www.the-triton.com July 2009Vol.6, No. 4

Land a fishMegayachts can catch big sportfish, too. A6

Way outbackSleigh ride into Pitcairn Island. B1

Find a jobKiwis get creative in their job search.

A10-11

APA sufficient if it’s calculated properly first

As the summer charter season ramps up, we figured it would be a good time to talk about the business of chartering – from the megayacht

captain’s perspective.

At the suggestion of one captain, we started our monthly roundtable discussion with a query about the APA, the advanced provisioning

allowance that is paid by the charterer before a charter and is designed to cover the costs of food, beverages, dockage, fuel and any other costs incurred during the course of the charter.

“When you charter a boat, you get the boat and the crew and that’s it,” one captain explained. “Any other expenses, unless it’s a failure of equipment, the guests are responsible for.”

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

We wanted to know if the APA system worked. For the most part, it does. Most of the captains in attendance said they had never had a problem with the APA not covering the costs of a charter.

“Thirty percent normally is enough for a week charter,” one captain said.

From the Bridge

Lucy chabot Reed

See BRIDGE, page A14

By Capt. John Campbell

In the aftermath of Sept. 11, there has been a huge shake-up in the procedures for entering the United States. This has affected many people and, it seems, foreign-flagged yachts in particular.

It is entirely understandable that the government wishes to beef-up

security for the borders, but what to me is so bizarre is that the procedures one must follow to enter seem to be one of the best kept secrets within the government. We found it incredibly difficult to find out what we needed to do.

Border security appears to be in the hands of U.S. Customs and Border Protection, so that seemed to be a

good place to start. The CBP has a large and enormously complicated Web site at www.cbp.gov. It will answer almost every question except the one I was asking, which was what we, as a foreign-flagged vessel, needed to do to enter the country legally.

The site has reams of frequently asked questions, and an e-mail via the contact page did nothing more than

send me back to the FAQs. I kept being told I had to file a notice of arrival 96 hours before our arrival, but nobody seemed to know how to do it.

Eventually, another captain gave me the address of https://enoad.nvmc.uscg.gov/. On this page you have to set up a user account name and password.

See LESSON, page A18

LESSON LEARNED

Navigating U.S. clearance rules for foreign-flagged yachts

A LEGACY OF NOT LEAVING

S/Y Legacy remains in Key West amid insurance and legal issues, her stud-link anchor chains strapped around her hull to hold up the keel. Story, A6 PHOTO/CAPT. TOM SERIO

Has the downturn in the economy influenced captains and crew to consider retirement as a career strategy? Yes, and no. A full 75 percent of the 188 respondents to this month’s survey may be thinking about retiring (and have gone so far as to begin planning for it), but they aren’t doing

so necessarily because of the economy. When we crunched these numbers by position, we discovered that captains weren’t the most adamant about planning, and indeed fell close to the bottom of the list.

Find out more in this month’s survey, beginning on page C1.

Have you thought about and begun planning for your retirement?

Yes – 75.5%

No – 24.5%

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

What the tide rolled in

Find out where this trash came from. Page A4. PHOTO/AMBER RASUL

WHAT’S INSIDE

Advertiser directory C19Boats / Brokers B9Business Briefs A16Calendar of events B17-18Career News C1Columns: In the Galley C1 Latitude Adjustment A3 Nutrition C4 Personal Finance C15 Onboard Emergencies B2 Photography B11 Rules of the Road B1 Stew Cues C5 Superyacht Operations A17

Cruising Grounds B1Dockmaster B4Fuel prices B5Lesson Learned A1Marinas / Yards B8-10Med Spread A10-11Networking Q/A C3Networking photos C2News A6-9Photo Gallery A13Puzzles C16Technology B1-13Triton spotter B19Triton survey C1Write to Be Heard A19

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

Latitude adjustment

Lucy chabot Reed

David and I hosted a reunion of a crew who worked together 25 years ago and I have never seen my husband laugh as naturally and freely as he did

that night.David spent

several formative teenage summers on the dive boat Tropic Bird in the early and mid 1980s, serving as everything from dishwasher on the week-long charters to deckhand washing the

boat down with Tide on the four-hour turnarounds.

The story I had been told was that my mother-in-law, desperate for her recently dive-certified son to have someone to dive with, asked Capt. Mike to take David during spring break. Charters on the TB cost $495 for a week (including food, accommodations and six dives a day) but Capt. Mike agreed to take David for $100, provided David did some grunt work.

The week turned out so well that David was invited back that summer – for tips – and the next three or four summers as part of the crew (no one

seems to remember exactly how many summers David worked on TB).

I always suspected that David’s experiences onboard the Tropic Bird influenced him in lots of wrong ways. He learned to drink with Capt. Mike, learned to drive with Capt. Mike, learned about girls with Capt. Mike.

What I came to understand through the course of that reunion evening, though, was that David learned a lot of other stuff from these five guys, most

notably from Capt. Mike.Back in the days before computers

and e-mail, Capt. Mike kept track of his business and clients on index cards, recording all sorts of information: birthdays, experiences, which funny hat they gave him. That way, the next time they visited, he could wish them happy birthday, recall their adventures, and show up to greet them in that hat.

“It was a business,” he said nonchalantly. “It’s what you did.”

Not really. It’s what Capt. Mike did to make Tropic Bird legendary in the industry, even today. In preparing for our dinner, we searched the Internet for signs of the long-lost logo. We found instead blogs on several dive sites by previous TB guests retelling stories about Capt. Mike and the best vacation they’d ever had. Invariably, they wondered what had happened to him.

Capt. Mike is the chief engineer on a motoryacht now; has been for more than 15 years. The same yacht. It always impressed me that he’d had such a long tenure, but now I know why.

It’s what you did.I was a fly on the wall at the reunion,

soaking up story after story, most of which were side-splitting funny and unprintable. But the chair-lady story is too good not to share.

In the early days, Dan Morrison (now a long-time yacht captain) was Capt. Mike’s first mate. It was his job to maintain the boat, deck chairs and all.

One slightly large guest sat on one of the chairs and it collapsed. Not just broken but, as Dan said, “smashed to kindling.” Later that same, first day, she broke another chair, too.

With about 20 percent of his deck chairs destroyed, Dan led the lady by the arm and introduced her to a cooler,

Reunion of 80s crew brings stories, laughter and big realization

Some of the folks who worked on M/V Tropic Bird. Capt. Mike is in the center, Dan Morrison behind in the glasses, David Reed, Les Annan, Stu and Rick, behind. PHOTO/LUCY REED

See LATITUDE, page A4

A� July 2009 www.the-triton.com The Triton LATITUDE ADJUSTMENT

the only place she would be permitted to sit for the remainder of her charter.

Later in the charter, she complained that the air conditioning in her room wasn’t working. She was in the cabin that the crew called the meat locker: no porthole and ice cold. The minute Dan walked in, he knew the air worked.

Still, he fiddled with something so she might think he was repairing it. When he turned around to talk to her, she was gone, except for her face and some carpet sticking up from the floor. She had broken through the floor, and since the carpet was not tacked down, it was pushed into the hole with her, wrapping her up “like a taco.”

When we stopped laughing and dried our eyes, we found out it took four crew to lift her out of there. We all started laughing again.

Dan would eventually become captain of Tropic Bird, the second and only captain she had in the Virgin Islands. (She’s now renamed and running charters in the Galapagos.) He worked on her for 10 years, and when asked why he stayed when others moved on and up, he said he knew he had a good thing and he wanted to ride it for as long as he could.

It’s what you did.There were stories of Budweiser at

8 a.m., cigarette smoke-filled bubbles coming from regulators, innumerable guest antics, and so much laughter. One guest didn’t realize that there was a cat on Tropic Bird, and when he arrived announced that the cat would have to go. Capt. Mike said, “I’ll call a cab.”

“For the cat?” the guest asked.“No, for you,” Capt. Mike said.“There are six of us,” the guest

replied, indignant.“Gonna need a big cab,” Mike said

simply.The guests didn’t want to leave so

they put up with the cat. And they all had a wonderful holiday.

More than once I heard someone remark, “You can’t do that today,” but why not? TB was Mike’s boat. He ran it how he wanted and guests flocked

to him in droves. Over the decade that TB ran, no one was hurt, no one complained (much), and no one sued.

Careers were launched on that boat. And my husband’s life was launched on that boat. Capt. Mike taught David how to have fun, how to not take life so seriously and how to be good at what you do, even if all you do is show other people how to have fun.

Capt. Mike stood up with David at our wedding. This is the yachting philosophy I married into.

More good crewSo I have little patience when I hear

stories of relatively new crew who demand $4,500 a month, or who leave a yacht halfway through a season for another yacht. That’s not how yachting is supposed to work.

It’s not what you do. And just when I think the yachting

industry is irreparably changing, I get this great e-mail about a bunch of crew who aren’t only in this for the money or for themselves, but for the adventure and for the experience. This comes from Amber Rasul of the new 86-foot Nordhavn M/Y CaryAli:

“After a great trip through the Panama Canal and the San Blas Islands with our boss, we planned to head to the Caribbean, however the weather had some different plans for us.

“We ended up sitting at the dock at Shelter Bay Marina in Colon. Colon is known for being quite dangerous, so we kept to the marina and the abandoned Navy base next door.

“Through the shipyard and down a gravel road there was a beach, although there was no sand visible due to an extraordinary amount of trash. Being a rather active crew, we organized a beach clean-up with the other boats waiting on a weather window.

“Crew from about 30 yachts showed up over a weekend and helped clean up the beach, (below). Shelter Bay Marina helped us move all the trash bags once they were filled.

“We hope these photos will

LATITUDE, from page A3

Old timers tell how it used to be, and how it still should be

See LATITUDE, page A5

The Triton www.the-triton.com July 2009 A�LATITUDE ADJUSTMENT

help inspire others in the yachting community to get out and clean up the water and beaches, even if it is not their country and they don’t know the language.”

Ahhh, I’m renewed. The icky stories we hear about those demanding, unskilled crew may be many, but they aren’t the rule. And I believe they are the exception. It’s the audacity that makes us retell these stories, isn’t it? What would happen if we just ignored them? (Forgive me, I’m reading “The Secret” now.)

Our turn Anyhow, the crew of CaryAli has

inspired us here at The Triton, so we’ve planned our next Beach Clean Up and Play day on Ft. Lauderdale beach on July 26.

That’s a Sunday morning. Anyone interested can join us just after sunrise (scheduled for 0643) on the beach across from the Oasis Café toward the northern end of Bahia Mar.

We’ll have coffee and other goodies, plus garbage bags and plastic gloves. We’ll clean up for a half hour or so and then play in the ocean with kayaks, Hobie cats and other water toys.

No RSVP necessary. Just come if you are in town. Hope to see you there. Questions? Call (+1 954-525-0029) or e-mail us (below).

Have you made an adjust-ment in your latitude re-cently? Let us know. Send news of your promotion, change of yachts or career, or personal accomplish-ments to Editor Lucy Chabot Reed at lucy@the-triton.com.

Happy, hard-working crew inspire us to do some goodLATITUDE, from page A4

ABOVE: From left, Clark Welmering, deckhand on M/Y Excellence III; Capt. Adam Steel of M/Y CaryAli; and Michael Dunker of CaryAli.RIGHT: From left, Welmering, Steel and Amber Rasul of M/Y CaryAli with the haul in Colon.

PHOTOS/AMBER RASUL

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

By Capt. Tom Serio

That’s no mirage you see out there.

S/Y Legacy, stranded off Key West since Hurricane Wilma in 2005, remains at anchor in Key West Harbor. She may have been freed from the grips of the ocean floor, but she’s now entangled in ongoing bureaucracy and red tape.

And until some of that is cleared up, Legacy will have to stay put.

A recent visit with Legacy owner Peter Halmos at his Aqua Village found him a bit under the weather but passionate about getting Legacy out of Key West before a hurricane hits. Even so, multiple anchors, from 4 to 12 tons each, should keep Legacy on station, if necessary.

Halmos said several major issues with the insurance companies and litigation are preventing Legacy from setting off on her trip to Tampa to be hauled and inspected. He couldn’t provide any more details.

Noticeable on Legacy is the rigging being used to keep her keel up. Having dropped several months ago due to a mechanical problem, the 25-foot draft keel had to be raised for clearance out

of the marine sanctuary where she ran aground during Hurricane Wilma. Raising the keel was no easy task. Halmos and his engineers eventually raised the 40-ton keel, and have strapped several chains under the hull to keep it in place.

Showing a few more scars from her extended stay in the tropical sun, Legacy awaits the day to be regained to sailing condition. Until then, Halmos remains a regular fixture in Key West Harbor.

Capt. Tom Serio is a freelance captain, writer and photographer in South Florida. He is a frequent contributor to The Triton and has written extensively about Legacy. Comments on this story are welcome at editorial@the-triton.com.

Chef ’s killer gets 105 years in prison; captain out of Mexican jail‘Issues’ with insurance, law keep Legacy in Key West

The man who kidnapped, raped and murdered yacht Chef Sara Kuszak in Puerto Rico in February was sentenced in June to 105 years in prison.

The man, Eliezer Marquez Navedo, 36, had pleaded guilty to the charges against him, according to a story in the Associated Press.

Kuszak was in Puerto Rico to help her fiancé, Capt. Cheshire McIntosh, with the delivery of M/Y Minnow. She left Marina Puerto del Ray in Fajardo in the morning for a job when she was abducted and pushed into the trunk of a car. Within an hour, the car and her body were found. She was 36 years old and six months pregnant.

“There must not be any parole for someone who has in cold blood murdered and desecrated a young, pregnant woman,” McIntosh said in a statement in court, a copy of which he sent to The Associated Press. “This case should have been for double murder with no chance of parole.”

According to the AP, Kuszak’s killing was similar to murders that Marquez’s mother was convicted of committing in 1992. Police have since reopened that case to probe whether Marquez may have been responsible instead.

Captain out of Mexican jailCapt. John Peerson was released from a Mexican

jail in late May where he was being held in relation to weapons violations since January, according to the Northwest Florida Daily News.

Peerson and three crew on the 74-foot S/F Reel Screamer were arrested at Isla Mujeres near Cancun. The crew was released but Peerson, 48, of DeFuniak

See NEWS BRIEFS, page A8

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

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Celebrating

Serving the South Florida Yachting industry since 1989

By Dorie Cox

Capt. Chad Sorknes landed a 300-pound blue marlin aboard M/Y Bella Dawn on the last day of May en route from Palm Beach to New Jersey.

Sixty-two miles off the coast of Georgetown, S.C., Chef Carlos Torres, Mate Marc Gadbois and Stew Tina Tubaugh assisted as Sorknes fought the fish for 45 minutes.

Estimating the weight to be near 300 pounds, the 116-foot tri-deck Hatteras tried to play the part of a fishing vessel.

“Not at all made for fishing,” Torres said. “We had one rod in the umbrella holder and the other in PVC with 2-by-4s that we rigged.”

The crew trolled the first day of their delivery and put rods out again the next. They caught four dolphin and had plenty of fish to eat.

Having given up the serious fishing, Torres stayed on deck to watch the lines. Having caught a marlin of his own six years ago off Ft. Lauderdale, Torres said he knew instantly what was happening.

“I flew when it hit, and out of the corner of my eye I saw it jumping,” he said. “We had 450 yards of line out of a total 600. I started screaming for help.

“We were on our radios and had him backing down and maneuvering the boat like a sportfish,” he said, crediting

Gadbois for his skillful driving. “We were 60 feet from the driver; this is definitely not a fishing boat.”

They hooked the fish from the deck and worked it down to the cockpit. Without a fighting chair or other built-in fishing accessories, Sorknes used the only surface for leverage and stability he could find: the crane.

“Captain was tired, but we said it’s yours, you wanted it,” Torres said.

The private yacht summers in New Jersey and plans a trip to Sag Harbor for a few weeks this year. Look for M/Y Bella Dawn back in Stuart, Fla., in September to hear more fishing tales.

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

NEWS

Yacht makes like a sportfish and lands 300-pound marlin

Capt. Chad Sorknes and Chef Carlos Torres of M/Y Bella Dawn celebrate the catch before releasing this 300-pound blue marlin off the coast of South Carolina. ‘I’m the one without the hat,’ Torres said. ‘I lost that to the sea gods, but it was worth it.’ PHOTO FROM CARLOS TORRES

Springs in Florida’s panhandle, was detained. It was unclear why he was released. The yacht is still in custody, according to the newspaper. Attempts to reach Peerson were unsuccessful.

AME partner killed by drunk driverMichell Merhige was struck by a car

and killed while jogging between Juan les Pins and Golfe Jaun in France in June. She was 39.

Ms. Merhige owned Advanced Mechanical Enterprises in Ft. Lauderdale. Her husband, Rich, remained in France to attend hearings and reported on his Facebook page that a 21-year-old woman who had been drinking veered across the road and hit Ms. Merhige from

behind, throwing her more than 50 feet into the water.

The Volkswagen Golf the woman was driving flew off the sea wall and ended upside down on the water’s edge. The driver was not injured.

Bradford dockmaster dies in crashRichard E. Moore, longtime

dockmaster at Bradford Marine, was killed on June 17 when his car hit a cement pole.

Moore was dockmaster at Bradford for 18 years, said Terry Reyes of Bradford. Memorial services were to be held in late June at Bethany Christian followed by a gathering at The Quarterdeck in Ft. Lauderdale.

The Richard Moore Memorial Fund has been established to create a trust fund for his young daughter. Contributions may be sent to Lauren J Moore at Comerica Bank, 2800 Weston Rd # 100, Weston, FL 33331 (account number 808-000-2424) and phone +1 954-306-4500.

Deaths hit Lauderdale industryNEWS BRIEFS, from page A6

Merhige

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

By Dorie Cox

M/Y CanFlor Lady sank five miles offshore of Abaco after a fire in the engine room forced three crew and three guests to abandon ship.

Capt. Paul Martin, Mate Steve Musso and Cook/Stew Laura Silver gathered guests and jumped into the water off Little Harbour, east of Abaco, as the 90-foot Astondoa sank on May 24.

