moral of the real story seems to be: You can give it your all, suffer pain and angst in soul-deadening silence and it will still all be for nothing.
Maybe that fierce Viking outlook is not buried so deeply in modern Danes.
Rosemary Armao is a professor of journalism at the State University of New York in Albany. She has worked on assignment in Bosnia, Algeria, Uganda and Mongolia, to name a few. Comments on this article are welcome at [email protected].
DENMARK, from page B16
The little mermaid: guidebooks actually give you directions on how to get the best view that shows her off -- and cut out the smokestack. PHOTO/ROSEMARY ARMAO
‘Mermaid’ original is a dark tale
CRUISING GROUNDS: Denmark
The Triton www.the-triton.com August 2008 B1�
the Swedish coast in the distance. My guide could not explain the
American-sounding name, but Internet research attributes it to the original owner of the museum property Alexander Brun. He was apparently attracted to women named Louise, each of three successive wives had it.
We also stopped in Helsinger to see Elsinor, the castle Shakespeare used as the model for Hamlet’s home. As it turns out, there are no ramparts, no ghosts and no Hamlet-like price ever lived there. The structure is actually a massive tollbooth on the sea from which the Danes extracted fees from
ships that wanted to pass.Across a 7.8-kilometer bridge
over the sea from Copenhagen we discovered Malmo, Sweden’s second-largest city with a dramatic and lively beach front and a medieval central city of stores, cafes and souvenir specialty places.
As in Copenhagen, the best way to see Malmo is by canal tour. These cruises in Scandanavian cities are inexpensive and informative. Some of your best photos will come from onboard.
But both these cities were easy to get around in walking – the secret to how these pastry-eaters stay slim – and safe bike trails run everywhere. Around Copenhagen, bicycles are left in racks for the use of tourists. You leave 20 kroner (about $4) when you take the bike and when you park it at the end of your ride you get your money back.
My favorite sight in Malmo was the Twisted Torso, a visually striking building that attracts tourists the same way Pisa’s tower does. It was supposed to have been the largest apartment building in the world. After 9/11, however, designers downsized and it is only the second-largest.
Even after all these wonders, I still wanted the Mermaid. I could not come to Copenhagan and not see it. So, grumbling, my friend took me. As it turns out she was right. It’s really not much of a statue.
But the story behind it is monumental. Hans Christian Anderson wrote his fairy tales in Copenhagen and his name and image are still everywhere in the city, including on
DENMARK, from page B15
Cross a 7.8-kilometer bridge to make your way to Sweden
A canal tour through Copenhagen, starting at Nyhavn which is the oldest part of the harbor area and a popular tourist locale. PHOTO/ROSEMARY ARMAO
See DENMARK, page B17
its manhole covers. Near city hall is a statue – bigger and more impressive than the Mermaid – of the writer.
Anderson’s version is a lot different and much darker than the Disney version of “The Little Mermaid” we Americans know.
In the original, the beautiful Mermaid falls in love with a handsome prince on her 15th birthday, the time mermaids are allowed their first trip above the water. She ends up saving the prince from a shipwreck, bringing him to dry land and then hiding her fishiness behind a rock as she watches him slowly come back to consciousness. A young girl finds him lying on the ground and helps him.
She is now so utterly in love she makes a bargain with a sea witch that is worse than the deal Faust got from the devil.
The monster agrees to transform her from a fish to a beautiful woman, but with some catches. First the witch wants her voice – not in the cute gone-mute way that Disney depicts this – but
in a tongue-hacking way. And the legs the mermaid gets are like two swords cutting into her at every step. Also, if she loses her gamble – on the day after the prince marries someone else, she will die and her immortal soul will wither.
After all this, the prince decides he just wants to be friends and he marries the girl who found him on the ground. Some kind of airborne angels take pity on the Mermaid as she is about to die and turn her into vapor so that after 300 years of floating on air currents she can have her soul back.
The moral of the real story seems to be: You can give it your all, suffer pain and angst in soul-deadening silence and it will still all be for nothing.
Maybe that fierce Viking outlook is not buried so deeply in modern Danes.
Rosemary Armao is a professor of journalism at the State University of New York in Albany. She has worked on assignment in Bosnia, Algeria, Uganda and Mongolia, to name a few. Comments on this article are welcome at [email protected].
DENMARK, from page B16
The little mermaid: guidebooks actually give you directions on how to get the best view that shows her off -- and cut out the smokestack. PHOTO/ROSEMARY ARMAO
‘Mermaid’ original is a dark tale
CRUISING GROUNDS: Denmark
B1� August 2008 www.the-triton.com The Triton
Star Wars and Great Gatsby
Above, the crew of the 112-foot M/Y Kelly Sea on the first day of the show: Capt. Palmer Cole, Mate Justin Lloyd, Chef Neil Minnaar and Steward Martin Secot. On the night of the yacht hop, the four-man crew shed their epaulets and stepped into something more literary: “The Great Gatsby.” Cole, left, played the lead.
The crew of M/Y Starship must have liked the first round of “Star Wars” movies because we didn’t spot the younger Yoda. On the aft deck: Dan St. Denis, a deckhand doubling as Luke; Capt. Jesse Badger as Lord Vader; First Mate Gerry Le Roux as a stormtrooper; and pilot Judy Smith. Inside the galley is Chef Evan Rotman manning the deep fryer. PHOTOS/KELLY CRAMER
Aboard the 107-foot M/Y Silver Seas, the three-person crew seemed to do the work of six: Dee Pearce, Capt. Tim Merrick, and Beth Cathey.
at the Newport Charter Show
Chef Dharda Blake of M/Y Kaleen assembles soy-splashed tuna on a rice cracker in the galley of this 110-foot Broward on the second night of the show. Also on Blake’s menu was a Greek salad atop cucumbers, tarts with blue cheese and figs, bacon-wrapped scallops, prosciutto-covered greens, and hummus-tinis.
Engineer Robby McKenzie and Chef Chris Daley of the 130-foot M/Y Sojourn ham it up for the camera after loading several hand trucks full of provisions for a busy charter season in New England. The crew was pulling out of the Newport Shipyard to do back-to-back charters.
On the opening day of the show, the crew of M/Y Fredrikstad offered tours aboard this former rescue boat built in 1968 and refit in 2006. From left: Engineer Yabby, Chef Gillian Lawrence and Capt. Andrew Christodolo.
The aroma of Chef Kelly Tadlock’s cooking lured the entire crew into his galley aboard the M/Y Wanderlust on the day before the yacht hop. From left: Mate Alex Kirsch, Tadlock, Stew Kelly Maxey and Capt. David Lawrence.
Baseball on the aft deck kept Red Sox player aka Engineer Mark Mudge on his toes.
We couldn’t get the crew aboard the 145-foot M/Y Curt C together for a group picture because they were too busy manning different sporting sections on the night of the yacht hop. Capt. Ken Bracewell greeted folks as they stepped on the gangway.
