www.the-triton.com October 2010Vol.7, No.7

What your menu says about youBut, can you pull off that fancy feast? B10

Crew in actionGallery photos from the United States to the Mediterranean

Insurance crisisHull puncture challenges crew B1

A16

By Dorie Cox

Capt. Paul Giusti was arrested on Aug. 27 for possession of a firearm aboard his employer’s yacht.

“We had cleared customs, I had everything in order, had my TWIC card, license, every paper,” Capt. Giusti said of his experience aboard the 95-foot Christensen.

With the owner and guests aboard, he was cruising around the Statue of Liberty in New York Harbor when the U.S. Coast Guard stopped the vessel for a routine safety check.

When they asked about firearms, Giusti told them it was in a lock box and unloaded.

Later, when the yacht entered New Jersey to allow the guests to disembark, New York police transported Giusti back to the city where he was charged with criminal possession of a firearm.

“I was in compliance, nothing was illegal under federal laws,” Giusti said.

A New York City police department spokesman confirmed Giusti’s arrest and said the police report indicated the yacht carried an unloaded semi-automatic handgun. And a

spokesperson for U.S. Coast Guard sector New York described the event as a routine safety check. Neither report states what prompted Giusti’s arrest.

Although the New York City report lists Manhattan as the arresting address, the spokesperson could not confirm the actual location of the incident and said the address listed in the report does not necessarily reflect the location of the incident.

Giusti said he plans to fight the charge because he had all paperwork required by U.S. Customs and in fact, had cleared customs four days earlier

and was on a U.S. cruising permit.Giusti had plans to meet with the

N.Y. District Attorney’s office in late September as The Triton was going to press, but he wanted other yacht captains to know what happened to him so they might avoid potential problems with firearms aboard their yachts. He is scheduled to appear in court in late October.

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

Yacht captain arrested in NY over possession of firearm

There is a boat show going on now, somewhere in the world. Big boats or small, in port or in a parking lot, we asked yacht captains what they have

to say about the ubiquitous boat show.

“Boat shows, they’re an evil necessity,” a captain said at this month’s Triton From the Bridge lunch.

“You have to go,” another captain said. “You have to keep up with products, what’s going on, networking.”

Although shows are not mandatory, the captains at the discussion nodded in agreement that boat shows are a part of their job. There are broker and charter shows, vendor booths and seminars, in-water displays and convention centers, but conversation centered on which shows they attend, the benefits and what troubles them.

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 12.

The relationship between captains

Boats shows imperative but challenging for captains, crew

See BRIDGE, page A12

From the Bridge

Dorie Cox

The crew of M/Y Lady Joy hook up to shore power shortly after docking in St. Tropez. With guests aboard, we didn’t want to interrupt to ask for names. More photos from the world of yachting, A18-19. PHOTO/LUCY REED

THE POWER OF ST. TROPEZ

77%A look at how employee benefits in the yachting industry today compare with the benefits offered three years ago in two main categories: continuing education offered and health insurance offered.

TRITON SURVEY

– Story, C1Continuing education offered Health insurance offered 2007 2010

46%

80%

57%

2007 2010

WHAT’S INSIDE

Are you getting a workout at work?

You are actually strengthening your bones at work. See how on page C15. PHOTO/DORIE COX

Advertiser directory C16Boats / Brokers B11Business Briefs A8Calendar of events B20-21Columns: Fitness C15 In the Galley C1 Latitude Adjustment A3 Nutrition C8 Personal Finance C16 Onboard Emergencies B2 Photography B16 Rules of the Road B1

Stew Cues C4Crew News C9,14Fuel prices B5Marinas / Shipyards B18Networking Q and A C3Networking photos C2News A4Photo Gallery A18-19Technology briefs B6Triton spotter B23Triton survey C1Write to Be Heard A20,23

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

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

Allow me to gush. My husband, David Reed, is amazing. Not only does he make friends wherever he goes, he bumps into old friends everywhere,

too. Our family calls it his Mr. David magic. (It works especially well in making stubborn computers suddenly begin working and in getting busy technical help people to call you back.)

When we got to work in Antibes in early September, that Mr. David magic spilled out over a cup of coffee at LeBlue Lady Pub. Sitting there, waiting for me to catch up with him, he spotted a familiar face at a neighboring table. He couldn’t, as he says, shake the cobwebs away enough to actually remember a name. No matter. He walked up to say hi, and as he moved, the universe did, too, and reminded him that the face belonged to his old first captain, David Ryder.

They worked together on the 200-foot M/Y New Horizon L in the 1980s when my David was 17 years old. Sitting next to him and recognized as soon as the men started to chat was Capt. Ryder’s first officer, Andy Kitchin. And then a couple of men came over who worked on the yacht and knew Kitchin or Capt. Ryder, all about the same time David was there.

None of them could remember David’s name, just his nickname of Bigfoot, but they quickly got to

reminiscing. By the time I got there, he was holding court with four guys he used to work with 25 years ago, all of them laughing and enjoying that Mr. David magic that always makes things turn out fine.

What impressed and soothed me is that all these men are still in the yachting industry. Sure, most aren’t still working on yachts, but they still work with yachts. Capt. Ryder now runs Marine Discount Supplies, a provisioner based in the galerie just behind LeBlue Lady. John Startin-Field and Ben Johnson work together in a company that administers ISM and security and safety programs for yachts.

Andy Kitchin is still onboard as first officer on M/Y Montkaj. (There was much ribbing as to the fact that he’s still a first officer, too, but maybe not being a captain too long is what has kept him on yachts so long.)

Yachting is a special business, and make no mistake – it is a business. For all its transient crew who step into our world for a season or two to get in a little travel and make some great money, this industry is a career for thousands of people who don’t want to let go.

As much as I witnessed Mr. David magic that day, I believe all crew have that magic. They make friends among the long-hours and practical jokes, and when they bump into each other 30 years later, they still laugh together.

My guess is that in the back of their minds, they know how lucky they were then, and how lucky they are now to

Latitude adjustment

Lucy chabot Reed

From left, as they were in the late 1980s on M/Y New Horizon L: Deckhand/Galley boy David “Bigfoot” Reed (now publisher of The Triton), Capt. David Ryder (now owner of Marine Discount Supplies in Antibes), John Startin-Field who did “everything” on the yacht, First Mate Andy Kitchin (now first officer on M/Y Montkaj) and Ben Johnson, who was officer of the watch on ocean crossings. PHOTO/LUCY REED

See LATITUDE, page A14

Old friends, new friends and that Mr. David magic

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

Capt. Tom Henry, a 61-year-old charter captain, died Sept. 6 from injuries he sustained when he was thrown off the 51-foot S/F Waterdog.

Entering Jupiter Inlet on Florida’s east coast, a waterway he had traversed many times before, according to colleagues in the sportfishing community, the yacht endured a violent broach in rough surf on Sept. 3. Capt. Henry lost his footing, hit the gunwhale and was thrown overboard, hitting the deck before falling into the water.

A succession of more than 40 photos from Stuart Browning are posted on www.the-triton.com.

Once again with Havana raceThe Sarasota Yacht Club Charitable

Foundation is once again trying to organize the a sailing race from Sarasota, Fla., to Havana, Cuba, according to a story in Soundings Trade Only.

If the yacht club can get U.S. government approval, which it is optimistic about, the race would start May 14, 2011.

M/Y Sarah held in SpainLondon’s Daily Mail has published

a report about the Saudi-owned M/Y

Sarah being stuck in Barcelona and not being able to leave because of unpaid bills. The newspaper reported online that the yacht also hasn’t paid its crew since March.

U.S Navy vows to protect Jones ActIn response to legislation introduced

by U.S. Sen. John McCain and others seeking to repeal the Jones Act, the U.S. Navy and the U.S. Navy League have issued statements citing the importance of American mariners and American vessels to the United States’ national security.

“For decades, U.S. merchant mariners have provided essential support for the U.S. Navy during times of war and national crisis,” the Navy said in an official statement. “Repealing the Jones Act would remove that support at a time when we are fighting two wars and facing a continuing threat from international terrorism.”

The statement comes within days of comments by Daniel B. Branch Jr., president of the Navy League of the United States, underlining “the importance of a strong commercial maritime industry to a maritime nation like the United States. The Jones Act must be maintained so that the more than 8,000 U.S. citizen mariners can continue to provide the economic and military support that is critical to our

national interests,” Branch said.Reported in a recent edition of

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

Yacht on Northwest Passage TourCBS News has reported that the 416-

foot (126m) M/Y Octopus has set off to cross the Northwest Passage. A resident from Pond Inlet, Nunavut, contacted the news agency and shared a photograph showing Octopus anchored offshore, where it stayed for five days before “slipping away” on Aug. 30, CBS reported.

Officials with the Canadian Coast Guard confirmed to CBS that Octopus filed plans to attempt the Northwest Passage, a route through the Arctic Ocean along the northern coast of North America that connects the Atlantic and Pacific Oceans. Pond Inlet is on the Atlantic side, near Greenland (72 degrees 47’ 59” North, 77 degrees 0’ 0” West).

Private yachts are rate in the area, which sees cruise ships and cargo ships. Even so, the passage is challenging. CBS reported that in late August, two ships ran aground in the region.

Much press has been given in the

Florida charter captain dies after violent broach in inlet

See NEWS BRIEFS, page A6

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

past year to the building of M/Y Big Fish, an expedition-style private yacht built by Aquos Yachts of New Zealand specifically to cross the Northeast Passage, the route between the Atlantic and Pacific along the Russian Arctic Coast. Several company press releases claim that Big Fish would be the first private yacht to make the trip. That portion of the yacht’s polar circumnavigation is expected in September 2011.

Italian tax dodgersBloomberg News has reported hat

Italian officials have spent the summer tracking down Italian tax dodgers. Specifically, undercover government agents have been tracking down yacht owners who may have tried to avoid Italian taxes.

The news agency also noted that through June, about half as many foreign-flagged boats have visited Italy compared to last year.

Punctured engine and no crewA news Web site called ABS-CBN

News.com has reported that a 30m yacht ran aground early Sept. 9 without its crew on the northwestern coast of

NEWS BRIEFS

the Philippines.The engine of M/Y Ocean Star was

punctured and leaking fuel, according to the story, and a life raft had been spotted, according to a Coast Guard report referred to in the story. No other information was available.

Hurricane IgorHurricane Igor moved past Bermuda

Sept 19 as a category one storm with fierce winds and rain but was spared a direct hit, according to reports on AFP.com. Hurricane-force gusts and huge storm surges flooded coastlines,

flattened palm trees and left nearly half the island without power reports said. The report described the unusually large eye of the storm as being bigger than the entire British overseas territory of 65,000 people. The storm had sustained winds of 75 mph.

NEWS BRIEFS, from page A4

Italy seeking tax evaders and hurricane season still active

Hurricane Earl, a Category 4 hurricane, passed within 60 miles to the north of St. Thomas on Aug. 30.Even though the 118-foot M/Y Shalimar weathered the storm without damage, 10- to 12-foot waves washed its 30-foot, twin outboard tender up onto the beach at Brewer’s Bay.Two days later, the yacht hired a local crane operator and towing service to unbeach the boat, an effort joined in by several members of the public who came out to help. PHOTOS/DEAN BARNES

Hurricane Earl visits St. Thomas

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

Bellingham Marine will consolidate its European operations and move its staff and capital equipment to the company’s existing facility just north of Barcelona. The company previously had manufacturing activities in France and a separate sales office in Barcelona.

The consolidation will not affect projects already under contract, the company said in a press release.Contact Bellingham Marine Europe at +34 933 56 1229. Paradox Marine changes name

Boat security systems supplier

Paradox Marine is changing its name and launching a new brand identity, Global Ocean Security Technologies (GOST).

“Our new name and brand identity is a better reflection of the scope of our growing operations, diversification of product lines and increased capabilities to serve the security needs of recreational and commercial boating markets worldwide,” GOST President Jay Keenan said.

Paradox Marine began as a maritime wireless security and monitoring company. Today, products include

Immarsat-based, satellite GPS tracking products, Web-based surveillance systems, acoustic deterrents, engine immobilizers and targeted product integrations. Last year, the company purchased a larger facility in Ft. Lauderdale to serve as the new global headquarters.

The name and brand changes are being implemented gradually, starting with GOST by Paradox Marine, the company said in a press release.

For more information, visit www.gostglobal.com. Telemar expands Telemar Yachting

Three years after acquiring Telemar Yachting, the Italian company CG Telemar SpA has integrated the Viareggio superyacht electronics subsidiary into the group as a full operating division under which all yachting activities will be consolidated. The new division will retain the “Telemar Yachting” name.

The CG Telemar group is a publically traded international company offering maritime electronics, satellite and communications solutions around the world. Two years ago Telemar Yachting began operations in China and, earlier this year, Telemar Yachting opened offices in Ft. Lauderdale.

For more information, visit www.telemar-yachting.com. Ocean Signal adds sales manager

Maritime safety and communication specialist Ocean Signal has appointed Mark Day as global sales and marketing manager. Day has worked in senior sales and marketing positions for several marine electronics companies, including McMurdo. A sailing instructor with an RYA Yachtmaster, Day has participated in the 98/99 Clipper Round the World yacht race.

Ocean Signal launched its new product range at SMM 2010 in Hamburg on Sept. 7. For more information, visit www.oceansignal.com.

SP-High Modulus hires managerSP-High Modulus, a manufacturer

of composite materials, has hired Ferdinando Ollino as sales manager for

the marine market in Italy. Ollino, who has 11 years experience in the Italian marine industry, will represent the company at the Monaco Yacht Show next week.

For more information, visit www.gurit.com/marine. Seakeeper adds Asian distributor

Seakeeper, manufacturer of gyro stabilization systems, has chosen Twin Disc Far East Limited as its newest distributor in Asia. Seakeeper VP of sales and marketing John Kermet made the announcement.

Twin Disc Far East will cover China, Indonesia, Malaysia, Philippines, Singapore, South Korea, Taiwan and Thailand. The company supplies transmissions, electronic controls, boat management systems and other equipment to the commercial, pleasure craft and military segments of the marine market.

For more information, visit www.seakeeper.com.

Extended furlough for Sea RayMid-September brought news that

employees at two Sea Ray plants in Tenn., were will have extended normal end-of-the-year furloughs, Brunswick spokesman Dan Kubera confirmed to Soundings Trade Only.

Production furloughs are usually taken around Thanksgiving, and repeated at year’s end but this year the Knoxville plant begins its furlough on Oct. 4 and the Tellico plant in Vonore will begin its furlough in November.

Both plants are scheduled to resume production Jan. 4, 2011 KVH acquires software company

KVH Industries announced that it has completed the $6.5 million all-cash acquisition of Virtek Communication AS.

Norway-based Virtek specializes in the development and deployment of software known as “middleware” that helps commercial fleets and vessel owners manage the data transmitted to and from their vessels over different

See BUSINESS BRIEFS, page A10

Bellingham consolidates its operations in Europe

Martin Kits van Heyningen, CEO of KVH Industries, with Morten Aasen, managing director of Virtek

PHOTO FROM KVH INDUSTRIES

BUSINESS BRIEFS

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

satellite communications services.“In order to provide the highest

quality maritime VSAT service available, we recognized that our end-to-end solution would be improved if we were able to optimize the data transmitted over the network,” Martin Kits van Heyningen, KVH’s chief executive officer said in a news release.

Nauticomp appoints ChewNauticomp appointed industry

veteran Bob Chew to direct sales for its product line in the United States. Chew previously worked with Interphase Technologies, and he has 30 years of marine OEM and aftermarket sales and marketing experience. He will work in Fort Lauderdale.

For more information call Chew, +1 772-285-4780, email bob.chew@nauticomp.com or visit www.nauticomp.com. YPI hires head of charter

Yachting Partners International (YPI

Group) announced the appointment of Fiona Maureso as the group’s new head of charter.

Maureso has worked in all areas of superyachting from her time as deckhand onboard a 40m motor yacht back in 1983, to her years as a sales broker’s assistant which eventually lead

her to the world of charter.

Born in England and a graduate of the University of Bath and an active member of MYBA for more than 20 years (including 4 years as a member of the board), Fiona has

contributed much to the association. Maureso will be working from the Group’s Charter office in Antibes.

Contact her at +33 (0)4 93 34 01 00 or fiona.maureso@ypigroup.com.

Inchcape Shipping restructuresInchcape Shipping Services is

unifying the management team

between operations in Belgium and Holland. Patrick Van Huffelen will be general manager Benelux responsible for Marine Services and Ron Meuldijk, reporting to Van Huffelen, is

appointed general manager, commercial for Benelux.

ISS has offices in Antwerp, Zeebrugge, Rotterdam and Amsterdam, providing coverage in the two countries. For more visit www.iss-shipping.com.

YachtAid Global becomes non-profit

YachtAid Global, the group of yachties that coordinates the delivery of humanitarian aid to underprivileged children in coastal communities by way of the superyacht fleet, can now accept tax-deductible donations and hold fund raisers to broaden its reach.

Until recently, YAG has operated through the efforts of volunteers and funded by a yacht business. It has now been approved as a project under the Congressional District Programs, which can extend its public charity status to other charitable organizations.

“We originally formed YAG as an extension of my personal interest in giving back,” said Capt. Mark Drewelow, founder and executive director of YachtAid Global. “We were surprised to see queries for how people can help and donate to the cause. We wanted to match their generosity with as many benefits as we could find for them, and CDP was able to give us the capacity to do so.”

YachtAid Global was founded in 2006 as a charitable offshoot of Drewelow’s company, C2C, a yacht support company

based in San Diego.“It seemed like a natural fit: C2C

would use its network of contacts to manage logistics for getting supplies to underprivileged children in coastal communities, and the superyachts could simply act as a vessel of transport,” Drewelow said. “They were already heading that anyway. The concept became our tagline, ‘changing the world without changing course’.”

YAG and its partner yachts have deliver school supplies, medical equipment and building supplies to coastal communities along Central America, Easter Island, Indonesia and are working on logistics for South America.For more information, visit www.yachtaidglobal.org.

Armchair Anglers new websiteArmchair Anglers, a non-profit

organization whose mission is to provide world-class fishing trips for the physically challenged on a fully accessible, stable catamaran boat, announced today the launch of its new website www.armchairanglers.org.

Executive Director and Founder, Jim Hargaden, who helped design the customized fishing boat. All donations are tax deductible. To donate go to www.armchairanglers.org.

Bus schedule for yacht crewDe Yachty Bus announced it’s Fort

Lauderdale International Boat Show schedule to run between Duffy’s Sports Grill near 17th St. and the north entrance of the show Las Olas Blvd. between Oct. 28 and Nov. 1.

The bus will be at Duffy’s/Publix pick up point at the top of each hour and at the boat show/Las Olas Blvd. at the bottom of each hour. For details email yachtyrentals@hotmail.com or call Rai De Sousa +1 954-882-0915.

BUSINESS BRIEFS, from page A8

Nauticomp tabs Chew to direct sales for U.S. product line

Maureso

Meuldijk

BUSINESS BRIEFS

NEWSThe Triton www.the-triton.com October 2010 A11

By Franki Black

A proposed superyacht refit and repair facility slated for a piece of a public marina in South Florida has faced some hurdles this summer.

Despite being approved in concept by elected officials of the Riviera Beach City Council, a group of residents have objected loudly and have gotten the matter on the Nov. 2 ballot.

Mario Byrne, director of marketing at Rybovich Superyacht Marina, said that such opposition stems from misinformation. He was confident the project would eventually be built.

“We are continuing to move forward with our plans to operate the finest full service super yacht repair facility in the United States,” he said.

Rybovich has presented plans to the city to create a repair and refit yard that could handle vessels larger than 250 feet (75m) and have a haul-out capacity of up to 40,000 tons. The development also would include a public market, reconstruction of a public park, space for restaurants and shops, and a public parking garage.

“In response to the opposition,

we have launched an educational campaign to highlight the economic benefits of the development to residents,” Byrne said.

According to an economic impact study commissioned by the city, the project will contribute $410 million a year to the local economy and add 5,677 jobs.

“It is our belief that a significant percentage of the economic impact and jobs will remain with residents of the local community,” Byrne said, pointing out that, contrary to residents’ belief, the city will retain ownership and control of the marina.

According to the Palm Beach Post, Riviera Beach’s elected officials voted Sept. 15 to lease the southern part of its public marina to Rybovich for 25 years. In exchange, the company would pay more than $14 million over that time to the city in rent.

Rybovich still needs state and federal environmental permits. And, of course, it must win the election on Nov. 2.

Emma Bates, chairwoman of the Citizen Task force, spearheaded local opposition by collecting the signatures of 2,500 registered voters who oppose the project. Despite the foreseen economic benefits, Bates said residents do not want to see a big part of their

public marina displaced by a shipyard.“It is not that we don’t trust

Rybovich,” she said. “It’s just a matter of what is right and wrong. All we ask for is a democratic process, and with over 2,500 resident votes, we are feeling more confident that our efforts will prevent this development.”