Three vessels responded to mayday calls by Martin, who had a waterproof VHF on his belt when he jumped.

“I knew other boats were close by so we had to get in the water,” Martin said. “We jumped with no time to deploy the life raft. It burned. The whole thing was a maximum of two minutes from when we noticed the fire.”

Martin said the fire spread from bow to stern as the Spanish-made vessel drifted away. Before abandoning, the crew grabbed PFDs and several six-inch fenders to hold onto while awaiting rescue. The six were retrieved from the sea in about 30 minutes by S/F Critical Mass, which had its yacht following, Martin said.

“The owner and family were on board,” Martin said. “Luckily, they are comfortable in swimming, snorkeling and running tenders, so they were capable in the water.”

Silver said she has had bad dreams since the incident but felt like the crew reacted correctly.

“I had an idea what it would feel like from my STCW training,” she said. “We’ve went through the fire training, but you never know how you will react in a real emergency.”

Safely on land, Martin was appreciative of the vessels that responded to his mayday.

“Often we don’t get a chance to thank people that help,” he said. “We are appreciative and grateful of the boats that responded. I can’t talk a lot about this until the insurance investigation is done, but please say that in your article.”

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

Fire sinks yacht in ‘two minutes’; all aboard safe

The day after, from left, Steve Musso, Laura Silver and Capt. Paul Martin. ‘If we look wrinkled it’s because the clothes are still salt-laden,’ Martin said. PHOTO FROM CAPT. PAUL MARTIN

NEWS

A10 July 2009 TRITON IN THE MED

A story by Stew Rachael Millman, Stew/Deck Ngaire Allmark, Stew/Cook Victoria Erceg

and Stew Joanna Reid

We landed back on French soil in late May to find Antibes infested with jobseekers. As we stood in a queue at Blue Water Yachting that stretched down the road and around the corner I thought, “Where have all these people come from? It wasn’t like this last year.”

After a week of hammering the agencies and dock walking ourselves through two pairs of jandals with only a few euros between us, a phone call from friends about a dog, an eccentric lady and a villa in Sospel was an answer to our prayers and a way to stay here a

bit longer. After three days of pandering to a pampered

pooch, our pockets replenished, we dived back into the masses of relentless Polo-clad dock walkers. Antibes and agencies gave us nothing.

This required a change in tactics.With a rumor of Marseille and a cheap rental

car for the day, we four Kiwi girls headed on our way. We arrived to find one of the biggest ports we’ve ever seen and not a single superyacht in sight.

After deciding to have a drive around anyway, we stumbled upon a dry dock with three yachts. Wondering how in the world we would get our CVs aboard, one blonde bright spark yelled to the deckie to “lower the rope.”

After watching our CVs being hoisted up,

then climbing carefully back out of the dry dock bay, getting lost trying to find our way out, we moved on.

About 40 CVs, a few ports and a few wrong turns later, we flew down the highway back to Antibes. Tired, but optimistic, we sat and waited for the calls to come – and they did. We landed one seasonal job (Joanna on M/Y Cleopatra) and one very strong lead. Success!

So, get out of the queue, get in the fast lane and fly like a Kiwi.

P.S. This article is our Plan C. If any yacht captains reading this need a hardworking Kiwi on their crew, call us.

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

Joanna Reid, left, and Rachael Millman spread their wings and find a shipyard in Marseille, France. The women employed creative techniques to get their CVs onboard several superyachts, including the 47m M/Y Mon Plaisir, and landed one seasonal job and one strong lead. PHOTOS/VICTORIA ERCEG

Desperate times call for desperate measures for these four Kiwis

Have to get creative when looking for a job in ’09

www.the-triton.com The Triton A11TRITON IN THE MED

A story by Stew Rachael Millman, Stew/Deck Ngaire Allmark, Stew/Cook Victoria Erceg

and Stew Joanna Reid

We landed back on French soil in late May to find Antibes infested with jobseekers. As we stood in a queue at Blue Water Yachting that stretched down the road and around the corner I thought, “Where have all these people come from? It wasn’t like this last year.”

After a week of hammering the agencies and dock walking ourselves through two pairs of jandals with only a few euros between us, a phone call from friends about a dog, an eccentric lady and a villa in Sospel was an answer to our prayers and a way to stay here a

bit longer. After three days of pandering to a pampered

pooch, our pockets replenished, we dived back into the masses of relentless Polo-clad dock walkers. Antibes and agencies gave us nothing.

This required a change in tactics.With a rumor of Marseille and a cheap rental

car for the day, we four Kiwi girls headed on our way. We arrived to find one of the biggest ports we’ve ever seen and not a single superyacht in sight.

After deciding to have a drive around anyway, we stumbled upon a dry dock with three yachts. Wondering how in the world we would get our CVs aboard, one blonde bright spark yelled to the deckie to “lower the rope.”

After watching our CVs being hoisted up,

then climbing carefully back out of the dry dock bay, getting lost trying to find our way out, we moved on.

About 40 CVs, a few ports and a few wrong turns later, we flew down the highway back to Antibes. Tired, but optimistic, we sat and waited for the calls to come – and they did. We landed one seasonal job (Joanna on M/Y Cleopatra) and one very strong lead. Success!

So, get out of the queue, get in the fast lane and fly like a Kiwi.

P.S. This article is our Plan C. If any yacht captains reading this need a hardworking Kiwi on their crew, call us.

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

Joanna Reid, left, and Rachael Millman spread their wings and find a shipyard in Marseille, France. The women employed creative techniques to get their CVs onboard several superyachts, including the 47m M/Y Mon Plaisir, and landed one seasonal job and one strong lead. PHOTOS/VICTORIA ERCEG

Desperate times call for desperate measures for these four Kiwis

Have to get creative when looking for a job in ’09

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

Capt. Phillip of S/Y Enterprise with Larry McVey of Thunderbolt Marine celebrate at their end of her project this spring. PHOTO FROM MICHAEL BACH

Chef Penny of S/Y Timoneer finishes up in her galley while at Thunderbolt Marine in Savannah in June. PHOTO FROM MICHAEL BACH

Out of the yard after months of upgrades and repairs, M/Y Mary Alice II gets ready to go with dayworker Julian Papenfus and Deckhand Terry Roche (in background) at Lauderdale Marine Center in Ft. Lauderdale in June. With the dust cleared, the Westport 130 is available to charter as she headed toward Newport. PHOTO/DORIE COX

Yacht captains Donald and Natalie Hannon (far left) sponsored a van-load of 50 ROTC students from Nova Southeastern University in South Florida to visit the USS ASHLAND, in Ft. Lauderdale for Fleet Week in May. Without sponsorship, the school could not afford to send them. Bet they didn’t have to take off their shoes. PHOTO FROM NATALIE HANNON

The U.S. flag waved against a bright sky at Lauderdale Marine Center last month as dayworker Brian Holloway chamoised M/Y Aghassi, a 145-foot Christensen.

PHOTO/DORIE COX

Capt. Graham Marsh and the crew of M/Y Emelina prepare to get the yacht back in the water at Thunderbolt Marine in Savannah. PHOTO FROM MICHAEL BACH

M/Y Sea Cruise has been relocated to her new home in Madisonville , Louisiana, on the Tchefuncte (cha-funk-ta) River (what a quaint little town!) on Lake Pontchartrain. The 115-foot Breaux Bay recently finished an interior re-fit by Rex Andis Interiors. Her delivery crew visited the exotic ports of Cayo Hueso (aka Key West) and St. Petersburg to let some weather go by in route to Gulfport, Miss. From left, the crew was Capt. Bob Kimball, Mate Nuel Benson, Mate/Engineer Chip Chalfant, Rex Andis and Eng. Frank Matichek. PHOTO FROM CAPT. BOB KIMBALL

A1� July 2009 www.the-triton.com The Triton FROM THE BRIDGE: Chartering

“For a three-week charter, you have to ask for more and that can get messy.”

But two captains had had problems with the APA not being enough to cover a charter.

One captain noted that it had happened twice in his career, once with a four-hour notice of a charter with a celebrity.

“The broker guaranteed everything so the boat paid,” this captain said. “And it was all reimbursed.”

“I’ve never had a charter that didn’t exceed the APA,” the other captain said, which surprised the other captains in the room. “Most were 15 percent, some were 20 percent. Brokers don’t want to ask for a high APA because they don’t want to kill the deal.

“Now, before guests get on board, I call,” this captain said. “I ask them, have you had a conversation with your broker about the APA. Yes, I sent in 20 percent. Well, it likely will be more than that.

“Based on my last three charters, this is what your trip is likely to cost,” this captain tells guests. “If it’s a problem, you may want to talk to your broker before you come on your vacation.”

“The broker always throws it on the

captain to do the dirty work,” another captain said.

Is that allowed, calling the charterer directly before a charter?

“I would never accept a charter without talking to the guests first,” a captain said. “Yes, you have to get their food preferences, but usually you get their personal assistant. Then it’s a whole different ballgame when they get on board. You have to talk to the charterer ahead of time.”

One captain told of a charterer who had paid a 20 percent APA and had run out before the charter was over.

“They have a choice: wire more money in or have them pay for things from then on with their credit card,” this captain said. “You don’t even want to go into the hole without talking to everyone.”

So what’s the chain of command when you have an issue?

“It has to originate with the captain and whoever is the responsible guest/contract signer,” a captain said. “As fuel prices escalated, my approach to them changed.

“Last summer, half way through, I’d reconcile accounts,” this captain said. “I tell them, based on this I predict you are going to spend this. So now I need this. How do you want to handle that?”

“The first thing I do is go to the

broker,” another captain said. “I ask them if they let the charterer know that the expenses could exceed the APA, and how they would like me to handle it. They always say, ‘You handle it.’ They don’t want to be the bad guy asking for more money.”

“Some of the guys want to get bothered everyday,” a captain said when approaching guests for additional funds. “They’ll give some and say, come back and see me tomorrow.”

“I have a conversation at the beginning with the broker and the guests,” another captain said. “And I let the guest use their credit card for any expenses that aren’t covered.”

Would you ever turn away a charter from a broker you thought wasn’t being honest or straight with the client?

“No, we’re not in the position to turn down charters,” one captain said. “I just ask more questions and can be less amiable. Until I get these questions answered, I’m not signing this contract.

“A broker is still upset with me about that,” this captain said. “I took two other charters at the full rate instead of dealing with this one guy who was going to be a problem, and he didn’t want to pay the rate. He wanted two days more for no cost.”

BRIDGE, from page A1

See BRIDGE, page A15

Captains prefer to talk to charterers

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

“You either know the broker or you don’t,” another captain said. “You can always ask if this guest has ever chartered before.”

“That’s a very good point,” another captain said and others agreed. “I also ask them, do you have any questions about what the industry standards are? Do you understand that the APA is just an estimate?”

“It’s so much about managing guest expectations,” said a third.

“If they haven’t chartered before, it’s such a wild card,” another said.

The subject of tips came up. On many charters, any left over APA is often added to the gratuity. But with so many cultures cruising in the world, the subject of gratuity can be sticky for those crew who rely on them.

“I always ask, do you have any questions about the gratuity?” one captain said. “Do you understand the industry standards, or I recommend they talk to their broker.”

Sometimes, interactions with guests

about the tip can be light-hearted.“One guy gave me the tip ahead of

time,” one captain said. “It was strange but he gave me an envelope full of $100 bills and said ‘Every time you screw up, I’ll take one of those out.’

“We lost one when one of the Jet-skis wouldn’t start, but that was it. It just made everyone relax.”

“You can’t get too focused on one tip,” another captain said. “If it’s lower than you expected, it may just be that they have a different standard. It all works out over the season.”

“I always tell my crew that these people can go anywhere they want and spend whatever they

what,” one captain said. “Guess what? They’re coming with

us. Let’s make it right.”

Lucy Chabot Reed is 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 lucy@the-triton.com for an invitation to our monthly Bridge luncheon.

Attendees of The Triton’s July Bridge luncheon were, from left, Chris and Corey Block of S/V Claire, David Hill of M/Y Summerwind, Salvadore Villerias Eckart of M/Y Azteca, Jeff Hardgrave of M/Y Mimi, Taylor Lawson (freelance), and Rocky Miller (freelance). PHOTO/LUCY REED

BRIDGE, from page A14

‘One guy gave me the tip ahead of time,’ one captain said. ‘It was strange but he gave me an envelope full of $100 bills and said “Every time you screw up, I’ll take one of those out.”

We lost one when one of the Jet-skis wouldn’t start, but that was it. It just made everyone relax.”

Managing guests’ expectations is the key to a smooth charter

FROM THE BRIDGE: Chartering

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

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Bertram Yacht, the Miami based sport-fish manufacturer, is evaluating options for a new production facility. Currently on the Miami River, the company plans to continue building high-end sportfishing yachts but requires a facility able to accommodate larger boats, the company said in a statement.

Bertram’s product development plan of designing and building even larger vessels is constrained by limitations of the existing facility. Such large vessels were inconceivable at the time the plant was established in 1962 when it produced a smaller range such as the Bertram 31.

International Yacht Bureau (IYB) finalized the commercial certification of the Marshall Islands-flagged M/Y CaryAli, an 86-foot Nordhavn. This internationally recognized approval allows the yacht to operate as a commercially registered yacht. She is the first Nordhavn to achieve this status, IYB stated in a news release.

The series of intensive plan reviews, hull and machinery examinations, safety and lifesaving equipment inspections, and crew skills demonstrations were completed over several months under the supervision of surveyors from IYB. CaryAli is commanded by Capt. Adam Steel.

Manta Maritime, a regulatory and technical consultancy, has launched Flag News, a free monthly e-mail newsletter consolidating information published by yacht-friendly flag states.

Flag News includes shipping notices, guidance notes, information notices, advisories, circulars, press releases, accident investigation information and other news from the flag administrations of Bermuda, British Virgin Islands, Cayman Islands, Gibraltar, Isle of Man, Marshall Islands, St. Vincent and the Grenadines, and the United Kingdom.

Flag News was previously only available to users of Manta’s mini ISM and ISM/ISPS systems, and is now available to everyone.

To subscribe visit www.manta maritime.com/flagnews.html.

On Call International announced an exclusive partnership agreement with First Responder Educational Services (FRES) to provide clients with complete emergency preparedness, management and rescue services.

On Call provides 24/7 emergency medical, travel and security assistance to more than 7 million travelers. The company now offers defibrillators and emergency medical kits.

FRES is the largest manufacturer of portable ACLS (advanced cardiac life

support) emergency medical kits in North America. For more information, visit www.oncallinternational.com.

American Yacht Institute has moved to a new location in Ft. Lauderdale. Visit the new office behind Smallwood’s Yachtwear near Signs in a Flash at 1678-1684 S.E. 10th Ave. For more information, visit ww.american yachtinstitute.com.

Crewfinders International’s summer office in Newport will be open through September with agent Toni Brooks. Find the office at 2 Dean Ave., 2nd floor, No. 6 or contact the office at +1 401-849-5227. Visit www.crewfinders.com for more information.

A1 Yacht Trade Consortium opened an office in Flisvos Marina in Greece. Six kilometers from the center of Athens, the branch office will provide agency and brokerage services. A1 Yacht Trade Consortium is an associate partner of BWA Yachting and represents both Peri and Zen Yachts, new build yachts from Turkey and Spain. For more information, visit www.a1yachting.com.

West Marine has launched a competition for Green Product of the Year promoting marine conservation and community involvement through cleanups, sustainable seafood events and ocean-themed contests.

Introduced in February at the Miami International Boat Show, the contest coincides with World Oceans Day and the Ocean Project’s call for protection of the marine environment.

West Marine will award one grand prize winner with $10,000 at the 2010 Miami International Boat Show. The competition is open to manufacturers, distributors and inventors of boating products. Entries will be judged on how well they improve the marine environment (and reduce pollutants), whether they are cost effective, and the degree of innovation involved.

For more information visit www.westmarine.com/green.

Saunders Yachtworks celebrated its 50th anniversary in May at the company’s new Gulf Shores, Ala., headquarters. Five hundred customers and friends joined employees and families at the Intracoastal Waterway location. Yachtworks’ new 15,000-square-foot office, parts and shop facility is the first phase of its new boatyard at MM 155.5 along the ICW. When completed, the facility will include a boatyard and basin capable of accommodating vessels more than 100 feet. Visit www.saundersyacht.com for more information.

Growing marine businesses look to relocate, add services

The Triton www.the-triton.com July 2009 A17SUPERYACHT OPERATIONS: Up and Running

Superyacht owners represent the top level of financial achievement and are people with impact and influence. Their yachts are a visible

demonstration of achievements. Individuals who pay in excess of 100,000 euros per week for their vacations are equally likely to be significant achievers. Both expect to receive the best service when dealing with

their charter agents and/or brokers.However both parties will have

experienced disappointment over the years with sub-standard service and will be familiar with people who see them as a meal ticket.

This latter will mean that once an owner or charter client has found a broker who provides service and is trustworthy they will not look elsewhere. If a broker meets the demands of the both parties, he/she will gain a reputation that will provide long term security.

It is essential to understand that the owner will wish to have the yacht maintained during charters and this depends on keeping the crew and chef on board. The revenue from a charter will be ‘small change’ if the client has caused the captain to resign.

If you are in the role of advising the owner on the choice of agent/broker, talk to peers on similar vessels for feedback on their agent/broker and share that with the owner.

The agent or charter manager will deal with the owner. As captain you are critical to the transaction, but the owner sets priorities. He controls schedules, financial terms and cancellations if the client’s actions threaten his relationship with his captain and crew.

In certain circumstances, the owner may delegate to a corporation or manager, but the broker will meet with the owner before contract is signed. Exceptions are where a vessel is a business and is chartered in volume.

The broker should make a report to the owner before the season starts, during the season and at the end. Any issues should be taken up with the captain as they arise to avoid disagreement at the end, when captain, owner and central agent should review for the future.

Owners get tired of specific yachts, wish to move on or may feel that their image needs adjusting. The broker will ensure he has a close relationship with the owner so he is aware of what he is doing with the yacht at any time.