Chief Stewardess Felecia Simms is a Patriots fan.
PHOTO GALLERY: Newport Charter Show
The Triton www.the-triton.com August 2008 B1�
Star Wars and Great Gatsby
Above, the crew of the 112-foot M/Y Kelly Sea on the first day of the show: Capt. Palmer Cole, Mate Justin Lloyd, Chef Neil Minnaar and Steward Martin Secot. On the night of the yacht hop, the four-man crew shed their epaulets and stepped into something more literary: “The Great Gatsby.” Cole, left, played the lead.
The crew of M/Y Starship must have liked the first round of “Star Wars” movies because we didn’t spot the younger Yoda. On the aft deck: Dan St. Denis, a deckhand doubling as Luke; Capt. Jesse Badger as Lord Vader; First Mate Gerry Le Roux as a stormtrooper; and pilot Judy Smith. Inside the galley is Chef Evan Rotman manning the deep fryer. PHOTOS/KELLY CRAMER
Aboard the 107-foot M/Y Silver Seas, the three-person crew seemed to do the work of six: Dee Pearce, Capt. Tim Merrick, and Beth Cathey.
at the Newport Charter Show
Chef Dharda Blake of M/Y Kaleen assembles soy-splashed tuna on a rice cracker in the galley of this 110-foot Broward on the second night of the show. Also on Blake’s menu was a Greek salad atop cucumbers, tarts with blue cheese and figs, bacon-wrapped scallops, prosciutto-covered greens, and hummus-tinis.
Engineer Robby McKenzie and Chef Chris Daley of the 130-foot M/Y Sojourn ham it up for the camera after loading several hand trucks full of provisions for a busy charter season in New England. The crew was pulling out of the Newport Shipyard to do back-to-back charters.
On the opening day of the show, the crew of M/Y Fredrikstad offered tours aboard this former rescue boat built in 1968 and refit in 2006. From left: Engineer Yabby, Chef Gillian Lawrence and Capt. Andrew Christodolo.
The aroma of Chef Kelly Tadlock’s cooking lured the entire crew into his galley aboard the M/Y Wanderlust on the day before the yacht hop. From left: Mate Alex Kirsch, Tadlock, Stew Kelly Maxey and Capt. David Lawrence.
Baseball on the aft deck kept Red Sox player aka Engineer Mark Mudge on his toes.
We couldn’t get the crew aboard the 145-foot M/Y Curt C together for a group picture because they were too busy manning different sporting sections on the night of the yacht hop. Capt. Ken Bracewell greeted folks as they stepped on the gangway.
Chief Stewardess Felecia Simms is a Patriots fan.
PHOTO GALLERY: Newport Charter Show
B�0 August 2008 www.the-triton.com The Triton
environmentally-conscious customer.” According to the company, B-404 is
made using American-grown vegetable oils and additives.
The penetrant, which contains no chlorine or regulated toxins, is safe for all metals and does not evaporate.
B-404 clings to surfaces and provides lubrication longer than conventional petroleum-based products, the company said.
“This product is environmentally friendly, non-toxic and provides no danger of polluting the water, soil or work environment like a typical petroleum-based lubricant,” Shelby said. “B-404 is a great product that has out performed the competition when it comes to loosening stubborn rusted and frozen nuts and bolts.”
New integrated bridge design
Rodan Enterprises has introduced an integrated bridge design for its SureShade Power-Driven Retractable Boat Top.
The integrated installation puts SureShade’s actuator cylinders within the fiberglass cavity of the bridge. SureShade’s patent-pending arched roller also contributes to the integrated look by resting nicely along the curves of the boat when retracted.
The result is a canvas shade that, at the touch of a button, extends from within the interior structure of the boat, without the need for any supporting side poles. It can be operated while underway withstanding wind speeds of 50 mph.
This design will also work on boats with hardtops.
Taylor Made has new shade top Taylor Made Products has
announced that it has designed a shade-top to fit inflatable boats.
The top accommodates boat widths up to 5-feet by 7-inches and lengths up to 10-feet by 8-inches. The kit comes complete with shade-top, frame, marine-grade hardware, storage bag and instructions.
“Inflatable boat owners now have available protection from the sun while out on the water, which until now consisted of hats and sunscreen,” said Dave Karpinski, vice president of marketing, Taylor Made Products. “The shade top kit includes everything needed to make installation quick and easy.”
According to the company, once the permanent hardware is mounted to the bow and stern of the boat, the top sets up and breaks down easily.
Canvas shade fits within yacht’s body
TECHNOLOGY BRIEFS
TECH BRIEFS, from page B8
The Triton www.the-triton.com August 2008 B�1CALENDAR OF EVENTS
Aug. 6 (first Wednesday of August)5-6 p.m. Poker run; 6-8 p.m. NetworkingFort Lauderdale
Join us for our beat-the-heat summer networking event. We’re starting with a poker run at 5 p.m. Pick up your maps and draw your first card at either Bradford Marine or Hall of Fame Marina. Come in whatever vehicle suits your style (road-legal stuff only, please). Weave around Ft. Lauderdale to three more locations before winding up at Global Yacht Fuel on 17th Street to draw the last card before 6 p.m. Winners will be announced – and cool prizes given – at Bimini Boatyard. Stay for great networking and meet some of The Triton’s smaller advertisers at this mini-trade show. Bring business cards!
Capt. Paul ‘Whale’ Weakley escorts Jennifer from Redline Marine Service to one of the stops at last year’s run. PHOTO/CAPT. TOM SERIO
EVENT OF THE MONTH
Should be an official holiday:National Marina Day, Aug. 9Through Aug. 8 Starlight musicals in Ft. Lauderdale, Holiday Park at U.S. 1 and Sunrise Boulevard. Every Friday (except July 4), 7-10 p.m., free. Bands range from pop to country, rhythm and blues to tropical rock. www.fortlauderdale.gov
Aug. 1-3 AVP Pro Beach Volleyball Tour, San Diego, Calif. This is the 13th tournament of the 2008 series featuring more than 150 of the top athletes in this sport. www.avp.com
Aug. 1-3 Newport Folk Festival, Newport, R.I. More than two dozen acts will perform in Newport this weekend, including Jimmy Buffett, Jakob Dylan and the Cowboy Junkies. International Tennis Hall of Fame (Friday night) and Fort Adams State Park (all weekend). www.newportfolk.com
Aug. 1-9 152nd anniversary of the New York Yacht Club summer cruise, this year departs from and returns to Newport. www.nyyc.org
Aug. 3 Sunday Jazz Brunch (first Sunday of every month) along the New River in downtown Ft. Lauderdale,
11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov
Aug. 4-10 90th PGA Championships, Oakland Hills Country Club, Bloomfield Township, Mich. One of golf ’s major tournaments. www.pga.com
Aug. 7 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. RSVP to Editor Lucy Reed at [email protected] or 954-525-0029. Space is limited.