Bates views the proposed development property as the most valuable piece of real estate in Riviera Beach.

“Our residents are, by and large, not wealthy people and we do not want to lose access to the marina,” she said.

Marina Director Ed Legue described the marina as a popular area among residents.

“We have numerous slips, a park and a great restaurant on offer,” he said. “There seems to be a lot of misinformation about the proposed development and we’ll only know the facts once we see the final plans.”

Even though the proposed Rybovich development is proving to be anything but smooth sailing, Byrne said that the opposition has thus far done little to disturb the planned project schedule. “The pre-November time

was always scheduled for attaining necessary permits from state and federal agencies, which we are currently busy with,” he said. “By October 2011, we expect the first phase of the development to be complete.

“Through aggressive promotion for the project and its benefits, we are confident that residents will vote for the continuation of the development on Nov. 2.” Franki Black is a freelance stew and writer. Comments on this story are welcome at editorial@the-triton.com.

Democratic process to determine fate of Rybovich development

“Our residents are, by and large, not wealthy people and we do not want to lose access to the marina,”

A1� October 2010 www.the-triton.com The Triton FROM THE BRIDGE: Boat shows FROM THE BRIDGE: Boat shows

and brokers in broker shows such as the Ft. Lauderdale International Boat Show (FLIBS) heated up the conversation as captains discussed who actually shows the boat and what information is shared with clients.

“The broker said to me, ‘why don’t you show the boat?’” a captain said. “Who’s job is that? I am the one who knows the boat best, but what do I divulge?”

“There is a conflict of interest,” another captain said. “If we sell the boat, we sell ourselves out of a job.”

“I know what needs to be done on the boat, what’s wrong with it,” the first captain said. “So, I have the prospective buyer asking questions. What if he buys it and keeps me on as the captain? I need to be honest with him.”

“But am I supposed to tell them everything at that time?” he said.

“A lot depends if the broker is an agent of the owner or the buyer,” another captain said.

One captain explained how since the broker can’t know as much about a yacht as the captain running it each day, he tells the broker he will give everyone the same overview tour. Then, if interested, prospects can come back to hear more and the captain will answer

their questions separately. That way he doesn’t say too much unnecessarily.

“You’re right,” another captain said. “Sometimes I feel like I’m talking too much and just need to shut up.”

“Not many captains actually go with the boat when it’s sold,” said a third. “But if you do get to go, you want to make it work with the new owner, so you think you need to tell him about

the boat. “You can choose not say what is up with the boat, but you want to be knowledgeable,” he added.

“That relationship between the broker and the captain needs to be worked out before the show,” one of the captains said.

“This is a constant problem and FYBA [the Florida Yacht Brokers Association] is trying to address it

because this situation puts captains in the wrong position.”In addition to brokers, the topic

of money always comes up when the subject of selling boats is discussed.

“The numbers are impressive at the shows,” a captain said. “The management company is really making the money.”

“You pay for the key location for your boat,” another captain said. “You pay for the broker dock and then you pay for power, the dockage. They keep charging you.”

“Last year we paid about $13,000 for the show’; this year I think it will be $14,000,” said a third about the cost to be in the show.

One captain explained that sometimes the broker will underwrite the cost, with the yacht paying up front and then when the boat sells they’ll offer some of the money back.

“It was $23,000 last year with expenses, plus, that’s not productive time for crew,” a captain said.

Another captain said the owner has a different idea for this year.

“The owner said, I spent $20,000 last year in the show,” this captain said. “What if this year I take that money to do projects, instead. Put the money into

BRIDGE, from page A1

Attendees of The Triton’s September Bridge luncheon were, from left, Timothy Hull of M/Y Julianne, Harry Furey of M/Y Perfect Lady, John Colonna of S/Y Schatze, Roy Hodges of M/Y Atlantica, Warren Koehler of M/Y Golden Touch, Kirk Swingley of M/Y Vega and Herb Magney of M/Y At Last. PHOTO/DORIE COX

See BRIDGE, page A13

Conflict: ‘If we sell the boat, we sell ourselves out of a job’the boat?”

In addition to showing yachts, one captain said his crew enjoy educational seminars, and while he would like his crew to attend them, they are often scheduled at the beginning of the show when crew either haven’t heard about them or simply can get there because the first days are their busiest.

“It’s just too early for crew at the beginning of the show,” this captain said. “The last days are the slower days. “Maybe they should schedule them later in the show.”

Many of the captains at the lunch had been to boat shows around the world. One captain said he goes to shows in Newport, San Diego, San Francisco, Palma and Palm Beach. And they had plenty of opinions.

“Yachtfest in San Diego? They don’t know how to manage that show,” one captain said. “You don’t go to that show to buy.”

“San Diego reminds me of St. Petersburg [Florida],” a second captain said. “All the sailboats are just lined up, just sitting there.”

“Then there’s Seattle in January,” said a third. “That’s the worst time of the year in Washington.”

“Puerto Rico’s show is like a parking

lot show,” another captain said.And then there are the charter shows

in the Caribbean.“We either go to St. Maarten or

Antigua, but that decision kind of gets made for us,” one captain said. “We go to the bigger show.”

With several of the captains preparing for FLIBS later this month, one captain said his boat doesn’t show at the other popular South Florida show, the Yacht and Brokerage Show in Miami in February.

“I do Miami if I’m forced to,” he said. “Lots of boats drop out of the Miami show because it’s tough with it so close to Ft. Lauderdale. You just can’t do both because they are so close in time.”

“But everyone goes to Ft. Lauderdale,” another captain said.

The captains discussed whether a yacht really has to be in a show to be seen.

“If the boat is not in the show, no one is going to go out and see it,” a captain said. “No one will take you to see it. It would take you an hour to go out to see a boat that’s not in the show and then another hour to get back, no one wants to leave.”

“Brokers are basically lazy, and so are the buyers,” another captain said.

It’s hard to pin down exactly what a show means for captains because, like

boats, each one is different.“I go buying, not shopping,” a captain

said. “I have done my research and I go to buy.”

“I do research at shows, but not necessarily to buy,” another said. “I go for advice and information. Some of the seminars are good.”

“Crew hate shows but love the parties,” a captain said. “They work long days, up to 14 or 15 hours.”

But, “with a charter show it’s different,” another captain said.

“Charter crew are a big part of the experience, where at a broker show, crew are not part of the package. For us, a charter show is kind of like our regular work. The crew are at their best.”

“They get to show their accomplishments and we always throw a party,” he said. “We’re selling to the brokers at a charter show. We’re selling our friendly, outgoing crew.”

Owners go to shows to see the newest things and all the toys.

“The owner flies in for the show to get hands on, to touch stuff,” a captain said.

One captain said his boss wanted a night vision camera even when the boat didn’t have radar equipment, and another owner wanted to sacrifice life jacket storage for a new sound system.

“Sometimes the sales people are so

good,” a captain said. “They say ‘you gotta have this’ and the owners believe it.”

“If there’s something they want, they’ll buy it,” another captain said. “But if we want something, it’s like pulling teeth.”

One captain said his boss has bought everything from shoes to tenders at boat shows. Many of the purchases come as a surprise to the captain who then has to fit or retro-fit the new gadget onboard. Captains said they have seen impromptu purchases such as new scuba gear, every type of electrical gizmo available and serious additions like yacht stabilizers.

“Even an Intrepid,” a captain said.“The boss bought a Grand Banks on a

whim,” another captain said.One captain said he and the crew

work hard before, during and after the show, and next the owner shows up with his new purchase.

“Then, he says I have to make sure everything is put together by next week.”

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

BRIDGE, from page 12

Seattle in January? ‘That’s the worst time of the year in Washington’

The Triton www.the-triton.com October 2010 A1�FROM THE BRIDGE: Boat shows FROM THE BRIDGE: Boat shows

and brokers in broker shows such as the Ft. Lauderdale International Boat Show (FLIBS) heated up the conversation as captains discussed who actually shows the boat and what information is shared with clients.

“The broker said to me, ‘why don’t you show the boat?’” a captain said. “Who’s job is that? I am the one who knows the boat best, but what do I divulge?”

“There is a conflict of interest,” another captain said. “If we sell the boat, we sell ourselves out of a job.”

“I know what needs to be done on the boat, what’s wrong with it,” the first captain said. “So, I have the prospective buyer asking questions. What if he buys it and keeps me on as the captain? I need to be honest with him.”

“But am I supposed to tell them everything at that time?” he said.

“A lot depends if the broker is an agent of the owner or the buyer,” another captain said.

One captain explained how since the broker can’t know as much about a yacht as the captain running it each day, he tells the broker he will give everyone the same overview tour. Then, if interested, prospects can come back to hear more and the captain will answer

their questions separately. That way he doesn’t say too much unnecessarily.

“You’re right,” another captain said. “Sometimes I feel like I’m talking too much and just need to shut up.”

“Not many captains actually go with the boat when it’s sold,” said a third. “But if you do get to go, you want to make it work with the new owner, so you think you need to tell him about

the boat. “You can choose not say what is up with the boat, but you want to be knowledgeable,” he added.

“That relationship between the broker and the captain needs to be worked out before the show,” one of the captains said.

“This is a constant problem and FYBA [the Florida Yacht Brokers Association] is trying to address it

because this situation puts captains in the wrong position.”In addition to brokers, the topic

of money always comes up when the subject of selling boats is discussed.

“The numbers are impressive at the shows,” a captain said. “The management company is really making the money.”

“You pay for the key location for your boat,” another captain said. “You pay for the broker dock and then you pay for power, the dockage. They keep charging you.”

“Last year we paid about $13,000 for the show’; this year I think it will be $14,000,” said a third about the cost to be in the show.

One captain explained that sometimes the broker will underwrite the cost, with the yacht paying up front and then when the boat sells they’ll offer some of the money back.

“It was $23,000 last year with expenses, plus, that’s not productive time for crew,” a captain said.

Another captain said the owner has a different idea for this year.

“The owner said, I spent $20,000 last year in the show,” this captain said. “What if this year I take that money to do projects, instead. Put the money into

BRIDGE, from page A1

Attendees of The Triton’s September Bridge luncheon were, from left, Timothy Hull of M/Y Julianne, Harry Furey of M/Y Perfect Lady, John Colonna of S/Y Schatze, Roy Hodges of M/Y Atlantica, Warren Koehler of M/Y Golden Touch, Kirk Swingley of M/Y Vega and Herb Magney of M/Y At Last. PHOTO/DORIE COX

See BRIDGE, page A13

Conflict: ‘If we sell the boat, we sell ourselves out of a job’the boat?”

In addition to showing yachts, one captain said his crew enjoy educational seminars, and while he would like his crew to attend them, they are often scheduled at the beginning of the show when crew either haven’t heard about them or simply can get there because the first days are their busiest.

“It’s just too early for crew at the beginning of the show,” this captain said. “The last days are the slower days. “Maybe they should schedule them later in the show.”

Many of the captains at the lunch had been to boat shows around the world. One captain said he goes to shows in Newport, San Diego, San Francisco, Palma and Palm Beach. And they had plenty of opinions.

“Yachtfest in San Diego? They don’t know how to manage that show,” one captain said. “You don’t go to that show to buy.”

“San Diego reminds me of St. Petersburg [Florida],” a second captain said. “All the sailboats are just lined up, just sitting there.”

“Then there’s Seattle in January,” said a third. “That’s the worst time of the year in Washington.”

“Puerto Rico’s show is like a parking

lot show,” another captain said.And then there are the charter shows

in the Caribbean.“We either go to St. Maarten or

Antigua, but that decision kind of gets made for us,” one captain said. “We go to the bigger show.”

With several of the captains preparing for FLIBS later this month, one captain said his boat doesn’t show at the other popular South Florida show, the Yacht and Brokerage Show in Miami in February.

“I do Miami if I’m forced to,” he said. “Lots of boats drop out of the Miami show because it’s tough with it so close to Ft. Lauderdale. You just can’t do both because they are so close in time.”

“But everyone goes to Ft. Lauderdale,” another captain said.

The captains discussed whether a yacht really has to be in a show to be seen.

“If the boat is not in the show, no one is going to go out and see it,” a captain said. “No one will take you to see it. It would take you an hour to go out to see a boat that’s not in the show and then another hour to get back, no one wants to leave.”

“Brokers are basically lazy, and so are the buyers,” another captain said.

It’s hard to pin down exactly what a show means for captains because, like

boats, each one is different.“I go buying, not shopping,” a captain

said. “I have done my research and I go to buy.”

“I do research at shows, but not necessarily to buy,” another said. “I go for advice and information. Some of the seminars are good.”

“Crew hate shows but love the parties,” a captain said. “They work long days, up to 14 or 15 hours.”

But, “with a charter show it’s different,” another captain said.

“Charter crew are a big part of the experience, where at a broker show, crew are not part of the package. For us, a charter show is kind of like our regular work. The crew are at their best.”

“They get to show their accomplishments and we always throw a party,” he said. “We’re selling to the brokers at a charter show. We’re selling our friendly, outgoing crew.”

Owners go to shows to see the newest things and all the toys.

“The owner flies in for the show to get hands on, to touch stuff,” a captain said.

One captain said his boss wanted a night vision camera even when the boat didn’t have radar equipment, and another owner wanted to sacrifice life jacket storage for a new sound system.

“Sometimes the sales people are so

good,” a captain said. “They say ‘you gotta have this’ and the owners believe it.”

“If there’s something they want, they’ll buy it,” another captain said. “But if we want something, it’s like pulling teeth.”

One captain said his boss has bought everything from shoes to tenders at boat shows. Many of the purchases come as a surprise to the captain who then has to fit or retro-fit the new gadget onboard. Captains said they have seen impromptu purchases such as new scuba gear, every type of electrical gizmo available and serious additions like yacht stabilizers.

“Even an Intrepid,” a captain said.“The boss bought a Grand Banks on a

whim,” another captain said.One captain said he and the crew

work hard before, during and after the show, and next the owner shows up with his new purchase.

“Then, he says I have to make sure everything is put together by next week.”

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

BRIDGE, from page 12

Seattle in January? ‘That’s the worst time of the year in Washington’

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

have lived a piece of this life. Maybe it’s yachting that sparks the magic, and those who “get it,” get it forever.

LeBlue Lady turned into our office while we were in Antibes. It’s where we met sources and crew, where we did much of our business. We aren’t the only ones. Tables all around us were filled with yachties talking business. (Of course, we frequented the pub in daylight hours; the scene is different at night.)

It’s here I caught up with Capt. Mark O’Connell, who left M/Y Princess Mariana last spring and took the summer off to spend with his young son and to invest some energy in developing a new business (still in yachting, of course).

Capt. O’Connell is a keen photographer and has created a Web site to market his photos to the yachting industry and beyond. Not only are there shots of yachts in lovely locales – lots of photographers offer those – but Capt. O’Connell has the unique perspective of lovely locales taken from aboard the yacht.

Lest we forget how truly

magical spending time on one of these machines can be, check out www.superyachtartgallery.com. (He’s also created www.markoconnellphotography.com, which includes non-yacht shots.) You just have to remember to look around. I guess being captain doesn’t hurt, either.

Finally, a shout out to Capt. Neil Duffy of M/Y Quantum of Solace, the belle of the ball at the Cannes show, who rounded up his whole crew of 12 for a crew shot (see the result on the photo gallery pages A18-19). He was cheerful and accommodating, which is pretty rare in a non-charter show. Lots of captains can’t be bothered, especially those I’ve never met before. (I know Julia Simpson, another cheery soul and the public relations manager of Ocean Independence, had something to do with it.) Anyhow, it was a pleasure to get that shot.

Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at lucy@the-triton.com.

LATITUDE, from page A3

At Cannes, Capt. Neil Duffy was the star of the show

LATITUDE ADJUSTMENT

A1� October 2010 www.the-triton.com The Triton XXXXXXXXXX

The Triton www.the-triton.com October 2010 A17

By Dorie Cox

“Business in the marine industry is down 30 percent,” said Marine Industries Association of South Florida (MIASF) executive director, Carlos Vidueira, “but that trend can be reversed.”

“But our great product will no longer sell itself,” Vidueira said of boating.

About 100 MIASF members attended an initial presentation by Vidueira and heard an overview of the group’s new direction at the quarterly business meeting on Aug. 31 in Ft. Lauderdale.

The Ft. Lauderdale-based group is under new leadership; the board of directors, chosen in May, elected Vidueira to executive director after the retirement of Frank Herhold, in July. Vidueira is vice president of Rybovich Superyacht Marina and Refit near West Palm Beach, Fla.

Vidueira described the players in the recovery as the industry leaders, members, participants and beneficiaries.

“We need to make sure the true industry leaders are all leading in the right direction,” he said of major investors and businesses in the marine market. He said the small boat market is vital as it supports many of the small businesses in the area.

The industry members in the South Florida area, those companies delivering products on a day-to-day basis, need to help the boat owner enjoy his boat, he said.

He said non-marine participants, those not directly in marine fields such as hotels and restaurants, need support from the marine industry so they can continue to supply product for boaters in the area.

And finally, he said, everyone needs to help the boat owner see the benefits of the marine industry.

“The boater needs to be excited about boating,” Vidueira said.

Vidueira said the group is working on a sustainable new model with short-term objectives of “regulation, promotion and professionalism”. Vidueira said the board members have voted unanimously to support the new direction that will “create, encourage and support” the marine market in South Florida.

The power point presentation did not list any details of the marine master plan, but Vidueira took questions from members afterward answering their specific questions. There were a variety of questions and Vidueira answered briefly to allow everyone to speak. Vidueira explained that there needs to be improvement to the Ft. Lauderdale International Boat Show, and he said there were plans to dredge the Intracoastal Waterway.

Several members expressed concern after the meeting that they did not see all their questions specifically addressed in the presentation.

“It wasn’t what I wanted to hear,” said Scott MacDonald of PI Marine in Dania Beach. “It sounds like the MIASF thinks the small boat will save this industry.”

MacDonald sent a letter addressing his concerns to both the MIASF and to The Triton after the meeting. MacDonald said he sent it to encourage MIASF to clarify and prioritize their goals.

“While our industry has many sizes and shapes, the MIASF constituency of businesses is deeply fiscally dependent upon the larger yacht, megayacht, and superyacht enthusiast and the economics they drive,” his letter stated. “Therefore, dredging should be a paramount agenda item for MIASF as it is in Palm Beach, not a minor issue to be addressed in another venue, as presented.

“South Florida is much larger than Ft. Lauderdale,” his letter continued. “We believe senior agenda items should address and encompass these different locations. While the current membership is heavily skewed to this locale, we believe the only path to greater support is to avoid this historical parochial pattern by adopting language and actions that create an appetite for greater interest.”

“I want to know if anyone else has these concerns,” MacDonald said about his letter.

“I don’t think it is Carlos’ intent to ignore the superyacht industry,” said Kitty McGowan, of NautiCom Communications and a representative of U.S. Superyacht Association. “It’s about energizing the industry as a whole. It’s only as strong as its weakest link. The smaller boat industry is struggling.”

“We are soliciting comments and feedback on the marine master plan being presented to the city of Ft. Lauderdale,” Vidueira said when asked about MacDonald’s letter. “We owe that much to our membership.”

The marine master plan of the MIASF will be presented to the group’s members on the morning of Oct. 5 before the plan is presented to the city of Ft. Lauderdale in the afternoon.

Vidueira said they expect more than 200 members at the upcoming MIASF member meeting at 10 a.m. (location to be announced).

“All aspects of the industry are equally important,” he said. “We’re all interdependent.”

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

Marine industry group prepares marine master plan for city

BUSINESS

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

Capt. Donald Hannon, Mate/Stew Natalie Hannon and Chef/Deck Doug Grizzel look their show best while awaiting guests in Charleston, S.C., aboard the 92-foot classic Trumpy M/Y Innisfail (formerly El Presidente, but Innisfail when launched in the late 1930s). PHOTO FROM THE HANNONS

Putting on a good face after a long holiday weekend is the crew on M/Y Brazil. From left, that’s Mate Kate Thompson, Eng. Fitz Graham, Deck/Stew Robyn Mackay, Deck/Stew Hayley Westray, Chef Gina Finlay and Deckhand Ian Morrow. Together now for about six months, you would think they have been together for years by the way they get along. PHOTO/TOM SERIO

We all had to start

somewhere in this business,

and that’s what yachtie-

wannabes Lindsay Dwyer

and Kylie Potgieter are

doing in Ft Lauderdale.