The agent may see the captain as a means of gaining this information, but it should only be divulged with the owner’s agreement.

The broker owes his clients a commitment that the vessel will be in top form. Neither wish to find a skeleton crew because the owner has moved his crew to his latest yacht.

Normally it is a single client in a relationship with the vessel and/or broker. Where it is a family or a corporation this should be little problem. However, where it is to a group, it needs to be clear who is the representative with authority and responsibility. They will be the ‘primary interface’ to captain and crew.

It is essential to have an idea of the client’s priorities before the charter vessel is chosen. Some set the priority on the yacht’s image. This is important for corporate functions where image affects the perception of the charter client’s own clients/guests. Other clients will choose the vessel on cruising grounds, availability of “toys” or even décor suitability for exotic parties. All will expect excellent food and service beyond criticism.

The art of any good broker is to match client demand to vessel supply so all parties are happy. If the broker understands the client and has good relations with the vessel, he will have a chance of building a successful charter. Then it is up to hard work, selling skills and a bit of luck.

The captain should work equally hard to ensure that the broker understands the strengths of the vessel and crew help him match to appropriate clients. Simply, he needs to sell the yacht to the broker in the same way the broker sells it to the client.

Chris Fairgrieve is a consultant with Maritime Services International in Gosport, England, where he carries out surveys. He was in the Royal Navy for 13 years as an electrical engineer and ran his own business in the 1980s developing a power monitoring system for yachts. Comments on this column are welcome at editorial@the-triton.com.

MPI Group of Surrey, England, offers a distance-learning course designed to bridge the gap between master certification and the reality of running a large yacht. The course is sponsored by the Professional Yachtsmen’s Association and Middlesex University. Course material was created by Ian Biles, with contributions from other industry professionals, including Chris Fairgrieve. For more information, call +44(0)1252-732-220 or e-mail et@mpigroup.co.uk. To read previous columns, visit www.the-triton.com and click on “news search.”

Pleasing owner, charter client is high stakes in management

Up and RUnning

Chris Fairgrieve

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

Once you have this, you can fill out all the details of the yacht and crew, and then when the time is ripe, you can give them your estimated time of arrival at least 96 hours in advance.

Using this system, you do not have to go directly to a customs port as such. It appears you can go to almost any shipyard or marina within the customs district. We were going directly to a shipyard.

One slight problem is that on the Notice of Arrival form, you have to name a local contact ashore who is your 24-hour telephone contact. In our case, the shipyard gave us the number of a designated person. You will have to find somebody to be your shore contact.

It is unclear what happens if you arrive early or late. I assume you can update the NOA if the plan changes, assuming that you have Internet on board. There does not appear to be any facility for updating the NOA other than by Internet, so I have no idea how the small cruising boats can cope.

I decided to allow an extra day for our passage from St. Maarten, and we spent the last 24 hours going very slowly so we could arrive with the tide, exactly at our given estimated arrival time. I had advised our designated contact ashore the evening before, and he confirmed the time with customs.

The system obviously worked, as there were four officials waiting for us on the dock as we arrived in the shipyard.

I have to say that the officers who

came could not have been friendlier or more helpful, and formalities were quickly completed.

A few things came to light as we cleared. Firstly, it is entirely at the discretion of the immigration officer as to how long foreigners can be stamped into the country. There is a widely held belief that holders of a B1/B2 visa can enter for only six months. It appears that this is not the case.

I showed the officer our cruising plans, which include another small refit at the end of the summer season, and he had no problems stamping us in for eight months. Bearing this in mind, I suggest that all captains have a cruising plan laid out in advance, and if this covers more than six months, then ask for the required time. There is at least a sporting chance that you will be able to get more than six months if that is what you need.

It appears that the officers are allowed to grant up to one year, but this again seems to be a closely guarded secret, of which not even all the immigration officers seem to be aware.

The other issue for foreign-flagged boats is the cruising permit. Vessels flagged in many countries can apply for a cruising permit. This lets you pass from one customs district to another with just a phone call, and without having to go through the clearance process at each and every port.

There are a couple of things to bear in mind. It appears that once the permit expires, if you are in U.S. waters, then the CBP is not supposed to be able to renew it.

However, I have heard of one case where it was indeed renewed, so maybe sometimes, in some places, it can be renewed, but I would not bank on it.

The official line is that it cannot be renewed and you have to leave U.S. waters for 15 days before a new one can be issued. It appears that this 15-day limit is often overlooked, but again, I would not bank on it.

We had a cruising permit that was going to expire two days after our planned arrival. I decided to delay our trip until the old permit had expired. We arrived with no valid permit. This was no problem, but the CBP officer wanted to wait 15 days before issuing the new one. This was not a problem for us, as we were in the shipyard, but if arriving on a tight schedule, perhaps to pick up the owner and go cruising, then it could be a snag.

Some say you can cancel the old cruising permit when you leave; others say you cannot. The cruising permit is automatically issued for a year, but you can ask for and get a shorter period.

Rather than have the boat face the same issues next spring, I requested a cruising permit that will expire at the end of the year instead of after 12 months. This caused a small amount of tooth-sucking, but it was eventually

granted. So I suggest that once again you plan ahead and make sure that the cruising permit that is issued will expire at least 15 days before you might possibly want to return.

The only fly in the metaphorical ointment was with the agricultural inspector. He was as friendly as the others, but was insistent on us removing all fruit and vegetables, dairy products, chilled meats and most of the dry goods, such as flour, sugar, rice, cereals, etc.

Slightly reluctantly he let us keep some unopened items and some frozen food, but he sealed freezers so we could not use the contents until we are once again at least 25 miles from shore.

For the rest of the stuff we had to get a special disposal truck to come and take it all away. This cost about $600 for the truck and 52 cents a pound to dispose of everything. I can understand the importance of keeping potential pests out of the country, but it was possibly a bit of overkill, since most of everything we paid to get destroyed had come from the United States via the suppliers in St. Maarten.

Once again, there seems to be some discrepancy between different areas and possibly between different officers as to how rigorously these rules are enforced, but it is safest to arrive with minimal provisions just in case. What does seem clear is that in many ports they are enforcing these rules more rigorously than in the past.

One glaring anomaly seems to be with vessels arriving from the U.S. Virgin Islands and/or Puerto Rico. Some friends on a foreign-flagged boat arrived in Florida, having come from Puerto Rico. They told the Puerto Ricans their plans and destination, and declared their arrival in Florida.

On arrival they were told that there were no formalities to complete, since they were effectively coming from U.S. waters. There was not a hint of any inspection of their provisions being needed, neither in Puerto Rico nor in Florida. Ironically, they too had done much of their provisioning in St. Maarten, yet their supplies were deemed clean to enter and ours contaminated.

Unfortunately, what works for one yacht in one place on one day may not work for another in another place or even a day or two later in the same place. It seems to me the whole thing is as mysterious to the CBP as it is to us.

What I have related worked for us on the day we arrived in the port we visited. I hope it works for you, too, wherever you choose to enter.

Capt. John Campbell has been yacht captain for more than 20 years and a sailor all his life. He is currently in command of the 45m S/Y Timoneer. Comments on this story are welcome at editorial@the-triton.com.

LESSON, from page A1

You will have to find somebody to be your shore contactLESSON LEARNED: U.S. clearance rules

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

PublisherDavid Reed, david@the-triton.com

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

EditorLucy Chabot Reed, lucy@the-triton.com

News staffDorie Cox

Lawrence Hollyfield

Production ManagerPatty Weinert, patty@the-triton.com

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

Contributors

Stew/Deck Ngaire Allmark, Michael Bach, Carol M. Bareuther, Capt. John Campbell,

Gary Carroll, Mark A. Cline, Jake DesVergers, Stew/Cook Victoria Erceg,

Chris Fairgrieve, Capt. Chris Harris, Chef Mary Beth Lawton Johnson,

Alene Keenan, Capt. Bob Kimball, Capt. Grant Maughan, Betsy McDonald, Capt. Mac McDonald,

Stew Rachael Millman, Keith Murray, Steve Pica, Amber Rasul, Stew Joanna Reid,

Capt. Jeff Ridgway, Rossmare Intl., James Schot, Capt. Tom Serio, David J. Shuler, Mike Stafford

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

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

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

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

WRITE TO BE HEARD

For the first time in more than many years, I find myself in the position of being a captain on a vessel that is now for sale. A yacht for sale is not unusual, but the position it puts yacht crew in is. Our position and duties are juxtaposed

with the sales broker’s position and duties. Witness these parallel duties:

Crew: The primary goal – and your obligation to the owner – is getting the boat sold.

Broker: DittoCrew: Available to receive phone calls

day or night, seven days a weekBroker: Ditto

Crew: Willing to cancel, reschedule or give up personal business, days off, and vacations

Broker: DittoCrew: Endlessly cleaning, polishing and preparing Broker: Expects the crew to be endlessly cleaning,

polishing and preparingCrew: Is in a constant state of readiness to show the boat

at a moment’s notice, seven days a weekBroker: DittoCrew: Dressed and ready during showings to impress the

potential buyer Broker: DittoCrew: Constantly highlights the vessel’s strong points Broker: DittoCrew: Answers questions honestly while remembering

the goal of getting the boat sold, which may require putting a positive spin on the answers

Brokers: Answers questions with whatever it takes to sell the boat (No offense brokers, but you know this happens.)

Crew: Organizes and conducts sea trials, haul-outs and surveys

Broker: Attends sea trials, haul-outs and surveys (when beneficial or convenient)

Crew: Spends hours and sometimes days with surveyors, assisting them in their work

Broker: Spends hours and sometimes days hoping the crew is doing a good job assisting the surveyors in their work

Crew: Spends hours and sometimes days correcting all deficiencies uncovered by the surveyors

Broker: Spends hours and sometimes days hoping the crew is correcting all deficiencies uncovered by the surveyors

Crew: Spends significant time with the potential buyer answering questions, reassuring and re-enforcing that the boat is a good boat

Broker: Spends significant time hoping the crew is answering the potential buyer’s questions, reassuring and re-enforcing that the boat is a good boat

Crew: Go above and beyond the call of normal duties Broker: Performs normal dutiesAll this leads to a realization: This is a joint effort of crew

and brokers working side-by-side with one goal: to get the boat sold. Yet the end results in two paradoxical outcomes.

Broker: Receives a substantial monetary rewardCrew: Receives a final paycheck and is out of a job

By Dr. Ian Marshall

The situation with swine flu continues to evolve with more countries reporting confirmed cases. In June, the World Health Organization raised the alert level. While the virus has proved to be milder than first reported, H1N1, like other influenza viruses, has resulted in serious illness and death.

It is important to stay vigilant as this is a new virus and is still being studied and investigated. There is currently no vaccine available to prevent infection.

Advice to yacht crew remains essentially the same as in dealing with any infectious, communicable disease. It is spread by person-to-person contact, not through properly treated food or water.

Seek medical advice if you have recently (up to seven days) returned from a country where Influenza A,H1N1 has been reported, or if you have been in contact with a confirmed case and you experience any of the following: fever or chills, sore throat, coughing or sneezing,

headache or body aches, fatigue.Most comprehensive medical

kits contain everything you need for the treatment of these symptoms. Crew on boats with an emergency medical call service may contact the service for up-to-date advice. Others who are in a port with access to land-based medical facilities should contact a local doctor.

If you suspect you have influenza or another respiratory infection: l avoid close contact with

othersl avoid going out in public or

crowded placesl cover your nose and mouth

with a tissue when you sneeze or coughl dispose of used tissues

immediately after usel always wash your hands

after coughing, sneezing or blowing your nosel always wash your hands

after you have been to the toilet; after being in contact with someone with a cold or flu; before touching your face; before preparing food or eatingl don’t share personal items

such as towels, toothbrushes, eating and drinking utensils (unless washed first), food or drinksl clean surfaces that an

infected person has been in contact with.

Stockpiling of anti-viral agents such as Tamiflu or Relenza is not advised. Currently anti-viral medicines are available for priority use only, meaning prescription must be accompanied by positive lab results.

If swine flu is suspected or confirmed by medical or public health authorities in a crew member or guest, you will be advised by them on measures to be taken to reduce spread of the disease, which may include a period of isolation and the use of masks.

Up-to-date information on Influenza A,H1N1 can be found at www.cdc.gov/h1n1flu/.

Dr. Ian Marshall is medical director at Ocean Medical International. Comments on this article are welcome at editorial@the-triton.com.

my Latest rant

Juxta PoseR

Crew, brokers end up in different places in a sale

Fundamentals for dealing with swine flu

www.the-triton.com July 2009Section B

Montauk fixtures

B4Dockmaster part of place.

It is the heat that hurts

B2Spot symptoms early to survive.

Come clean and play

B17Watery fun at the beach.

Can ya hear me?

B6Satellite upgrades.

The world’s second oldest profession – going to sea – has produced many things in the history of the world. It expanded the Roman Empire,

discovered a New World, and integrates our world’s economy to be truly international.

Perhaps one of the most interesting aspects of a life at sea is the unique

vernacular it creates. I’m not talking about the endless wealth of profanity that so eloquently rolls off the tongue of a professional sailor. Years ago, when I was a doey-eyed midshipman with illusions of unlimited adventure, I was subjected to an excruciatingly painful class on the intricacies of cargo stowage and stability. My professor, according to his own statements, had been to sea for centuries. His most famous quote, “Boy, I’ve rung more water out of my socks than you’ll sail upon in your lifetime.”

However painful the two-hour class was for that day, the highlight of the session was always the last five minutes. This salty old sea captain would entice us with a classic tale centered on the origin of a particular nautical phrase. Here are some that you may or may not know:

As the crow fliesIn the days before GPS and

electronic communication, when ships were lost or unsure of their position in coastal waters, they would release a caged crow. The crow would fly straight toward the nearest land, thus giving the vessel some sort of a navigational fix. The tallest lookout platform on a ship came to be known as the crow’s nest.

Down the hatchHere’s a drinking expression that has

its origins in sea freight, where cargoes

Rules of the Road

Jake DesVergers

Son of a gun!Shipping termscommon on land

See RULES, page B12

By Capt. Grant Maughan

A swath of blood red sky bathes the morning horizon as the brooding hulk of Pitcairn Island emerges from the Pacific.

As the M/Y Turmoil pushes into a heavy swell, the somber red sunrise is a fitting backdrop to a bloody and tumultuous history for this small wind-battered rock that lies at 25 degrees south.

As we round up into the anchorage, the wind stiffens some more and sends plumes of white spray over Bounty Bay. The poetically named “Hill of Difficulty” rises vertiginous behind the landing and is scarred by the winding track that is the lifeline between Bounty Bay and

the island settlement at Adamstown. I’m sure the difficulty of getting here, landing ashore and getting to the high ground were all valid points in the choice of the Bounty mutineers to seek out this lonely refuge from the long fingers of British law and the hangman’s noose.

The weather can be sketchy in these parts and the constant trade winds and long Southern Ocean swells are pushed up across thousands of miles of nothing to wrap a vice grip around the soaring bulk of the island.

The landing at Bounty Bay is not much more than a cleft in the cliff face with a small but robust rock jetty

See PITCAIRN, page B14

Pitcairn Island – Outback PacificThe Pitcairn Islands group is a British Overseas Territory, made up of the islands of Pitcairn, Henderson, Ducie and Oeno. Only Pitcairn, pictured here, is inhabited. PHOTOS/CAPT. GRANT MAUGHAN

A rocky, frothy welcome.

Getting ashore takes will, nerve and a mountainside full of helpful people

B� July 2009 www.the-triton.com The Triton ONBOARD EMERGENCIES: Heat exhaustion

You are on deck getting everything ready for the next voyage. The captain wants everything done by 4 p.m. and everyone is really scrambling to meet

the deadline.It’s 10 a.m. and

the sun is already hot. You realize you forgot the sunscreen but there’s no time to stop.

It’s 11 a.m. and your leg begins to twitch, then cramps. You are

sweating like you never have before and you have a headache. But you continue to work. The rest of the crew is depending on you.

At noon your cramps and headache are much worse, your skin is cool and moist, and you feel weak and dizzy. You are experiencing heat exhaustion and if you do not cool off you could end up with heat stoke, which can be fatal.

Recognizing the signs and symptoms of heat exhaustion and heat stroke can save your life or the lives of those around you.

Heat-related emergencies can happen to anyone, anytime and anyplace. However they are even more likely to happen during summer when more people are drawn to the water.

While the water itself is usually cool, being around the water only intensifies the heat by reflecting the sun’s rays back at you.

You know the old saying, an ounce of prevention is better than a pound of cure. With heat-related emergencies, think in terms of ounces – ounces of water, that is. Not alcohol, coffee, tea or soda; these dehydrate you. Think and drink water.

Here are some tips to help prevent heat-related illnesses.

1. Drink water. Carry a water bottle and continuously take sips, even when you do not feel thirsty. I like to freeze a few bottles of water 80 percent full (to allow for expansion) and carry one with me. As it melts, I sip on cold water.

2. Dress for the heat. Wear lightweight, light-colored, breathable clothes that reflect the heat.

3. Wear a hat that covers your head and ears. Wide-brimmed hats may not be the latest fashion craze but they will keep the sun off you.

4. Graze. Eat several small meals. 5. Pace yourself. Yes, the work must

be done, but if you need to, work at a slower pace to avoid over heating.

6. Think timing. If possible, schedule more strenuous outside tasks in the early morning or evening to avoid the day’s peak heat.

7. Take a break. Get into the air

conditioning or shade when possible. Use this time to refill your water bottle.

There are many things that can cause heat-related emergencies, especially high temperatures and high humidity. Often high heat and humidity affect the body’s ability to cool itself. When the humidity is high, sweat will not evaporate quickly. This prevents the body from releasing heat quickly.

Age, obesity, fever, dehydration, heart disease, poor circulation, sunburn, and prescription drug and alcohol use can also affect our body’s ability to cool itself. And yes, a hard night of drinking can increase your risk factor. You may wish to switch to club soda if you know that your next day is going to be a long hot day in the sun.