Aug. 8-10 JVC Jazz Festival, Newport, RI. Held at the International Tennis Hall of Fame, with more than two dozen acts, including Aretha Franklin, Sonny Rollins and Herbie Hancock. Tickets start at $40. www.festivalproductions.net
Aug. 9 National Marina Day, The Association of Marina Industries (AMI) coordinates National Marina Day as an annual celebration to highlight the important role marinas play in
See CALENDAR, page B22
B�� August 2008 www.the-triton.com The Triton CALENDAR OF EVENTS
Yachts too small for Monaco heading Sept. 10-15 to Cannes
waterfront communities all across America. www.marinaassociation.org/nmd.
Aug. 15 Ida Lewis Distance Race, Newport. Started in 2004 as a biennial race, it’s now annual and in its fourth running. 175nm, for single-hulled boats of 28 feet or longer. Social events are held at Ida Lewis Yacht Club clubhouse on Lime Rock in Newport. www.ildistancerace.org.
Aug. 22-24 Ladies, Let’s Go Fishing! in Sarasota, Fla. Registration of $145 includes welcome party, classes at beginner/advanced levels, lunch, hands-on skill stations, T-shirt and more. Fishing adventure fees range from $45 - $165. 954-475-9068, www.ladiesletsgofishing.com
Aug. 25-Sept. 7 U.S. Open, New York City. One of the four grand slam tennis tournaments. www.usopen.org
Aug. 30-Sept. 1 11th annual Newport Waterfront Irish Festival, Newport, RI. Three-day festival features five stages of national and international entertainment, an Irish marketplace, a dance hall and a children’s activity area. At Newport Yachting Center. www.newportfestivals.com
Sept. 5-7 7th annual Shipyard Cup, East Boothbay, Maine. An invitational regatta open to sailing yachts over 70 feet. Contact Andrea Holland at Boothbay Region Boatyard, (207) 633-2970, [email protected]; or Ted Smith at Hodgdon Yachts, (207) 633-4194, [email protected]. www.shipyardcup.com
Sept. 10-15 31st annual Cannes International Boat Show, France, at the Port de Cannes. A week before Monaco for smaller yachts. www.salonnautiquecannes.com
Sept. 11-14 9th annual YachtFest, Shelter Island Marina, San Diego. This is the U.S. West Coast’s largest show of brokerage and charter yachts, and includes an exhibit hall. www.yachtfest.com, (858) 836-0133.
Sept. 24-27 18th annual Monaco Yacht Show, Port Hercules, Monaco. More than 530 exhibitors and 95 megayachts are expected. Forty of the yachts will be making their first public appearances. Tickets are 60 euros. www.monacoyachtshow.org
Oct. 15 The Triton’s fifth annual Boat Show Kick-off Party, Ft. Lauderdale, 6-9 p.m. We’re closing The Downtowner Saloon and turning it into the Wild, Wild West so make plans to be back in town in time to catch up with friends before the madness of the boat show starts (that would be the 49th annual Ft. Lauderdale International Boat Show, which begins Oct. 30).
Mid-October Volvo Ocean Race begins in Alicante. Only U.S. stop is Boston in mid-May 2009. www.volvooceanrace.org
CALENDAR, from page B21MAKING PLANS Oct. 30-Nov. 349th Fort Lauderdale International Boat Show
This is the industry’s largest boat show, both in terms of space (with more than more than 3 million square feet of in-water and exhibition space at six marinas and in the convention center) and attendees. www.showmanagement.com
The Triton www.the-triton.com August 2008 B��SPOTTED
Where have you and your Triton been lately? Send photos to [email protected].
If we print yours, you get a T-shirt.
Triton Spotters
Capt. Henry Saludes took a break between recent races at the Homestead-Miami Speedway and caught up on the latest news with The Triton. Saludes, 51, races a Suzuki GSXR750 and participates in the Championship Cup Series Formula Forty division. The 40 signifies the age group and everyone in that division is over 40. He also races in the Heavy Weight Super Bike division. Both races, Saludes says, are sprints – in the racing world, that means they are 10 laps or less around the race track. Saludes is also an on-track instructor and coach with several organizations that promote track days when anyone who has a motorcycle can ride on the tracks with supervision. “All in all,” Saludes says, “It’s a great way to take a break from the yachting scene and one of the few remaining activities in these regulated times we live in where an individual can place an ultimate challenge upon themselves in the absolute here and now, with a laser focus, devoid of distractions and receive tremendous personal rewards and equally significant consequences when one gets it wrong.”
www.the-triton.com August 2008Section C
Sooner or later an accident is going to happen to you or someone you know who works onboard but really, it will more than likely be you, the chef. Why?
You are cooking in an atmosphere that dictates accidents. Some of you may scoff and say that if you are careful, it won’t happen to you. While that may be true some of the time, most of the
time it is not. It takes careful planning, preparation and thought to prevent
those accidents.Think about when you stock the
freezer. Do you stock heavy items above your head and in a precarious position? Think about it. The next time you have to dig under that heavy item, what are the chances it will fall on your head and knock you out or even worse, make you sustain a head injury?
I am going to share some injuries that I’ve suffered – many of which were preventable – so that you won’t have to go through my trials and scars.
It is not natural to cook, slice, dice, boil and fry while under way but unfortunately, that is the nature of our occupation and how we make our living. While it is conducive to accidents, if you follow a few simple
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C14-19
By Leo Speat
After first writing about the Royal Yachting Association Yachtmaster Offshore (Power) qualification in the April edition of The Triton, I decided to follow up with additional information.
The reaction I received regarding the April article was mostly favorable. (Admittedly, candidates who chose exam day to tell me, the examiner, that they didn’t like it could be accused of poor timing.)
On a more serious note, I would like to address some issues that merit some additional attention. I’d like to discuss the Maritime and Coastguard Agency (MCA) acceptance of the Yachtmaster qualification to vessels of 24 meters and secondly the interest shown by some in the Yachtmaster Ocean qualification.
The minimum manning scales set by the MCA for red-flagged vessels are laid down in something called a Merchant Shipping Notice (MSN), number 1802. It’s about 29 pages long and deals with all types of crafts. In the section dealing with motor yachts larger than 24 meters (78ft), several candidates have misread this to imply that the qualification is good only for vessels less than 24 meters in length. This is absolutely not the case. The significance of the 24 meters is zero for yachtmasters; it is the gross registered
tonnage of 200grt that is a ceiling.In the United Kingdom, which is
the home of the MCA, anyone may captain a non-commercial yacht up to 24 meters in length without any license at all; it is only yachts longer than 24 meters that the MCA steps in and requires a license.
That is the where the reference to 24 meters starts and finishes. The yachtmaster qualification has only the 200grt as a restriction for command.