Working docks looking for

daywork, Dwyer is banking on

cruise ship experience

while Potgieter has time as a baker. Good

luck.PHOTO/TOM SERIO

At Pier 66, we found the rest of Capt. Herb Magney’s crew getting M/Y At Last ready for a brokerage show. There’s Mate Jake Roy, Chief Stew Jo Farrell, Chef John Kubic, 2nd Stew Sky DuToit and 2nd Eng. Tom Widerski. Look for this 145-foot Heesen at her home base in Nassau.

PHOTO/TOM SERIO

Swabbing the deck from a morning shower on M/Y Diamond Girl is Deckhand Tucker Maile and Mate Chris Hill. Back from the Bahamas, they’ll be at FLIBS then off to the Caribbean. PHOTO/TOM SERIO

Simon says, put your hands up, and while up there, take down a ceiling tile. That’s what First Mate Grant McKenzie and dayworker Paul Burns were doing when we clicked this shot. Nearing completion of a five-month refit at Lauderdale Marine Center, M/Y Kimberly, a 130-foot Palmer Johnson, should be cruising the Bahamas this month. Simon says, hands down, boys. PHOTO/TOM SERIO

PHOTO GALLERYThe Triton www.the-triton.com October 2010 A19

That’s First Mate Nick Eubank with an early morning smile as he tackles the day’s tasks onboard M/Y Kelly Sea, a 112-foot Westport. In the yachting business for a few years, Eubank says his favorite place is the British Virgin Islands. “It’s nice, good diving and good parties.”

PHOTO/TOM SERIO

They may want to duel to the end, but dayworker Matt White and Deck/Eng. Andrew Pellerito had better focus on getting the teak cleaned or it will be the end. These good-natured guys were found on the 130-foot Westport M/Y Resolute, which is actively for sale. Look for her at the Ft. Lauderdale show. PHOTO/TOM SERIO

The crew of the 172-foot (52m) M/Y Quantum of Solace: Front row (from left) Chef Dieter Curth, Second Stew Mel San Jose, Stew Heidi Godsall, Stew Megan “Lodey” Lodey, Chief Stew Megan Lunt, Deckhand Colby Adams; back row (from left) Second Eng. Tom Pearson, Chief Officer Ed Child, Bosun Simon Graham, Capt. Neil Duffy, Chief Eng. Stuart Cameron, and Deckhand Theodor Smit.

The 2010 Cannes Show was held in mid-September. With yachts as large as the 52m Benetti M/Y Quantum of Solace, the show seems to have grown up in the past few years. For more photos from the show, visit www.the-triton.com and click on Gallery.

The crew of the 132-foot (40m) CRN M/Y Aqualibrium: From left, Deckhand Laurent Perry, Chef Pania Kellec, Chief Officer Sue Mitchell, Stew Kim Loughlin, Eng. Villy Sorenson and Capt. Brian Mitchell.

Stew Kristen Hyder and Capt. Paul Carrigan aboard M/Y Angara, a 98-foot Elegance, bundled up in fleece jackets when clouds blocked the afternoon sun. PHOTOS/LUCY REED

When Sebastian Gruner, the deckhand on M/Y Ligaya, was told to put on the fender covers, he misunderstood. The captain, a clever Brit with a great sense of humor, snapped this shot to share Ligaya is cruising around Indonesia and Thailand this winter.

PHOTO/CAPT. JOHN CAMPBELL

A�0 October 2010 www.the-triton.com The Triton

ground running on a freelance chef job. I just returned from a 10-day, last-minute stint in Mexico for a captain friend where the owner decided to visit the boat mid-delivery. I grabbed a rock-star stew I knew I could trust/count on and off we went. We even shared the captain’s quarters because a couple was nowhere to be found at such short notice, and the captain and mate took over the bunks.

The owners also added extra people at the last minute, but we were told we didn’t miss a beat. It was a fun trip and the Sea of Cortez is beautiful. I am thankful that, in addition to managing a fleet of yachts in Miami for day charter at JustYachtRentals.com, I can still take a freelance job if need be. Let’s

hear it for the freelancers. Thanks again to Adam, Lucy [Reed,

editor of The Triton and author of the survey article] and all of the captains who had something positive to say about freelancing.

And to all the captains who had something negative to say, it’s too bad you have had some negative experiences. True freelancers rock.

Dhardra BlakeFreelance chef

Value beyond yachting

That was a remarkable, fabulous essay on freelancing in the yacht crew industry. I’ve been around the edges since the ’70s, two Panama Canal transits as skipper for the short version. But I’ve also been around some other industries with a need for surging

employees part time. One is nursing, and the other, believe it or not, is the civilian/military contracting business. Yes, Blackhawk, etc., those guys.

Your survey and analysis about freelancers was so perfectly mirrored in these other industries that I thought it could have been used by them with just a few word changes. The human principles involved must extend far

beyond the yacht biz.Thank you for this engaging

analysis. If I am the only one to note that your survey has value far beyond yachting, well, the loss is not mine at least. I think a lot of human resources folks in many industries would benefit from it.

Matt BrackenJacksonville, Fla.

Gordon tribute well-deserved

I really enjoyed your cartoon and salute to Frank Gordon turning 70 in the September issue of The Triton written by John Pribik [“A Legend of Fort Lauderdale,” page A19].

Frank Gordon really is a legend in his own time and did more to help shape the yacht brokerage industry than most people will ever know. As soon as I read it, I realized how little our industry does to salute the real leaders – those men and women who, like Frank Gordon, were on the front lines leading the way, not sitting in ivory tower preaching to real workers.

When I sold my boatyard and boat dealership in 1977 I moved to Palm Beach and went to work for Jack Hargrave. My friend Bill Banister at Bradford Yacht Sales said the first thing I needed to do was go meet this guy Frank Gordon.

Watching Frank in action over the years I was amazed at how he really did know the good boats all over America, and he rarely ever had to refer to his volumes of notes.

In all the years I have dealt with him, Frank was always knowledgeable, enthusiastic, fair, honest and extremely loyal to his friends. He trained a lot of guys in this industry in how to succeed in yacht brokerage, and I am proud to say I’m one of them.

Mike JoyceCEO Hargrave Yachts

Messina article ‘very good’

Very good article [“Cruising the Straits of Messina, page B1, August issue].

I have been through this area many times as a skipper for 30 years here in the Med. Yes, the weather here can change in minutes; I have seen this many times. Off Cannes, between the islands, I’ve had 20 meters of chain out in 4 meters depth. Saw the weather come in over the Esteal hills and in five minutes dropped maximum chain and had five boats hanging on to me as their anchors had dragged.

Once, between Messina and Libiya on a 20,000-ton tanker, at night, we smashed into a huge wave, which stopped us. The skipper thought we had collided with something. We checked in daylight and the fore port winch had sheared its mounting.

Anyway, that’s life.Capt. David Williams

LETTERS, from page A23

Article on freelancers carried value beyond yachtingYou have a ‘write’ to

be heard. Send us your thoughts on anything

that bothers you. Write to us at editorial@

the-triton.com

WRITE TO BE HEARD

Wednesday, Oct. 13th • 6-9 p.m.

Downtowner Saloon408 S. Andrews Ave. • Ft. Lauderdale, FL 33301 (under the Andrews Avenue bridge at the New River)

Invitation required • RSVP online at www.the-triton.com

Come celebrate with us ... the 200 year anniversary of Oktoberfest at

Advanced Mechanical EngineeringlBeard Marine lBrownie's Yacht Diver StoreslCrew 4 Crew

HTH Worldwide lIGY Marinas lMaritime Professional TrainingMHG Marine Benefits lProStock Marine lTowBoatU.S. lYacht Day Workers lYacht Entertainment Systems

The Triton www.the-triton.com October 2010 A��WRITE TO BE HEARD

“An unspoken topic: death on board” [From the Bridge captains luncheon, page A1, September issue] was one of the most thought-provoking and important articles I’ve ever seen or heard about yachting in any venue.

It’s a starting point for the discussion and planning process with crew, especially before a long crossing or cruise. Young or old, we always think death will happen to someone else, but the Boy Scouts teaches “be prepared.”

No avoiding the remainder of the cruise being traumatic for all on board, knowing who’s in the freezer. But if the crew has a plan and protocol in place beforehand, hard as it may be for everyone, you avoid general panic and what might otherwise be an even more horrible trip.

Thanks for sparking a valuable discussion.

Edwin Winthrop Insurance details on death

For more information on the topic of death on board [“An unspoken topic: death on board,” first printed online Aug. 30; printed in September 2010 issue on page A1] I’d like to advise what international health insurance policies provide for crew.

Fortunately it does not happen often but death occurs in every industry. If the crew member has international health insurance there is a death and dismemberment benefit as well as a benefit to bring the body or ashes home called repatriation.

Suicide by the insured person is generally not covered. Crew plans that are regulated by insurance departments do honor the repatriation benefit in the event of suicide. The death benefit, usually $10,000 or $50,000 (it varies on individual and group policies) is paid to a beneficiary or to the deceased’s estate. Insurance carriers don’t notify beneficiaries of the death benefit, so it’s a good idea to let the beneficiary know who you have insurance with and that they are a beneficiary. There’s probably

a lot of unclaimed death benefit money in the hands of insurers.

Repatriation of mortal remains, usually a $25,000 benefit, applies if you are away from your home country. The repatriation must be pre-approved and arranged by the insurance company.

Emergency medical evacuations, when deemed necessary by local

doctors, must also be coordinated and arranged by the insurer.

I’ve had to fight a denied claim for this reason myself. I had been airlifted from Jamaica, unconscious and intubated for ten days, during which I didn’t even know where I was, let alone where I was going and that I was supposed to call my insurance

company.The expenses for repatriation might

include the cost for embalming or cremation, a container appropriate for transportation, shipping costs, and the necessary government authorizations. It does not cover the cost of anyone accompanying the deceased.

There are exacerbating international laws and jurisdictions involved with death and an autopsy is usually required before the body is released. I know of a case where a coroner had to be flown from Miami to the Turks and Caicos to perform a captain’s autopsy. Transporting a coffin internationally can pose its own challenges. This captain had to be ‘drop shipped’ twice before arriving back in the Caribbean – and was a day late for his own funeral.

Anita WarwickSeven Seas Health

‘Thoughtful research’ in article on freelancers

Thank you for the thoughtful research behind this month’s survey article [“Careful using ‘freelance’ if you aren’t,” page C1, September issue]

I agreed with Chef Adam Mazzocchetti’s posting and, having previously freelanced for a number of years, and on repeat boats as well, it’s nice to finally hear some positive discussion on the topic.

I love the challenge of hitting the

Article on death sparksa valuablediscussion

While I struggled with the decision to make Capt. Tom Wilson’s death a continued subject for conversation, I feel the need to clarify an implication of suicide in your publication.

Whether intentional or not, the last three paragraphs of the article does imply that Tom took his life because of his divorce. This is not accurate.

I have known Tom since the early 1990s. Sharing a New England upbringing and enjoyment of rugby made us good friends. As busy crew members do, we stayed in touch through the years, and when our paths crossed, made a time of it. At the time of his death, he was living at my chef ’s house, which brought me into frequent contact with him again. In no manner was he despondent over his divorce.

Tom was driving the wrong way

after entering the highway at a spot that has had four similar incidents in recent years, according to the investigating police.

I am familiar with Capt. McKenzie. He was a short-time day worker for Tom, and to the best of my knowledge had not had contact with him for years. I am not certain if he meant to imply suicide, but to a number of people, this was the implication garnered from his quotes and the way they were presented.

I felt the need to write. Suicide is weak, and that is not how I would like Tom to be remembered.

Capt. John DonahueM/Y Cachee

Editor’s Note: Any implication to suicide was unintentional and The Triton regrets that information in the story was presented that way.

Wilson’s death an accident, not a suicide

See LETTERS, page A20

PublisherDavid Reed, david@the-triton.com

Advertising SalesBecky Gunter, becky@the-triton.com

Mike Price, mike@the-triton.com

EditorLucy Chabot Reed, lucy@the-triton.com

News staffDorie Cox, dorie@the-triton.com

Lawrence Hollyfield

Production ManagerPatty Weinert, patty@the-triton.com

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

Contributors

Carol Bareuther, Stew Franki Black,Dhardra Blake, Matt Bracken,

Mark A. Cline, Jake DesVergers,Capt. John Donahue, Beth Greenwald,

Donald and Natalie Hannon,Chef Mary Beth Lawton Johnson, Mike Joyce, Stew Alene

Keenan, Sue Mitchell, Keith Murray,Steve Pica, Rossmare Intl., James Schot,

Capt. Tom Serio, Anita Warwick,Mario Vittone, Capt. David Williams,Edwin Winthrop, Peter Ziegelmeier

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

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

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

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

www.the-triton.comSection B October 2010

Spotted in the Mediterranean

B23And The Triton in Newport, RI

Watch those mosquitoes

B2Pesky and possibly dangerous

Take towing seriously

B8Some hints for doing it safely

San Diego manager

B4Neil Wilson sees yachting grow

The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009, was adopted in May 2009. It is aimed at ensuring that ships (including yachts), when being recycled after reaching the end of their operational lives, do not pose any unnecessary risk to human health and safety or to the environment.

The text of the Ship Recycling Convention was developed over a three-year period with input from member states of the International Maritime Organization (IMO), relevant

non-governmental organizations, and in cooperation with the International Labour Organization (ILO) and the Parties to the Basel Convention on the Control of Transboundary Movements of Hazardous Wastes and Their Disposal.

The Convention addresses all major issues surrounding ship recycling, including the fact that ships sold for scrapping may contain environmentally hazardous substances such as asbestos, heavy metals, hydrocarbons, and ozone-depleting substances. It also addresses concerns raised about the working and environmental conditions at many of the world’s ship recycling locations.

Regulations in the Convention cover multiple areas of concern for both ships and the facilities that recycle them. For ships, the Convention requires that the design, construction, operation, and preparation of ships must facilitate safe and environmentally sound recycling, without compromising the safety and operational efficiency. For ship

Rules of the Road

Jake DesVergers

Recycling required for ships, too

See RULES, page B10

By Lucy Chabot Reed

First Mate Sue Mitchell isn’t afraid of insurance companies.

In three years, she filed four claims for the vessel that she and her husband, Capt. Brian Mitchell, managed: one after an H-beam punctured the hull, one for interior damage, one for hurricane damage, and one after a lightning strike.

She has learned a few things about how to deal with insurance claims and it basically comes down to this: Don’t give up control.

“Crew has got to maintain an active role,” she said, free to talk now that the claims are over and the yacht has sold. “It takes a certain kind of person to handle it. You have to be organized and knowledgeable about how the job should be run. And above all, be honest and do not take commissions

or hand-outs.”Mitchell ran an electrical business

in Australia for 18 years before getting into yachting, so keeping records and balancing accounts comes easily for her. Controlling insurance claims, however, took some learning.

Her education with insurance companies began on Nov. 10, 2004, with a horrific accident aboard the 118-foot yacht they ran at the time.

The yacht was in a South Florida shipyard for maintenance and repairs when the owner planned a four-day trip to Fisher Island. After being in the yard for several weeks, the Mitchells and their full-time crew member were happy to take the yacht out for a cruise.

“They were working on the steering and strainers in the engine room,” Mitchell recalled over coffee after the accident. “We had had vibration

problems and got new props so we were keen to do a sea trial.”

Their trip from West Palm Beach to Ft. Lauderdale took about four hours, pushing the engines to 2350 RPMs. She was humming like a bird, Mitchell said. No vibration, no problems.

But the weather turned so they decided to go down to Fisher Island via the Intracoastal Waterway. They were third in a line of boats, traveling at about 7 knots, and had just gone through the Julia Tuttle Causeway when it happened.

“Everything was going nicely when I heard a shocking noise, a crashing, smashing noise,” Mitchell said.

They didn’t know it at the time, but the yacht hit a submerged H-beam. The yachts in front of them drew a shallower draft and passed right over

To protect your ship’s interests, take control of insurance claims

LESSON LEARNED

See CLAIMS, page B12

Hidden underwater and passed over by two yachts directly in front of it, the yacht under the Mitchells’ command -- which had a deeper draft -- hit this steel H-beam, which lifted the yacht out of the water and turning it 180 degrees before the accident was over. PHOTO FROM SuE MiTcHELL

B� October 2010 www.the-triton.com The Triton ONBOARD EMERGENciES: Sea Sick

Besides being pests, mosquitoes can carry and transmit numerous diseases. The U.S. Centers for Disease Control reports that mosquitoes kill

more than one million people a year through the transmission of malaria. This, coupled with the large number of people sickened and killed by other mosquito-related diseases such as dengue

fever, yellow fever and West Nile virus and you have a nasty, potentially dangerous little insect.

Recently dengue has been receiving a lot of new media attention. Dengue is a mosquito-borne infection that causes a severe flu-like illness, and sometimes a potentially lethal complication called dengue hemorrhagic fever. The incidence of dengue has grown dramatically in recent decades. It is estimated that 2.5 billion people – two fifths of the world’s population – are potentially at risk from dengue. The World Health Organization (WHO) estimates that there are 50 million dengue infections worldwide each year.

Currently there is no specific treatment for dengue fever and there

is no vaccine to protect against it. In a 2009 study, it was estimated that about 5 percent of the population of Key West, Fla., was infected with dengue.

With dengue, most people start to get sick anywhere from three to 14 days after being bitten by a mosquito carrying dengue. Individuals may experience high fever, headache, pain behind their eyes, bone pain, sore muscles and joints, a rash with spots, and nausea and vomiting. Often, dengue is mistaken for the flu.

Malaria is a mosquito-borne disease caused by a parasite. People with malaria may experience fever, chills and flu-like symptoms. Without medical attention a person with malaria may develop severe complications and die. According to the CDC, in 2008 there were about 300 million cases of malaria worldwide.

Malaria is the fifth leading cause of death from infectious diseases worldwide (after respiratory infections, HIV/AIDS, diarrhea diseases, and tuberculosis), according to the CDC.

Treatment of malaria depends on many factors including the severity

of the disease, the type of malaria contracted, and where malaria was contracted. Treatment depends on age, health, weight, and pregnancy status.

The West Nile virus (WNV, also known as West Nile fever) is another potentially serious illness caused by

mosquitoes. Experts believe WNV is established as a seasonal epidemic in North America that flares up in the summer and continues into the

fall. As with malaria, West Nile fever often has flu-like symptoms. More severe forms of West Nile Virus, which can be life threatening, may be called West Nile encephalitis or West Nile meningitis, depending on what part of the body is affected.

So why is it that some people appear to get bitten more than others?

Believe it or not, mosquitoes are picky eaters and choose whose blood they wish to suck. It is estimated that 1 in 10 people are highly attractive to mosquitoes. If you are one of the unlucky ones, consider using mosquito repellents.

In my research I found DEET to be an effective mosquito repellent. DEET, which has been used since 1957, is available in different strengths,

however 25 percent should be adequate. A single application of DEET to your skin should offer five hours of protection from mosquitoes.

Another option is to spray your clothing with the chemical insecticide permethrin. One treatment will last up to six washings or six weeks before clothing has to be treated again.

The combination of Permethrin on clothing and DEET on your skin is the best way to repel mosquitoes and other biting, blood-sucking and disease-carrying insects.

To avoid chemical-laden repellents, one common product is Avon’s Skin-So-Soft, which includes the chemical IR3535, though it appears to be less effective than DEET.

Alternatively, you can cover up with long pants and long sleeves at dawn and dusk when mosquitoes are most prevalent. It’s best to avoid being outdoors at these times, but that’s not practical for hard-working yacht crew.

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

Mosquito bites may do more than bug you – you can get sick

sea sick

Keith Murray

The incidence of dengue has grown dramatically in recent decades.

B� October 2010 www.the-triton.com The Triton DOcKMASTER

By Franki Black “It’s taken a long time, but for the

last 15 years megayachts have finally started to discover the west coast of the U.S. as a favored destination,” said Neil Wilson, marina manager for Fifth Avenue Landing and director of business development for Marine Group Boat Works, both located in San Diego. Wilson is an example of a person who lives and breathes yachting, evident through his career that spans over thirty years, and his active role in advocating San Diego as a megayachting destination.

At age 58, Wilson still very much lives up to his well-known name in the industry. He handles all marina operations at Fifth Avenue Landing ranging from client relations to slip reservations, while simultaneously meeting all owner needs at Marine Group Boat Works.

Wilson is perhaps best known for his efforts in putting San Diego on the nautical map.

“I have been attending boat shows for the last 25 years and during a visit to Sydney, Australia, I learned about the effective way in which yachting businesses combined forces to start a super yacht society,” he said.

Bringing his ideas to San Diego, Wilson founded the San Diego Super Yacht Association in 2008, a non-profit coalition that aims to promote San Diego as a premiere yachting destination on the U.S. west coast.

“San Diego is the ideal yachting destination,” Wilson said. “It’s one of the few cities that offer a navy ship repair facility, which means that almost any mechanical part of a megayacht can be fixed on location,” he said. “San Diego offers everything from ocean to mountains to desert, while boasting warm weather year-round. Crew especially love being based here.”