Heat stroke is the most dangerous type of heat emergency as it can cause death or permanent disability. Heat stroke occurs when the body’s temperature rises rapidly, the sweating mechanism fails, and the body is unable to cool down. It is possible for the body temperature to reach 106°F or higher within 15 minutes.

Warning signs for heat stroke vary but may include an extremely high body temperature; red, hot and dry skin (no sweating); rapid, strong pulse; throbbing headache; dizziness, nausea, confusion, hallucinations and/or bizarre behavior; seizures; and

unconsciousness.If you see any of these signs, you

may be dealing with a life-threatening emergency. Call for immediate medical assistance, get the victim out of the sun and cool the victim rapidly by placing the person in a cool shower or spraying the victim with cool water.

Apply ice packs to the victim’s neck, groin, and armpits. Blood circulates close to the skin at these points and will carry cooler temperatures throughout the body.

Get medical attention as soon as possible. If emergency medical personnel are delayed, call or radio for further emergency medical instructions.

Lastly, if there is vomiting, make sure the airway remains open by turning the victim on his/her side.

Remember, it is much easier to prevent these heat-related emergencies than it is to treat them. Drink plenty of water and look for early warning signs.

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

Heat illnesses can sneak up on you, so know when to seek shade

sea sick

Keith Murray

B� July 2009 www.the-triton.com The Triton ON THE DOCKS: Montauk Yacht Club

By Dorie Cox

A much younger John Murray started at Montauk Yacht Club as a dock boy at age 16, grabbing lines and carrying groceries for visiting yachts. Murray is now dockmaster of the marina in the resort on the South Fork of New York’s Long Island.

“I landed the right job as a kid,” said Murray, now 44. “I just fell into it.”

The island has long been home to Murray who grew up in Commack, went to high school in Montauk and worked at the marina until the late 1980s. He would have stayed at the marina but he was hired away by a yacht club member.

“I loved the marina at that time but a customer made an offer I couldn’t refuse,” he said. “The guy hand picked me off the dock, so I had to go.”

He left to work for a salvage auction yard for the next 10 years until the business sold, then he worked at various jobs including roofing for the next three years.

Then the dockmaster position opened up.

“Now I’m back for my second tour of duty, and I’ve been here nine years this time,” he said.

Still living a five-minute drive from work, Murray often brings his sidekick, a “good dog” yellow lab named Sandy.

The resort is popular with locals and visitors alike. Its original buildings were built in 1928 by developer and entrepreneur Carl Fisher, who developed Miami Beach. He envisioned the quiet fishing village of Montauk as the “Miami Beach of the North.”

And although the Great Depression eventually stopped the dream, the original villas are still there.

Recently acquired by Island Global Yachting (IGY), the resort and marina have undergone multimillion-dollar renovations.

The buildings have been restored to Fisher’s designs including original wood floors found under carpet and the refurbishment of the signature 60-foot lighthouse to its original shining glory.

No longer a private club, the marina and resort are now open to everyone.

To visit the marina, approach toward Lake Montauk and the club is to the left. Fisher dug the channel to the lake when he created the club. He realized it would be a major draw for people with yachts and at that time it was the world’s largest private harbor.

It’s not a problem to navigate, just stay in the channel and the current isn’t

bad, Murray said. The bottom is silt and the tide is three feet.

The marina has 282 feet available on the outside dock with a 12-foot draft limit. About 140 of the marina’s 232 slips are full all summer, but 90 slips are open for transients, he said.

“Most of the summer staff has returned for their second, third or sixth year,” Murray said of the college kids who come from as far as Jamaica and Brazil. “That says a lot about the marina right there.”

The marina shuts down in November with two staff and

reopens in April with 10 staff. All the boats leave during the winter but Murray stays put to keep up with maintenance and take reservations.

Keeping with the historical old-fashioned tone, Murray said operations at the marina is pretty much old school, including handwriting on the white board for slip reservations.

“I have job security because so much of this job is in my head,” he said.

Celebrating its 80th year this summer, the club hosted a grand reopening in June with themed festivities including a Roaring 20s bash, a Bootleggers Happy Hour and a barbeque hosted by Katie Lee Joel, a television food critic, chef and musician Billy Joel’s wife.

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

First hired as a kid, dockmaster John Murray knows New York’s Montauk Yacht Club. PHOTO FROM JOHN MURRAY

Montauk offers history in villas, lighthouse and its dockmaster

‘Most of the summer staff has returned for their second, third or sixth year. That says a lot about the marina right there.’

— John MurrayDockmaster, Montauk Yacht Club

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

Technicold by Northern Lights announced an advanced solution for electrical load management, the Technicold Automatic Linear Load Bank System. It is the only fresh-water cooled, non-modular load bank commercially available that features variable outputs to manage electrical load on each individual 3-phase leg.

By supplying a supplemental electric load to the generator, Technicold load banks ensure that the generator is always properly loaded, the company said in a statement. A ship’s load activity is monitored with the load bank controller, which tracks phases from the ship’s electrical panel. The digital controllers analyze the data and transmit commands to the load bank processors. When the vessel’s power usage fluctuates, the controller uses pre-programmed parameters to manage electric loads, ensuring

optimal loading of the ship’s generator sets.

“High-energy demand systems like air conditioning, stabilizers and bow thrusters are becoming more common in all types of vessels,” said Clive Cox, Technicold director of engineering. “With multiple staterooms, power configurations and night-versus-day demands, properly loading your generator set can be challenging.”

For more information visit www.technicold.com.

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 526/563Savannah,Ga. 513/NANewport,R.I. 564/NA

CaribbeanSt.Thomas,USVI 585/NASt.Maarten 589/NAAntigua 607/NAValparaiso 710/NA

NorthAtlanticBermuda(IrelandIsland) 648/NACapeVerde 572/NAAzores 554/1212CanaryIslands 530/677

MediterraneanGibraltar 522/NABarcelona,Spain 541/1,230PalmadeMallorca,Spain NA/1,212Antibes,France 603/1,457SanRemo,Italy 743/1,617Naples,Italy 631/1,485Venice,Italy 644/1,394Corfu,Greece 617/1,443Piraeus,Greece 601/1,426Istanbul,Turkey 564/NAMalta 561/1345Bizerte,Tunisia 612/NATunis,Tunisia 606/NA

OceaniaAuckland,NewZealand 585/NASydney,Australia 587/NAFiji 593/NA

*When available according to local customs.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of June 15, 2008

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 1,099/1,170Savannah,Ga. 1,169/NANewport,R.I. 1,164/NA

CaribbeanSt.Thomas,USVI 1,219/NASt.Maarten 1,228/NAAntigua 1,241/NA

NorthAtlanticBermuda(IrelandIsland) 1,199/NACapeVerde 1,078/NAAzores 1,163/NACanaryIslands 1,126/1,269

MediterraneanGibraltar 1,147/NABarcelona,Spain 1,179/2,019PalmadeMallorca,Spain NA/1,998Antibes,France 1,227/2,301SanRemo,Italy 1,313/2,348Naples,Italy 1,273/2,285Venice,Italy 1,291/2,222Corfu,Greece 1,286/2,185Piraeus,Greece 1,269/2,168Istanbul,Turkey 1,176/NAMalta 1,159/NABizerte,Tunisia 1,150/NATunis,Tunisia 1,142/NA

OceaniaAuckland,NewZealand 1,180/NASydney,Australia 1,188/NAFiji 1,275/NA

*When available according to customs.

TECHNOLOGY BRIEFS

Technicold launches system to manage electrical loads

See TECH BRIEFS, page B6

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

Filter traps 70% of sootThe California Air Resources Board

(ARB) has verified Rypos’ Active Diesel Particulate Filter (ADPF) as a Level 2 Plus for use with marine harbor craft.

The Rypos ADPF’s verification applies to certified marine diesel engines manufactured from 2004 to 2009, marine engines modified with the Clean Cam Technology System (CCTS), or other marine engines meeting the terms and conditions specified in the Executive Order DE-09-006.

Advantages include trapping up to 70 percent of soot, low back pressure, requiring less than 1% on average of engine output to operate, and can be used with or without diesel oxidation catalyst.

For more information, visit www.rypos.com.

Sound barrier blocks intrudersBoat security systems supplier

Paradox Marine has introduced acoustic technology to protect yachts, boats and marinas from intruders.

Inferno Intenso Sound Barriers generate a patented, unbearable noise frequency pattern that immobilizes onboard intruders. A single unit covers up to 750 square feet.

“Inferno Intenso will be available as a stand-alone deterrent or integrated into our comprehensive boat security, monitoring, tracking and surveillance systems to offer boat owners additional peace of mind when they are away from their vessels,” President Jay Keenan said.

As a sound barrier, the noise pattern emitted by the Inferno causes an intruder to immediately modify his behavior. As an attention-getting siren, the unique and loud noise pattern stands out from other noise. Units have built-in sabotage protection and a long-life battery. Aluminum and steel casing is coated for the marine environment.

For more information, visit www.paradoxmarine.com or call +1 954-565-9898.

New night vision camera strongerOceanView Technologies has

introduced a new multi-sensor night-vision camera system, the Apollo II HD, the highest definition thermal imaging camera available in the marketplace at this price (suggested retail price of $17,995). It incorporates a 640 x 480 resolution camera with 4x digital zoom and an ultra-low-light camera in the same 360-degree pan and tilt housing as the Apollo II Camera.

The Apollo II HD has four times the resolution of other cameras and twice the range. It enables the user to see clearly not only in total darkness but also in a wide variety of poor lighting conditions including low-light, heavy

rain, bright sun and some fog.For information, visit www.

nightboating.com.

HydraTech wraps busted pipeHydraTech Engineered Products has

introduced Marine HydraWrap, a CFRP (carbon fiber reinforced polymer) that incorporates high performance epoxies and carbon fiber fabric into an ultra high strength composite repair system.

It offers a nonmetallic, chemical and corrosion resistant structural repair. The new Marine HydraWrap product line has been designed with a focus on the maritime industry and is ABS design approved for the repair of piping and bulkheads.

The HydraWrap Repair Kits can be used offshore with no hot work and no special tools. The kits come with materials to repairs pipe up to 24 inches. Systems are also designed for elbow and T repairs as well as bulkhead patch kits.

For more information, visit www.hydratechllc.com or call+1 513-827-9169.

USCG: RF lights can hurt radioThe U.S. Coast Guard issued a safety

alert in June to advise mariners that energy-saving Compact Fluorescent Lights (CFL), sometimes known as radio frequency (RF) lighting, may interfere with certain communications equipment. CFLs employ an RF lighting device to excite a gas inside a bulb in order to produce light.

The U.S. Federal Communications Commission required manufacturers of CFLs to provide an advisory statement, similar to the following:

“This product may cause interference to radio communications and should not be installed near maritime safety communications equipment or other critical navigation or communication equipment operating between 0.45-30 MHz.”

For more information, visit http://homeport.uscg.mil.

Globe Wireless has Ku-bandSpeedCast has entered a distribution

agreement with Globe Wireless to provide global Ku-band broadband maritime service. This new broadband service will serve Globe Wireless customers using Ku-band capacity on over 15 beams and multiple teleports in Asia, Europe and the Americas.

For more information, visit www.globewireless.com.

Marlink expands coverageMaritime satellite communications

provider Marlink expanded coverage of its WaveCall VSAT service in the Caribbean following acquisition of space on the AMC-21 satellite.

WaveCall Ku-band coverage will now range further along the eastern U.S.

coast toward New England and further west in the Gulf of Mexico providing coverage through the Panama Canal. The new coverage also increases signal strength in key areas of the Caribbean.

Marlink also announced its acquisition of capacity on the Telstar 11N, the new satellite recently launched by Telesat. The Telestar 11N is the first satellite to provide Ku-band coverage of the Atlantic Ocean from the Arctic Circle to the equator. The satellite uses 39 high-powered Ku-band transponders to support a wide range of video and data applications in North America, Europe, and Africa and across the Atlantic Ocean.

For details visit www.marlink.com.

KVH acquires, expands serviceKVH Industries has announced it

has taken operational responsibility of the mini-VSAT Broadband service network supporting North America and the Caribbean.

KVH also purchased the Miami satellite network hub that supports the Caribbean region from SES AMERICOM, applied for operating licenses in KVH’s name and has been granted Special Temporary Authority by the FCC to continue operation of the mini-VSAT Broadband service in these areas.

KVH Industries also announced that it has signed a multi-year agreement with SKY Perfect JSAT Corp. to lease satellite capacity on its JCSAT-1B and Intelsat-15 satellites to provide mini-VSAT Broadband service coverage in Asia Pacific waters and in the Indian Ocean, starting this year and in 2010.

In other news, KVH Industries has introduced a mini-VSAT Broadband Crew Calling System that expands the enhanced VoIP telephone services offered by KVH’s mini-VSAT Broadband service and TracPhone V7 antenna.

“In the highly competitive commercial maritime industry, offering affordable communications is an easy and effective step to help attract new crew members, improve crew efficiency and satisfaction, and reduce the costs incurred by crew turnover,” said Brent C. Bruun, KVH’s vice president of sales and business development.

A dedicated Crew Calling Gateway is connected to the TracPhone V7. Crew members purchase a calling card from the ship’s captain or buy minutes from KVH via credit card.

For information visit www.kvh.com.

Global Satellite goes smallerFt. Lauderdale-based Global

Satellite has launched its Inmarsat FleetBroadband 150 service. Developed for the leisure, fishing, coastal merchant and small defense vessel markets, FleetBroadband 150 (FB150)

TECHNOLOGY BRIEFS

California OKs diesel filter for marine engines

See TECH BRIEFS, page B7

TECH BRIEFS, from page B5

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

is the world’s smallest, lightest, fastest global maritime service.

“The Fleetbroadband 150 fills the gap in the marketplace for those who want to stay connected by phone, SMS or e-mail when sailing and don’t want to pay a fortune,” President Martin Fierstone said. “Staying connected is no longer a luxury, but a necessity in today’s fast moving environment.”

The FB150 offers a voice connection at landline quality, accessible simultaneously with Internet-capable IP data at 150kbps and simple-to-use SMS. Above-deck equipment measures 20cm in diameter and weighs less than 9 pounds. It connects to a standard personal computer and supports off-the-shelf applications.

For more information visit www.globalsatellite.us.

E3 issues first VSAT certificatesEight delegates have completed

e3’s first VSAT training course. The delegates included engineers, a captain and a shore-based technician.

The course ran for three days and was led by MTN’s senior trainer Richard Pimentel.

E3 Systems has achieved a level of expertise in superyacht communications holding awards for Inmarsat services, GSM/3G services and a sales award from MTN.

For more information, visit www.e3s.com.

Leaking marine glass repairedTaylor Made Systems has launched

Taylor Made Advantage Plus, a repair service for broken, leaking or inoperable marine glazings that have outlived their warranties.

“Whether it’s windshields, windows, hatches, doors, glass roofs, portlights – anything on a boat that involves glass – our field service technicians will come right to the boat and use their exceptional knowledge and skills to fix the problem,” said Mike Oathout, vice president of sales and marketing.

For more information, call +1 518-773-0636 or e-mail tms@taylormarine.com.

New sales director at SavantSavant Systems has hired J.D.

Crawford as sales director for production yacht markets.

Savant Systems integrates automation and control, A/V switching, and general purpose computers.

Crawford has served as a yacht broker at Cape Cod’s Oyster Harbors Marine for more than 10 years.

“Marine is a segment of the total control and automation arena that Savant is eager to participate in, and with J.D Crawford we have added a high level of qualified expertise to our sales force,” VP of Sales Ben Jamison said.

For more information visit www.savantav.com.

TECHNOLOGY BRIEFS

MTN, e3 train yacht crew on VSAT applications in courseTECH BRIEFS, from page B6

Mark Hockey of M/Y Happy Days, left, is awarded his VSAT certificate by Richard Pimentel of MTN. PHOTO FROM E3

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

Driscoll drives yacht by land for launch after four-year refit

After a four-year refit in Shelter Island near San Diego, the 99-foot M/Y Alessa Leigh has launched. But not the ordinary way.

Driscoll Boat Works launched the vessel by first maneuvering her a quarter mile down Shelter Island Drive using its 150-ton Travelift.

The process, which took two days to complete, began with staging Alessa Leigh in the driveway of Shelter Island Boat Yard at the end of the work week.

The next morning, Driscoll’s

Travelift crew guided the yacht one quarter of a mile down the road to the Driscoll Boat Works facilities.

Once in the yard, the vessel was successfully launched into the water. In order to avoid disrupting the community of Shelter Island, the crew began the traveling leg of the transport before the sun rose on Saturday morning.

At times, the yacht was within inches of trees, buildings and other obstacles.

Driscoll Boat Works is a full-service yacht repair facility with deep-water facilities for vessels up to 65 meters and haul out capacity for vessels up to 150 tons.

PHOTO/DAVID J. SHULER

Merrill Stevens stays busyMerrill Stevens Shipyard in Miami is

continuing to be productive during an industry slow-down, according to yard superintendent Dave Hole.

“While not bursting at the seams with work, we have managed to undertake some fairly large and substantial projects and keep our boys employed after industry cutbacks on the whole late last year,” he said in a statement.

Recent jobs at the full-service yard include an extension, three complete re-powers, several paint jobs and plate work. Haul outs have been steady for ABS and Lloyds surveys.

Helping the yard’s location on the Miami River are improvements to the Miami district including traffic enhancements, completion of a new bridge and the Merrill Stevens’ full-time ferry boat to transport workers and clients across the river.

Hole said space is available for yacht storage during hurricane season as a way to get work done and possible discount on insurance premiums.

For information visit www.merrillstevens.com.

Residents oppose BC marinaA group of citizens in British

Columbia are opposed to an application to build a private megayacht marina there.

Community Marine Concepts Group is attempting to acquire a lease on a 6.42-acre water lot owned by the province on the north shore of Victoria’s Inner Harbour to build the marina.

If granted, the Provincial Government would remove the property from the public domain and grant use to a private developer for a marina for 50 yacht owners.