Without reprinting the table from MSN1802, a Yachtmaster Offshore (Power) may legally captain a yacht up to 200grt in weight and up to 150 miles from any safe harbor. He or she can also be chief mate on vessels up to 500grt out to 150 miles offshore and officer of the watch on those vessels but without a mileage restriction.
Should the yachtmaster wish to captain a vessel up to 200grt beyond 150 miles from safe harbor, he or she will need to hold a Yachtmaster Ocean qualification.
That leads to the second question
that has been raised: How does one obtain the ocean qualification?
The RYA issues a Yachtmaster Ocean qualification approved by the MCA. The requirements:l The candidate is a Yachtmaster
Offshore.l A 600-mile qualifying passage
(additional details follow).l Production of the log and
plotting sheets from that passage.
Follow-up on Yachtmaster qualification
The joy of foodOsso Buco with
Milanese Risotto is
a hearty dish that
favors the cooler
temperatures that
are on the horizon.
Fruits and vegetables,
properly cleaned, are
good for you.
The joy of health
The joy of friends
Culinary Waves
Mary Beth Lawton Johnson
Networking Triton
style. July event
photos. C2
C6
New Zealand makes
a global impact.
The joyof wine
C8C5
See RYA, page C9
Offshore, Ocean status dictated by tonnage, distance from shore.
Above, Leo Speat offers direction in working with a sextant. Below, an up-close look at the celestial navigational device. PHOTO COURTESY OF LEO SPEAT
See WAVES, page C4
The galley is Ground Zero for accidents on a yacht
C� August 2008 www.the-triton.com The Triton NETWORKING
The team from Shark Water Systems came by to drum up some attention for its business. With them are Frank Figueras, technician, office support team of Yeny Pena and Yohane Carcases, and Andres Hernandez, designer and technician.
More than 100 people beat the heat at The Triton’s monthly networking event sponsored by Claire’s Marine Outfitters last month. The Florida summer’s afternoon thunderstorm
passed just in time for the party and the rain stayed away all evening. Join us again in August on the first Wednesday of the month from 6- to 9 p.m. This time The
Triton is hosting the event at the Bimini Boatyard Bar & Grill off of the 17th Street Causeway.
We found Capt. Philip King and his crew of M/Y Miracle in their land cruiser, all cozy in the bed of King’s pickup (actually we put them there). With Capt. King (left) is deckhand/stew Juliska Klein, mate Bruno Lei, stew Bridget Simpkin and engineer Tony Wheeler.
Here’s the almost all-female crew (they’re female, the captain isn’t) from M/Y D’ Natalin: Chief stew Miche Mestier, second stew Sarah Robertson, third stew Jenn Knight and Chef Jen Peters.
Tim Griffin of Derecktor Shipyards and Willie Lavant of Bradford Marine used to work together as purchasing agents for eight years at Bradford. When Tim left Bradford, Willie quickly moved into his job. They still get together for regular basketball games, as the competitive instincts remains, and also for Triton events.
Chief stew Michaela Sieben from the 90-foot Hatteras M/Y Uptown and Miche Mestier, chief stew on
the D’ Natalin, a 151-foot Delta.
PHOTOS/CAPT. TOM SERIO
The Triton www.the-triton.com August 2008 C�CHOWDER CONTEST
New England Clam Chowda
By Chef Peter Ziegelmeier
500 each cherry stone clams, little and middle neck clams
1 bottle white wine- Sauvignon Blanc1 bunch each sage, rosemary, thyme and
1 Vidalia onion, small dice2 tbsp. fresh savory, destemmed and
chopped fine1½ tbsp. fresh thyme, destemmed and
chopped fine4 cups Taylor Dry Sherry1 lb. unsalted butter10 medium-sized Russet potatoes1 cup your favorite fish/shrimp coating6 whole eggs, raw
Purge Clams and Scrub.Steam Braise Clams in mixture.
After Clams are cooked, separate from shells and liquor broth.
Strain broth, set aside and reserve clams, after cooled, chop into small dice.
In large semi-heated pot add bacon and onions; sweat.
When onions become translucent and
bacon begins to render, splash with 2 cups of sherry.
Dust the mixture with white or black pepper and a little bit of the salt; add half the fresh herbs, ½ # of the butter and dust the reducing mixture with all purpose flour as to sow the pot.
After four minutes of the flour cooking into the blend and the sherry reducing, add the clam broth, liquor and blend fine with the immersion blender.
Immediately add your milk, cream and butter and season again; hit again with the immersion blender.
Let reduce on low heat for about one hour, adjusting the blend with additional sherry to taste.
Take two pounds of the chopped clams and soak with the six raw scrambled eggs at room temperature.
Peel potatoes, cut into medium dice and soak in cold water.
Boil potatoes separately just before fork tender and shock again in cold water; add to simmering pot at the same time you put the clams in; season again to taste and fold in the remaining chopped fine herbs.
Simmer for another 25 minutes; remove from heat and separate into smaller containers to cool and put covered in back of fridge for about two days.
Set up double boiler the day you need the Chowda.
Get your canola oil hot; place egg-soaked clams in strainer over bowl, dust with your favorite blend of fish-shrimp fry-stuff and cook in oil until golden brown, immediately spoon on top of your chowder for croutons.
Enjoy with a big, “phat” smile on your face.
Want award-winning chowder? This recipe conquered Newport
Chef Peter Ziegelmeier won the Chowder Cookoff competition at July’s Newport Charter Show in Road Island. All megayachts participating in the show were eligible to participate.
Ziegelmeier, a New York native and chef aboard the M/Y Curt C, told The Triton his secret: Make a large batch several days before you plan on serving the chowder and reheat it in small batches to ensure that all flavors sink in.
Chef Peter Ziegelmeier in the galley of the M/Y Curt C on the night of the yacht hop during the Newport Charter Show.
PHOTO/KELLY CRAMER
C� August 2008 www.the-triton.com The Triton
suggestions, you can prevent some of those accidents from occurring.
Lesson No. 1: Place heavy items on the bottom in the freezer and refrigerator.
I once had ballyhoo bait fish fall beak-first into my foot. Yes, I am admitting that. It was frozen, in the freezer in an unsecured bag placed by the first mate because the bait freezer was down. By the time I noticed it falling, it was like a mini swordfish had taken a nose-dive into my foot. Thank goodness there was a doctor onboard who dug out the beaks before I came down with a serious infection. The yacht also carried an ample supply of antibiotics to ensure my foot returned to normal.
Lesson No. 2: Wear shoes while working in the walk-in freezer and refrigerator and in the galley at all times. Carry them when you leave the galley as you will track grease and food particles everywhere.
Lesson No. 3: Don’t fry, boil or make anything that will render lots of gravy or sauce while under way, and wear long pants and long sleeves when in the galley. This minimizes burns, scrapes and injuries to your appendages.
Don’t fry and don’t cook sauces, soups or items in broth while under way. Do that before you go and put the product in a container with a sealed lid. If you need it while underway, only pull out a small amount and reheat in a microwave or stove top pot. That gravy the brisket cooked in went all over my legs when taking it out of the oven. I don’t know how I didn’t walk away with third-degree burns, but I didn’t.