Leah Yam, director of communications at Marine Group Boat Works, described Wilson as a friendly

and jovial leader. “When I first joined the company, Mr. Wilson went out of his way to introduce me to everyone,” she said. “He fills multiple roles and does so much more than he needs to; he is a wonderful person.”

Wilson’s yachting career started off as most other yachting careers do: by scrubbing decks.

“I started off in the 70s scrubbing decks and working my way up to first mate and finally to captain,” said Wilson. His yachting expeditions saw him skippering M/Y Kim Anne, a 90-foot Broward, up the U.S. east coast, the Panama Canal and Canada.

After a decade at sea, Wilson decided to become land-based in his home town, San Diego. “When my wife fell pregnant with our little girl, that was enough to end my career at sea,” said Wilson. His land-based career, however, was far from over.

He went on to open a boat building business, known as Wilson Yacht Refinishing, which specialized in everything from woodwork to top coat finishes. After a successful entrepreneurial run in the early 90s, Wilson turned his interests to South Bay Boatyard (now the Marine Group Boat Works), where he worked on large vessels such as M/Y Golden Odyssey, a 263-foot Blohm and Voss and M/Y Turmoil, a 209-foot yacht.

For the last ten years, Wilson has dedicated his time to advocating destination San Diego and presently he’s enjoying his dual managerial roles, while engaging in a range of family activities such as camping, traveling and following the America’s Cup around the world. Wilson lives in San Diego with his wife and is father to Ryan Wilson, an engineer who works in the aerospace industry and Jennifer Spithill, who is married to the 2010 winner of the America’s Cup.

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

San Diego manager worked his way through the ranks on boats

Neil Wilson, works with Fifth Avenue Landing and Marine Group Boat Works in San Diego. PHOTO FROM NEiL WiLSON

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

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 625/665Savannah,Ga. 590/NANewport,R.I. 610/NA

CaribbeanSt.Thomas,USVI 750/NASt.Maarten 850/NAAntigua 910/NAValparaiso 920/NA

NorthAtlanticBermuda(IrelandIsland) 760/NACapeVerde 650/NAAzores 675/NACanaryIslands 620/NA

MediterraneanGibraltar 630/NABarcelona,Spain 685/1,400PalmadeMallorca,Spain NA/1,435Antibes,France 675/1,500SanRemo,Italy 775/1,645Naples,Italy 750/1,540Venice,Italy 770/1,445Corfu,Greece 790/1,795Piraeus,Greece 770/1,775Istanbul,Turkey 695/NAMalta 685/1,585Tunis,Tunisia 620/NABizerte,Tunisia 625/NA

OceaniaAuckland,NewZealand 690/NASydney,Australia 690/NAFiji 760/NA

*When available according to local customs.

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

Region Duty-free*/dutypaidU.S.EastCoast

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

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

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

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

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

*When available according to local customs.

TEcHNOLOGY: TOWiNG

By Les AnnanI have been towing tenders for more

than 15 years. I towed a 60-foot Sea Ray for more than 6,000 miles. One thing I know is you must have the right type of shackle for the job. I have used several and the best is the bolt type.

This shackle allows the bolt to turn freely and not loosen. I have tried the standard type of shackle with seizing wire and still I have had them get loose. Galvanized steel is stronger than stainless steel and I retire the shackles after each season.

When I set up a boat for towing, I beef up the cleats on the big boat and once the rigger tells me the size towline we need, I tell him to double it.

When I lose the tow (not if, but when), I want it to be because I ripped the bow off the tow, not because something broke.

The best setup for the towline is start with 20 feet of spectra with eyes in the ends on the big boat end. The spectra does not stretch and, since it is on the big boat, you will not have the problem of the line working on the fair leads and chafing. The bit of nylon gives you some spring in the line.

Then on to Nylon line till you get to the towline itself and back to Spectra. Where the Y part meets, you can have the rigger splice it so it is soft and doesn’t need a shackle.

You also want a short tag line on the bow of the tow made of spectra so you can make the connection to the towline on deck of the tow. A piece of light line that goes to the end of the tag line back to the tow lets you easily pull the connection back on the tow to

discount it.The whole rig should be plenty

long. You do not want the tow surfing the waves into the big boat. While I have never had to do it, I have heard of people putting chain on the back of the tow in the water to add more drag to keep the tow from surfing. If the surf is that bad, it is time to pull over and wait until it gets better.

Tow lights are another issue as well. I have some that I purchased from National Marine that are about the size of a beer can, solar and very strong. I have had the same ones for seven years and they are still going strong. The great thing about them is they are self-contained, run three days on a charge and come in any color you want. We zip-tie them in place and we do not have to worry about the tow’s batteries dying.

I always tell the boss I will not risk someone’s life for the toys. We may have to leave the tow behind in a marina if the weather is too bad and go back to get it later.

To get crew on and off, I use one of those inner tube toys and tie the tow short and then send the crew member back on it.

I am happy to say that I have never lost a tow, but I always know it will happen.

Capt. Les Annan has been in yachting almost 30 years. He was most recently in command of M/Y Paradigm. Comments on this story are welcome at editorial@the-triton.com. Take a “Mentor’s Minute” and share your advice to younger yacht crew.

Safe towing includes shackle choice, setup and lighting

Bolt shackle on top and standard shackle on the bottomin this photo. cOPYRiGHT EREZ SHOR; iMAGE FROM BiGSTOcKPHOTO.cOM

B� October 2010 www.the-triton.com The Triton TEcHNOLOGY BRiEFS

Arid Bilge Systems announced Green Yacht System to help yachts maintain compliance and keep oil out of discharge systems.The system uses seven components to divert water from the overboard discharge and send it to a gray water tank or bilge at 15 PPM.

“It’s instrumental to keep watch over the bilge and potential leaks and it helps detect problems early,” Capt. Nick Murphy of M/Y Cortina of Newcastle Shipyards said. “The system is space-saving, flexible and it keeps the bilges dry. Arid Bilge’s Green Yacht System is a great alternative to other unreliable methods of keeping oil out of the discharge.”

More information visit www.thegreenyacht.com or contact Arid Bilge Systems, Deerfield Beach, FL 33441. 954-328-9705. al@aridbilge.com; www.aridbilge.com.

immobilizer helps prevent theftGlobal Ocean Security Technologies

(GOST - formerly Paradox Marine) has introduced GOST Immobilizer, a start-up prevention system for single-engine outboard boats, yacht tenders, RIBs and PWCs.

The device is controlled via a wireless key fob. When armed, the Immobilizer blocks high current draw from the battery while still allowing low power consumption components to function normally. When an engine startup is attempted, the Immobilizer sounds a timed siren and prevents the engine from turning over.

For more information, visit www.gostglobal.com. Bottomcoat featured at show

Interlux featured Fiberglass Bottomkote NT Antifouling at the 2010 Newport International Boat Show in September. Fiberglass Bottomkote NT is optimized using a dual resin blend that offers the benefits of both hard and ablative antifouling paints. It has the durability of a traditional hard paint but with a slow polishing mechanism built-in that continuously renews the active surface, avoiding the heavy build-up of paint. The fast dry formula allows a boat to be painted and launched in the same day

For more information visit www.yachtpaint.com.

Broadband options expandKVH Industries announced several

new plans including options for data speeds as fast as 2 Mbps, seasonal programs for vessels used as little as three months a year, and a monthly rate for the TracPhone V7 and the mini-VSAT Broadband service on board for $995 per month.

“In less than three years, the mini-VSAT Broadband service has become the fastest growing maritime VSAT network with almost 1,000 TracPhone V7 systems shipped,” Brent C. Bruun, KVH’s vice president of satellite sales and business development said.

For information visit www.kvh.com iFusion satellite launched

Globe Wireless has introduced

Arid’s clean and compliant bilge system is available

See TECH BRIEFS, page B7

A view of the control panel of the Green Yacht System, billed as “space-saving, flexible and it keeps the bilges dry.” PHOTO FROM ARiD BiLGE SYSTEMS

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

the next evolution of maritime satellite communications with the launch of Globe iFusion, which is on the Inmarsat FleetBroadband platform and integrates shipboard satellite communications, shore-side administrative control, GSM voice and data, firewalls, and a crew communications service.

The system is comprised of two components: The Globe i250, which allows the user to make voice calls using a GSM handset or normal fixed-line telephone, send/receive email and fax, browse the Internet, and upload/download files; and the Globe iPortal, which offers shore-side control of the solution, including the administration of user profiles, browsing capabilities, firewall settings, satellite gateways and least cost routing.

The Globe i250 system was type approved by Inmarsat in August for commercial deployment. Globe Wireless has a stock of Globe i250 systems ready for distribution to customers in the coming months.

Awlgrip’s new topcoatAt the 2010 Newport International

Boat Show (Booth D38), Awlgrip introduced a new range of special effect finishes at the Newport International Boat Show in mid-September.

The new Awlcraft SE features fast-drying metallics, pearls and effect coatings. Available in standard and custom colors, Awlcraft SE is designed to work as one layer of a multi-part system where the Awlcraft SE imparts the color and effect while the clearcoat provides a durable, high gloss finish. This combination forms a high performance, high gloss topcoat system. Visit www.awlgrip.com for more information. E3 system for cell phones at sea

E3 Systems and Maritime Communications Partners AS launched

a new system called “eCell@Sea powered by MCP” at the Monaco Yacht Show in late September. The system allows anyone on a yacht to make and receive calls using their own cell phones as well as send and receive text messages wherever the yacht has VSAT coverage.

For more information, visit www.e3s.com. New wave technology processor

B&G announced a new advanced wave technology processor system, the WTP3. With data accuracy and system architecture enhancements, the WTP3 is faster, lighter with more functionality than WTP and WTP2 systems. The system is designed for high-end race competitors and superyachts, with a compact central processing unit (CPU) that collects, calculates, logs and displays data at speeds of up to 1Mbit per second on three independent channels The B&G WTP3 also features mechanical design improvements and system architecture changes that provide a reduction in the installed system weight, increased expansion options and enhanced protection from water, shock and vibration.

B&G also announced a new multifunction navigation display, Zeus with dedicated functions designed specifically for sailors. The display offers full integration with GPS, broadband radar, automatic identification system (AIS), weather, entertainment and digital switching. The B&G Zeus multifunction display system will be available in November 2010. The Z12 and Z8 models have suggested retail prices of US $4,995 and $3,695.

For more information contact B&G marine electronics at +1 800-628-4487 or +1 800-661-3983 in Canada, or visit www.bandg.com.

New offshore navigation systemSimrad Yachting announced a

premium series of large multifunction display systems, the Simrad NSO Offshore. Based on the Simrad NSE platform, the system has a NSO marine processor, compact keypad controller and 10- to 19-inch large-display options with integration capabilities allowing users up to three displays from a single processor. The NSO system offers radar, autosteering, sonar and chartplotter technology. The system includes OP40 wired remote keypad operation with a simple rotary controller, programmable dedicated chart, sonar and radar keys, and an alphanumeric keypad. The system is scheduled for sale in January 2011.In other news the company announced three new VHF radios, the fixed-mount, single-station RS10U, the multi-station capable RS25U, and the handheld HH33U VHF/GPS.

The Simrad RS10U fixed-mount VHF offers digital select calling (DSC) capabilities and a custom LCD screen with a static 4-line display, the VHF provides channel names, GPS position, GPS speed, GPS course or time, and DSC messages.The fixed mount Simrad RS25U has a large custom LCD screen and accommodates up to two optional wireless handsets via 2.4 GHz Bluetooth.The Simrad HH33U VHF/GPS radio is a free-floating, 5-watt handheld model with large 128 x 128 pixel LCD display and a built-in GPS receiver.The Simrad RS10U, RS25U and HH33U VHF Radios

feature latitude and longitude position polling, prominent channel displays with adjustable contrast settings and keypad backlighting for easy viewing in both daytime and nighttime applications, DSC capabilities that meet the United States Coast Guard SC-101 standard, and include a choice of high or low (5-watt/1-watt) transmission power. The Simrad RS10U, RS25U and HH33U VHF radios have a suggested retail price of $199, $299 and $249 US, respectively. for more informatiom contact +1 800-628-

TECH BRIEFS, from page B6

Satellite communications: Globe Wireless introduces iFusion

See TECH BRIEFS, page B8

TEcHNOLOGY BRiEFS

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

4487 or +1 800-661-3983 in Canada, or visit www.simrad-yachting.com. Limited edition Vespa announced

Digital Veneer announced the limited edition “Tribute” Vespa. Each brand new Vespa is transformed by craftsmen into an authentic and unique work of art. Each Vespa has a numbered limited edition silver plaque to customize the land or sea tender. For more information contact info@digitalveneer.com and visit www.digitalveneer.com

AME bores stem tube on DonziAdvanced Mechanical Enterprises

(AME) announced the commissioning to line bore the stern tube of the Grace V, a 2003 Roscioli-built Donzi, for the installation of The Boss, a seatorque control system (SCS) fully enclosed fixed shaft drive system.

The system is a totally enclosed, oil-filled, self-contained, shaft and thrust bearing assembly, supplied as a complete unit from transmission output coupling to propeller taper which allows vessels to run at top speed and even increase knots.

The challenge was that it has a larger diameter than conventional systems that have been used for the past 20 years. To install it, the stern tube

needed to be line bored to allow for its larger diameter.

“We wanted to work with AME because they are the best,” Thomas Glass, vice-president, Roscioli International said. “Our clients expect a certain level of service and want things done correctly at the first go – AME always surpasses our expectations.”

“The advantage of field line boring is that it’s a very valuable and cost effective process,” Rich Merhige, president, Advanced Mechanical Enterprises said. “In this case, line boring enabled the client to make an economical upgrade to this yacht using the existing arrangement.”

For information visit www.amesolutions.com or call +1 954-764-2678.

New Vanquish runaboutVanquish Boats introduced

their new traditionally-designed, hand-crafted runabout and center console models at the 2010 Norwalk (Connecticut) Boat Show in Sept.

The Vanquish 24 runabout and 24 center console models have Crusader 350 MPI captain’s choice inboards and draw 19 inches, due to the unique prop pocket.

For more information visit www.vanquishboats.com or call +1 401-847-1610.

TECH BRIEFS, from page B7

Each of these limited-edition “Tribute” Vespas has a numbered limited edition silver plaque to customize the land or sea tender.

PHOTO FROM DiGiTAL VENEER

Digital Veneer’s new Vespa also is a ‘unique work of art’

TEcHNOLOGY BRiEFS

B10 October 2010 www.the-triton.com The Triton FROM THE TEcH FRONT: RuLES OF THE ROAD

recycling facilities, their operations must be conducted in a safe and environmentally sound manner. To ensure international compliance with these regulations, the Convention also establishes an enforcement mechanism for ship recycling, incorporating certification and reporting requirements.

Ships to be sent for recycling will be required to carry an inventory of hazardous materials, which will be specific to each ship. An appendix to the Convention provides a list of hazardous materials. These identified materials are prohibited and/or restricted from installation or use in shipyards, ship repair yards, and ships of Parties to the Convention. Ships will be required to have an initial survey by an approved expert to verify the inventory of hazardous materials. Additional surveys during the life of the ship, and a final survey prior to recycling must also be completed.

Ship recycling yards will be required to provide a Ship Recycling Plan to specify the manner in which each ship will be recycled, depending on its particulars and its inventory. Governments where these shipyards are located will be required to take effective measures to ensure that ship recycling facilities under their jurisdiction comply with the Convention.

For the applicability toward yachts, the Convention defines a ship as “a vessel of any type whatsoever operating in the marine environment and includes hydrofoil boats, air-cushion vehicles, submersibles, floating craft and fixed or floating platforms, and a vessel that has been stripped of equipment or is towed.” The Convention specifically states that all ships over 500 gross tons, except warships, government-owned vessels, and those operating exclusively in domestic waters, shall comply. This includes both new construction and existing yachts.

Similar to other rules such as MARPOL and the Anti-Fouling Convention, there is no differentiation between a private (pleasure) or commercial yacht. All yachts must be compliant. In addition, for shipyards and repair facilities, it is obvious that this Convention is geared predominantly toward those entities that break down large, merchant ships. It is important to note that the Convention also does not differentiate from traditional “scrap” shipyards and those that build yachts. As more yards begin to deliver larger and larger yachts, their design and build approaches will have to incorporate the entire lifespan of the yacht and not just

those specific requests of the owner. When can we expect this rule to

take affect? The Convention has been open for signature by any member state of the IMO since September 2009 and remained so until Aug. 31. Since then, it has been open for accession by any member state. It will enter into force 24 months after the date on which 15 member states, representing 40 percent of the world’s merchant shipping by gross tonnage, have either (a) signed it without reservation as to ratification, acceptance, or approval; or (b) have deposited instruments of ratification, acceptance, approval, or accession with the IMO Secretary General. The combined maximum annual ship recycling volume of those member states must, during the preceding 10 years, constitute no less than 3 percent of their combined merchant shipping tonnage.

To date, the Convention has been signed, subject to ratification or acceptance, by France, Italy, the Netherlands, St. Kitts and Nevis, and Turkey. Based upon this rate, the final entry into force date is expected in 2011.

This type of cradle-to-grave regulatory approach is not new. It has been successfully used by the United States’ Environmental Protection Agency since 1976 for a multitude of hazardous materials ranging from medical waste to nuclear fuel. However, it is unique to the international maritime industry. There will certainly be some growing pains once this Convention enters force and implementation becomes mandatory.

However, when one considers the enormous amount of good and bad material involved in the construction of a yacht, it is clear to see that any difficulties suffered will be far outweighed by the benefits the Convention brings to our environment. Proper implementation of the Convention by those of us working in the industry is critical. We must ensure that its true purpose is met and not made into a paperwork exercise.

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

RULES, from page B1

Ship’s hazardous materials will need to be documented

The Triton www.the-triton.com October 2010 B11BOAT /BROKERS

Moran Yacht & Ship announced a new central agency for M/Y Madhuri, a 2008 38m Eurocraft Cantieri Navali. For more information visit www.moranyachts.com.

Churchill Yacht Partners announced the addition of S/Y Volterra, 80-foot Palmer Johnson, to their charter fleet. For more www.churchillyachts.com.

International Yacht Collection (IYC) has sold three yachts and added a new central listing.

Broker Bob McKeage represented the buyer in the recent sale of the 134-foot (41m) S/Y Destination Fox Harb’r, built by Alloy Yachts. Broker Frank Grzeszczak represented the buyer in the sale of the 117-foot (36m) Hatteras M/Y Delicious. And IYC’s central agency listing M/Y Dramaless, the 82-foot (25m) Hatteras listed with broker Mark Elliott, also sold. Elliott also added the 132-foot (40m) M/Y Life’s Finest II to the brokerage’s central agency listings. The yacht was built by Northcoast.

IYC also added M/Y Lady Linda as a new central listing. Frank Grzeszczak and John F. Dane are the central agents of the 187-foot Trinity yacht, due to be delivered in spring of 2011.

Dane is eldest son of John Dane III, the president of Trinity Yachts.

Steven Elario of Sapphire Seas announced his joint central listing for M/Y Olga, 121-foot Crescent. Olga will be on display at Ft. Lauderdale International Boat Show. For details contact Elario at selario@SapphireSeas.com or call +1.954.830.0288 and visit www.sapphire-seas.com.

Camper & Nicholsons International announced these recent sales: the 138-foot (42m) M/Y Blue Eyes in Antibes; and the 100-foot (30m) S/Y C’est La Vie in the Unites States.

The brokerage also added several yachts to its central agency listings for sale, including the 178-foot (54m) CRN M/Y Maraya with Jeremy Comport;

the 164-foot (50m) Benetti M/Y QM of London with Michael Payne; the 138-foot (42m) Perla Del Mare, the 112-foot (34m) Bonita J, and the 99-foot (30m) Benetti M/Y Jack Blu, all with Matthew Fisher; and the 112-foot (34m) Westport Symphony II with Bob O’Brien.

CNI also announced that the 228-foot (70m) charter yacht Sherakhan will be cruising Patagonia this winter and Panama this winter. Her crew of 18 will take her south this fall from the Netherlands through the Cape Verde Islands to South America via either Uruguay or Buenos Aires.

Several CNI charter yachts are heading to the Indian Ocean this winter, including the 212-foot (64.5m) Silver Angel, the 197-foot (60m) Cloud 9, the 195-foot (60m) Magna Grecia, the 184-foot (56m) S/Y Panthalassa, and

the 184-foot (56m) Galaxy.After the Monaco Yacht Show, M/Y

Cloud 9 goes to Abu Dhabi before going to the Seychelles, Maldives and Thailand for charters. M/Y Magna Grecia will also be in the Seychelles and Maldives.