The group presented a petition with more than 7,000 signatures to

See MARINAS, page B10

MARINAS / YARDS

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

Germany’s Blohm & Voss launched in June the largest private yacht afloat, the 557-foot M/Y Eclipse. Owned by veteran yacht owner Roman Abramovich, news reports have suggested it has a military-grade missile defense system, armor-plating around the master suite and bullet-proof windows.

The yacht is expected to be delivered next year.

Royal Van Lent has launched the 214-foot (65.22m) M/Y Trident. With an interior and exterior styled by Donald Starkey and naval architecture by De Voogt, Trident blends a classic Feadship flared bow with modern touches such as the semi-circular extensions with glass bulwarks on the aft decks.

She has accommodations for 12 guests in six suites, plus a master, as well as berths for up to 18 crew.

Fraser Yachts reported the following sales in June: M/Y Victoria of Strathearn, a 130-foot (39.62m) Alloy by Dennis Frederiksen of Monaco.

The brokerage also added the following new central agency listings: M/Y Magic, the 150-foot (45.72m) Trinity; M/Y Lionfish, an 80-foot (24.38m) Lazzara

New vessels to the Fraser charter fleet include: M/Y Amevi, the 262-foot (80m) Oceanco; M/Y Big Eagle, the 172-foot (52.43m) yacht built by Mie Shipyard; M/Y Inevitable, the 164-foot (49.80m) Feadship; M/Y Anedigmi, the 163-foot (49.68m) Oceanco; M/Y Istranka, the 150-foot (45.72m) yacht built by Brodogradiliste; M/Y Harmony III, the 143-foot (43.6m) Benetti; M/Y Sojourn, a 130-foot (39m) custom yacht; M/Y Aerie, a 124-foot (37.8m) Delta; M/Y La Dolce Vita, a 109-foot (33.22m) Hargrave; and M/Y Bella Contessa, a 106-foot (32.31m) Lazzara.

Merle Wood & Associates sold three yachts in May: M/Y Primadonna, a 160-foot Christensen; M/Y MTG, a 90-foot Pershing; and M/Y Angel Wings, an 80-foot Hatteras.

The brokerage also has added the following new central agencies listings: the 214-foot Feadship M/Y Trident ( joint central with Edmiston), the 174-foot M/Y Vinydrea (also a joint central with Edmiston), and the 75-foot Leopard M/Y P.F. Flyer.

Merle Wood added two yachts to its charter fleet: the 174-foot Baglietto M/Y Gitana and the 101-foot Cantieri M/Y Gitan.

Northrop and Johnson announced the following sales for May: the 145-foot Christensen M/Y Aghassi by brokers Gregg Morton and Steve Doyle, the 130-foot M/Y Victoria of Strathearn by broker Hank Halsted in conjunction with Fraser Yachts Monaco, the 85-foot M/Y Pacific Mariner, now named Sea Clef by broker Mike Geraghty, the 76-foot Swan S/Y Wild Tigris from the Spain office, and the 70-foot Swan S/Y Strabo by broker Brian Commette.

The brokerage has added two vessels to its charter fleet: the 165-foot (50m) Oceanfast M/Y Mystique, and the 143-foot M/Y Devotion, an expedition-style from Stabbert Maritime.

Northrop and Johnson has hired Jenny Chiles to join its Ft. Lauderdale office. Chiles spent 13 years as office manager and sales assistant at Fraser Yachts.

The Sacks Group sold the 121-foot (36.9m) M/Y Morgan Star.

“We are starting to see a lot more activity in the market with buyers taking advantage of some outstanding opportunities,” said Bruce Schattenburg, managing director

and broker at The Sacks Group in Ft. Lauderdale.

The buyer was represented by Rupert Connor and Marc Davidson of Luxury Yacht Group.

Bartram & Brakenhoff announced that broker David Lacz sold M/Y Ibex, a 104-foot Broward, and M/Y Gale Winds, an 88-foot Broward. Lacz also listed two new centrals: M/Y Minnow, a 90-foot Derecktor Expedition; and M/Y Golden Touch, a 100-foot Broward.

International Yacht Collection has added the 177-foot (54m) Trinity M/Y Katharine to its charter fleet. It sleeps 12 guests in six staterooms and runs with a crew of 12. She is based in Antibes for the summer and St. Maarten for the winter.

Yacht builder Kingship Marine Limited, which builds yachts in China, recently released a new design for a 138-foot luxury yacht developed in partnership with Dutch design firm Vripack International.

The new 138 includes an outside balcony on the owner’s stateroom and a full beam sky lounge. The tri-deck vessel is designed as a full displacement hull to be built in steel and aluminum. Construction is expected to begin this year to Lloyds and MCA requirements.

Yachts still launching, selling and charteringBOATS / BROKERS

FYBA hosts largest open house everBill Leonard of Merrill Stevens, left, greets Andrew Cosgreave of

Northrop & Johnson during the Florida Yacht Brokers Association’s largest open house in May: 50 vessels and 200 attendees. The monthly events typically feature between 25-28 boats, said Rae Whitt, executive director of the FYBA. The difference this time, she said, was the venue.

Hosted in May at Lauderdale Marine Center, there was enough room for all the vessels brokers wanted to include. The open houses are usually held at Bahia Mar Yachting Center on Ft. Lauderdale beach and space is often limited.

FYBA plans to host more open houses at LMC, perhaps as early as August and September. PHOTO AND STORY/LUCY REED

Chiles

B10 July 2009 www.the-triton.com The Triton

By Dorie Cox

Savannah Megayacht, a megayacht repair facility, opened for business near downtown on the Savannah River in Georgia in mid-April.

Vacant for two years, the property previously housed Palmer Johnson, Intermarine and most recently Global Ship Systems (GSS).

Earlier this year, new investors began maintenance repairs on the vacant buildings and rebuilt the 535-foot graving dock, according to Savannah Megayacht CEO Brian Considine. They repaired electrical systems, verified facilities were operational and spruced up the property. The yard opened with work on M/Y Blue Moon III, a 198-foot Feadship.

Ramping up for business by bidding on jobs and answering inquiries, the yard plans to focus on large luxury yachts.

“Boat shoe people and black shoe people don’t mix well,” said Considine, referring to the mix of yacht business and commercial business previous companies tried to combine at the yard. “To prevent

frustration for the yacht captain, our name says who we are and who we can service,”

Yard Manager Frank Bomberger was employed with GSS, which closed in June 2007 and remains in litigation. Many of the inquiries into the yard are coming from yachts that have been at the yard previously, but the new company is proceeding cautiously.

“These are our cell phone numbers, because we are keeping such a limited staff for now,” Bomberger said.

The facility includes the graving dock, a 1,000-ton rail lift, a paint and storage building, a covered wet slip and a 160,000-square-foot building with three cranes.

Contact the yard through Bomberger at f.bomberger@savannahmegayacht.com and +1 912-247-7705, or through sales manager Roger Morton at r.morton@savannahmegayacht.com and +1 912-313-8271.

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

Inside the graving dock with M/Y Blue Moon III in mid-June. From left: Brad Considine, Frank Bomberger, Roger Morton and Brian Considine.

PHOTO FROM BRIAN CONSIDINE

New owners reopen old GSS yard

municipal, provincial and federal government officials in mid-June. No decisions had been reached by press time.

Chisholm lands at Bay Ship & Yacht Bay Ship & Yacht on San Francisco

Bay has hired Capt. Ben Chisholm as a systems specialist in the naval architect and marine engineering department.

Chisholm previously served as an engineer and project manager for large yachts, naval architects

and yacht design companies and for a motoryacht that underwent a mid-body extension at the shipyard, increasing its length from 107 feet to 140 feet.

Bay Ship & Yacht provides refit and repair services as well as in-house engineering and service shops for commercial boats and megayachts. For information visit www.bay-ship.com.

Bay Yacht & Ship hires captainMARINAS, from page B8

Chisholm

MARINAS / YARDS

The Triton www.the-triton.com July 2009 B11

Welcome aboard photo enthusiasts … I’m back.

The headline in the last issue for this column on photography was

that it is the “last installment on specs,” but like Freddie Krueger I’ve returned for one, two or more sequels.

It’s like anything else. For instance, to really know your vessel it helps to have a good handle on

all the specifications. A camera has a fair number and you can look at these articles as if you’re going through the owner’s manual. I guess it is only as exciting as the interest and control you would like to have.

Therefore this is the fourth installment covering camera specifications you can find on such Web sites as dpreview.com.

I continue to use the randomly chosen Lumix DMC-FX150 camera, manufactured by Panasonic. We ended on white balance the last go around, and move on to:

Aperture range: F2.8 – F5.6This represents the settings for the

size of the hole (diaphragm) of your lens relative to its focal length (distance from the image sensor/film to the outer glass of the lens). It allows for the control of light and the depth of field.

Considering professional camera system lenses will give an aperture range of f2.8 to f22 on average, having only f2.8 to f5.6 is a limitation controlling light and the depth of field a camera can attain.

Depth of field is the distance from a near object to a distant object the lens can keep in focus. The lower f/stop (2.8 and larger as it goes down) allows less depth of field but more light to enter, which is helpful in low light. A higher f/stop (5.6 and smaller as it goes up) reduces the light reaching the sensor and extends depth of field.

Most often you would like to use a shallow depth of field in taking a portrait. This allows you to focus on the face of your subject and have the background, generally unimportant and distracting, to be out of focus (blurry). For this, the f/2.8-5.6 range is quite adequate and useful.

On the other hand, in scenic land

and seascape photography (that may still include a subject) and close up/macro work, having great depth of field is the desired ability. This is when you look for higher aperture to come into play, which with this Lumix is f5.6.

There are other useful and creative reasons for having an array of apertures.

In 35 mm (equivalent) photography the range in full stops is 1.4, 2.0, 2.8, 4, 5.6, 8, 11, 16, 22, 32. The first very light sensitive f/1.4 aperture is expensive to buy in a lens, and the last, f/32, is not common.

Anyway, with this and all pocket cameras, the size and price account for these limitations. Nearly all pocket cameras come with a three-stop (or less) range and all manufacturers know the f2.8-5.6 range is most user friendly, technically simplest and cost effective range to produce.

My pocket Leica has a range from f2.8 to f8, which is a one-stop improvement.

Nevertheless, the range for this Lumix camera is good among pocket cameras. Many have less range; some have only one f/stop.

Min shutter: 60 secNow that’s good, sort of. The shutter, like the aperture,

controls light that reaches the image sensor/film. It has no effect on depth of field. Instead, it controls the freezing-fast shutter speed or blurring (slow shutter speed) of motion, depending on what you creatively prefer.

Knowing my minimum shutter speed, my next question becomes: Does it have a “bulb” setting? This setting allows you – as long as

you press the shutter button – to keep the shutter window open. It’s a creative thing, and I have used it a lot.

Shutter speeds in 35mm professional cameras generally range in seconds or fractions of seconds, beginning with 60, 30, 15, 8, 4, 2, 1 second and onward to 1/2, 1/4, 1/8, 1/15, 1/30, 1/60, 1/125, 1/250, 1/500, 1/1,000, 1/2,000, 1/4,000, and 1/8,000 of a second, which is very fast.

I actually just read about a new camera, I think a Nikon, that has a 1/26,000 (in that range) shutter speed. Often these high-end extremes do not translate to much usefulness, unless you go for stop-action sports photography.

I checked nearly all the Canon pocket cameras quickly using dpreview.com and found each one

had a minimum shutter speed of 15 seconds. The Lumix has two stops more creative fun and light controlling capability. I like Canon, but this goes in the plus column for Panasonic.

Max shutter: 1/2,000 secThis setting allows in the least

amount of light to reach the sensor/film. It is the best at stopping action but I generally find myself less concerned with the top-end speed of the shutter.

Do keep in mind it is a way of controlling light and that there is limited capability of doing so with a three-f/stop aperture control.

So on extremely bright days your camera can make use of this maximum shutter speed if your minimum (best and most sensitive) ISO speed is 100.

What they offer is good. I would

avoid going lower as 2 to 4 thousands of a second work just fine.

I’ll end this article here, but the specification list still has two dozen more categories to explore and clarify.

We covered only two items on the list this time: aperture and shutter. They are so central to the function and creative capabilities of cameras, we could literally write extensive chapters on these two controls alone.

Next time we will begin with the built-in flash specification. In the meantime I’ll take permission to go ashore. Happy sailing.

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

Photo exPosé

James schot

PHOTOGRAPHY: Photo Exposé

Back to camera specification details; there’s still more to know

Considering professional camera system lenses will give an aperture range of f�.� to f�� on average, having only f�.� to f�.� is a limitation controlling light and the depth of field a camera can attain.

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

are lowered into the hatch. “Over the rail and on the deck; 1, 2, 3, down the hatch.”

FootlooseNo, not the 1980s dance movie.

The bottom portion of a sail is called the foot. If it is not secured, it is footloose and dances randomly in the wind.

HeadOn sailing ships, the toilet was

typically placed at the head of the ship near the base of the bowsprit. Splashing water served to naturally clean the toilet area. Contrary to some beliefs, it was not placed on the poopdeck.

Groggy This term comes from grog, the

name sailors in the British Royal Navy disdainfully used for their daily ration of a half-pint of rum and an equal amount of water. The unpopular order was issued by Vice Admiral Sir Edward Vernon, nicknamed “Old Grog” because of the impressive grogam cloak he wore on deck.

Keel haulingA punishment on board ships said

to have originated with the Dutch, but adopted by other navies during the 15th and 16th centuries. A rope was rigged from yardarm to yardarm, passing under the bottom of the ship. The unfortunate delinquent was secured to it, sometimes with lead or iron weights attached to his legs. He was hoisted up to one yardarm and then dropped suddenly into the sea, hauled underneath the ship, and hoisted up to the opposite yardarm. The punishment was repeated after he had had time to recover his breath.

MaydayThe distress call for voice radio

when vessels and people are in serious trouble at sea. The term was made official by an international telecommunications conference in 1948. It is an anglicizing of the French m’aidez, (help me).

Pipe downThis term means to stop talking and

be quiet. The pipe down was the last signal from the bosun’s pipe each day, which meant lights out and silence.

Poop deckThe name originates from

the French word for stern, la poupe, from Latin puppis. Thus the poop deck is technically a stern deck, which in sailing ships, was usually elevated as the roof of the stern or “after” cabin, also known as the poop cabin. In sailing ships, with the helmsman at the stern, an elevated position was ideal for

RULES, from page B1

See RULES, page B13

Feeling groggy? Might be best off if you pipe down

The Triton www.the-triton.com July 2009 B13FROM THE TECH FRONT: Rules of the Road

both navigation and observation of the crew and sails.

Pooped out This term described the condition of

seamen caught on the poop or aft deck after a wave from heavy seas crashed down upon it.

Port and starboardPort and starboard are shipboard

terms for left and right, respectively. In Old England, the starboard was the steering paddle or rudder, and ships were always steered from the right side on the back of the vessel. Larboard referred to the left side, the side on which the ship was loaded. So how did larboard become port? Shouted over the noise of the wind and the waves, larboard and starboard sounded too much alike. The word port means the opening in the left side of the ship from which cargo was unloaded. Sailors eventually started using the term to refer to that side of the ship.

Rummage sale This phrase stems from the French

word arrimage, meaning “the loading of a cargo ship.” Damaged cargo was occasionally sold at special warehouse sales.

Skyscraper Traditionally, this term referred to

the topsail of a ship and only more recently has come to mean a tall building.

Slush fundsThis was once the personal fund

of ship cooks. They were earned by skimming off the fat, or “slush,” from cooking and selling it when the ship came into port.

ScuttlebuttA butt was a wooden cask that held

water or other liquids; to scuttle is to drill a hole, as for tapping a cask. The cask of drinking water on ships was called a scuttlebutt and since sailors exchanged gossip when they gathered at the scuttlebutt for a drink of water, scuttlebutt became slang for gossip or rumors.

Son of a gunWhen the crew was restricted to

the ship for any extended period of time, wives and ladies of easy virtue were often allowed to live aboard with the crew. Infrequently, but not uncommonly, children were born aboard. A convenient place for this was between the guns on the gun deck. If the child’s father was unknown, they were entered into the ship’s log as “son of a gun.”

Three sheets to the wind This is a popular drinking

expression. A sheet is a rope line that controls the tension on the downwind side of a square sail. If, on a three-masted fully rigged ship, the sheets of

the three lower course sails are loose, the sails will flap and flutter and are said to be “in the wind.” A ship in this condition would stagger and wander aimlessly downwind. When someone is “three sheets to the wind,” they are seen to act in a similar manner.

Toe the lineThe space between each pair of deck

planks in a wooden ship was filled with packing material called “oakum” and then sealed with a mixture of pitch and tar. The result, from afar, was a series of parallel lines a half-foot or so apart, running the length of the deck. Once a week, as a rule, usually on Sunday, a ship’s crew was ordered to fall in at quarters – that is, each group of men into which the crew was divided would line up in formation in a given area of the deck. To insure a neat alignment of each row, the sailors were directed to stand with their toes just touching a particular seam.

Another use for these seams was punitive. The youngsters in a ship, be they ship’s boys or midshipmen, might be required to stand with their toes just touching a designated seam for a length of time as punishment for some minor infraction of discipline, such as talking or fidgeting at the wrong time. A tough captain might require the miscreant to stand there, not talking to anyone, in fair weather or foul, for hours at a time. Hopefully, he would learn it was easier and more pleasant to conduct himself in the required manner rather than suffer the punishment.

To know the ropesThere were miles and miles of

cordage in the rigging of a square-rigged ship. The only way of keeping track of and knowing the function of all of these lines was to know where they were located. It took an experienced seaman to know the ropes.

Under the weatherIf a crewman is standing watch on

the weather side of the bow, he will be subject to the constant beating of the sea and the ocean spray. He will be under the weather.

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 B12

‘Know the ropes’ a maritime term, and that’s not simply scuttlebutt

B1� July 2009 www.the-triton.com The Triton CRUISING GROUNDS: Pitcairn Island

bearing the brunt of the ocean’s power. With great difficulty we managed to launch a tender as the 1,400 tons of the Turmoil were bounced around on the swells reflecting off the rock shoreline. One hundred-eighty meters of anchor chain in 24 meters of water still had the chain led out of the hawser pipe like a tight dog leash.