Lesson No. 4: When using your sharp kitchen knife, don’t let your mind focus on anything other than what you are slicing. I can’t tell you how many times
chefs have cut off fingers or finger pads. I have suffered serious cuts over the years because I wasn’t concentrating on what I was doing. Don’t let anyone take your attention away from the job you are doing. Don’t look up at the TV in your galley or think about dessert ideas until you have put the knife down.
Lesson No. 5: Make your cuts, trim your meats and dice and slice all you can before leaving the dock. And never try to catch a knife. Let it fall. Try to make your cuts before the boat leaves the dock, even if this means you spend extra hours at night after the dinner preparing your julienned vegetables. Do this especially if you know the yacht is leaving the next morning.
Lesson No. 6: Ask the captain or owner to invest in a mat for the galley. It will make a world of difference in how long you can stand before getting tired or suffering back pain. The mat also will help decrease the chance of slipping on a wet or greasy floor. Gel Pro puts out the best floor mat on which I have ever stood. While most yachts probably don’t have floor mats, consider this one. It comes in radical and cool colors, textures such as crocodile, and offers the health and safety benefits.
Lesson No. 7: Just how much food did you have to carry up those steps to get it to the galley? Save your back, arms and legs and a possible fall down those same steps by investing in a tote bag, preferably plastic or a material that dampness or wetness will not harm. Next time you go into your freezer, take in the tote bag to stock up. You will cut your trips up and down the stairs in half and lessen your chances of falling, especially if the yacht is moving. It frees up one arm so the hand can grip the grab railing for support.
Lesson No. 8: Don’t drink and try to do your duties as chef; they don’t mix.
Most chefs use wine in their recipes. This does not give you the excuse or green light to drink the wine that you are pouring into the sauce. An intoxicated chef is a serious liability and an accident waiting to happen. You could burn the boat, cut yourself or die by falling overboard if drunk. Keep the cork in the bottle and use only for recipes.
Lesson No. 9: Don’t put glass, crystal, porcelain or canned food items higher than the second shelf in your pantry or cupboards. Unless they are secured, they often fall and can cause a facial or foot injury. If you try to catch them, they could hurt your hands. And if they’re already broken, trying to catch them could cut you severely.
Lesson No. 10: Don’t put your hands in a garbage disposal if you hear something in it. Make sure it is turned off and use tongs. If a stewardess put something down the sink or a fork, knife or broken glass somehow ended up on the disposal and you stuck your hands down it, you could be stabbed or cut.
Even worse, the disposal could be turned on while your hands are lodged in there. Also, if food items with bones go down the disposal, put on heavy duty gloves to pull them out or you risk being stabbed. There is nothing worse than shrimp tails or shells, lobster bits and pieces and fish bones to give you a horrible infection.
If this does occur and you are stuck by one of the above, pour bleach on the cut. Sure it burns, but it will kill your infection or lessen the seriousness of it. That is the old trick shrimpers used to do when they would come back in from a day at sea.
Lesson No. 11: The pastor’s wife came to my house when I was a child to see my daddy, who was the town doctor. I remember seeing her right hand
all mangled and twisted. She had on disposable gloves while working with the mixer. One of the ends somehow got entangled in the blades and broke her wrist. The lesson to be learned here is to not wear disposable gloves when mixing, frying or boiling. Take them off after plating or handling food.
Lesson No. 12: Ladies, get rid of the fake nails. They could come off in the food you are preparing or worse, read on to what happened to me. Sure I had them for years, and one day while putting items up in the freezer, the rack went in between my fake nail and my real nail ripping the fake one right off except for a little bit that left my whole nail dangling.
Lucky for me, I was in the freezer and didn’t feel a thing until I stepped outside. I had to go to the doctor and have my nail removed with needles. I refuse to wear them to this day because of that accident.
Lesson No. 13: Guys and girls, rings and dangling jewelry are a no-no while working. You could lose them, they could get caught on a pan or something you are carrying and spill it. Worse, it could appear in your food. Imagine losing your diamond in bread you are baking or having a guest bite down on it. You might be looking for another job if this happens.
Let’s hope my experiences have left a taste in your mouth to be more careful. Remember what your parents told you all those years – do as I say, not as I do.
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 story are welcome at [email protected].
WAVES, from page C1
‘I once had ballyhoo bait fish fall beak-first into my foot’IN THE GALLEY: Culinary Waves
The Triton www.the-triton.com August 2008 C�
Next to Bistro Mezzaluna 757 S.E. 17th St. • Fort Lauderdale, FL 33316
8 2” thick cut veal osso bucco½ cup of extra virgin olive oilSalt and pepper to taste3 lbs of restaurant style carrots, diced1 ¾ cups of extra virgin olive oil3 lbs of large tomatoes2 large sweet onions3 teaspoons of minced garlic10 rosemary sprigs2 teaspoons of oregano2 teaspoons of ground sage1 teaspoon of thyme1 teaspoon of onion powderSea Salt to tastePepper to taste
Preheat oven to 350 º F.
Season the osso bucco shanks with salt and pepper to taste.
Heat the olive oil in a skillet and sear the osso bucco on all sides. Place nestled in the vegetable pan marrow side up. Cover and bake for 1 ½ hours. Remove cover and bake for ½ hour more or until fork tender.
Dice the carrots, tomatoes, onions. Heat 1 ¾ cups of olive oil in a large pan. Sauté the carrots until almost tender. Add the garlic, onions, tomatoes and sauté for another 5 minutes. Add seasonings and adjust for taste. Remove from heat.
Place in a deep large pan, preferably a hotel pan.
Serve osso bucco on top of cooked vegetables with the risotto along side.
Milanese Risotto
3 cups of arborio rice½ cup of extra virgin olive oil2 shallots finely minced3 garlic cloves finely minced1 cup of dry white wine½ teaspoon of saffron8 cups of good quality beef brothSalt to tasteWhite pepper to taste
Heat the beef broth with the saffron until hot in a separate pot. Heat the olive oil on medium heat and add the arborio rice to cook. Stir frequently for 2 minutes.
Add the minced shallots, garlic. Do not burn the rice. Add the white wine all at once. Stir until the wine is cooked out. Immediately add the beef broth, a cup at a time, stirring and waiting until almost all the liquid is absorbed.
Continue stirring, adding beef broth until the rice is soft and tender and all liquid is absorbed.
Remove from heat and top with parmesan cheese. Serve with osso bucco. This will take approximately 30-45 minutes.
Season with salt and pepper.
Osso Bucco
Recipe by Mary Beth Lawton JohnsonPhoto by Lara Lyons
A fantastic fall menu that welcomes the cooler weather can also offer an upscale approach to dining such as Osso Bucco with Milanese Risotto.