Broker Michael Nethersole of Northrop and Johnson has sold S/Y Gloria, the 126-foot Jongert designed by Pieter Beeldsnijder and built in 1986.

She is built in steel with mahogany clad aluminium superstructures, and aluminium masts and booms. For more information visit www.northropandjohnson.com.

Fraser Yachts added several new yachts to its central agency listings for sale. These include the 195-foot (60m) Trinity M/Y Ulysses with Stuart Larsen of Ft. Lauderdale; the 160-foot (49m) Delta M/Y Newvida with Antoine Larricq of Monaco; the 140-foot (43m) Abeking & Rasmussen S/Y Hetairos with Jürgen Koch of Spain; the 110-foot (34m) M/Y Samra built by Clelands

Charter fleets grow, listings expand and boats in shows

M/Y Lady LindaS/Y Gloria

M/Y Olga

See BOATS, page B18

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

it. But the beam caught their yacht’s deeper hull just forward of the bow thruster – right into the owner’s suite.

From the bridge, Brian Mitchell saw the bow of the yacht rise into the air, swing nearly 180 degrees and drop back into the water.

From the galley, Sue Mitchell didn’t feel that motion; she just heard that awful noise.

She ran to the VIP stateroom midships. She saw no water there, but the mirror was smashed and the wall was pushed in. Quiet now, she could hear hissing farther forward and ran to the owner’s suite.

The H-beam pierced the hull below the owner’s cabin, completely shrouding the en suite in fabric, metal and material. She radioed the bridge and collected a few of the owner’s belongings. She ran to the engine room and started the bilge pumps while the captain regained control of the yacht, beaching her off to port, props still in deep water.

“I was not interested in why [water was coming in],” she said. “I was only interested in keeping the boat stable.”

The accident happened in an instant.

“It was all very surreal,” Mitchell

said. “You train for emergencies, but until you are in one, you really don’t fully appreciate how much good seamanship, common sense and regimentation help. Either your instincts kick in or you panic.”

It didn’t take long to learn her first lesson: Don’t sign a salvage agreement in an emergency. Have an agreement with a tow and salvage company before an emergency arises.

“We refused to sign at that point,” Mitchell said. “No loss of life was imminent and we were not taking on more water. We were aground, and the engines were operational.”

Capt. Mitchell called the boss, the boss’s attorney, and everyone else who needed to know about the accident, including the insurance company. Surveyor Dave Morris of Morris Marine in Ft. Lauderdale was aboard within hours and helped the Mitchells organize a tow to a nearby yard.

But that facility ultimately couldn’t handle the complexity of the repairs, Mitchell said. Once the yacht was hauled and surveyed, preliminary work began. When the issues got difficult, work stopped.

“We were up on the hard, jammed in a shed with a hole in the hull,” Mitchell said. “I had a conference with the insurance company and

told them I had no confidence in the yard to get the work done. They were very supportive. They came over and agreed.”

Mitchell’s second lesson learned: Negotiate with the insurance company for a good yard from the start.

Mitchell worked with the insurance assessor to find another yard. They agreed on two options, interviewed them both, and the owner agreed to move the yacht to Bradford Marine in Ft. Lauderdale.

But before the yacht could be moved, it had to be patched and launched. The yard told her there was no one available to patch it and they couldn’t schedule anyone for the foreseeable future.So she found a fiberglass repairman, someone the insurance company would accept, who could patch the yacht to class standards. ABS approval was required for everything.

She wrote a letter canceling the relationship with the yard, had the hole patched and got the vessel ready to launch. Finally, with her insurance claims manager by her side, the yard launched the yacht.

Some may not realize that crew play an important role in accident recovery issues, Morris said. Often, they are the only ones who can resolve issues.

“The insurance company can’t decide where work gets done; it’s not their boat,” said Morris, an independent surveyor who works with several insurance companies.“They can say what they will pay for, but it’s the crew’s responsibility to select competent contractors and where the boat will be repaired.

“Most people’s perception of insurance is with minor automobile damage, where the insurer says take it to XYZ, our authorized repair facility,” he said. “That’s just not the way it’s done in marine.”

Mitchell’s third lesson: Stay in control.

Initially, the insurance company wanted to put a project manager on the yacht; Mitchell said no.

“We knew the boat better than they did,” she said. “Eventually, you get the insurance company on your side. If you are willing to act on the insurance company’s behalf and on the owner’s behalf, they should support you.

“This is a business deal,” she said. “The owner’s interest and the insurance company’s interest have got to be protected. The insurance company has an ownership interest in the vessel throughout the repairs until

CLAIMS, from page B1

Emergencies: ‘Either your instincts kick in or you panic’

See CLAIMS, page B13

LESSON LEARNED

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

the claim is closed.”To build credibility, Mitchell held

meetings each week with insurance company representatives and the yard, and as needed whenever issues came up that needed to be revealed or negotiated.

“We were constantly having the insurance assessors on board,” she said. “We shared notes and photographs, and I kept a constant eye on the accounts. I sourced all the materials for the repairs, not the insurance company or the yard. If we found that a contractor wasn’t working out, we got someone else immediately.”

Mitchell’s vigilance paid off.“The success story here is Sue, who

took control and managed the project,” Capt. Mitchell said. “She saved the insurance company all sorts of money.”

While he could not speak to the financial benefits of having crew actively involved in insurance matters, Morris did say crew are vital to his investigations.

“I look to the crew, primarily the senior crew, to provide me with the circumstances of the loss,” Morris said. “The captain’s responsibility first is to protect lives and limit personal injury. After that, if there is any property he

can protect, he must do that. Then take notes. It’s not his job when things are going on to write down all these details, but later that day or the next, the incident needs to be documented.”

It’s often a good idea, if there are enough crew aboard, he said, to have one person photograph and document the incident.

Even before an incident, detailed records will help a claim. Take, for example, a 5-year-old boat with recently replaced navigation equipment that suffers a loss. Unless the upgrades are documented, the insurance company will depreciate

that equipment five years instead of just the one.

“In the engine room, regular maintenance records go a long way in covering an equipment failure,” Morris said.

The biggest part of being in control of an insurance claim and repair, Mitchell said, was living aboard -- her fourth lesson.

“It was a big call to stay aboard, but it was critical that someone live on the boat,” she said. “Listen, you are either a boatie or you’re not. And with boating comes the good, the bad and the ugly. If you are not prepared to handle that,

then this isn’t the job for you. “It’s better to live on the boat during

a refit to use all the systems, waste, water, A/C,” she said. “It’s better for the boat. The worst thing is to leave all those systems off.”

Now that it’s all over, Mitchell can look back and see that the accident was a blessing in disguise, she said.

“We had an opportunity to look at and fix everything,” she said. “And it was a great learning experience for the crew. They got to see the insides of the boat, see the boat stripped down to the hull and rebuilt.”

Mitchell has taken her experience with insurance claims to her latest post, joining a 130-foot yacht in the middle of a claim for a blown engine. The owner hired the Mitchells not only for their yachting skills but specifically to handle the insurance issues.

“I have six to my credit,” Mitchell said. “It’s all about keeping good records. Make a diary straight away of who comes on the boat and who you talk to. It’s all about keeping control of the job, if you’re able to handle it.”

Have you learned a lesson that other crew members might benefit from? Share your experience with your colleagues. Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

Lessons in retrospectl Know where your policy is and what it says about claims. The first thing the insurance assessor wanted was the policy. In Mitchell’s case, the policy outlined the steps an insured has to take to make a claim.l Keep good records. Begin as soon as you can and record everything, everyone who comes aboard, everyone you talk to, all the work being done, all the money being spent. Everything.l Keep your tracker on so you have a record of where the boat has been.

What a surveyor wants to know when you claim a loss:l The date and timel The precise location, lat/long, clip number, address, etc.l Names of everyone on board, and if the claim is serious, their contact information because they will be interviewed as witnesses.l Conditions – were you underway, intended destination, course/heading, speed -- all the stuff that should be in the log.l Details of the loss, what happened.

CLAIMS, from page B12

Have enough people on board? Assign one to take photosLESSON LEARNED

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

by Mario Vittone

The new captain jumped from the cockpit, fully dressed, and sprinted through the water. A former lifeguard, he kept his eyes on his victim as he headed straight for the owners who were swimming between their anchored sportfisher and the beach. “I think he thinks you’re drowning,” the husband said to his wife. They had been splashing each other and she had screamed but now they were just standing, neck-deep on the sand bar. “We’re fine, what is he doing?” she asked, a little annoyed. “We’re fine!” the husband yelled, waving him off, but his captain kept swimming hard. ”Move!” he barked as he sprinted between the stunned owners. Directly behind them, not ten feet away, their nine-year-old daughter was drowning. Safely above the surface in the arms of the captain, she burst into tears, “Daddy!”

How did this captain know – from fifty feet away – what the father couldn’t recognize from just ten? Drowning is not the violent, splashing, call for help that most people expect. The captain was trained to recognize

drowning by experts and years of experience. The father, on the other hand, had learned what drowning looks like by watching television. If you spend time on or near the water (hint: that’s all of us) then you should make sure that you and your crew knows what to look for whenever people enter the water. Until she cried a tearful, “Daddy,” she hadn’t made a sound. As a former Coast Guard rescue swimmer, I wasn’t surprised at all by this story. Drowning is almost always a deceptively quiet event. The waving, splashing, and yelling that dramatic conditioning (television) prepares us to look for, is rarely seen in real life.

The Instinctive Drowning Response – so named by Francesco A. Pia, Ph.D., is what people do to avoid actual or perceived suffocation in the water. And it does not look like most people expect. There is very little splashing, no waving, and no yelling or calls for help of any kind. To get an idea of just how quiet and undramatic from the surface drowning can be, consider this: It is the number two cause of accidental death in children, age 15 and under (just behind vehicle accidents) – of the

approximately 750 children who will drown next year, about 375 of them will do so within 25 yards of a parent or other adult. In ten percent of those drownings, the adult will actually watch them do it, having no idea it is happening (source: CDC). Drowning does not look like drowning – Dr. Pia, in an article in the Coast Guard’s On Scene Magazine, described the instinctive drowning response like this:

1. Except in rare circumstances, drowning people are physiologically unable to call out for help. The respiratory system was designed for breathing. Speech is the secondary or overlaid function. Breathing must be fulfilled, before speech occurs.

2. Drowning people’s mouths alternately sink below and reappear

above the surface of the water. The mouths of drowning people are not above the surface of the water long enough for them to exhale, inhale, and call out for help. When the drowning people’s mouths are above the surface, they exhale and inhale quickly as their mouths start to sink below the surface of the water.

3. Drowning people cannot wave for help. Nature instinctively forces them to extend their arms laterally and press down on the water’s surface. Pressing down on the surface of the water, permits drowning people to leverage their bodies so they can lift their mouths out of the water to breathe.

4. Throughout the Instinctive Drowning Response, drowning people

SAFETY: DROWNiNG

Drowning portrayals on television are not like the real thing

See DROWNING, page B17

The Instinctive Drowning Response describes what really happens to a drowning person. cOPYRiGHT STEPHEN FiNN; iMAGE FROM BiGSTOcKPHOTO

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

Welcome aboard photo enthusiasts. Last month, I wrote about the histogram, the new light meter of the digital age. Do use it.

I also provided insight as to why shooting RAW or full size TIFFs is far more powerful then shooting JPGs for capturing your most important photographs. The only obstacle is that most pocket cameras only allow

you to take JPGs.In any case, the past several articles

have leaned to being technical yet certainly important elements, even in an amateur photographer’s toolkit.

Eng. Scott Fratcher wrote in with ideas for future columns. Having this kind of input from readers helps me decide what to write about each month, but more importantly, it lets me know about the specific concerns and interests of our readers. Then I can offer my input, which may not provide the complete answer, but will hopefully provide “food for thought” and useful information.

Here are his questions:How do you color correct

underwater photos?

The ocean, being blue-green, means that its natural filtering effect limits the red-yellow or warm spectrum of light. Therefore the color correction will be to reduce the dominance of a blue-green tint or color cast.

Some might suggest using a filter on your camera lens to make a color shift correction, but I don’t. A most important reason is that water and most filters have one thing in common: Both reduce the ability of light to travel. If we are depended on sunlight, our light quickly diminishes as we dive deeper, especially in particle-heavy water.

If we use a flash, it will not throw light as far as it would through air. Most filters -- except for a clear lens protecting, skylight filter -- will, to some extent, reduce the amount of light entering your camera. Less light is always a negative to optimum photographic results (unless it’s for some unusual creative effect). Bottom line is do not use filters.

So what is the best thing to do for color correction? That would be to download your photographs onto your computer and make the correction using software. It’s much easier this way and you get far more control. A free Google program is Picasa 3. Adobe Elements, PhotoShop, Lightroom, Corel and other programs also have color and tint adjustment features.

How do you take underwater photos with the little Olympus Stylus type underwater camera (every charter guest brings at least one)?

I was not exactly sure how to answer this question. Other then the change of elements (water vs. air) through which guests will be shooting, which will have a limiting effect, all the functions and considerations are essentially the same in both environments.

I read about the Olympus u1050 SW and it seems one of the main difficulties with these small cameras in water is handling and hanging on to them. They are slippery when wet and

there’s not much to hold on to. We can explore this question more with some additional feedback.

How do you not lose “being in the moment” when taking a photo?

How about the Scuba Series HD Wide Angle? A useful Web site for underwater cameras is www.digideep.com. This is where I found the HD Wide Angle, which is a mask with a built-in video and still camera. You will not be looking through a viewfinder, so the outcome is a bit more uncertain, but it will help to “not lose being in the moment.”

I will research more to see if I can find an underwater camera with remote control possibilities (or if any reader can beat me to it, let me know). In shallower waters,

you could then potentially use a tripod, and I’m sure there are other inventive ways to keep a camera working at a certain depth. Ultimately, there is always some kind of sacrifice to be made between capturing the moment forever and being in the moment.

To be in it, Scott already mentioned a possible solution himself in a follow up e-mail, and that is to have a designated camera operator for the occasion or several operators on an-agreed-to, rotating schedule of time, giving everyone a chance to capture moments and also be in them.

How do you take the best action water shots, such as during wakeboarding or surfing?

Actions shots are all about shutter speed and moving with the action. If you are on a speed boat pulling a water skier, there is some movement, but not as much as you might think. I have more to say about this, but realized I am reaching my space limit so I will take permission to come ashore. Don’t forget to e-mail in more questions.

Scott had one more question that will have to wait for next time. Until then, permission to come ashore.

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

Ocean color means photos may need corrections

Photo exPosé

James schot

Light underwater is filtered differently and often requires color correction, either

with filters or on the computer. PHOTO FROM MARc FuRTH

PHOTOGRAPHY: Photo Exposé

The Triton www.the-triton.com October 2010 B1�SAFETY: DROWNiNG

cannot voluntarily control their arm movements. Physiologically, drowning people who are struggling on the surface of the water cannot stop drowning and perform voluntary movements such as waving for help, moving toward a rescuer, or reaching out for a piece of rescue equipment.

5. From beginning to end of the Instinctive Drowning Response people’s bodies remain upright in the water, with no evidence of a supporting kick. Unless rescued by a trained lifeguard, these drowning people can only struggle on the surface of the water from 20 to 60 seconds before submersion occurs.

(Source: On Scene Magazine: Fall 2006)

This doesn’t mean that a person that is yelling for help and thrashing isn’t in real trouble – they are experiencing aquatic distress. Not always present before the instinctive drowning response, aquatic distress doesn’t last long – but unlike true drowning, these victims can still assist in their own rescue. They can grab lifelines, throw rings, etc.

Look for these other signs of drowning when persons are in the water:

* Head low in the water, mouth at water level

* Head tilted back with mouth open* Eyes glassy and empty, unable to

focus

* Eyes closed* Hair over forehead or eyes* Not using legs – Vertical* Hyperventilating or gasping* Trying to swim in a particular

direction but not making headway* Trying to roll

over on the back* Ladder

climb, rarely out of the water.

So if a crew member falls overboard and every looks O.K. – don’t be too sure. Sometimes the most common indication that

someone is drowning is that they don’t look like they’re drowning. They may just look like they are treading water and looking up at the deck.

One way to be sure? Ask them: “Are you alright?” If they can answer at all – they probably are. If they return a blank stare – you may have less than 30 seconds to get to them. And parents: children playing in the water make noise. When they get quiet, you get to them and find out why.

Disclaimer: The views and opinions expressed by the author are not necessarily those of the Department of Homeland Security or the U.S. Coast Guard.

Mario Vittone has nineteen years of combined military service in the U.S. Navy and Coast Guard. He is a marine safety specialist with the U.S. Coast Guard. Visit www.mariovittone.com.

Reprinted with permission.

If crew falls overboard, they may look O.K., but don’t be so sureDROWNING, from page B15

Except in rare circumstances, drowning people are physiologically unable to call out for help.

B1� October 2010 www.the-triton.com The Triton MARiNAS

Albany Marina, located south of Nassau Harbor at Providence Point in the Bahamas, is on schedule to accept vessels when the community opens in October, according to a company statement.Phase 1 of Albany’s 71-slip marina was completed in August by Bellingham Marine. Construction included the dredging of a mile-long, 150-foot-wide channel and the creation of a 15-acre deepwater basin with a controlling depth of 16 feet MSL. And 25 of the marina’s largest finger piers, ranging from 50 feet to 240 feet in length, have been installed.Crews are completing final work on the utility and fuel systems, including a fuel dock with high-speed fuel dispensers. Slips have been sold through membership with the Albany Yacht Club.Albany Marina has six large decks in the southwest and north sections of the marina for use by marina guests as staging areas for provisioning their vessels to spaces for hosting gatherings.Main walks measure 12 feet wide, and fingers range from eight to 10 feet.

Docks feature freeboards of 30 inches, and gangways are rated for use by golf carts and other service vehicles. A single 12-foot-wide gangway, rated for use by larger vehicles, has also been installed to access the central fuel dock and dock master’s office. The completed resort facility -- built by Joe Lewis, together with golf legends Tiger Woods and Ernie Els -- will include an Els-designed golf course, cottages, single-family homes and marina residences, an equestrian center, and a beach club.

Jamaica marina refurbished The Port Antonio Marina in Port Antonio, Jamaica has reopened following refurbishment. Di Ole Marina was recently leased to the Sir Henry Morgan Angling Association, sponsors and operators of the annual International Marlin Tournament at Port Antonio. The marina will also play host to the 47th Port Antonio International Marlin Tournament Oct. 9 to 16. For information contact Morris Smith, manager, at +1 993-3538 and visit www.diolemarina.com.

Albany Marina in the Bahamas scheduled to accept vessels

Vessels above the waterline and submersibles below

with Jan Jaap Minnema of Monaco; the 105-foot (32m) Benetti Tradition, hull number 125 for delivery in 2012 with Nabil El Jammal of London; and the 80-foot (24m) Ferretti M/Y El Paradiso with Minnema.

The brokerage also sold the 79-foot (24m) Fariline M/Y Fraisey Grant by Minnema. Visit www.fraseryachts.com.

RJC Yacht Sales has added the 112-foot Westport M/Y True North to its central agency listings for sale.

U-Boat Worx introduced its C-Explorer 2 deep-sea submersible at the Monaco Yacht Show in September 2009. Built for two passengers, it was designed for a maximum depth of 1,000 metres and can remain submerged for 12 hours.It comes standard with air conditioning, stereo and champagne cooler.

For more information, visit www.uboatworx.nl

Merle Wood and Associates announced the following new central agencies for sale: M/Y Nice N Easy, 157-foot Christensen, as a joint central with IYC and M/Y Cariad 150-foot Trinity. For more information visit www.merlewood.com.

U-Boat Worx deep-sea submersible, C-Explorer, on display at the Monaco Show in 2009. Built for for two

passengers for depths to 1,000 meters.PHOTO/MiKE PRicE

BOATS, from page B11

The Triton www.the-triton.com October 2010 B19

By Jack HorkheimerWhenever the seasons change

on Earth, so too do the stars change overhead, thus the phrase “the stars of the season.” That phrase usually refers to the major stars and star groups that reach their highest position above the horizon in mid-evening, so because autumn officially began on Sept. 22, we could already see a change in the stars overhead.

Any night during the first two weeks of October around 10 p.m., look just west of overhead and you will see the three bright stars that make up the points of the Summer Triangle: the brightest being Vega in the constellation Lyra the Harp, the second brightest, Altair in Aquila the Eagle, the third brightest being Deneb in Cygnus the Swan.

During the first week of summer at the end of June, the Summer Triangle was just rising in the east at 10 p.m. But if you went out at 10 p.m. each successive week all summer long you would have noticed that the Summer Triangle was a little bit higher in the sky each week. By the end of August, was almost directly overhead at 10 p.m.