Getting people into the tender in these conditions from the aft swim platform proved to be impossible so we resorted to a more creative solution that entailed donning PFDs, jumping into the sea and being manhandled into the tender.

As our sodden group surveyed the scene between the pitching Turmoil and wave-lashed Bounty Bay, our insignificance on this vast ocean was amplified as getting to either was going to be a bigger chore. As we closed on the small pass into Bounty Bay we could see some local Pitcairners stoutly planted on the rocks and giving us hand-gestured advice on making it in

without getting swamped in the surf. It’s fairly straightforward really: Get

in the trough between two waves and gun the power to stay there without over riding the wave ahead or letting the wave astern poop the tender. As you surf past the end of the pier with rocks and cliff dead ahead, make a hard port turn, power out of the white water into the lee, dump the power and swing 180 degrees onto the dock face.

Hesitation has no place in this equation.

Everyone was fairly amped after our sleigh ride in and smiling faces greeted us as the locals made us fast. We had brought down a bunch of groceries, vegetables and petrol from Tahiti after corresponding with the Christian family about any needs they may have after a particularly dry summer and the next supply ship a distant two months away.

Brawny, tattooed arms heaved our cargo ashore in minutes under the banter of the local pigeon dialect. We

PITCAIRN, from page B1

See PITCAIRN, page B15

Bounty Bay does not offer easy access from the sea, so there is talk of build-ing up the Bounty Bay break wall. PHOTO/CAPT. GRANT MAUGHAN

Local Pitcairners offer advice on arriving without getting swamped

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

were processed in country right there next to two large alloy longboats, the mules for lightering cargo ashore from the supply ships.

As we dripped onto our immigration forms, the current local doctor (on a two-year contract from New Zealand) took our temperature to check for any fever during the swine flu scare.

Formalities done with, we jumped on the back of quad bikes to be hauled up the Hill of Difficulty into Adamstown where nine mutineers and their Polynesian wives and men folk staked their claim in 1789 after stripping Her Majesty’s ship, The Bounty, and burning the remains at the foot of the bay.

Our hosts for the day were the Christian family of Steve, Olive and sons. After we unloaded our delivery items at the town co-op, we took a muddy ride on the back of the quad bikes around the island. Red earthen tracks crisscross the hills and snake their way up to the highest points, giving dramatic and powerful vistas.

Highlights of the island include the views from many of the precipitous bluffs while leaning into the wind as it screams up a thousand vertical feet of rock face. l Fletcher Christian’s Cave: where

the namesake would retire to scan the horizon and ponder on his past deeds. l John Adams’ grave: The last

remaining mutineer to die on the island (by natural causes, most of the

rest were murdered by disgruntled members of the community).l An anchor and cannon from The

Bounty.l The Pitcairn square, which

includes the post office, courthouse and church. The bells that were rung when a ship was sighted are still arranged at the square.l Bounty Bay and its hard-working

longboats.The people were incredibly friendly

and generous and gave a demeanor of hard working, honesty and a little weather beaten. Bare feet are the norm and huge splayed examples squelched through oxide colored mud.

Most of the men are built like the

PITCAIRN, from page B14

See PITCAIRN, page B16 A view of the Turmoil from high above. PHOTOS/CAPT. GRANT MAUGHAN

Adamstown, the Pitcairn capital, sits atop of the Hill of Difficulty

Longboats are ‘the mules’ for lightering cargo ashore from the supply ships.

CRUISING GROUNDS: Pitcairn Island

B1� July 2009 www.the-triton.com The Triton CRUISING GROUNDS: Pitcairn Island

proverbial brick outhouse and must pose daunting figures while manning the longboats through crashing surf. The ladies also have a stoutness about them from a life of toil and the elements.

We lunched with the Christians and took in the unparalleled view of the Pacific unrolled before us from their dining room. They talked about vessels that had visited Pitcairn over the years and could recite dates of arrival and departure, cargo and descriptions of each as if it were yesterday.

The current census was of 54 persons residing on the island and most are employed by the UK government doing various community

tasks. Pitcairn is a UK territory and is

looked after by its foreign office in New Zealand. There is talk of building up the Bounty Bay break wall to make access easier from the sea and a budget and equipment have already been allotted for the task.

A local magistrate is elected by the community and there are a teacher and doctor on contracts from New Zealand. Occasionally, other outside contractors are brought in for more specific tasks such as installing telecommunications equipment, etc.

The French nuclear testing ground of Mururou Atoll lies to the west and certain countries would send in monitoring personnel whenever the testing season was under way. These locals of one of the most remote communities in the world must shake their head in wonder at nukes being detonated literally in their backyard.

The day finished with the arduous task of getting back aboard the Turmoil. The wind and sea had been relentless and still persisted as the tender was guided through the surf into Bounty Bay. PFDs donned, we powered through the whitewater as the Pitcairners lined the rocks and waved us on in a surreal haze of surf spray and wind-driven foam.

Getting off the Turmoil had been the easy part, getting back aboard required a little more gung-ho and adrenalin. The tender was maneuvered toward the bow whilst bucking waves tormented control. One crew person at a time would then jump overboard and swim with gusto for the pilot ladder rigged amidships. With the ladder clutched in a vice grip the crew would then scramble aloft whilst being skull dragged up the side as the ship rolled and heaved. With the majority of sodden rats back onboard, the tender was taken around the opposite side of the island to be loaded as the conditions at the anchorage prohibited crane ops.

As the anchor broke the surface, the ship’s horn was sounded and its deep resonance bounced off the cliffs in salute. The Pitcairners lining Bounty Bay waved a final hooray as they have done many times before and their figures diminished into the spray and rock as we left their resolute solitude.

Whenever the world comes to Pitcairn, it always leaves again.

Capt. Grant Maughan is skipper of the 210-foot Royal Denship M/Y Turmoil. She and her crew traveled 23,000 miles since December and are en route to the Med this month for 20,000nm more before the end of 2009. Comments on this story are welcome at editorial@the-triton.com.

PITCAIRN, from page B15

Capt. Grant Maughan on his bridge. PHOTO/DAVID REED

Pitcairn is one of the world’s most remote communities

The Triton www.the-triton.com July 2009 B1�CALENDAR OF EVENTS

July 26, just after sunrise Triton Beach Cleanup, Ft. Lauderdale beach

The Triton’s third Beach Clean Up & Play Day. Meet us on the beach for a half-hour trash clean up and then stay to play in the water, paddle kayaks and canoes, enjoy coffee and, yes, network. It’s what we do. No RSVP. Watch your e-mail or call us for more information as the date draws near. 954-525-0029.

The Triton’s third Beach Clean Up & Play Day is about doing something good, having some fun and networking. PHOTO/DAVID REED

EVENT OF MONTH

July 1 Networking Triton style (the first Wednesday of every month), at The Grateful Palate on 17th Street just east of US1 in Ft. Lauderdale, 6-8 p.m. No RSVP necessary; just bring business cards and be prepared to bump into old friends. Read more about The Grateful Palate on page C3 or visit www.thegratefulpalate.net.

July 2 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. Request an invite from Editor Lucy Reed at lucy@the-triton.com or 954-525-0029. Space is limited.

July 3-5 AVP Pro Beach Volleyball Tour, Brooklyn, N.Y. The 2009 series features the top athletes in this sport. www.avp.com

July 5 Sunday Jazz Brunch (first Sunday of every month) along the New River in downtown Ft. Lauderdale from 11 a.m.-2 p.m. Free. www.fortlauderdale.gov

July 6-12 Campbell’s Hall of Fame

Tennis Championships, Newport, R.I., Host to 32 of the top players on grass courts of the International Tennis Hall of Fame. First American stop on the ATP World Tour following Wimbledon, the only professional grass court tournament in North America. www.tennisfame.com

July 11 12th annual International Yacht Restoration School Summer Gala, IYRS, Newport, R.I. Shipwrights-in-training transform neglected watercraft into vessels ready to set sail again. IYRS Restoration Hall attracts an international crowd of classic yachting enthusiasts. www.iyrs.org, +1-401-848-5777

July 15-17 9th annual MAATS (Marine Aftermarket Accessories Trade Show), Orange County Convention Center and Westin Imagine hotel in Orlando, Florida. Business-building event for marine accessory manufacturers and buyers to connect with trade show exhibits, private buyer-supplier meetings, product introductions,

See CALENDAR, page B18

Follow the bouncing ball from volleyball to tennis

B1� July 2009 www.the-triton.com The Triton CALENDAR OF EVENTS

awards programs, and networking. www.maats.net

July 17-19 Newport Bucket Regatta, Newport Shipyard, Rhode Island. This second generation of the 15-year-old Nantucket Bucket is an invitational regatta open to yachts over 90 feet (27m), previous participant or by special agreement. The regatta is limited to 25 yachts. www.newportbucket.com

July 28 Hurricane conference, Warwick, R.I. A one-day conference – titled Our Changing Coastline: Understanding the Facts, the Fiction and Reality – will discuss the storm season and developing policies for newly submerged land and climate change and how the policies affect the marine industry. Produced by the International Marina Institute. Keynote speaker Kate Moran of the University of Rhode Island. $150 for IMI members; www.marinaassociation.org and click on seminars and events.

July 29 12th annual Nantucket Nectars Sunset Music Series, Newport Yachting Center. Chris Isaak starts the summer-long series. Future acts include Huey Lewis and The News, Los Lobos, Susan Tedeschi, Michael McDonald and The Robert Cray Band. 401-846-1600, www.newportfestivals.com

July 31-Aug. 2 14th annual Classic Lyman and Antique Boat Show, Boothbay Harbor, Maine. For information contact Herbert T. Sears +1 207-563-3881 or htsears@msn.com or Philip Yasinski at +1 207-633-9895 or yasinski@reingold.com. A complete calendar of events is available at www.OldBoatLovers.com.

Aug. 1-8 153rd anniversary of the New York Yacht Club summer cruise, this year departs from and returns to Newport. www.nyyc.org

Aug. 2 Sunday Jazz Brunch (first Sunday of every month) along the New River in downtown Ft. Lauderdale, 11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov

Aug. 3-4 ABBRA Summer Symposium, Newport, RI. American Boat Builders & Repairers Association’s event is for boatyards, boatbuilding, repair businesses and affiliated marine-industry partners. Includes panel seminars from industry leaders, attendee-led roundtable discussions

on current issues, and a keynote presentation. www.abbra.org Aug. 5 The Triton’s monthly networking event, 6-8 p.m. in Ft. Lauderdale. No RSVP necessary; just bring business cards and get ready to meet new people. More details as the date draws near. Just save the date.

Aug. 6 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Yacht captains only. RSVP to Editor Lucy Reed at lucy@the-triton.com or 954-525-0029. Space is limited.

Aug. 8 National Marina Day. The Association of Marina Industries (AMI) coordinates this day around the United States as an annual celebration to highlight the role marinas play in waterfront communities. www.marinaassociation.org/nmd

Aug. 21 Ida Lewis Distance Race. A 177nm and a 150nm race over some of the most storied sailing grounds in the world. With a start off Newport, R.I., the race includes turning marks at Castle Hill, Brenton Reef, Block Island, Montauk Point, Martha’s Vineyard and Buzzards Tower on its way to a champagne finish off the Ida Lewis Yacht Club in Newport. www.ildistancerace.org

Sept. 9-14 32nd annual Cannes International Boat Show, France, at the Port de Cannes. Two weeks before Monaco and for smaller yachts. www.salonnautiquecannes.com

Sept. 16-20 10th annual YachtFest, Shelter Island Marina, San Diego. This is the U.S. West Coast’s largest show of brokerage and charter yachts, and includes an exhibit hall. www.yachtfest.com, +1 858-836-0133

CALENDAR, from page B17MAKING PLANSSept. 23-2619th annual Monaco Yacht ShowPort Hercules, Monaco

More than 530 exhibitors and 95 megayachts are expected in the only yacht show exclusively devoted to superyachts of at least 25 meters in length. Forty of the yachts will be making their first public appearances. The show brings together ship-builders, designers, equipment suppliers, brokers and service providers. Tickets are 60 euros per day. www.monacoyachtshow.org

Get ready for the season with hurricane conference

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

Triton Spotters

SPOTTED IN NEWPORT, BAHAMAS, BVI

Gary Carroll of Compre-hensive Yacht Assurance took his Triton on holiday to the British Virgin Islands this spring. Here he is at the Soggy Dollar Bar on Jost Van Dyke. Sporting a Triton cap, too, Carroll is a Triton fan, no matter where he blogs.

PHOTO FROM GARY CARROLL

The crew of M/Y Chippewa check out The Triton over lunch at Belle’s Cafe at Newport Shipyard. PHOTO/CHRIS HARRIS

The M/Y Party Girl can’t help but have fun with their latest Triton during a crew party at Bradford Marine Bahamas. They are: Deckhand Tac Crosby, Stew Aimee Preston, Stew Eka Floreze, Chef Paula Pridgeon, Deckhand Doug Grizzel and Chief Stew Christa Brewton. PHOTO/MIKE STAFFORD

www.the-triton.com July 2009Section C

July networking

C3With The Grateful Palate.

Junenetworking

C2In Lauderdale and Antibes.

Tapping In

C15

Use retirement savings to buy investmests.

Dish it Out

C8Yacht crew take over the galley.

By Lucy Chabot Reed

Blame the economy, perhaps again. But this month we asked megayacht captains and crew if they were thinking about retirement.

Turns out that a full 75 percent of the 188 respondents to this month’s survey are not only thinking about retiring but have begun planning for it, including saving some of their salary and making plans to do other things

ashore.We took that 75 percent and

crunched the numbers a bit more. By position, we discovered that captains weren’t the most adamant about planning, and indeed fell close to the bottom of the list.

The largest group of crew planning for retirement was in the chef/galley department (at 84.6 percent) followed closely by a tie among officers and deck staff (at 83.3 percent). Engineers

were next at 77.8 percent, captains at 73.9 percent, and interior staff at 72.7 percent.

Perhaps the most interesting result was when we crunched this statistic by age. In general, the older the crew members became, the less they seemed to be planning for retirement. (The one exception was in the 65-69 age category, which bounced way up.) The two respondents older than 70 indicated they were not planning for

their retirement at all.“Retire? The day I turned 65, I took

my first job as a captain,” said a captain in his 70s. “I work for a private, non-charter owner. I have been with him for six years. Neither he nor I have any retirement plans for the near future.”

The group of respondents who aren’t thinking or planning about retirement tended to be the most vocal in the

Survey: 3 of every 4 crew members are planning for retirement

See SURVEY, page C10

Several speakers at The Triton’s spring Expo in April offered valuable information for yacht crew. This is the first of two articles offering tips on resumés and interviewing.

By Capt. Jeff Ridgway

I have been in the yachting industry for more than 25 years and I have never seen a more challenging time for job hunters. The competition for yacht jobs

is intense since the number of good jobs is few and a large portion of the available candidate pool is experienced and qualified.

An eye-catching and concise resumé along with strong and professional interview skills are always important, but these tools are more crucial than ever during these challenging economic times.

The purpose of the resumé is to attract the interest of a potential

employer; the purpose of the interview is to sell yourself to that employer. Let’s begin with resumés.

Resumés are usually scanned fairly quickly. Here are a few tips that I have gathered over my 25 years of interviewing and being interviewed for various yachting jobs.

A resumé should be kept up-to-date at all times. Make sure that the contact

See EXPO, page C14

Resumé: Get it right when you write itNote relevant skills, licenses and certificates early in the resume to catch the employer’s eye. PHOTO/CAPT. TOM SERIO

Last month, I introduced yin and yang in relating food. When you follow a yin-yang diet, you bring about balance.

Too much yang for a yin person is harmful, and too much yin for a yang person is harmful.

This month, let’s define the specific imbalances found for yin and yang, and understand how to bring your body into harmony

through the foods we consume. This will aid in weathering disease and infections using natural foods rather than medications.

No foods are ever purely yin and yang. Remember that a yin food can become a yang food simply through cooking and adding ingredients to it, just as a yin person becomes a yang person through action.

It is a challenge to balance and contrast the foods used to supply our bodies with fuel.

Culinary Waves

Mary Beth Lawton Johnson

Use yin, yangto keep bodyin balance

See WAVES, page C6

C� July 2009 www.the-triton.com The Triton NETWORKING LAST MONTH: Crew Unlimited/V-Kool and Yacht Flowers

We also hosted a second networking event in May, just as The Triton was going to press, with Scott Frischhertz of V-Kool and Hilary Frischhertz of Yacht Flowers.

More than 140 yacht captains, crew and industry folks mingled and laughed at Cafe Bluefish on Ft. Lauderdale beach.

PHOTOS/DAVID REED

The Triton hosted twin networking events on the first Wednesday in June: one in Antibes, France at a new office of Crew Unlimited (below), and one in Ft. Lauderdale, also with our sponsor, Crew Unlimited (rest of photos).

Both events were well attended, with more than 100 in the atrium of the Gallery Du Port in Antibes, and more than 150 at the Downtowner Saloon in Ft. Lauderdale. In fact, at the Lauderdale event, Crew Unlimited’s Sue Price and The Triton’s Mike Price greeted us via computer from their event. PHOTOS/DORIE COX, MIKE PRICE

The Triton www.the-triton.com July 2009 C�NETWORKING THIS MONTH: The Grateful Palate

Revamped Grateful Palate offers food, meals, provisions, moreThe Triton hosts networking events

on the first Wednesday of every month. They are always from 6-8 p.m.; only the location changes.

This month, we’re gathering July 1 at The Grateful Palate, a provisioning, catering and crew placement company in Ft. Lauderdale. Many cooks and chefs will know of The Grateful Palate through Beverly Grant, the yachting industry veteran who has worked on yachts and with crew for more than 20 years, and David Learmonth, the former yacht chef who is executive chef at The Grateful Palate and director of yacht provisions.