IN THE GALLEY: Culinary Waves
C� August 2008 www.the-triton.com The Triton
Eating an ample amount of fruit and vegetable servings each day may be the single most effective thing you can do to improve your overall
health and prevent chronic disease. Unfortunately, according to the Delaware-based Produce for Better Health Foundation, 90 percent of Americans eat fewer fruits and vegetables than the recommended
daily amount, which ranges from two to six and a half cups a day based on a person’s gender, weight and age.
Doubly unfortunate, many folks now fear upping their produce intake due to the rampant run of foodborne illnesses associated with items such as sprouts, berries, spinach and most recently, tomatoes.
If this is you, I’ve got some suggestions. But first, let me explain how most food contamination comes to be.
There are a number of ways fresh fruits and vegetables can become contaminated. For example, produce used for salads – such as spinach and lettuces – grow close to the ground where they can come in contact
with contaminated fertilizers. These vegetables could also be irrigated with impure waters or picked by farm workers with poor hygiene practices.
Raw sprouts are of particular concern. If harmful bacteria are present in or on the seeds, they can grow to high levels during sprouting even under clean conditions. At this point, even thoroughly washing sprouts is no guarantee that you’ve gotten rid of pathogenic E. coli and salmonella. Cooking sprouts is not a solution to potential bacterial contamination.
Fresh-cut fruits may pick up harmful pathogens at the processing stage, when they are sliced and packaged into to-go containers.
While 98 percent of all juice sold in the United States is pasteurized, meaning it has been heat-treated to kill pathogenic bacteria, the remaining 2 percent has not been pasteurized
and may contain harmful bacteria. For example, when fruits and vegetables are fresh-squeezed, harmful bacteria from the outside of the produce can become a part of the finished product. If it’s ingested, children, the elderly,
and people with weakened immune systems risk serious illness or even death.
Now, let’s talk about ways to combat possible contaminations.
Thoroughly rinse raw fruits and vegetables under cold running tap water before eating them. If necessary or when dealing with something rough-skinned like a cantaloupe or carrot, use a small vegetable
brush to remove surface dirt. Neither the U.S. Department of Agriculture nor the Food & Drug Administration recommends using the fruit and vegetable washes found on supermarket shelves.
While these products are safe to
use, nothing indicates that they are any more effective than using cold water and a vegetable brush when appropriate.
Cut away damaged or bruised areas in fruits and vegetables. These are the spots where bacteria can thrive.
Do not drink juices that haven’t been pasteurized, especially if you have a weakened immune system. Pasteurized juice can be found in the refrigerated sections of stores. Like milk, pasteurized juice must be refrigerated.
Be careful and clean when cutting fruits such as cantaloupe and other melons.
Any bacteria on the outside of fruits can be transferred to the inside when the fruit is peeled or cut. To prevent this: thoroughly rinse fruits before peeling or cutting.
Finally, be sure that the areas you use to cut fruits or vegetables are clean. Don’t cut these raw products on a cutting board where there has been uncooked meat, poultry or seafood. Likewise, wash your hands with warm soapy water if you’ve been preparing other foods before you cut yourself a fruit or vegetable snack.
Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at [email protected].
Neither the U.S. Department of Agriculture nor the Food & Drug Administration recommends using the fruit and vegetable washes found on supermarket shelves. While these products are safe to use, nothing indicates that they are any more effective than using cold water and a vegetable brush.
NUTRTION: Take It In
Having already covered Australia and much of America, I felt it was time to look at the wines of New Zealand. On being asked, most wine drinkers
will admit to knowing sauvignon blanc from New Zealand and maybe a little pinot noir.
Pinot noir overtook chardonnay recently as the second-most exported varietal. The United States
is set to become the largest importer of Kiwi wines by value for 2007 and by volume in 2009, according to several New Zealand wine growers. The United Kingdom was the biggest market, but the United States is developing a taste for wines of the world.
New Zealand is broadly divided in to north and south islands where a range of wines are made.
The North Island contains the areas of Auckland, Gisbourne, Hawke’s Bay and Martinborough/Wairarapa. The South Island includes the well-known growing area of Marlborough as well as Canterbury and Central Otago.
When New Zealand wines started to appear on the international market, it was the bright, grapefruit-dominated sauvignon blancs that made their mark. They revolutionized our understanding of the varietal. I can recall people getting their allocated case of Cloudy Bay and ushering me quietly to the cellar to see the case proudly set apart from all the great European wines. I never understood the fuss, but clearly something was happening.
In the intervening years, New Zealand wines have gone from strong to stronger. Chardonnay is giving way to pinot noir (I was never that impressed by the chardonnay), a little Riesling which can be very good, some pinot gris and interesting Bordeaux-style reds that show a lot of promise.
Whites predominate because of the cool climate that prevails on a Pacific Ocean island that is often no more than 160 miles across. The climate is largely maritime. The soil is varied due to the country being highly volcanic in nature. That leads to the usual volcanic influences in the soil as well as valley soils and clay being abundant.
North Island is home to Hawke’s Bay, where some up-and-coming reds are being made by Hatton Estate, Gimblett Road, Te Mata Estate and Craggy Range, among others. Some Bordeaux-style reds, while not inexpensive, are quite amazing and show real promise. Most wines mentioned are available in the United States. You will be pleasantly surprised. The area does make a lot of
white wine, but the reds are, for me, the real stars.
Auckland is also known for high quality wines. Producers such as Babich, Goldwater, Kumeu River and Villa Maria (producing in Auckland and Marlborough) all make brilliant wines that must be tried. Naturally, really good sauvignon comes from this area, but the reds are good, too. There are about 100 wineries here and some are among the oldest in New Zealand.
Moving south to Marlborough, this area is almost ubiquitous on New Zealand labels. It is as if almost all wine from the country comes from this region. The reason is, of course, the fact that producers like Brancott, Nautilus Estate, Villa Maria and Cloudy Bay make sauvignon blanc wines that conquered the world. The trend was started by the Montana winery – my first encounter with Kiwi wines – and once the world got a taste for these wines, it was natural to explore others.
Cloudy Bay has near-cult status. I have always liked Oyster Bay wines
because they combine great value with flavor. The sauvignon blanc is balanced and not too over-the-top with grapefruit flavors, which is something I find a bit overpowering in many New Zealand wines. Even the merlot is good. I also really like Wither Hills, the maker of a good fruity pinot noir.
Further south in the Otago area are some solid wines, including those by Felton Road and William Hill, both of which make good pinot noirs. Sauvignon blanc and several bottles of rosé show the potential of this region. Pinot noir is notoriously hard to grow but Otago, Marlborough and the North Island growers show that New Zealand will, in time, make a real impact in the minds of pinot noir drinkers.
Vintages in New Zealand do vary and they are produced opposite to those on the northern hemisphere. For whites, it is often best to consume them fairly young, though some can age well. Good years are 2007, 2006 (south), 2005 (Marlborough) for whites and 2007, 2006 for the fast-emerging reds.