If you looked to the northeast at 10 p.m. at the end of August, you would have noticed that the autumn constellation Cassiopeia, a group of five stars that, when connected by lines, looks like the letter “m” or “w” on its side, was just rising.

And if you looked just above and east of Cassiopeia you would have also seen four dimmer stars that, if you draw lines between them, make up a great rectangle or square called the Autumn Square or the Great Square of Pegasus, because it is part of the huge constellation Pegasus, the winged horse.

Then, if you went out each successive week in September at 10 p.m., you would have noticed that the Summer Triangle was slowly moving past overhead and beginning its descent toward the western horizon while the autumn square of Pegasus was ascending higher and higher in the east, so that by the first two weeks of October it is almost overhead at 10 p.m.

instead of the Triangle.

I think it is rather poetic that the three blazing hot stars that make up the Summer Triangle are replaced by the four much dimmer and softer stars of the Autumn Square because autumn is, after all, the softest

and gentlest season of the year.

So go out and see for yourself how the heavens above have their own seasons just as our Earth has below. Look first for the Summer Triangle west of overhead beginning its

descent toward the western horizon,

then look for autumn’s Cassiopeia in the northeast, and finally almost overhead, autumn’s Great Square, which the ancient Babylonians believed was the doorway to paradise.

And if indeed autumn is a visual paradise on Earth, how appropriate that this lovely portal to a cosmic paradise heralds in the loveliest of seasons.

Keep looking up.

For more information about stars, visit www.jackstargazer.com.

Gentle autumn brings change in nightly sky, see for yourselfVeteran naked-eye astronomer,

columnist dies Jack Horkheimer, executive director

of the Miami Museum of Science and Space Transit Planetarium for 35 years, died in Miami of a breathing ailment on Aug. 20. He was 72 years old.

Horkheimer created and hosted “Star Gazer”, a weekly public television program that encouraged naked eye astronomy and ran for more than three decades on stations across the world.The Triton has published scripts from his shows for the past six years. This show was produced before he died.

- Lucy Reed

Any night during the first two weeks of October around 10 p.m., look just west of overhead and you will see the three bright stars that make up the points of the Summer Triangle.

iN THE STARS

B�0 October 2010 www.the-triton.com The Triton

Oct. 1 Golf Bonanza 2010 Grande Bastide Golf Course, Grasse region, France. Annual yachtie Golf Tournament at the Grande Bastide Golf Course. For more information and to register please log on to www.rivierayachtsupport.com.

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

Oct. 3 SunTrust Sunday Jazz Brunch (first Sunday of every month) at Riverwalk from 11 to 2, Ft. Lauderdale. Free. www.fortlauderdale.gov Breast Cancer Awareness Month. Nicole Sasser, Liz Sharp and Company, Julian Purefoy, Cat Shell.

Oct. 5-7 ABYC Basic Marine Electric course, Portland, Oregon. Designed for the marine professional who is an electrical novice with minimal or no electrical experience. Topics include basic theory, alternators, battery charger, bonding. AC/DC standards and troubleshooting practices. Call +1 410-990-4460 with questions or visit www.abycinc.org for more classes.

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

Oct. 7 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. RSVP to Associate Editor Dorie Cox at dorie@the-triton.com or 954-525-0029. Space is limited.

Oct. 7-11 41st annual U.S. Sailboat Show, Annapolis City Dock and Harbor, Annapolis, Md. More than 50,000 boating enthusiasts attend this premier sailing showcase. www.usboat.com

Oct. 9-10 annual Columbus Day Regatta from Miami’s Biscayne Bay to the Florida Keys. www.columbusdayregatta.net

Oct. 14-17 39th annual U.S. Powerboat Show, Annapolis City Dock and Harbor, Annapolis, Md. The show follows the U.S. Sailboat Show and features motor yachts and trawlers to high-performance boats and offshore fishing machines. www.usboat.com

Oct. 15-May 15 The commercial and recreational harvest season for stone crab claws in Florida. More information regarding the recreational harvest of stone crab claws is available online at MyFWC.com/Rules (click on “Fishing - Saltwater”).

Oct. 22-Nov. 11 25th annual Ft. Lauderdale International Film Festival, the longest film festival in the world and one of the most important regional shows in the United States. Films are shown at various locations and times and include seminars, films for kids, outdoor family movies, and a variety of gala events. www.fliff.com

Oct. 23 Fluid Soul Cancer Foundation benefit for yacht crew Ben Stubbs, Manor Lanes in Ft. Lauderdale. www.fluidsoulcancerfoundation.com

Oct. 24-26 9th biannual Drystack Conference, Ft. Lauderdale. Includes exhibits, seminars and networking for marina industry professionals. Organized by the International Marina Institute. www.marinaassociation.org

Oct. 27-28 Southeast Florida Marina Study Tour, Ft. Lauderdale. Tours of seven marinas: Rybovich Superyacht Marina, New Port Cove, Old Port

Cove, the City of Hollywood Municipal Marina, Bill Bird Marina and Miami Beach Marina. Followed by an analysis of each and dinner. Organized by the International Marina Institute. www.marinaassociation.org

Oct. 27 International Superyacht Society (ISS) annual membership meeting and breakfast, Bahia Mar Beach Resort & Yachting Center, Ft. Lauderdale. Presentation: “Antarctica and Patagonia: The Ultimate Destinations for Superyachts”. Open to all ISS members, media and interested parties. 8-10:00 a.m. Call 954.525.6625 or visit www.superyachtsociety.com.

Oct. 28 ISS Anniversary of Awards for Design and Leadership, Marriott Harbor Beach Resort, Ft. Lauderdale. “Hollywood Goes Yachting” theme, invitations will be sent Oct. 1. 7:30 p.m.-midnight. Call 954.525.6625 or visit www.superyachtsociety.com.

EVENT OF MONTH

Oct. 13Triton Boat ShowKick-off Party

Kick off the Ft. Lauderdale boat show season with a celebration of beers at a Triton-style Oktoberfest at the Downtowner Saloon. All yachting industry folks are welcome.

Stay tuned at www.the-triton.com. RSVP requested.

Boat show season in Genoa, Ft. Lauderdale, AnnapoliscALENDAR

See CALENDAR, page B21

Networking and fun kick-off the boat show season at The Triton party in Ft. Lauderdale. FiLE PHOTO

The Triton www.the-triton.com October 2010 B�1

Oct. 29 Perfect Setting Tabletop Challenge 2010. Does your yacht charter? If so, showcase your crew’s table-setting skills and sign up for the 3rd Annual Perfect Setting Tabletop Challenge. Hosted by Yacht Next, entrants for 20 yachts (all must be participating in the Fort Lauderdale Boat Show) will have the chance to show their table-setting stylings in two categories: “Dress to impress” (formal interior dining) and “Going Green” (informal exterior dining). Crew may choose to participate in one or both categories. Prizes will be awarded for first, second and third place in each category as well as the grand prize for “Best in Show”.To enter go to www.perfectsettingchallenge.com Oct. 29 ISS YachtInfo Crew Seminars, Captains Briefing and cocktail party organized by ISS, MIASF and USSA, Bahia Mar Beach Resort and Yachting Center, Ft. Lauderdale. 9:00a.m.-7:00 p.m. Call 954.525.6625 or visit www.superyachtsociety.com.

Nov. 3 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.). YES-fest with Yacht Entertainment Systems (YES) at Broward Shipyard, 750 NE 7th Ave., Dania Beach, Fla. No RSVP necessary just bring plenty of business cards. www.The-Triton.com

Nov. 7 SunTrust Sunday Jazz Brunch (first Sunday of every month) at Riverwalk from 11 to 2, Ft. Lauderdale. Veteran’s Day Salute. Noreena Downey and The Dizzy Blue Big Band, Frank Hubbell’s Swing Quartet, Harvey Nevins Quartet, Billy Bones. Free. www.fortlauderdale.gov

Nov. 9-11 ABYC Basic Marine Electric course, Albany, NY. Designed for the marine professional who is an electrical novice with minimal or no electrical experience. Topics include basic theory, alternators, battery charger, bonding. AC/DC standards and troubleshooting practices. Call +1 410-990-4460 with questions or visit www.abycinc.org for more classes.

Nov. 13 Errol Flynn Benefit Ball, Jamaica. The 100th anniversary of Errol Flynn’s birth, the annual ball provides funding to a local charity. Errol’s widow, Mrs. Patrice Wymore Flynn, also of Portland, is patron of the event. Tickets at $6,500.00 Jamaican dollars (USD$77.00) also include an extensive buffet dinner and complimentary drinks throughout the evening. For information call Errol Flynn Marina in Port Antonio +1 876-715-6044.

Nov. 18-21 Billfish Tournament, www.miasf.com/billfish.

Nov. 30-Dec. 2 Seatrade Med www.cruiseshippingmiami.com

Dec. 5 SunTrust Sunday Jazz Brunch (first Sunday of every month) at Riverwalk from 11 to 2, Ft. Lauderdale. Jimmy Cavallo, East-West Fusion, Peter Betan & Marc Berner, WT Heck. Free. www.fortlauderdale.gov.

Dec. 6-10 Intermediate Marina Management course by the International Marina Institute, Ft. Lauderdale.The first step toward becoming a Certified Marina Manager (CMM) or Certified Marina Operator (CMO). Topics include marina law, contracts, risks and liabilities, fire- and emergency-response planning, and fuel-system management. www.MarinaAssociation.org, +1-401–247–0314. Dec. 7-9 ABYC Standards Certification course, Jacksonville, Fla. Call +1 410-990-4460 with questions or visit www.abycinc.org for more classes.

Dec. 7-9 ABYC Standards Certification course, Costa Mesa, Calf.

Dec 9 Conch Republic Navy Flotilla Sail Along to Port Antonio, Jamaica. Led by Admiral Finbar’s 74-foot schooner Wolf, the flotilla departs from Key West, Fla. Goal is to attract 50 yachts to this “first” for Jamaica. The pre-departure seminars are not only designed to insure all participants have both the sailing experience and are properly equipped for the voyage but also to instill confidence in each participant needed for an uneventful passage.The flotilla organizers will be working closely with the Jamaica Tourist Board and a number of sponsors to “roll out the red carpet” for the flotilla’s arrival in Port Antonio, tentatively set for Dec. 21-23. For information on registering for the flotilla, call 305-296-0604 or email sailaway@schoonerwolf.com.

Dec. 14-17 ABYC Marine Systems Certification course, Mystic Seaport. Call +1 410-990-4460 with questions or visit www.abycinc.org for more classes.

MAKiNG PLANSDec. 6-11Antigua charter Yacht Show

49th annual Antigua Charter Yacht Show, Antigua, in Falmouth and English Harbors with shuttle service between marinas. www.antiguayachtshow.com

Films, forums, seminars, tours and awards CALENDAR, from page B20

cALENDAR

The Triton www.the-triton.com October 2010 B�3SPOTTED: Newport Ri; cannes

Triton Spotter

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

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

Chef Peter Ziegelmeier of M/Y Rena was happy to get back to a yachting center in Newport, R.I., so he could pick up his Triton.

“I can always count on finding The Triton here in Newport and loving it. Anyone can read The Triton online (www.the-triton.com), but it just isn’t the same as opening up the crisp newspaper that is sincerely nautical news for

captains and crews.”

Chief Officer Sue Mitchell and Stew Kim Loughlin of M/Y Aqualibrium show off their September Triton at the Festival International de la Plaisance Cannes, otherwise known as the Cannes Show. We found Triton fans

throughout the show.

B�� October 2010 www.the-triton.com The Triton XXXXXXXXXX

www.the-triton.com October 2010Section C

September networking

Candy is not all bad for youJustify that sweet tooth

Octobernetworking

C3At Kemplon Marine Refit and Repair

Bartending on board

C4Vodka, whiskey, rum, tequila and more C8C2

Celebration at Ward’s Marine

In my years as a professional yacht chef, I have seen many resumes and many menus. It is basically a requirement to attach a menu of one

or two weeks to your resume when applying for a job in yachting.

Not only is the crew agency looking for your aptitude as a chef but also your abilities and whether you can fulfill the job they want to recommend you for.

Your menu will say it all, even if you are self-taught. Keep in mind, you will have to be able to back up what you put in that menu.

What your menu really says

When making up a menu, keep in mind these points:

1. Your menu speaks of your creative abilities as a chef. Does it paint a picture of you? Can the owner and captain understand or envision it easily?

2. Your menu indicates where your passion lays, such as in pastry, seafood, meat, etc. Do you use a lot of sweets in savory applications? Do you use a lot of fresh herbs or organics?

3. Your menu will tell the owner, captain and management company how expensive your meals will be. Ultimately, they will take into account whether you use all high-end items all the time or whether you can make five-star meals out of lesser-known cuts. (You may want to consider including a

What your menu says about you on a resume

Culinary Waves

Mary Beth Lawton Johnson

See WAVES, page C6

By Lucy Chabot Reed

This month, we revisit a survey topic from October 2007 – yacht crew benefits – to see if there have been many changes in owners’ behaviors since the recession.

Our survey in October 2007 resulted in just 35 responses, but those captains ran the range of yacht size and tenure and therefore represented what felt like a fair cross-section of the industry.

This month, 120 captains took the survey – again across a spectrum of yacht size and tenure – and the results are about what you’d expect.

Several questions show a stark cost-cutting effort, but there is still no standard when it comes to what yacht owners will offer their crew in terms of employee benefits.

We started this year’s survey with one of the hottest staff retainer benefits on terra firma – health

insurance: Is health insurance a benefit offered on your yacht?

The largest group of captains – more than 57 percent of respondents – said the yacht provides health insurance in some way, either through the boss’s company with premiums fully paid (34.5 percent) or partially paid (14.3 percent), or the vessel reimburses the crew for their own plan (8.4 percent).

This is far fewer than in 2007, when 80 percent of respondents said their vessels offered health insurance.

“In the present economic climate, I do not think that one has the luxury to demand health benefits when the majority of the yachts are on port risk insurance and navigating to bankruptcy courts,” said a captain of more than 30 years. “I still have a job, getting paid almost scale, and wondering what I will do if a major health issue is experienced.”

In 2007, we saw the likelihood of

receiving health insurance as a benefit increase the longer our respondents were on their vessels and the longer they were in the industry.

In 2010, that was still the case. The larger the vessel, in general, the more likely the captain was to have health insurance as a benefit. The opposite was true with length of career, however. Just 42.3 percent of yachting veterans in the industry more than 30 years had health insurance. The newest captains, in yachting less than 10 years, were the most likely to have health insurance – 72.7 percent of them. There was no correlation between current tenure on a vessel and the prevalence of health insurance.

Another common benefit is vacation time, so we asked: How much scheduled time off are you given in a year?

While the likelihood of crew having educational studies paid for is about half what it was three years ago, still about 46 percent of yachts offer this benefit, a bit surprising in such a tight labor market. PHOTO/DORIE COX

TRITON SURVEY: EMPLOYMENT BENEFITS

See SURVEY, page C10

Belts tighter on insurance, crew education

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

About 300 captains, crew and industry professionals met for food, beverages and tours of Ward’s Marine Electric on the first Wednesday in September. Attendees visited service, engineering, engraving, paint and sales departments in

celebration of Ward’s 60th year in business. PHOTOS/DORIE COX

The Triton www.the-triton.com October 2010 C�NETWORKING THIS MONTH: Kemplon

The entire yachting community is welcome to join us on the first Wednesday in October as we rejoin the team at Kemplon Marine Engineering Services for our monthly networking event. This is the fourth time Kemplon is sponsoring our October event, always a fun time with barbecue, music and great networking. Stop by between 6-8 p.m. at 3200 S. Andrews Ave., suite 103, and catch up with some of your yachting friends as we all get into boat-show mode.In the meantime, learn a little more about Kemplon with this question-and-answer feature with Jeff Kemp, former yacht chief engineer, and Colette O’Hanlon, former yacht stew, the owners of Kemplon Marine.

Q. So remind us again about Kemplon Marine Engineering.We’re a refit and repair company. We provide services to yachts: mechanical, hydraulics, heavy rigging, AWS/ASME certified welding, fabrication, machining, plumbing and pipefitting.

Q. It’s a tough time to maintain business now. How have you fared over the past two years?To be honest, 2009 was really tough, especially for a newer business. We started our company in 2005.This year has been better and I believe in the long run the last couple of years will end up teaching us some valuable lessons at Kemplon. During this time everyone on our team has worked even harder than before. We decided that rather than focus on the negative we would work as hard as we could and be as open minded as possible to whatever changes we needed to make along the way.

Q. A little birdie told us you have had a busy summer. What do you attribute that to?A certain amount of luck; the yachting gods were looking down on us. Seriously, we have actually had a good, busy summer and I do have to note that all of the projects we have going on are

repeat customers. I attribute that to having been in business for a certain amount of time. We now have a larger customer base than when we first started out so I’m sure this increases our odds of obtaining summer refits … and, of course, we do excellent work.

Q. What have you seen in terms of trends or problems on yachts in the past year since owners started using their boats again?We haven’t seen problems specific to engineering. Instead, we have noticed that people are very mindful of their budgets. Yachts are definitely doing repairs but everything is being discussed and agreed upfront, which is not such a bad thing. The days of T&M (time and materials) refits are a distant memory. Q. Do you have any new products or services we should know about?Actually, we have slimmed down our services. We reduced the amount of services we provide so that we could focus on “precision” engineering, which is really what we are all about. Custom metal fabrication and precision machining has become our specialty over the last few years.

Q. What does 2011 hold for Kemplon? We do want to begin to expand the scale of projects we get involved with. Our capabilities have grown over the years, our team is top notch and we hope that this will allow us to grow in 2011. We have been working on improving our strengths and trying to be a better, more efficient team during this recession. Hopefully we come out stronger as an organization and continue to provide our customers with even more value for their money.

Network and visit Kemplon Marine’s refit and repair shop

Jeff Kemp, former yacht chief engineer, and Colette O’Hanlon, former yacht stew, the owners of Kemplon Marine

Engineering Services in Ft. Lauderdale.PHOTO/DORIE COX

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

Bartending and cocktail service are part of the daily service expectations on a yacht. It is essential that stews have a basic understanding of the

ingredients in a drink, and how to prepare them. An understanding of what you are serving will not only empower you, but will inspire your guests.

Bartending involves blending

alcoholic spirits with various mixers to create cocktails. A basic bar set-up should include various sodas, juices, fruit garnishes, bitters and spices, a selection of beer and wine, sweet and dry vermouth, and bottles of the basics: vodka, gin, whiskey, rum, tequila, and brandy. You will probably want to have some liqueurs on hand as well.

You need a selection of glassware and basic bar tools, and a bartending book is helpful until you learn the basics.

An alcoholic spirit is a beverage produced by distillation. There are thousands of types. Some are better known than others, but each has its own unique flavor, aroma and history. The character of the finished product is determined by the raw materials used to produce the spirit, the process of fermentation/distillation/filtration, and the amount of time the spirit is left to mature.

The raw materials used to create spirits include grains (for vodka, gin, and whiskey), plants (for rum and tequila), and fruits (for brandy).

1. Let’s start with the grain-based spirits.

Vodka is generally a clear spirit produced from any product that contains starch or fermentable sugars. Traditionally vodka was made from potatoes, but modern vodkas are made with grains such as wheat, rye, barley and corn. Scandinavia, Poland, Russia and Ukraine all claim to have invented vodka, but the origin is under debate.

Different ingredients give vodka its flavor. Potato vodka is generally said to have a sweeter finish; wheat has a soft flavor profile; and rye-based vodka is slightly spicy. Flavored vodkas such as lemon or citron, raspberry, vanilla and even pepper are all popular. To get these flavors, herbs, spices, grasses, and fruit essences may be added after distillation, not during. This is a fundamental difference between flavored vodkas and other flavored spirits, such as gin; the flavoring takes place after distillation.

Traditionally, vodka is served on its own, icy cold, straight from the

freezer. Many types of vodka are combined with various mixers. Some common cocktails are vodka and tonic, screwdriver (with orange juice), bloody Mary (with tomato juice), cosmopolitan (with cranberry juice), and vodka martinis.

Some examples of vodkas are: Absolut, Grey Goose, Ketel One, and Smirnoff.

GIn is an unaged spirit flavored with juniper berries, coriander and combinations of more than 100 botanicals. The initial distillation process is similar to vodka, but gin is redistilled with the addition of botanicals. It is the combination of these that give gin its own character.

Gin is the base for the classic martini, the gimlet, and the Tom Collins. The most popular combination is the gin and tonic. Some examples of brands include Beefeater, Tanqueray, and Bombay Sapphire.

WhIskey is a veritable minefield for the uneducated bartender. The various styles of whiskey are all made from distilled grain mash that has been aged in oak barrels, which gives them their color and adds flavor.