If you haven’t visited in a while, the store/restaurant at 817 S.E. 17th St. (on the north side of the road, just east of US1) is lovely. Stop by, reconnect with Beverly and David, catch up with old friends and meet some new ones.

Until then, take a minute to learn more about The Grateful Palate.

Q. Give us a quick history lesson about The Grateful Palate.

Beverly: The Grateful Palate has been around about five years with several owners. In August 2007, the new owner bought it and merged it with Culinary Fusion, and completely renovated the store on 17th Street. It’s our face and with warm and gorgeous tones. We use the restaurant to show

what we do with food and service.Q. So how are you still involved?Beverly: I am still the director

of crew placement and catering, the same roles I had with Culinary Fusion for 12 years. I just love working with chefs and handling all those exciting opportunities. I spent a month on a ranch in Wyoming one summer when it was slow here in town. I guess we all go through it, changing from crew to a land-based job. Everybody has trouble letting go. I don’t do it [take temporary chef jobs] anymore but I’m tempted. I’m just too busy now. But that’s a good thing. It sure is exciting and I’m learning a lot of new things.

Q. What does The Grateful Palate offer yacht captains and crew?

David: We’re a multifaceted business. We have the deli with the prepared foods, the restaurant with its high-end but affordable food, and our provisioning department offers excellent service, quality and pricing. There are personal touches to all the departments.

In provisioning, for example, we pack and repack so there are no boxes delivered to the boat. Everything is portioned and bagged and labeled. It arrives and the chef can see it’s the portions of halibut and they can go right in the freezer. I worked on

yachts for eight years. I know how it feels to get a shipment and say great, there’s four hours of work just to put everything away.

Q. You also have a delicious restaurant, if you don’t mind us saying.

David: I recreate our menu each week. Our cuisine spans the world and offers our guests a wonderful selection of foods to choose from. Our signature Kobe beef burger has been a staple on our menu since our opening and our chefs continue to experiment with different flavors and techniques.

Q. The Grateful Palate has been hosting lovely foodie events. Can we expect more of those?

David: We have, on a monthly

basis, wine pairings, sometimes it’s with canapés, sometimes it’s with sit-down five-course meals. I also do demos that take about three hours. I give them all five courses and describe everything I’m doing. They get all the recipes and instructions throughout the evening. I’ve also done personal training classes, one-on-one, mostly with yacht chefs who want to work on an area they might be weak in, such as desserts. They leave with a full portfolio of recipes and a certificate.

Some upcoming events: wine pairings July 2, July 16, July 31 at 7 p.m.; demonstrations July 23, Aug. 8, Aug. 15, Aug. 22, Aug. 29, times vary. Visit www.gratefulpalate.net for details.

C� July 2009 www.the-triton.com The Triton

Don’t drink milk? No worries. You can still get all the calcium you need to live healthfully.

Calcium is an essential dietary mineral. Up to 2 percent of an adult’s body weight is made up of calcium, which is packed mostly into bones and teeth.

This nutrient also aids in blood clotting, nerve function and muscle contraction as well as helps

maintain normal blood pressure, so it’s pretty handy.

Osteoporosis, a condition that results in porous or brittle bones and ultimately can lead to life-threatening fractures, is one result of not eating enough calcium over a number of years. According to the National Osteoporosis Foundation, an estimated 44 million Americans or 55 percent of people – both men and women – age 50 years and older have osteoporosis.

The best way to prevent osteoporosis is to consume enough calcium. Recommended daily calcium intakes for adults range from 1,000 to 1,500 milligrams (mg).

Dairy products are among the foods with the highest amount of calcium per serving. That’s how they’ve earned their bone-saving reputation.

If you don’t drink milk, eat yogurt and cheese instead. Consider that 1 cup of milk provides about 300mg of calcium and so does an equivalent amount of yogurt or 1 ½ ounces of hard cheese such as cheddar.

Dairy foods aren’t the only game in town when it comes to calcium. Certain green vegetables contain calcium in small but potent amounts.

Kale and broccoli are included in this list. A 1 ½-cup serving of cooked

kale and 2 ¼-cup serving of cooked broccoli each provide the same amount of calcium as an 8-ounce glass of milk.

Spinach contains calcium, but it is also a source of oxalic acid, a substance that prevents calcium from being absorbed into the body. Collard greens, sweet potatoes, rhubarb and beans also contain oxalic acid.

Other foods that do supply calcium include salmon, tofu (made with calcium sulfate) and corn tortillas.

In recent years, there have been many foods fortified with calcium that are now abundantly available for sale at the supermarket. For example, there’s calcium-fortified orange juice, soy milk, instant oatmeal, bread, English muffins, and breakfast cereals such as General Mill’s Whole Grain Total, Total Raisin Bran and Total Honey Clusters.

According to a study published by scientists at the Osteoporosis Research Center at Creighton University in Nebraska, you might need to shake things up to get any of the calcium in a calcium-fortified beverage. Researchers discovered that calcium added as a powder in soy, rice and orange juice can settle, forming a calcium sludge

at the bottom of the carton, which only about a minute of vigorous shaking can dislodge and put into suspension again.

If you don’t drink milk, the best bet for good health is to get

your calcium from a variety of other sources: other dairy products, high-calcium non-dairy foods and calcium-fortified foods.

One way to do this, for example, is to enjoy instant oatmeal and calcium-fortified orange juice for breakfast, a grilled cheese sandwich for lunch, stir-fry chicken and broccoli for dinner, and a cup of yogurt before bed.

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

Take IT In

Carol Bareuther

NUTRITION: Take It In

Calcium comes from a variety of sources other than milk

Dairy foods aren’t the only game in town when it comes to calcium.

The Triton www.the-triton.com July 2009 C�INTERIOR: Stew Cues

Wine can be confusing. To understand wine, it helps to learn a little about the process of winemaking, the different colors or types of wine,

and some wine classifications.

The process of making wine is actually done in four fairly simple steps:

1. Pick a large quantity of grapes from the vine.

2. Put the grapes into clean, leak-proof

container. 3.Crush to release grape juice.4. Wait.It’s that simple. It’s during the fourth

step that fermentation happens. It’s a natural process that occurs once the grapes are sealed into a container.

However, there are lots of things that can be manipulated to affect the end product, such as the size of the container, the material the container is made of, the temperature of the juice, and how long the wine is matured after fermentation occurs.

One way that wine can be differentiated is by color. There are a lot of decisions involved in making wine. One of the biggest factors is the

type of grapes themselves. The type of grapes will determine the color of wine produced.

White wine is wine without any red or pink color. It is not actually white; it is a kind of yellowish color. It is made from all the grape types that are not red or bluish colored. It is usually drunk with lighter foods and snacks or on its own without any food.

It is served cool, but not too cold. Wine served at a more moderate temperature will often have a more complex and interesting flavor than wine served ice cold. Popular white wines include chardonnay, sauvignon blanc, Riesling, pinot grigio, pinot gris, and viogner.

Red wine can actually be a variety of reddish colors. It is made from grapes that are red or bluish. The most obvious difference between red and white wines is the color, but there is a big sensory difference as well. It comes from the tannins in red wines, which make the wine feel different in your mouth.

Red wines should be served at room temperature or very slightly chilled. If it served too cold it can taste really bitter. Some of the most popular red wines include Beaujolais, Bordeaux, cabernet sauvignon, chianti, Cotes du Rhone, merlot, pinot noir, Burgundy, and zinfandel.

Rosé or blush wine is pink wine

made from red grapes. It can be chilled and served much like white wine. It is a good choice to complement a meal when a red wine is just too heavy, when both fish and meat are being served at a meal, for picnics, with sandwiches, or on any “pink” occasion.

Another way to differentiate wines is by category. Wines can be separated into three categories: table wines, dessert or fortified wines, and sparkling wines.

Table wines are any of the normal, non-bubbly wines that most people drink all the time. In other words, any white, red, or rose wine that does not have bubbles.

Dessert wines or fortified wines are any wines that have higher levels of alcohol than table wines. They are not always sweet, and they are not always consumed after a meal.

Some examples include sauternes, sherry, port and marsala.

Sparkling wine is the official category for any wine with bubbles. All champagne is sparkling wine, but not all sparkling wine is champagne. Champagne from France is a specific type of wine that comes from a very specific location in northern France.

In the United States, any naturally sparkling wine can be called champagne, but only the real Champagne from France is sold

in Europe. Outside of France any inexpensive wine of any quality could be called champagne, but most of the top producers of sparkling wines in the United States won’t call their product champagne out of respect for their French counterparts.

In short, wine is a complicated topic based on a very simple process that has endless possibilities. The finished product is the result of many choices the winemaker makes throughout the process, based on the type of grapes used, the type of container used to hold the grape juice, and the variables of the fermentation process.

The three colors or types of wine are white, red and rose. The three classifications of wine are table, dessert and sparkling wines.

This concludes our brief introduction to the world of wine. Next month we’ll explore something eery good stew knows: the service and appreciation of wine.

Alene Keenan has been a megayacht stewardess for 17 years. She is the founder of Stewardess Solutions, which offers training and consulting for stewardesses to improve their jobs and careers. Contact her through www.stewardesssolutions.com. Comments on this column are welcome at editorial@the-triton.com.

You don’t have to be a sommalier to understand wine

STew CueS

Alene KeenAn

C� July 2009 www.the-triton.com The Triton IN THE GALLEY: Culinary Waves

Let’s say you love cabbage, a neutral food. The way to cook a yin food is by boiling, poaching or steaming. Yang foods are cooked by frying, roasting or stir frying.

To have balance, if you are a yin person, supply your body with yang foods but with a little yin thrown in. The yang ingredient to add to cabbage would be chicken or beef.

When we fix Chinese food at home or eat out, we see yin and yang properties at work all the time such as beef and broccoli, sweet and sour pork. You see colors, contrast, complimentary and opposing foods that balance each other. Bet you didn’t notice this.

Qualities of foods

The five groups of food are based on how they affect the body and not necessarily on the physical nature of the food or its temperature at serving. In a yin-yang diet, there are cold, cool, warm and hot foods as well as neutral.

Foods that are considered extremely yin or extremely yang should be avoided at all times.

Yin foods are warm and hot, higher in calories, and are used to treat colds and improve blood flow while lowering metabolism. Some examples are: red chili, chestnut, pumpkin, garlic, beef, shrimp, wine, ginger, coffee.

Yin foods have a higher water content.

Yin patterns that show a dietary imbalance include cold hands and feet, depression, a slow metabolism, a lack of muscular tone, and a fondness for warm drinks.

Ways to repair an imbalance for too much yin: incorporate more energetic foods such as warm dishes, healing dishes such as lamb, stews, oatmeal, buckwheat, salmon, seeds and nuts. Stay away from cool dishes such as raw salads and fruits.

Yang foods are cooling foods that cool the blood but increase body heat, increase metabolism and rid the body of toxins.

These foods are dense in energy, especially from fat. Some examples are watermelon, asparagus, bananas and cucumbers.

Yang patterns that show a dietary

imbalance include a tendency to talk, feeling hot, uncomfortable in hot weather, thirsty, bad dreams, headaches, irritability, impatience, and dark-colored urine.

Ways to repair an imbalance for too much yang: incorporate meditation and calming walks, consume beneficial fats such as olive oil and dark poultry meat, and eat cabbage, squash, sea vegetables and soy.

Neutral foods tend to bring about a harmonious state, balancing out yin and yang. Some examples include cabbage, eggs, carrots, grapes, calamari and rice.

The macrobiotic diet is one of the many diets that employs yin and yang. A standard macrobiotic diet consists of 50-60 percent organic grains, 25 percent organically grown fruits and vegetables, and about 10 percent soups made with sea vegetables, miso, grains and legumes.

Microwaves are never used in macrobiotic diets, saturated fats are eliminated, food is chewed thoroughly, and you eat only when you are hungry.

Sounds like the perfect diet doesn’t it?

The problem with the macrobiotic diet is that it is low in certain vitamins, anemia is a result of strict adherence, and it doesn’t supply enough protein.

Vegetables such as kale, broccoli, cauliflower, turnips, squash, pumpkin, onion and mustard

greens should be consumed two or three times a week. Sea vegetables such as kombu, wakame and nori are used to season savory dishes.

Other ingredients in a macrobiotic diet: legumes such as lentils, adzuki beans, soy beans, chickpeas and tofu; seasonal fruits, local to the area; fresh fish; plenty of liquids (not hot tea, coffee or sodas, but tea made from roasting grains or from dandelion greens, or the water from soba noodles); and seeds, nuts and miso paste for flavorings.

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

Extreme yin or yang foods should always be avoidedPepper – the

spice, not the vegetable

– is used to treat colds

and improve blood flow

while lowering metabolism.

COPYRIGHT KRzYSzTOF

SLUSARCzYK; IMAGE FROM

BIGSTOCKPHOTO.COM

When we fix Chinese food at home or eat out, we see yin and yang properties at work all the time such as beef and broccoli, sweet and sour pork. You see colors, contrast, complimentary and opposing foods that balance each other. Bet you didn’t notice this.

The Triton www.the-triton.com July 2009 C�IN THE GALLEY: Recipe

Here’s a nice recipe to introduce summer. Lobster is prepared two ways, offering smaller bites during a season when we want something lighter, yet sure to quell any hints of hunger.

Kataifi Lobster3 lobster tails cleaned, cut into equal

segmented medallions1 lb of kataifi dough, kept covered with

damp cloth (see sources)Salt, pepper to tastePeanut oil for frying

Breading station: 1½ cup flour seasoned with salt and

pepper 2 eggs mixed with 2 tablespoons water

Dredge each lobster medallion in flour, then in the egg wash, and wrap in the kataifi dough.

Press the shredded dough onto the lobster.

Place on a tray and keep lobster covered with damp cloth.

Deep fry until lightly browned. Remove from oil, drain on single use

towels.

Baked Lobster Special equipment: 8 individual ring molds

measuring 3x33 lobster tails, removed from shell 1 garlic clove, minced1 cup mayonnaise

2 eggsSalt, pepper to taste½ teaspoon fresh dill fronds½ teaspoon hot sauce3 tablespoons Panko bread crumbs2 tablespoons butter, cold

Combine first seven ingredients in a food processor.

Pulse until lobster is chopped but not pureed.

Butter individual ring molds. Pour the mixture into each one. Set another baking pan on top to weigh them down so lobster mixture won’t seep out. (Alternatively, you can use soufflé cups or ramekins.)

Bake at 350 F.Once the mixture is slightly set, remove

the baking pan on top and let tops puff up. Remove when lightly browned.

Place on plate and remove ring mold.

Garlic Ginger Yuzu Sauce1 garlic clove, minced1 tablespoon ginger puree (see sources)1 tablespoon mirin sauce3 tablespoons yuzu sauce1 tablespoon rice vinegar¼ cup olive oil3 drops Asian chili oil

Combine all, drizzle over Baked Lobster

Sources: Kataifi dough (at www.Parthenon Foods.com); ginger puree (at www.PerfectPuree.com

Lobster Two Ways Kataifi Wrapped Lobster and Baked Lobster

with Garlic Ginger Yuzu Sauce1 papaya, cut into square planks, for each dish

Perfect Puree is a great source for the ginger puree that you’ll need for the Garlic Ginger Yuzu Sauce; look for the Kataifi dough at Parthenon Foods.

PHOTO/MARY BETH LAWTON JOHNSON

C� July 2009 www.the-triton.com The Triton

By Capt. Mac McDonald

Showdown in the SurfMayhem a la MerCookoff in the KeysBattling knives on board Culinary Armageddon

That was the lead-in to the first ever Crew Cookoff aboard M/Y Magic. Posters were seen all over Key West (or at least in the crew mess).

It all started one night after watching Gordon Ramsey and enjoying a gourmet dinner prepared by our super chefs.

A discussion ensued about cooking and the difficulties therein.

Some non-chef crew suggested that they would be happy to give it a go and provide our chefs with a break during the next non-guest opportunity.

One thing led to another and several multi-talented crew offered challenges. Rules were posted and a date was set.

Chief Stew Jennifer Nolan and Bosun Ryan Jamison were the loudest and thusly were chosen for the first match.

The competition was to be a starter and a main course judged for presentation, taste, creativity and degree of difficulty.

Much behind-the-scenes skullduggery was afoot as each contestant tried to find out what the other was preparing.

At last, competition day arrived. Jennifer posted a proper menu, came prepared in her chef ’s frock and even tried to bribe the judges with a wonderful champagne mojito.

For the starter, she prepared capsicum with goat cheese, chorizo and olives.

She followed that with a gourmet

Restless crew cry ‘mutiny’ and take over the galleygrilled chicken “burger” adorned with bacon, avocado, a sweetcorn fritter and homemade aioli.

Ryan, in his “gansta” apparel, attacked with peekytoe crab salad in a smoked salmon wrap with sour cream.

He continued with chicken breast wrapped in bacon and covered in a citrus reduction.

Much wine was sipped, all palates were pleased, and loads of trash-talk was thrown about.

The competitive spirit was so intense that there were light-hearted and painfully obvious attempts at sabotage.

There was even a light smattering of spectator involvement. The carnival-like atmosphere insured that the crew were as much entertained as they were fed.

The judges were in a quandary with such untapped and unknown talent. Votes were taken by secret ballot and the final outcome was too close to print. There are rumors of a possible rematch in the making.

The entire crew gained a new appreciation for the challenges that our chefs face daily. The evening was a complete success and highly entertaining, too.

We can hardly wait for the next round of competition.

Capt. Mac McDonald is skipper of the 150-foot Trinity M/Y Magic.

Chief Stew Jennifer Nolan and Bosun Ryan Jamison were first up in a trash-talking cooking competition of non-chefs aboard M/Y Magic, giving the yacht’s chefs a day off. PHOTO/BETSY McDONALD

CREW COOKOFF

C10 July 2009 www.the-triton.com The Triton

In post-retirement work, what salary do you expect to earn (compared to your salary when you retire)?

60-80 percent – 25.9%

More than what I earned onboard – 4.0

About the same – 15.5%

If you could, would you work a rotation?

Yes – 86.5%

No – 13.5%

Would working a rotation cause you to stay in the industry longer?