I am sure most wine lovers have tried New Zealand wines in recent years. Like so many new world producers, the initial focus is on good quality wines for the world market. The better wines are appearing in better wine stores. The trick now is to seek out the higher quality wines, notably the reds as they emerge while enjoying a decent wine from New Zealand by the pool or on the yacht.
Mark Darley is an independent wine consultant and he hosts wine seminars at the 33rd Street Wine Bar in Ft. Lauderdale. Comments on this column are welcome at [email protected].
By The Glass
Mark Darley
New Zealand’s wines making an impact in the U.S. market
WINE: By the GlassC� August 2008 www.the-triton.com The Triton
The Triton www.the-triton.com August 2008 C�
l Passing a written exam paper (or proof of passing a shore-based course).l An oral exam with an examiner.The ocean qualification is based on
practical use of celestial navigation and not GPS systems. The key word here is “practical;” that means a detailed knowledge of spherical trigonometry is not required, which is just as well as it is not a subject for the faint-hearted.
When I was subjected to it as a naval cadet at Dartmouth in the 1960s, it was not well-taught and I never came close to enjoying it. However, take out the high-level mathematics and understand the concepts of what is being done and it becomes much more interesting and really quite rewarding.
Few books can present the subject in a readable form, so either take a shore-based course or buy the only book I’ve found that is written by someone on the same planet as I: that is “Celestial Navigation” by Tom Cunliffe.
The qualifying passage is 600 miles non-stop. You must be more than 50 miles offshore for 200 miles and at least 96 hours. At the oral exam I will need to see your star and sun sight calculations, the plotting sheets and the planning that went into the passage. We will discuss them in some detail.
There is to be no suggestion in the records I see that GPS was used as a backup during the qualifying passage. The fact that your destination turns out to be where you said it was all along will give you the confidence that continually creeping off to check your work against a GPS will not provide.
That confidence will push you to use the sun and stars in the future. You’ll be custodian of a skill that works and has been used for well over 10 centuries. At the very least, crew will look at you with curiosity and amazement when they see you getting up voluntarily before dawn to stare at a few stars.
Finally, for those who self-study as opposed to producing the shore-based certificate of passing, there is also a 90-minute written exam that covers time zones, local hour angles, star sight reductions and ocean weather.
A 200grt unrestricted certificate awaits survivors.
Leo Speat is the RYA’s consultant in the United States and has been examining candidates in Florida and elsewhere since 2003. He is a former Royal Navy submarine officer with 30 years experience and has been a sailor most of his life. He lives in Florida. Comments on this story are welcome at [email protected].
Navigation is fun without trigonometryRYA, from page C1
FROM THE FRONT: RYA
C10 August 2008 www.the-triton.com The Triton
When people ask me what I do for a living I tell them that I am a stewardess on a private yacht. The response I get is usually something like: “Oh is that like
a cruise ship?”No: I do not
work on a cruise ship and my name is not Julie (with all due respect to everyone named Julie) and I am not a cruise director.
There is not a secret stash of
housekeepers, wait staff, entertainment staff, and a concierge or valets below decks. I do all those jobs, and more. The responsibility for every aspect of guest service falls on me — and I need to keep organized to cover these areas.
One objective of interior crew is to be sure things run smoothly. This involves tracking inventories of guest and crew supplies, including uniforms.
A stewardess must create and keep up-to-date interior maintenance and repair logs. Interior inventories and supplies must be organized and
updated regularly. What does guest service involve?
Truly, it encompasses just about everything – from the initial preparations for guest arrival to the moment our guests depart. We implement every aspect of service, from the glasses we serve the welcome cocktails in, the cocktail napkins we offer with the drinks, the tray we carry the drinks on, and the ingredients in the drink are our responsibility.
We are responsible for the inventory and upkeep of dishes, cutlery, flatware, table linens, candles and table decorations, flower vases and supplies. And, of course, we will be working with the chef to choose the dishes, service pieces, table decorations, and themes to use for each meal.
We are also responsible for entertainment. The CDs and DVDs, games, books and so on that are provided for guests are our domain. Everything on the interior and everything that interfaces with exterior activities, such as beach towels, sun supplies and any toiletries or amenities required must be provided.
See STEW CUES, page C 11
Keeping, updating interior maintenance logs
INTERIOR: Stew Cues
sTew Cues
Alene KeenAn
The Triton www.the-triton.com August 2008 C11
Housekeeping duties include laundering and maintaining the table and bed linens. Also, we keep inventories of all of the above, plus pillows, towels and toiletries.
In addition to service, housekeeping and laundry that pertain to guests, we have a great deal of responsibility for the crew areas of the boat.
Maintaining accurate inventories for housekeeping is essential so keep track of what cleaning supplies are in stock from glass cleaner to dust busters.
Stick to a regular schedule for checking and cleaning air conditioning vents and filters, ice machines, coffee pots, refrigerators, espresso machines, tea kettles and the like. I like to keep an ongoing list of items that need repair, including those major repairs reserved for shipyard time.
These are some things we must consider. But there are other times when we have totally different concerns for preserving the integrity of the boat, such as when we’re undergoing routine maintenance and repairs at the shipyard. This is one place where our manuals can come in handy.
Being in the shipyard presents unique challenges. Often, provisions, furniture and electronics will be put in storage. Again, inventories are
necessary. It is important to label and pack items before sealing them in boxes. Spare parts and pieces such as hinges, screws and hardware removed from a work in progress should be put into plastic bags and sealed, labeled and taped to ensure they won’t be lost. At the end of the shipyard period, everything will have to be reassembled, so be sure you have photos and extensive notes for every area.
When it’s time to put it back together, an interior manual with photos and descriptions of each room and individual areas in the room is indispensable. The set-ups of each room, inventories of all cabinets and placement of all art should be included. Also, the manual can contain cleaning instructions and routines, stew schedules and routines, a list of preparations for going to sea and last-minute items to do before guest arrival.
So no, we do not have the staff like that on a cruise ship. But with the right attitude, the right organization skills, and supplies we can work wonders.
Alene Keenan has been a megayacht stewardess for 16 years. She is the founder of Stewardess Solutions, which offers training and consulting for stewardesses to improve their jobs and careers. Comments are welcome at [email protected].
STEW CUES, from page C 10
Prepare manual for yard periodINTERIOR: Stew Cues
C1� August 2008 www.the-triton.com The Triton
Having read The Triton’s story, “Captains’ retirement: few specifics, varied hopes,” in June, I decided to talk about the basics of a retirement plan.
Let’s start with a common question that I get asked by many of my clients from the yachting industry: they want to know how I went from yacht captain to financial planner.
I tell them it’s simple. What did I spend most of my
time doing as a yacht captain?The answer is making plans. I used
all of my experience to plan out trips in a way that minimized risk and got me where I was going safely and on time. It’s a little simplistic, but being a captain helped me to transition careers and help clients plan their retirement.