There are five general categories of whiskey: Scotch, including all varieties of malt, grain, and blended Whisky (spelled without the “e”); Irish; American; Canadian; and Japanese. l Scotch: malt, grain, and blended

WhiskySingle Malt: 100 percent malted

barley from one distillerySingle Grain: A grain whisky from

one distillery; can be a mixture of grains

Vatted, Pure, or Blended Malt Whisky: Created by mixing single malt whiskies from more than one distillery. Made only from barley.

Blended Grain Whisky: Created by mixing grain whiskies with more than one grain from more than one distillery.Scotch Whisky has a strong, smoky flavor because it is made with malted grains that have been dried over peat fires. The spirit is then aged in oak barrels for 3 to 50 years. It must be made in Scotland from grain grown in Scotland.

There are more than 100 distilleries in Scotland, separated into six regions by their geographic locations. Each region has its own style. The regions are: The Highlands, Speyside, The Islands, Campbeltown, Islay, and The Lowlands.

Scotch has become popular as a base in such classic drinks as the Old Fashioned and Manhattan, but hardened whisky traditionalists insist on serving malt whiskies neat or with water at room temperature. Blended Scotch whisky is used in the Rob Roy, Scotch sour, and the Sandy Collins.

Some examples of popular brands are Dewar’s, Johnny Walker, Chivas Regal, and Glenlivet. l Irish Whiskey is made from

barley and wheat blended with rye. Its production is similar to that of Scotch whisky, but the grain is not peat smoked. It is distilled three times, producing a more delicate whiskey.

There are only three distilleries operating in Ireland: Midleton, Bushmills, and Cooley’s. They each make a range of brands including: Bushmills, Jameson, and Tullamore Dew.l American Whiskey is the result

of early settlers bringing production methods from their forefathers when they immigrated from Ireland and Scotland. The raw ingredients used generally consisted of more corn and rye than barley.

Bourbon was first produced in the state of Kentucky, and only bourbon from Kentucky can advertise the state in which it was made. A signature of American whiskey is the use of “sour mash” yeast from previous batches. An example is Jim Beam Kentucky Straight Bourbon.

Tennessee Whiskey differs from Bourbon Whiskey in that the whiskey is filtered through maple charcoal before aging. An example of Tennessee Whiskey is Jack Daniels Sour Mash Whiskey.

All straight American whiskies, except straight corn whiskey, must be aged for a minimum of two years in new American oak casks that have been charred on the inside. The charring of the wood caramelizes the sap and gives the whiskey sweet, smoky flavors. The barrels cannot be reused, so they are sold to other spirit distillers of Scotch, tequila and rum.

Cocktails made from bourbon include the Old Fashioned, the Manhattan, and the Mint Julep. Popular brands include Jim Beam, Jack Daniels, Makers Mark and Wild Turkey. l Canadian Whiskey must be made

from grains grown in Canada and aged for three to 18 years in charred oak barrels. Canada’s production laws are more flexible and allow the use of different combinations of grains, different types of stills, and allow whiskey to be aged in sherry, port, whiskey, or Scotch barrels.

It is served similar to other whiskies. A classic cocktail that is popular with Canadian Whiskey is the Manhattan. Popular brands include Black Velvet, Canadian Club, Canadian Mist and Crown Royal.l Japanese Whisky is made in

similar way to Scotch, but it is a lighter style that better suits Japanese cuisine.

The Spirit of The Drink

Stew CueS

Alene KeenAn

Bartending is a knowledge-heavy skill; be prepared to study

See CUES, page C5

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

Brands include Hibiki, Kakubin, Royal Whisky, and Yamakzi. It is generally served neat or over ice or with a little water.

2. Plant Distillates are next on the agenda, including rum, tequila and mescal.

Rum is made from sugar cane or molasses. It is fermented and distilled and then aged in barrels. Often ex-Bourbon barrels are used. Sometimes they are re-charred on the inside to carmalize the wood and give the rum more character. Rum can be aged, unaged, flavored, or dark.

Cocktails made with rum include the pina colada, daiquiri, mojito, and mai tai.

There are hundreds of brands of rum from many parts of the world. Bacardi, Captain Morgan, Goslings, Mount Gay, and Pussers are just a few popular brands.

Cachaca is a rum-like distillate from Brazil that is quite popular nowadays, used mainly in the caipirinha.

TequIla must be made from at least 51 percent blue agave. The blue agave looks like a cactus, but it is actually part of the lily family. The plants take 8-10 years to mature. Only the heart of the plant is used. It is baked or steamed before extraction and distillation.

Mescal, on the other hand, can be made from any of more than 200 types of agave, and the product is roasted, which gives its distinctive burnt, smoky flavors.

Tequila is categorized according to the percentage of agave used and the length of time it is aged. White tequila has been aged for 60 days. Gold tequila is made the same way as white, but flavoring and color are added. Reposado (rested) is aged for 60 days to one year and Anejo (aged) is aged for more than one year.

Popular drinks include the margarita, tequila sunrise and bloody Maria. Popular brands of tequila include Jose Cuervo, Patron, Don Julio, and Sauza. Monte Alban is a popular brand of Mescal.

3. Fruit distillates are made using fermented fruit juices. Most fruits can be used as the base for distillates, but grapes are the most popular choice and are used to make brandy. Other popular fruits used include apples, pears, and plums.

Brandies are made all over the world, mainly in wine-producing countries including France, Chile, Germany, Italy, Spain and the United States. The most famous brandies are from the French regions of Cognac and Armangnac, and for the sake of simplicity we will concentrate on these.

CoGnaC is from the region around the town of Cognac. There are three classifications (and price ranges): VS

(Very Special), VSOP (Very Special Old Pale) or Reserve, and XO (Extra Old). Cognac is usually distilled twice and aged in French oak.

Younger cognacs are used more for mixing cocktails, including the Brandy Sour, Brandy Julep, Brandy Collins, and the Brandy Old Fashioned. More mature cognacs are reserved for sipping from a large brandy balloon or snifter. The most popular brands are Courvoisier, Hennessey, Martell, and Remy Martin.

aRmanGnaC is from the Gascony region of southwest France, and is the

oldest French brandy. It is made in much the same way as Cognac, but it is usually distilled once and aged in black oak. Unlike Cognac, Armangnac produces vintages.

As with Cognac, the younger brandies are used in mixed drinks, while the more mature Armangnacs are best for sipping. Brands include Baron de Sigognac, Comte de Lauvia, and Janneau.

Well, there you have it, a brief primer on the spirits used in mixing cocktails. Bartending can seem overwhelming, especially when you are new to it, but

once you learn the basics you can impress your guests and really start to have fun learning.

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

CUES, from page C4

Grapes, apples, pears and plums popular choices for distillates

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

separate menu for crew, and don’t go as high-end for the crew meals as you do for the owner and guests.)

If you are at a loss on how to begin, start with research. Get online and check out some menus on charter yacht Web sites. Search for some well-known restaurants and browse their menus to see how they describe meals. Ask chef friends to see their sample menus.

Once you get an idea how it will look, now you have to pick your meals.

Your strengths and weaknesses

The well thought-out menu is your signature. It is “who you are” as a chef and it is as unique as your fingerprint. It is what the yacht owner, charter manager and captain sees before they meet you, so you want your best foot forward. It is wise to review your strengths and weaknesses before you put it down permanently on paper.

Consider these points:1. Can you write well? If not, get

someone who can. If you can’t find one, buy a book on menu writing and a thesaurus.

2. Do you notice a pattern on your seven-day menu? Are the breakfasts all the same? Do you have too much seafood and not enough of another protein? Do you offer baked more than smoked, blackened or broiled? Your menu is not what you like, but a range that you can offer guests. Look for a pattern and correct it.

3. Do you have experience with special diets? Do you know how to cook for someone suffering from celiac disease or what substitutions to make for someone suffering from diabetes? Maybe your strength lies in cooking vegan or heart-healthy foods. Emphasize that aspect. The atmosphere, menu and food should be a reflection of one another. Use of natural or Earth-friendly foods is now trendy.

The changes of today

What I have noticed over the years are the changes that have taken place in what constitutes a good menu. Gone are the days of long-winded explanations and obscure culinary terms that even other chefs can’t decipher. Instead, consider writing a menu like this:

1. Clean, precisely written without a lot of excess verbiage or adjectives, simple, understandable.

2. Effectively communicates the concept of each meal. Are you going

ultra-modern or French classic?3. Selects words that describe a bit

about the main ingredient (and origin, if you want to stress it) and how it is cooked, such as a Brazilian Churrasco Picanha or Broiled Stuffed Calibogue Sound Oysters.

4. Easily read and understood by the average yacht guest. (But do offer a little of yourself in the menu to reflect your personality.)

The menus that stick out in my mind were the ones that were simple, but that encompassed unique pairings. These cutting-edge menus were written so that even the person lacking culinary knowledge could appreciate them. The best menus convey the sense of the dinner, the atmosphere, the surroundings and what the meal will be, all wrapped up neatly in a package.

Every yacht is different and every owner is different. So, too, is every yacht chef and his/her capabilities, right down to the tablecloth and service they request for their meals. You certainly want to take this into account when creating a menu. Does the yacht have

silver service? Is it capable of being flexible with different serving styles?

Finally, know your limitations. If you don’t speak French, don’t start using sophisticated French words on your menu that you cannot pronounce. Sure, you might be able

to cook it but if the owner asks you what you serving and you fumble it, you’ve lost all credibility. Reword it or learn how to read, write and pronounce the words you want to use.

Be comfortable with the dishes you include. Be sure you know what each ingredient is, how it is used, and how it is going to be used in the dish. Make sure you know if the flavors mix well and complement each other. One of your meals is likely to come up in the interview, and you want to be ready to talk about it knowledgeably.

You can stand out among a crowd of other yacht chefs vying for the same yacht, you just have to find your voice and put it on paper.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. (www.themegayachtchef.com) Comments on this column are welcome at editorial@the-triton.com.

WAVES, from page C1

Boring patterns in menus? Identify and eliminate them

The menus that stick out in my mind were the ones that were simple, but that encompassed unique pairings. These ... were written so that even the person lacking culinary knowledge could appreciate them.

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

1 vanilla bean, scraped2 cups red beans, cooked1 teaspoon Chinese five spicepinch of nutmegpinch of cinnamon6 oz firm tofu1/2 cup brown sugar blend, Splenda1/4 cup vanilla soy milk, plus more if

needed4 tablespoons bloomed gelatinpinch of salt

Scrape the vanilla bean and add to cooked beans, with the Chinese five spice powder, nutmeg and cinnamon.

Puree the red beans with the tofu, pulsing until the tofu is blended.

Add the sugar, soy milk and gelatin, and pulse until blended. If too thick, add a little more soy milk.

Remove and put in molds. Refrigerate for several hours until firm.

Serve with:Sugar Crusted Almond Crumble1 cup of skinned almondsSimple syrup (equal parts of sugar and

water, heated and cooled)Granulated sugar for dusting

Brush the almonds with the simple syrup and toss in white sugar.

Bake in a 325-degree oven until dry and crunchy, about 2 hours.

When ready to use, chop.Store in airtight container.

Coconut Jasmine Rice1 1/2 cups water1/4 cup sweetened condensed milk1/2 cup Coco Lopez 1 1/2 cup jasmine rice

Mix the water, milk and Coco Lopez.Heat to boiling, add the rice, reduce and

simmer until done, about 10 minutes.

Caramelized Red Beans1 cup red beans, cooked1 cup brown sugar1 teaspoon cinnamon

Cook the beans with the sugar until the sugar turns slightly dark.

Remove, cool, and chop the beans in half.

Roasted Pineapple1 small pineappleLight brown sugar for sprinkling

Slice the pineapple and roast in a 350-degree oven.

Chop or slice to use as garnish as you choose.

To plate:Place a mold of the mousse on a plate.Scoop a little rice on top and add a dash

of cinnamon.Sprinkle beans, almond and pineapple

around the plate as you choose.

Five-Spice Red Bean-Scented Vanilla Mousse

PHOTO/MARY BETH LAWTON JOHNSON

IN THE GALLEY: Culinary Waves

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

By Carol Bareuther

The winter holidays are approaching and that means a lot of candy. These sugary confections aren’t health food, by any means, but there are ways to satisfy your sweet tooth and maintain good health, too. The key is to choose your sweets wisely.

Dark chocolate.The rich number of flavonoids, or

plant substances that have disease-preventing antioxidant powers, is what makes dark chocolate a healthier choice over its milk chocolate counterpart.

Studies have shown that dark chocolate exerts a delicious heart healthy effect by lowering blood pressure and lowering blood cholesterol. Other benefits are as an anti-depressant thanks to its serotonin content, and as a mood improver due to its ability to stimulate endorphin production. More is not better when it comes to dark chocolates benefits. Most studies show these health pluses can be achieved with a 3.5-ounce dark chocolate candy bar daily.

Nut versus coconut fillings.For those who like a little something

more in their candy bar, choose wisely. Opt for nuts over coconut.

Both nuts and coconut contain high levels of fat, but the monounsaturated fatty acids in nuts is heart healthy compared to the saturated artery-clogging fats in coconut. Nuts also pack several other nutritional goodies into a small package. Many types of nuts contain omega-3 fatty acids, which can help prevent arrhythmias or irregular heartbeats. Vitamin E can help stop plaque build-up in artery walls, and the dietary fiber in nuts can help lower cholesterol.

Fun-size candies.Whether you call them fun size,

minis or snack size, these smaller versions of candies provide automatic portion control. All you need is the self-control to savor one and you can eat your candy and save calories, too. For example, an average fun-size candy bar provides 80 to 90 calories, while its regular size counterpart can range from 275 to 500 calories, depending on variety.

Hard candies.Most hard candies are fat free.

That’s because they’re made of sugar, water and flavoring. Because of this,

hard candies tend to be lower in calories than chocolate candy bars. For example, one hard candy mint provides 36 calories while a 2-ounce chocolate bar contains anywhere from 250 to 280 calories, depending on brand.

So, instead of biting into a big candy bar, suck on a mint or lemon drop instead. Peppermint, like what’s found in Christmas candy canes, can also help cure the ills of irritable bowel syndrome, according to a 2008 study conducted at McMaster University in Canada. In addition, some initial studies show peppermint can aid in simple indigestion, which could be a

boon during the holidays.

Chewing gum.

Chomping down on a few sugarless slivers of gum can help you lose weight, gain a mental edge and prevent tooth decay.

Last year, researchers at Louisiana

State University found that when they fed 115 gum chewers lunch, and measured their cravings for food after the meal, those who chewed gum at least three times an hour right after lunch ate fewer high-calorie snacks mid-afternoon.

It makes sense. If you chew a 10-calorie stick of gum instead of eating a 240 calorie chocolate brownie, you save big and, in this example, it’s up to nearly a half of pound’s worth of calories in a week.

Chewing gum can also perk up mental acuity. Scientists at the Baylor College of Medicine took 108 eighth-grade math students, divided them into two groups, followed them for 14 weeks, and compared the group who chewed gum while test-taking and doing homework to non-chewers. Results showed the gum munchers had a 3 percent increase in their standardized math test scores.

Finally, while sugary gum is frowned on by dentists, the American Dental Association states on its Web site that “chewing sugarless gum for 20 minutes following meals can help prevent tooth decay.” It seems that the extra saliva produced in the mouth in response to chewing gum can wash away cavity-causing bacteria.

Carol Bareuther is a registered

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

How to justify eating nuts, chocolates, candies and gum

COPYRIGHT SHERRIANNE TALON; IMAGE FROM BIGSTOCKPHOTO.COM

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

By Franki Black

Aaron Byers is one of those lucky guys who landed himself aboard a number of “best-case scenario” yachts that indulged his passion for surfing, traveling, exploration and exotic cuisine for the past 10 years. His escapades saw him surf his way through places such as Costa Rica, while exposing him to a range of authentic foods and flavors.

“I loved working on yachts,” Byers said. “I spent my days either taking the owner fishing, diving for crayfish or surfing my way down a coast.”

Still, he spent many a sea-bound month dreaming of starting a gourmet fast food outlet that would allow him to follow in the culinary footsteps of his father.

In May, his dream came true in the shape of Nacho Bizness, a mobile restaurant that specializes in fusion tacos and burritos.

“I bought the trailer on eBay and the rest is history,” he said of his one-man show.

Before opening Nacho Bizness, Byers conducted some serious “taco research.”

“I accompanied a friend on a delivery down the California coast at the end of last year and the trip turned out to be a huge inspiration for me,” Byers said. “We stopped at various spots along the way, sought out hole-in-the-wall taco cafes and sampled our way down to Mexico.

“Trailer-style restaurants are very common and very popular in California,” he said. “I learned so much about different flavors and finally I came up with the Nacho Bizness menu. Yacht crew are used to five-star food

prepared by chefs on luxury yachts, so I aim to create a product of a similar standard at a very affordable price.”

Customer Eron Gray, a local marine engineer, described Nacho Bizness as the embodiment of super service, super food, delivered super fast.

“This is my first time at Nacho Bizness, but from now on I am a regular,” Gray said as he bit into his fish taco. Another passing first-timer not only announced his intentions of returning for the delicious food, but also marveled at the miraculous sinus-clearing effects of Byers’ ginger-enhanced lemonade.

Throughout the summer, Byers set up shop in the parking lot behind Maritime Professional Training from 8 a.m. to 2 p.m., Monday through Thursday in Ft. Lauderdale.

Nacho Bizness has been selected as a caterer for the annual National Marine boat show party on Oct. 30.

Byers’ love for travel is reflected in the menu with a variety of international flavors complimenting the once-ordinary taco. Among the favorites are the Jamaican Jerk Chicken Taco, the Spicy Korean Pulled Pork Taco, the Carne Asada Steak Taco and the Baja Grilled Fish Taco. He also serves a breakfast burrito, an array of salads and his signature Chronic Ginger Lemonade. Every item on the menu is less than $7.

“For now, the mobile restaurant gives me flexibility and is proving to be financially viable,” he said, “but one day I dream of starting my own lounge restaurant along the Intracoastal.”

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

International flavor sensations served up for the adventerous

CREW NEWS

C10 October 2010 www.the-triton.com The Triton

The largest group – 36 percent – receives four weeks off a year.

The next largest group – 15.1 percent – gets two weeks a year.

The third largest – group – 12.6 percent – chose “other,” despite options ranging from 1-12 weeks. Not all those “others” detailed their time off in the comment section of the survey.

Incredibly, more than 6 percent of respondents said they got one week off a year. The smallest group – 4.2 percent – gets 12 weeks off a year.

“The current vessel I am employed

with, there has never been a schedule for time off,” said another captain in the industry more than 30 years. “It is as you can get it when the vessel is not being used and not in the boatyard.”

In 2007, we once again saw a correlation between the likelihood of this benefit and length of career as well as length of tenure on board. The longer employed with the boss or in the industry, the more likely a captain was to have more weeks of scheduled time off.

In 2010, we see the hint of a correlation – length of time off increasing as career and tenure increase – but there were exceptions in each case.

Some of the benefits land-based employers offer when they want to retain employees include reimbursements for educational courses and a retirement savings plan. Three years ago, 80 percent of vessels offered educational reimbursements. This year, that was almost cut in half.

Does your employer offer a continuing education benefit, either in terms of reimbursement or time off?

Fewer yachts offer this benefit than don’t – 46.2 percent do, 53.8 percent don’t – but not by much. We were surprised to learn so many offer this, considering how tight the job market is in 2010.

“Educational benefits are a big part of our program,” said the captain of yacht between 140-160 feet. “We give paid time off to attend classes and pay for the courses if the crew stays a year.”

In 2007, however, more than 75 percent of yachts offered this benefit.

Does your vessel offer a pre-tax retirement savings plan (such as a 401(k))?

This benefit is difficult for yachts to manage, unless the yacht’s crew can be considered part of the owner’s company and included in an existing plan.

More than 80 percent of yachts do not offer this benefit, which was about the

same as it was in 2007.“I’ve always been responsible for my

own retirement,” said a captain in the industry more than 10 years. “I’m paid enough of a salary to do my own investing. I never have to roll over my investments if I leave a vessel. Expecting a 401(k) on a yacht just does not make sense. Plus, a 401(k) has 15 different hidden fees that not even the U.S. Congress can get defined. If you are an American in your 30s or younger you can forget about receiving Social Security, even though you are required to pay into the program.”

SURVEY, from page C1

‘We give paid time off to attend classes and pay for the courses if the crew stays a year’

Yes – 46.2%

Are you offered a continuing ed. benefit (reimbursement or time off)?

No – 53.8%

No – 80.7%

Are you offered a pre-tax retirement savings plan (such as a 401(k))?

Is health insurance a benefit offered on your yacht?