Yes – 76.9%

No – 23.1%

Ideally, what would retirement look like?

Working with yachts in another capacity, not full time – 19.8

Finding less demanding, more local boat to cut back – 13.9

Relief / delivery work – 22.5%

Rotation– 12.8%

Working, but not with yachts – 14.4%

No longer working – 16.6%

comments section of the survey“I love what I do,” said a relatively

new captain in his late 50s. “It’s the same things that many people do in retirement: sail, care for their boats, travel and entertain friends on board. Maybe this is retirement. I think it might all be about attitude.”

“I will work as long as my health permits,” said a captain in yachting almost 40 years. “I’m having too much fun to sit home and vegetate.”

“I’m glad I stuck with yachting,” said a captain in yachting more than 30 years. “One of the big perks of a land career was the pension. Now everyone is getting screwed. Meanwhile, we have planned our own pension and have had a great life to go with it. I’m glad I stopped teaching so long ago.”

Part of retirement planning, of course, is saving money for the transition. So we asked those who had begun planning for their retirement what portion of their monthly salary they were setting aside.

Of all respondents, the largest group (38.2 percent) said they were saving more than 25 percent, which puts yacht crew in a good position comparatively. According to the Web site www.makingmoneywork.com, the average American saves less than 5 percent for retirement, and workers in other industrialized nations such as France and Canada save between 11 percent and 15 percent.

When broken down further, we saw that a majority of captains tended to save at least 20 percent of their monthly salary for retirement.

And just for kicks, we asked how much former yacht captains and crew would expect to earn once they came ashore, as a percentage of their yachting salaries. The largest group,

31.6 percent, figured they would earn about half of what they earned on yachts. Very few expected to ever earn more.

Visions of retirement

With the transformation of the yachting industry in the past decade into more of a career than simply a way of life, we were curious to learn if yachties planned to work onboard until they simply couldn’t any longer (as in the old days), or if they planned to retire from yachting, much as shore-based, career-minded workers retire from their professions.

The results were a fairly even mixture of working and not, on boats and off, full time and less.

Just 16.6 percent of respondents said their retirement meant no longer working at all, which landed about in the middle of all responses.

“I plan to go shore based for a build or two first and then return to live in Australia, hopefully as a business owner,” said a deck officer in her 40s.

The most popular vision of retirement was doing relief and delivery work (22.5 percent of respondents chose this option); the least popular vision was working in a rotation (just 12.8 percent of respondents chose this option).

In talking with captains about this afterward, these two options on the extreme ends of responses can be viewed as similar but also different. While both are less than full time, rotation still requires interacting with owners and guests and managing crew. Deliveries rarely do and relief work only mildly does.

“Rotation is not retirement; it is just another phase of my career (promotion if you like),” said a captain in his late

SURVEY, from page C1

‘I’m glad I stuck with yachting’

See SURVEY, page C12

TRITON SURVEY: Retirement

The Triton www.the-triton.com July 2009 C11

In post-retirement work, what salary do you expect to earn (compared to your salary when you retire)?

Less than half – 23.0%

About half – 31.6%

60-80 percent – 25.9%

More than what I earned onboard – 4.0

About the same – 15.5%

Would working a rotation cause you to stay in the industry longer?

Yes – 76.9%

No – 23.1%

What is the most important factor that will determine when/if you retire?

The right opportunity arises – 28.0% My family/life situation

– 36.6%

My age – 16.7% Can’t find right full-time position – 7.5%

Other – 11.3%

If you have begun saving, what percentage of your monthly salary are you saving for retirement?

10 percent – 19.4%

20 percent – 10.9%

15 percent – 7.9%

5 percent – 10.9%

25 percent – 6.1%

More than 25 percent – 38.2%

2 percent – 6.7%

Only those crew working for exceptionally good owners would not prefer a shore-side job if the pay were the same, at least after five years of travel and reaching their goal.

n n n

None of us want the adventure to end but we do get tired of dealing with all the issues involved in running boats. The smart ones save for another type of adventure – one more in their control.

n n n

I will keep working in the Industry for a little longer but am working on building my own business. I have so many contacts throughout the world that I can have companies in just about 10 countries.

n n n

Owners need to consider making a compulsory retirement plan part of a standard employment package.

n n n

Being a captain/mate is my retirement job.

n n n

A good retirement only works if you start saving early and learn not to spend your hard-earned money on stuff you don’t really need.

n n n

Begin the process early for setting up at least three viable plans and then make inroads to start to assume a small part of each one now, and through the years the transistion will be natural. Hopefully.

n n n

I believe the most difficult thing for me to adjust to would be working with people who complain

Shore-side job is tough to pass up

See QUOTES, page C13

TRITON SURVEY: Retirement

C1� July 2009 www.the-triton.com The Triton

STATISTICS/GRAPHICS BY LAWRENCE HOLLYFIELD

How long do you expect your career to last (total years)?

5 years

5%

10 years

15 years

20 years

25 years

30 years

35 years

40 years

45 years

50 years

30%

20%

15%

10%

25%

Captains

Non-captains

40s. “You earn the experience on vessels of a certain size to get rotation. I plan to command yachts well into my late sixties and would do nothing else.”

“Perhaps I’ve ‘retired’ from yachts and finally obtained my much-desired rotation by going commercial,” said a captain in his 50s. “I am working six weeks on, three weeks off with a yearly salary that matches my $1,000-per-foot I was getting as captain on a 50m white boat. And I am happier and feel like I am actually doing something useful.”

The second largest group of respondents chose “working on yachts, just not full time” (19.8 percent). Likewise, there was a seemingly similar response that ended up at the opposite end of the responses. The second smallest group of respondents chose “working on a less demanding, more local boat” (13.9 percent).

“I am semi-retired but work full-time during summer,” said a captain in his late 50s. “The winter months I am a real estate agent, which is an excellent second job choice for anyone from the yacht business. I spent 15 years on the Pacific and nine years on the Atlantic on yachts to 100 feet. I miss it and may go back to sea someday.”

“Anyone who is looking for high wages and a normal life is in the wrong job,” said a captain in yachting more than 40 years. “This is an industry for the person who wants to travel, not one who wants to live ashore, watch their family grow and get the rewards of life afloat. I have had enough of the complaints of those who want to have their cake and eat it, too.”

“I love my job and I don’t really think about retirement yet,” said a deck officer in her late 30s. “But I am tired of not seeing my family and friends and of owners who think crew don’t need vacation since we don’t work anyway when they are not on board. For me

the perfect solution would be rotation. Unfortunately, it is not very common yet in the deck department.”

One interesting outcome came from the two questions we asked about rotations. We asked specifically if crew members would work a rotation if they could. They overwhelmingly said yes (86.5 percent). Although a little less overwhelmingly, they agreed that working in a rotation would cause them to stay in the industry longer (76.9 percent).

“My dream would be a rotation leading into full retirement,” said an engineer in his late 50s. “Funny enough with all the talk of rotation – which has been agreed to by the owner and the captain – we come up zero.”

We also wondered where our respondents would retire. About half said they would settle down in the United States, with the largest groups of the remainder retiring to Australia, France, New Zealand and Costa Rica. Twenty-eight different countries were identified as retirement homes.

Career longevity dicey

One troubling result was how long respondents predicted their yachting career would last in total years. The largest group said 10 years.

“After 10 years in the industry and saving like crazy I am ready to retire and spend some quality time with family,” said a stew in her late 30s. “No regrets as yachting has enabled me to retire early and live the life not many others can.”

Nearly 45 percent of respondents expect their careers to last 15 years or less; nearly 55 percent expect it to last 20 years or less.

When we separated those responses into captains and everyone else, we discovered an even larger disparity. Less than a third of captains expected

SURVEY, from page C10

Tired of not seeing family, friends

See SURVEY, page C13

TRITON SURVEY: Retirement

The Triton www.the-triton.com July 2009 C1�

their careers to last 15 years or less; Two-thirds of non-captains expected their careers to last 15 years or less.

“I plan to retire when I ‘feel’ it is time to go,” said a captain in yachting more than 20 years. “I’m 55 and I can sense that there will be a time within the next 10 years when I will know it’s time to pack my bags.”

“Most people (stews at least) will retire due to the high demands and work load requested from owners,” said a stew in her 20s. “I’ve worked in the industry for 3 years now and I’ve taken a total of two weeks worth of vacation since I started. I find yachting is a quick way to make money. With my university education, I’d like to get out before I ‘lose’ all of that knowledge I paid thousands of dollars for.”

We were also curious to know why crew would retire, so we asked what would cause them to make that move. More than a third said their family or life situation would be the most important factor in their decision of if and when to retire.

“My better half can only be expected to tolerate me being away from home for so long,” said a captain in yachting less than 10 years. “She works 120-hour weeks and I’m never

home, so who does the day-to-day living and chores?”

Among women, that group jumped to more than 41 percent.

“My partner and I are ready to settle down and be in one place permanently,” said a stew in her 20s. “While yachting was never going to be a long-term career for me, even he has found the pressures and demands of captaining a busy charter boat to be slowly taking its toll. Right now we are saving all our money for a house, car, business, and all the other things that you have to pay for once you leave yachting.”

Fewer than 10 percent said they would retire because they couldn’t find the right job.

“With the lack of available jobs, many of us are being forced to retire, or find alternate employment,” said a female deck officer in yachting more than 20 years. “I am working on a harbor cruise boat until the timing is right to look for a full-time position.”

That relatively small percentage dismisses our original premise that the economy may be forcing otherwise long-term crew out of the industry.

If anything, the state of the world’s economies seems to have kept yachties in the industry.

“The demands of this industry

eventually burn everyone out, even when working on a good boat for a good owner,” said a captain in the industry more than 15 years. “At over 50, I’m looking forward to the chance to have more personal time off, while still staying involved in the job. The current economic situation has delayed my plans though, both from losses in investments and the risk of making changes in such an uncertain economy.

“It’s fair to say that anyone with funds in the market and/or housing has taken a big hit in this economy,” said a captain in his early 60s.

“Anyone with funds offshore (legally) has taken an even bigger hit due to currency fluctuations. Those who might have been able to retire two years ago may well be hard pressed to do so today. It’s good to be employed in this market.”

Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.

SURVEY, from page C12

‘I find yachting is a quick way to make money’

of being tired after working an eight-hour day, with an hour lunch break, and weekends off.

n n n

Get while the gettin’s good. Think twice before blowing it all at the local watering hole. Smart squirrels store their nuts.

n n n

I guess I’m currently in involuntary retirement since I reached 65 and haven’t had any return calls on job applications. Prior to 65, at least I would get return phone calls and interviews.

n n n

As long as a person remains fit and active, Age, of course, might scare off some owners. Perhaps some test of professional skills and ability should be held, or an auction.

n n n

More thought is needed on planning holiday/time off so crew don’t get burned out.

n n n

I want to keep sailing until I am too old and stupid to continue. I love this job!

QUOTES, from page C11

Non-yachties soft

TRITON SURVEY: Retirement

C1� July 2009 www.the-triton.com The Triton FROM THE CAREER FRONT: Writing a resume

information is current and that your name is listed on each page. As an interviewer, it is frustrating to find a resumé I like and then not be able to contact the candidate due to outdated contact information. Many resumés are e-mailed or faxed to me and having a name on each page helps to keep all resumés organized and filed correctly.

Keep a resumé to one or two pages. If you have relevant skills, training,

licenses and certificates, make note of them early in the resumé to catch the employer’s eye before his or her interest starts to wane. I look first to see the candidate’s duration of employment

at past jobs. A history of longevity at past jobs gives me hope that, if you are the candidate I choose, I will be able to keep you on board for at least one year. I also scan the list of licenses and certifications to make sure that the candidate is fully rated and qualified for the position being offered.

Include a photo with your resumé. Make sure that you are well groomed and well dressed in the photo. This should be a photo I can present to the owners and it should give the interviewer and owners a sense of your professional attitude and style. No pictures at the pub or in beach attire.

Check for spelling and grammar mistakes. I realize English is not the first language for many crew but it is extremely important that a resumé be easy and quick to read. Strive to make an early impression with a professional, concise and readable resumé as it may pass through the hands of the yacht’s department heads, captain and owners.

I have mixed feelings about adding a career objective to the resumé because I have seen some good ones and some bad ones.

In my opinion, a badly conceived and written career objective can quickly discourage a potential employer. Write a career objective and have a few friends critique it. Get their input on the effectiveness of your career objective.

I do not want to see a career objective that states that you want to make a lot of money and find some nice surfing beaches but if you state that you are interested in finding a long-term position in which you can work hard and smart to the benefit of the yacht, the yacht’s crew and the yacht’s owners, then I am interested. If you have an impressive career objective, include it.

List your employment history starting with your most recent employment. Keep job descriptions

short since I already know what a deckhand, stewardess or chief officer’s job entails. If you were required to go above and beyond the normal tasks and responsibilities required of a person of your position, list that information. Be honest when listing your qualifications, skills, training and job history because this is a small world and the truth will eventually become evident.

Include employment references with your resumé so that the interviewer does not have to make a separate request. These employment references should be from your most recent jobs and their contact information must be current. Employers are asking for more stringent reference and background checks, and the interviewer must be able to easily contact the references listed on a resumé.

List your relevant hobbies and any other interests that may be of interest to the interviewer. It may be an advantage if you are a certified diver, helicopter pilot or if you can speak other languages.

Save your resumé, employment references and other related documentation on a CD or other electronic media that can be easily distributed to employers. They can use this electronic data to e-mail your information to all interested parties and to keep your information filed on the ship’s computers.

Along with face-to-face visits to the local crew agencies, post your resumé, employment references and other documentation on crew agency Web sites. Most crew agencies have informative and helpful sites that allow you to post your documentation, do periodic check-ins, read about salary guidelines, get tips on resumé creation, see typical job descriptions, see current job offerings, and more. Check-in weekly and keep the crew agencies informed of your employment status and any changes to your contact information.

There are many sources of information related to creating effective resumés. Much of it, however, is tailored to the corporate world so you have to tweak the advice and guidance to fit the requirements and style of the yachting industry.

I hope this information gives you an advantage over your competition. Good luck with your job search.

Next month: Capt. Ridgway continues with some advice on developing valuable and effective interviewing skills.

Capt. Jeff Ridgway has been in yachting almost 30 years, 23 of them as a captain. He has captained yachts as large as the 235-foot Feadship M/Y Utopia and was a captain in the Gallant Lady fleet in charge of 36 crew and several vessels. Comments on this article are welcome at editorial@the-triton.com.

EXPO, from page C1

Ridgway

Resume photo: Be well-dressed

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FREIGHT

PERSONAL FINANCE: Yachting Capital

In the past several months, I have discussed alternative investments, which is any type of investment outside the typical investment in the stock

market. In this economy many people are out of work and do not have extra money to invest, or they may hold money aside for reserves. This is obviously smart money management and planning.

There is an option for those with a retirement account or multiple retirement accounts such as an IRA, Roth IRA, SEP, Simple IRA, 401K or 403B. These tax-qualified plans can be converted into a Self-Directed IRA account, which is a form of a trust.

To tap into these retirement accounts early would typically result in an early withdraw penalty of 10 percent and tax consequences from the IRS. This would not be recommended unless absolutely necessary.

You can, however, transfer these funds to a Self-Directed IRA without penalty. If you were to examine your current statements or the original paperwork you signed you will notice that a trust company actually holds the money. A good example would be if your retirement investment was with Van Kampen Mutual Funds, your account is held in the name of State Street Bank as custodian.

There are additional fees that are charged by the custodian above and beyond the fees of the investment company. This is not unusual as there is IRS-required reporting that the company must do on your behalf. These trust companies already have agreements with the investment companies and the paperwork is already integrated so you typically don’t even realize that you are dealing with two different companies.

The Self-Directed IRA is a trust company that does the same thing but has no affiliation with any investments or investment companies. It is a stand-alone trust. The benefit to this approach is that you are not limited to investing with just one investment company, and you can have one account to simplify the management of all your retirement investments. As the name says, you can direct your money to whatever investment you choose all by yourself.

A common use for a Self-Directed IRA that many people use is to

purchase real estate and not have the income and capital gains issue to address. This is typically done for people that are savvy in the real estate industry and are looking to build their retirement account this way.

There are many independent investment options that can be used in a Self-Directed IRA. Some of these are oil and gas limited partnerships, structured notes, stocks, bonds, REITs (real estate investment trusts), TICs (tenants in common), green energy investments, movies and much more. Just about anything that can create a gain that you would have to pay taxes on you can put into your Self-Directed IRA to defer those taxes.

Self Directed IRA accounts typically have a couple of options as far as a fee schedule. Consult with your financial adviser when considering this to figure out which options may be less expensive for you.

Unlike the trust companies used by mutual fund families, Self-Directed

IRAs charge by transactions and by asset values in the trust. Transaction fees would be a set up charge to set up the investment, and a charge to write a check to the investment if you make multiple investments throughout

the year. Fees for asset values typically have a break point schedule. In other words, the more money you have in the account, the smaller percentage in fees you pay. When setting up an account, plan out the most economical way of choosing the fees that fit your investment choices.

Each trust company will be different so if this is something you want to do, shop around and ask a lot of questions. If you are working through an adviser, they probably have already done the shopping so it would be a matter of planning out your diversification and how to structure your investments to keep fees to a minimum.

The key to using a Self-Directed IRA is to blend your investments to meet financial objectives. As with any investment planning, do your homework and ask questions. Then ask more questions. Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial goals.

Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Comments on this column are welcome at +1 954-764-2929 or through www.capitalmarinealliance.net.

YaChTIng CapITal

MArK A. Cline

Investors can use retirement money to buy investments

Self Directed IRA accounts typically have a couple of options as far as a fee schedule.

C1� July 2009 www.the-triton.com The Triton PUzzLES

Try these puzzles based on numbers.

There is only one rule for number puzzles:

Every row, every column and every 3x3 box

must contain the digits 1 through 9 only once.

Don’t worry, you don’t need arithmetic.

Nothing has to add up to anything else.

All you need is reasoning and logic.

SUDOKUS

CALM STORMY

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