The first step is making a plan. I am amazed at the number of captains who spend time planning trips but won’t sit down and work on their personal retirement plans.
The first step, like that of planning a trip, is to name your destination. I like to ask clients what their exit strategy is or find out how they want to live in their golden years.
Once you know the destination, the easiest thing to do is to ask someone you know and trust who has already been there or made that trip before.
When I sit with a captain or crew member, the first thing I find out is what their dreams are for retirement. Everyone has different objectives from getting out of yachting or continuing to make the occasional delivery. Others choose to settle down and stay on land to raise a family and change careers. If you don’t know what land-based jobs entail, I can tell you when I stopped captaining a boat, I experienced a major financial lifestyle change.
Planning for contingencies is the next step. An obvious consideration is bad weather – it is almost inevitable that it will happen. Some storm fronts are worse than others. There is little difference between bad weather and the bad financial markets we are experiencing now. We just have to realize that weather gets nasty and sometimes even makes us nauseous. But we don’t stop cruising and never take another trip.
The next painful step is to figure out what you are willing to give up to get there. It all depends with what money you start off with and how much of your disposable income are you willing to give up to meet your goals.
Just as you plan your fuel
consumption for a trip, you must plan your retirement income. If you have to change your course due to weather, the effects could be devastating. This same thing could happen in retirement.
You can’t expect to not have problems. The important key to success in anything is a contingency plan. You must plan for change because it will happen. This is why so many people panic and pull out their investments in down-times. They did not plan for any bad weather and they did not have the final destination planned out. We just have to realize that weather gets nasty and sometimes even makes us nauseous. But we don’t stop cruising and never take another trip. We have had some great times in the past and we will have great times in the future.
I love what I do for a living and dealing with the yachting industry, which is unique to any other. You are the captain of your retirement. It is your ultimate responsibility of how well the trip goes.
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.
Retirement: Plan your trip and you will get there PERSONAL FINANCE: Yachting Capital
yaChTInG CapITal
MArK A. Cline
C1� August 2008 www.the-triton.com The Triton CLASSIFIEDS
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Try these new puzzles based on numbers. There is only one rule for these new
number puzzles: Every row, every column and every 3x3 box must
contain the digits 1 through 9 only once. Don’t worry, you don’t
need arithmetic.. Nothing has to add up to
anything else. All you need is reasoning and logic.
Start with the Calm puzzle left. Then try your luck in the Stormy seas at right.
Stormy
SUDOKUS
PUZZLES
C1� August 2008 www.the-triton.com The Triton
It's all online:www.thecaptainsmate.com
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C1� August 2008 www.the-triton.com The Triton
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AnnouncementYacht Crew Housing Apartments and HousesYacht Crew house in Miami Road Fort Lauderdale with swimming pool and WIFI
Ad# 5426
Free Undercover Dockage for SellersFor yachts up to 150 feet on the New River in Fort Lauderdale, that are listed for sale with The Shipyard Group. Free New River towing, free hauling of yachts to 150 feet in our Fort Lauderdale yard or up to 230 feet at our Grand Bahama shipyard. Free air support to the Bahmas with our company plane. Extensive advertising on the internet and in print for yachts for sale. Contact Tucker Fallon, Certified Professional
Yacht Broker 954-801-3645 or see my personal website www.yachtbrokerguy.com Ad # 5505
CLASSIFIEDS
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Advanced Marine Services B20Advanced Mechanical Enterprises C12Affordable Health A27Alexseal Yacht Coatings C8Antibes Yachtwear B14Argonautica Yacht Interiors A11ARW Maritime B22Atlantic Marine & Shipyard A3Bay Ship and Yacht Company B16Bellingham Marine B21Bennett Brothers B10Bertling Logistics B17Blue Water Yachting A21BOW World Wide Yacht Supply A32Bradford Marine: The Shipyard Group B23Briny Riverfront Irish Bar and Restaurant C12Broward Marine A8Brownie’s A29Business cards/Classifieds C14,16-19BWA Yachting C6The Business Point C9C-Worthy B22Cable Marine A30C&N Yacht Refinishing A2Camper & Nicholsons Int’l B8Cape Ann Towing A13Claire’s Outfitters A10Crewfinders A18Crew 4 Yachts A26
The Crew Network C10Crew Unlmited C8Crown Wine and Spirits B7Dennis Conner’s North Cove Marina A22Divers Discount Florida B9Dockwise Yacht Transport B5,C7Dohle Yacht Crew C2Dupont Marine Finishes A19Edd Helms Marine A20Elite Carpet WorkRoom C9Elite Crew International B15FenderHooks B12Finish Masters B14Global Marine Travel A7Global Satellite A4Global Yacht Fuel B11Globe Wireless A12Gran Peninsula Yacht Center B20HeadHunter A28Hill Robinson International B22International Insurance A29International Registries A17James Schot Gallery & Photo Studio C10Kemplon Marine B17KVH Industries A15Lauderdale Diver B12Lauderdale Propeller B6Lifeline Inflatable Services B11Luxury Yacht Group A23
Mail Boxes Etc. C5Marilyn Properties B13The Marina at Brown & Howard A18Maritime Professional Training C20Matthew’s Marine A/C A26Merrill-Stevens Yachts A11MHG Marine Benefits B24Moore & Company C10MOPS Marine License Insurance A10The Mrs. G Team C9Nautical Structures B16Neptune Group A6Newport Shipyard C4Newport Yachting Center B12Northern Lights B13Northrop and Johnson B20OceanMaxx International A6Ocean Medical International A18Palladium Technologies A16Perry Law Firm A26Peterson Fuel Delivery A27Praktek C13Quiksigns C5Radio Holland B3Renaissance Marina B4Resolve Fire & Hazard Response B15Rio Vista Flowers C11River Supply River Services B8Rossmare International Bunkering A22
RPM Diesel Engine Co. A13, B17SA Crew B17Sailorman A2 Sea School A26Seafarer Marine B4Secure Chain & Anchor B3Seven Corners B14Servowatch A26Shelter Bay Marina A28Smart Move A8Spot Zero Fresh Water R.O. C11Spurs Marine B23Steel Marine Towing B9SunPro Marine A6Super Yacht Support A22Tess Electrical Sales & Service B14TowBoatUS A22The Sails Marina C3Tradewinds Radio B11Turtle Cove Marina B8West Marine B2Westrec Marinas A14West Palm Beach Crew House B6Wright Maritime Group A9Wotton’s Wharf/Boothbay Region Boatyard B13Yacht Club Port de Plaisance A5YachtFest 2008 B10Yacht Entertainment Systems B15Yacht Services of Alaska B15
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2001 S,W, 20th St. • Ft. Lauderdale, FL 33315• Total Yacht Restoration• Awl-Grip Spray Painting Specialists• Fiberglass Fabrication & Repairs• Bottom Painting