No, I’m expected to get my own – 42.9%

Yes (I am reimbursed) – 8.4%

Yes (premiums fully paid) – 34.5%

Yes (premiums partly paid) – 14.3%

One – 6.7%

How many weeks of scheduled time off are you given in a year?

Eight – 5.0%

Two – 15.1%

Three – 6.7%

Four – 36.1%Five – 5.9%Six – 7.6%

Other – 12.6%

Twelve – 4.2%

TRITON SURVEY: Employment Benefits

The Triton www.the-triton.com October 2010 C11TRITON SURVEY: Employment Benefits

Some comments from captains who took our benefits survey:

l l l

I formed a Florida corporation so the owner pays a flat fee to the corporation. The corporation then pays my salary and provides me with health and insurance benefits as I see fit. This also helps me pay business expenses through the company with pre-tax dollars.

l l l

We need some union that will look after these benefits and some way of legal protection.

l l l

Captains should ensure that their

professional, hard-working crew are protected by quality health insurance and can influence owners to stand behind doing so. Holiday benefits play a big role in avoiding burn-out that leads to high turnover, which costs a good deal more than paid holiday time.

l l l

After decades in yachting, my move to the commercial industry at Edison Chouest Offshore really opened up my eyes to crew benefits, time off, proper living quarters, respect amongst crew toward one another, etc. Yacht owners have a long way to go in understanding the difference between hiring slaves

and extending proper working / living situations.

l l l

Regarding health insurance, keep in mind that aboard several different flag state vessels, anyone who becomes ill or injured aboard a documented vessel is automatically covered by that vessel for emergency medical care.

l l l

Except for when I worked on proper corporate vessels like hotel charter boats or U.S. government-funded research vessels, any health benefits

‘Yacht owners have a long way to go’

See REACTION, page C13

The largest group – 36 percent – receives four weeks off a year.

The next largest group – 15.1 percent – gets two weeks a year.

The third largest – group – 12.6 percent – chose “other,” despite options ranging from 1-12 weeks. Not all those “others” detailed their time off in the comment section of the survey.

Incredibly, more than 6 percent of respondents said they got one week off a year. The smallest group – 4.2 percent – gets 12 weeks off a year.

“The current vessel I am employed

with, there has never been a schedule for time off,” said another captain in the industry more than 30 years. “It is as you can get it when the vessel is not being used and not in the boatyard.”

In 2007, we once again saw a correlation between the likelihood of this benefit and length of career as well as length of tenure on board. The longer employed with the boss or in the industry, the more likely a captain was to have more weeks of scheduled time off.

In 2010, we see the hint of a correlation – length of time off increasing as career and tenure increase – but there were exceptions in each case.

Some of the benefits land-based employers offer when they want to retain employees include reimbursements for educational courses and a retirement savings plan. Three years ago, 80 percent of vessels offered educational reimbursements. This year, that was almost cut in half.

Does your employer offer a continuing education benefit, either in terms of reimbursement or time off?

Fewer yachts offer this benefit than don’t – 46.2 percent do, 53.8 percent don’t – but not by much. We were surprised to learn so many offer this, considering how tight the job market is in 2010.

“Educational benefits are a big part of our program,” said the captain of yacht between 140-160 feet. “We give paid time off to attend classes and pay for the courses if the crew stays a year.”

In 2007, however, more than 75 percent of yachts offered this benefit.

Does your vessel offer a pre-tax retirement savings plan (such as a 401(k))?

This benefit is difficult for yachts to manage, unless the yacht’s crew can be considered part of the owner’s company and included in an existing plan.

More than 80 percent of yachts do not offer this benefit, which was about the

same as it was in 2007.“I’ve always been responsible for my

own retirement,” said a captain in the industry more than 10 years. “I’m paid enough of a salary to do my own investing. I never have to roll over my investments if I leave a vessel. Expecting a 401(k) on a yacht just does not make sense. Plus, a 401(k) has 15 different hidden fees that not even the U.S. Congress can get defined. If you are an American in your 30s or younger you can forget about receiving Social Security, even though you are required to pay into the program.”

‘We give paid time off to attend classes and pay for the courses if the crew stays a year’

See SURVEY, page C12

Yes – 19.3%

No – 80.7%

Are you offered a pre-tax retirement savings plan (such as a 401(k))?

Should there be a standard for benefits among yachts?

Yes – 69.2%

No – 30.8%Captain only – 21.1%

Who receives these employment benefits?

Some or all benefits are extended to all levels of crew – 73.7%

Captains and department heads – 5.3%

In your experience, is there a standard for benefits among yachts?

Yes – 15.3%

No – 84.7%

C1� October 2010 www.the-triton.com The Triton

We were curious to learn if crew benefits, which were offered to all levels of crew in 2007, are now saved for only captains or senior officers, so we asked: Who receives these employment benefits?

Benefits on yachts tend to apply to all crew (among 73.7 percent of respondents), not just captains (in 21 percent of cases), or just senior officers (just 5.3 percent). That’s about the same as it was in 2007.

When do benefits become available?

And again, as was the case in 2007, most crew benefits kick in after a probationary period (which could be 30, 60 or 90 days, for example). Among nearly half of respondents, some or all of their benefits kicked in at this time.

About a quarter of benefits are effective immediately upon hire, but some are reserved for a year.

We also wanted to know what yacht captains expect when it comes to benefits. We didn’t ask these questions three years ago, but in the meantime, we’ve heard the typical “We’re paid really well; we should take care of our own benefits.” Still, well-paid, land-based employees don’t often forgo holiday, retirement and health benefits.

So we asked two questions to find out what captains think about benefits in the yachting industry: In your experience, is there a standard for benefits among yachts?

Nearly 85 percent said there was not.“We (captains and crew) are happy

to have a good-paying job with nice owners,” said a captain on his current yacht for more than nine years. “Now

is not the time to ask for raises or additional benefits.”

Should there be?Nearly 70 percent thought there

should be.“Binding employment contracts,

benefits and tax withholding should be more closely regulated for private yachts as so few owners are willing to treat crew as employees as opposed to contractors,” said the captain of a yacht less than 100 feet. “They want the best of both worlds and responsibility of none.”

“I once worked on a fleet of corporate yachts. We had 401k, profit sharing, retirement, full medical and dental, paid vacations, holidays, sick/personal days, 100 ‘off ’ days per year, the pay scale was above industry average and more,” said a captain in the industry 10-19 years.. “Sounds too good to be true doesn’t it?

“Now that I’m out in the ‘real world’ of yachting, I view the business quite differently,” this captain said. “I’m seriously considering opportunities on commercial boats or leaving the industry.”

That still left about a third of captains thinking a standard wasn’t such a good idea.

“Working for a privately owned yacht, the benefits seem to be available in the negotiations for the job,” said a captain in the industry 10-19 years. “For example, some extra pay in lieu of such things that might be offered on a larger company-owned yacht. I don’t know if a standard for benefits would be a good thing in our industry. Every owner/employer and crew member/hiree situation is different and what economically works and is agreed upon is always going to be unique.”

“As most salaries are not taxed to begin with, people are on their own, as they should be,” said a captain in the industry less than 30 years. “It is time to take responsibility for ourselves and not have to be hand-fed.”

To find out what might be impeding an industry standard, we asked: What is the single largest deciding factor on the availability and quality of employee benefits for yacht crew?

Nearly half of all captains said the availability and quality of benefits depended on the set-up of the yacht and whether it was part of the owner’s company.

“Your best benefits come from situations where you are covered through a related company owned by the owner,” said a captain in the industry 10-19 years. “This may also result in some benefits not being as good. For example, holiday time. Companies generally don’t offer 30 days holiday to regular employees. You cannot have it all, and every situation will have its pluses and minuses to add up and compare.”

More than 20 percent of respondents said it was the captain’s influence that determined what benefits are offered.

Just 13 percent thought crew longevity was the deciding factor.

“On several of my past vessels, we offered health benefits, extra time off and continuing education benefits,” said the captain of a yacht larger than 160 feet. “Always, these were abused and the owner ended up stuck with the bill.

“The biggest contributing factor to crew losing benefits over the years has been crew who will not commit to a program,” this captain said. “In the 1980s, if you only stayed with a vessel for a year, you were regarded as a short timer and a potential employment risk. Now, if someone stays for three months, they actually put it on their resume and think it represents a commitment.”

To read the 2007 survey, visit http://thetriton.com/node/3766.

‘Now is not the time to ask for raises or additional benefits’SURVEY, from page C11

TRITON SURVEY: Employment Benefits

The Triton www.the-triton.com October 2010 C1�

27

When do benefits become available? (check all)

46

9

After period of probation

Immediately After 1 year of service

STATISTICS/GRAPHICS BY LAWRENCE HOLLYFIELD

would have had to come out an insurance claim on the yacht’s policy. Zero, zip, nada. It is all tax deductible, right? In short, I have been paid as a dayworker for the past 30 years.

l l l

We dig our holes and live in them. I accepted the situation and paid U.S. taxes as well, even though I was operating offshore most of the time. In retrospect, the foreign owners of the yachts I had worked on really did not care. They were all used to getting their services at a big discount.

l l l

It’s a good time to have even a bad job.

l l l

With the economic downturn, the yacht’s budget was taking a hit day in, day out. Asking for benefits was the last thing I wanted to do; it would have been the last straw for the owner and I would have been without a job and thus without benefits.

l l l

Yachting employers are among the wealthiest in the nation. This should be reflected in how they treat their employees, with benefits and health insurance being among the best in the country. Some of these people are rich because they know how to take advantage of their environment, including how much they can get away with in excluding employees from a descent pay and benefits.

l l l

Under current circumstances, yacht owners are free to do virtually whatever they want. However, the industry, with the assistance of organizations such as MCA, is gradually making it more difficult for yacht owners to get away with this, especially on commercial yachts. There are no unions, which could feasibly help to eliminate abusive practices, but unions might also eliminate the perks presently available to some crew. A rental car, or crew vehicle, for instance, can be a perk, if allowed by the owner for crew to do personal business. Health insurance is still poor, even if the owner is paying high premiums for the crew. The Jones Act can help some crew, if they have an honest owner, manager, or Captain, and possibly a good maritime attorney. Check your crew agreements, employment contracts, and benefit package wording carefully.

l l l

To me, the benefits offered are a direct reflection of the ownership’s attitude toward crew and a great way to gauge what kind of program a yacht runs when evaluating it in the hiring process. A good continuing education benefit equates to a program that values well-trained crew and fosters

development within.l l l

The single largest deciding factor on the availability and quality question seems odd. In my experience, the single largest factor is the intentions of the owner for his/her crew. Do they want longevity out of a happy, healthy and well structured crew?

l l l

A good health plan equates to a program that cares about its crew and their well-being when they are not working.

l l l

Good paid vacation equals a program that understands the need for balance in this industry. A 401k or a bonus structure equals a well organized and thoughtful program.

l l l

The way that the benefits are structured are an indicator as well. Are they over generous, do they become effective after very little loyalty, do they pay out big and are over the top? If so, maybe they need to have this in order to attract crew. I’ve seen programs that offer two months of vacation per year, but the yacht’s schedule provides a fraction of that. Are they stingy and the paid time off is limited, health coverage is bad, etc? Are they just trying to say that they offer “full benefits”?

l l l

There’s quite a bit to a benefits package. To me, the purpose of a benefits package is to supplement a fair salary in such a way as to allow each individual crew member to feel both valued and fortunate.

l l l

Bring on MLC. Not withstanding the crew cabin issues, it will ensure that we all get the benefits we are entitled to such as health care for all seafarers, proper contracts, repatriation, etc. Much less wiggle room for unscrupulous owners, managers and captains. I see that the Isle of Man is mandating 10 days paid leave for public holidays on top of the 30 days paid leave per year that is required.

REACTION, from page C11

‘Asking for benefits ... would have been the last straw for the owner’

TRITON SURVEY: Employment Benefits

C1� October 2010 www.the-triton.com The Triton CREW NEWS

By Franki Black

“Some people are cut out for yachting and others are not,” said Suzy Ludlow, a former stew who is now the owner of Expresso, a drive-through coffee shop in Ft. Lauderdale. “I am in the latter group. My hair doesn’t get tidier than this.”

After giving yachting a shot in the early 1990s, Ludlow and her partner, John Robichaud, stumbled upon Laura’s coffee shop. Two years later, Laura left the shop and handed it over to Ludlow and Robichaud. It was the start of what would become the well-loved Expresso coffee bar, located on South Andrews Avenue right across the street from Maritime Professional Training.

“We have always been interested in food and hospitality, so when we got the chance to turn our passion into a full-time career through Expresso, we grabbed it,” Ludlow said. “John and I work very well together. We are like yin and yang.”

The luring aromas from Expresso have attracted MPT students for years.

“MPT students sure need their coffee fix in the morning,” Ludlow said of her consistent stream of maritime customers. Kerry Salmeri, student service manager at MPT, has been going to Expresso every morning for the past two years.

“I start my day with a double espresso named after John’s friend, Kai,” she said.

The drive-through line outside Expresso sometimes goes backs up onto Andrews Avenue, but it never deters her.

“The service is so quick,” she said, “and John remembers his regular customers by what they drink.”

“We have been blessed with the same regular customers who have consistently supported us over the last 18 years,” Ludlow said, including customers from Broward General Hospital and lawyers in the area. “We offer a more personal café experience compared to the corporate type of outlets. Expresso is definitely on the mom-and-pop side of the spectrum.”

Ludlow rekindled her passion for cooking during her stint as a stew aboard three vessels, whilst Robichaud tested his deckhand abilities around South Florida aboard the 118-foot M/Y Indiscretion.

With an array of breakfast and lunch

treats such as bagels, fresh fruit salad, humus and black bean dip, homemade quiche and tomato/basil/mozzarella salad, Expresso offers more than coffee.

“We ensure that there is always something fresh in the kitchen,” Ludlow said.

And its java offerings are extensive as well and includes roasts hailing from Bolivia, Kenya, Ethiopia and Brazil, to name but a few. They also sell coffee by the pound for yachties who need a regular fix while at sea.

“I love everything about Expresso,” Robichaud said. “Our attorney is a customer, our doctor is a customer, our business is our family and all our friends have come into our lives through Expresso.”

Both Ludlow and Robichaud agree that Expresso is not a major money-making venture, which is why both of them have side enterprises. Besides the part-time catering business they manage, Ludlow runs a fitness class at the TIDO Martial Arts Studio on South Federal Highway and Robichaud rents bicycles to yachties.

Robichaud started his bicycle rental enterprise in partnership with Mike French of International Yacht Training last year.

“At first it was meant to be more of a networking strategy to promote Expresso and IYT, but then it really took off,” Robichaud said. They now own more than 40 bicycles, all available and ready for the upcoming season.

“We like being busy,” Ludlow said. “Most importantly, we love what we do, because we get to make people happy every day.”

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

Aroma entices at drive through coffee shop in Ft. Lauderdale

John Robichaud and Suzy Ludlow at the window of Expresso in Ft. Lauderdale. PHOTO/FRANKI BLACK

The Triton www.the-triton.com October 2010 C1�

Osteoporosis is a disease that affects millions of people. Bones become fragile and brittle until the point where, if left untreated, they can break. In

addition to eating right (getting enough calcium and vitamin D) and maintaining a healthy lifestyle (healthy weight, non-smoker, avoiding excess alcohol consumption), a regular exercise

routine is also a necessity in prevention and treatment of osteoporosis.

Strength, balance and flexibility exercises help to increase bone density, build strength, enable us to move around more safely and confidently, and let us accomplish tasks of everyday living with more ease. Combine the following exercises with regular walking/jogging (the easiest form of a cardiovascular, weight-bearing exercise) and a consistent flexibility routine. For each of the exercises do 15-20 repetitions, rest for 30 seconds and then complete a second set.

Combination arm and leg raise

Lying on your stomach with arms extended overhead, lift your right leg and left arm simultaneously. Hold for 5 seconds before returning to starting position and switch sides. Keep your hip bones pressed into the ground throughout the movement to ensure your lower back muscles are working. Progress to adding a light weight in both hands as well as ankle weights. Full body hold

Begin in a push up position, keeping abdominals tight and your head aligned with your spine as you hold your body weight on your hands and toes. Hold this position for 20 seconds, rest for 30 seconds and repeat.

Chair sits

Place a chair behind you and stand with your feet hip width apart. Slowly and controlled, lower yourself to a sitting position in the chair. Without resting immediately stand back up.

Progress to holding a dumbbell in each hand.

Towel wrings

Hold a towel in both hands with your elbows bent and arms at your sides. Pretend you are holding a wet towel and trying to wring it out, one wrist flexing while the other is extending.

Up and around

Begin sitting in a chair. Stand up, and using balance and control, walk clockwise around the chair, turn around and walk counterclockwise around the chair. Sit back down, take a short 10-15 second rest and repeat.

Bicep curls

Sitting upright in a chair, hold a dumbbell in each hand, arms at sides, palms toward the body. Bend at the elbows and lift the dumbbells up toward your shoulders and lower to starting position.

Neck rotation

Sitting upright in a chair, look straight ahead. Lead with your eyes as you slowly turn your head to look over your right shoulder, as far as is comfortable and return to starting position. Keep both shoulders down and make sure you are not rotating at the torso. Repeat all repetitions to the right before switching sides.

Beth Greenwald received her master’s degree in exercise physiology from Florida Atlantic University and is a certified personal trainer. She conducts both private and small group training sessions in the Fort Lauderdale area. Contact her at +1 716-908-9836 or bethgreenwald@hotmail.com. Comments on this column are welcome at editorial@the-triton.com.

Strong bones are necessary for safe and confident crew

Keep It up

Beth Greenwald

Once comfortable with the combination arm and leg raise, add light weights to increase the difficulty. PHOTOS/DORIE COX

FITNESS: Keep It Up

C1� October 2010 www.the-triton.com The Triton

I am happy to announce this column marks five years of writing for the Triton. Perusing through past articles and trying to come up with something

different than everyone else can be challenging. Historically my topics have been directed toward the specific needs of crew, business owners, and employees.

This month’s article caters more toward

the employees. Specifically toward people who have a 401(k) retirement account with their employer and may still be contributing to it. A 401(k) is an employer-sponsored retirement plan similar to the individual Traditional IRA. Each 401(k) can vary a bit from employer to employer but in general, they are the same. The only differences between 401(k)s are that some allow you to borrow from your retirement account and some do not.

Employers contribute different percentages of your income and some even match your contribution. This can be a big advantage as you could double your return with your initial contribution when your employer matches your contribution. Your allowable annual contribution can be as high as $16,500 for 2010. Don’t get too excited as employers typically only match up to 3 percent of your salary. You would need to earn $100,000 a year for an employer match to reach $3,000 (assuming you put in $3,000 yourself). Either way, it’s free money.

The drawback for most people with 401(k)s is that they often don’t get help choosing which mutual funds to put their retirement money into or planning what they should do with their investments once they are made.

Typically, employees will ask each other “What funds did you pick?” “Maybe I should pick those, too.” “I just put a little money in each fund.”

The biggest mistake a person can make is to stay with the fund that produced the biggest return last year or last quarter and put everything in it only to find that, all of a sudden, the next statement shows the bottom fell out of that fund.

I have heard this conversation many times. There are different styles

of advice that you can get from the financial industry. I am the type captain who relies on a qualified engineer with the right information to help me make any trip smoother. There are people in the financial industry who analyze company financials and investment portfolios on a daily basis. I take into consideration that information when making a personal plan.

Having said that, there are services in the financial industry that are available that will do that specifically for the employee who is involved in a 401(k) program. They will analyze the specific retirement plan your boss offers and will advise you based on your risk tolerance, timeline and objectives. This is typically done for

a small fee. Only you can determine whether the fee justifies the potential return of using the service.

If you are one of those people who uses the prospectus you receive for litter box material, you may want to take advantage of a

program like this. Some of the reasons that you might depend on the answers to these questions:lHow much time do you spend

researching your 401(k) plan investment choices?lHow often do you revisit your plan

allocations?lIs your money at risk from market

volatility?If you don’t analyze your own

investments the benefits to taking advantage of a program like this would be: lA professional to analyze the

choices your employer’s plan provides.lA report detailing exactly how

much to invest in which of your choices.lQuarterly report instructing you

how to adjust your personal allocations.lNotification when to enter or exit

the equity markets in between those quarterly adjustments.

Programs like this do not replace planning your retirement. It only helps mitigate any losses in your 401(k) plan and optimize your potential returns.

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

Capt. Mark A. Cline is a chartered senior financial planner in Ft. Lauderdale. Comments on this column are welcome at +1-954-764-2929 or through www.clinefinancial.net.

PERSONAL FINANCE: Yachting Capital

YaChtIng CapItal

MArK A. Cline

Monitor your 401K according to your tolerance and time

You would need to earn $100,000 a year for an employer match to reach $�,000 (assuming you put in $�,000 yourself). Either way, it’s free money.

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