www.the-triton.com August 2009Vol.6, No. 5

Muggings of crewRaise caution in Antibes A4

To call or not to call?Captain struggles with pilots. A18

Sail backBequia’s roots still in boats. B1

Milt and Judy Baker, founders of Bluewater Books and Charts, have officially retired, sort of. Read more about these yachting industry pioneers in the first in a series of profiles, beginning on page A8.

PHOTO FROM MILT BAKER

THAT PIONEERING SPIRIT

By Capt. Taylor Lawson

Since the onslaught of stripping yachts to just skeleton crews, I find there is more demand for freelance captains. A boat sits understaffed for movement and when it’s time to move … it means it’s time to hire … but just long enough for the trip, sea-trial, voyage or crossing.

I have a list of questions that I use to qualify my potential employer and the yacht itself before accepting a freelance gig. Keep in mind that this list is fairly thorough and I’ve had the luxury of time for its composition. The calls usually come at inopportune moments with unrealistic time expectations and definitely not when you’ve got a list of questions handy.

Keep in mind that these questions may take several communications. Make sure the important ones are answered and more realistically, that they get answered during the hand-over. Not all questions will apply to every gig bar one: how to get paid.

First you want to find out if this is a job you want, so you need to ask all the questions about what the gig entails.

How did you hear about me?Will I be running the boat as

captain, OOW, local knowledge guide or other? (If you are going as a watch captain or OOW, and working with a captain you know socially, ask for a reference of someone they have worked with. That captain may be nice off the water, but amazingly different as the master.)

When am I needed and for how long?

What kind and size of boat?How many crew?Where is the boat now, and where is

it going?Will the owner or guests be onboard,

or just the crew? (If the owner will be aboard, ask how long they have owned boats, and if they like to drive it themselves.)

Is there an itinerary or shall I plan

See FREELANCE, page A12

Evaluating freelance assignments

A few short years ago, crew enjoyed a crest in the yachting industry driven by a strong economy and bustling growth.

Now, not so much. But if the current state of the industry can be seen as a trough, then higher times are ahead.

With that in mind, we gathered seven captains

to talk about how best to steer the industry out of this low point. What weak spots need to be fixed? What good parts need to be protected? And how do we have a little control over the state of the industry in the months and years ahead?

The first – and, it turned out, last – thing on every captain’s mind was the work ethic and quality of yacht crew. So when asked what troubling part of the industry they would change, several captains jumped right in on crew.

“Clear communication with new people joining the industry,” one captain said. “I still get people who walk up the dock and knock on the hull and say, ‘Hi, I’m here and I’m ready to be paid $1,000 a week, and what do you mean I have to work weekends?’ It’s what they hear from a friend who just got a $5,000 tip on a charter, but it’s not what happens on most boats.”

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 A17.

“I think we’re past that, though,” another captain said. “Maybe some crew like that come by, but I just don’t talk to them.”

From the Bridge

Lucy chabot Reed

See BRIDGE, page A16

Steering our industry to better timesCaptains discuss what to keep, what to ditch as tough times carry on

TRITON SURVEY

Do you think yacht sales brokers are compensated fairly?

Yes – 52.9%No – 47.1%

After last month’s My Latest Rant, we asked captains if they thought brokers earned their money. More than half thought they did. Find out what else they think, starting on page C1.

LESSON LEARNED

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

Is it old?

Or just a good-looking recreation? PHOTO/JAKE RESE

WHAT’S INSIDE

Advertiser directory C19Boats / Brokers B11Business Briefs A14Calendar of events B17-18Career News C1Columns: In the Galley C1 Fitness C8 Latitude Adjustment A3 Nutrition C9 Personal Finance B10 Onboard Emergencies B2 Photography B16 Rules of the Road B1 Stew Cues C4Cruising Grounds B1

Dockmaster B4Fuel prices B5Latitude Adjustment A3Lesson Learned A1Marinas / Yards B5-9Med Spread A10-11Networking Q/A C3Networking photos C2News A4-6Photo Gallery A15Profile: The Bakers A8Puzzles C16Technology B1Triton spotter B19Triton survey C1Write to Be Heard A18-19

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

Have you ever noticed that whatever is going on in your life suddenly appears around you with friends and colleagues?

I’ve never had any kind of illness, disease or hospital stay (except with the birth of my daughter). And until July 8, I could count on one hand the number of people I knew who had had surgery.

But on July 8, I had an emergency appendectomy – I’m fine; the surgery was straightforward and pretty basic, as these things go – and in the two weeks since, I have bumped into more people facing similar or more serious surgeries.

Only one would let me share the details.

Capt. Bill Foster recently had open heart surgery. Like me, it was early enough that there was no major issues. No heart attack or damage to the heart. Just some blockage they caught early enough and cleared away. (I don’t mean to minimize open heart surgery but it’s all become so un-serious, hasn’t it?)

“Most days, if it wasn’t for the scar on my chest, I would have a hard time believing it even happened,” he said. “And, as they said I would, I feel great.”

Foster is new to M/Y Solstice 1, a 90-foot aluminum vessel built by Dover in Canada that the owner wants rehabbed and refit for private charters this winter. He’s worked for the owner in the past, and just as he was rehired a couple months ago, he discovered his heart problems.

The owner kept Foster on full salary and allowed him to manage the refit from home.

“I could not have done this without the help of Ted Elher and his crew at Hillsboro Marine, who have been overseeing the majority of the work, everything from rebuilding an engine, installing two new larger gensets, replacing the air conditioning system (including all 15 air handlers) and straightening out the hydraulics to an interior refit and A/V upgrades.”

Foster is back to work and feeling better than ever with no limitations on his heart. Me, too. (Of course, my scar is tiny compared to Foster’s.) Watch for Solstice 1 starting this fall and winter in the Bahamas.

On a less surgical – but just as joyous – note, Capt. Phil and Chief Stew Kaki Burgess of the 147-foot M/Y Aquasition were married recently.

“We have worked on this very busy charter boat for six years and haven’t thrown each other overboard yet so we figure it will work,” Kaki wrote.

The couple were married on the

island of Mustique, one of their favorite spots. “We felt like charter guests,” she said. “We rented a villa and had 15 friends and family as our guests. It was truly a magical week.”

Congrats and happy days.Capt. Charlie Kiss has left his

previous two-yacht program after several years for a new boat based in Stuart, Fla., five miles from home.

“This allows me to see my family daily and sleep in my own bed every night, a treat I have not had in over three years,” he said.

And finally, some congrats go out to Capt. Denise Fox who has upgraded

her license to MCA 3000gt Master of Yachts and the USCG 1600grt/3000gt Master of Oceans.

“It took me 15-plus years to get it but I did it,” she said.

Fox is looking for a permanent position and has been keeping busy with relief work. Read more about her thoughts on that subject on page A18.

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

A few scars won’t keep yacht captains, or the press, down

Latitude adjustment

Lucy chabot Reed

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

Seafarer fatigue studiedIssues relating to seafarer fatigue

will be addressed by a research project introduced in the UK in July.

The European Commission-funded Project Horizon brings together 11 organizations in a 30-month research program to examine how fatigue affects the cognitive performance of watchkeepers. Sixty deck and engine room officers will use bridge, engine and liquid cargo handling simulators to assess the impact of fatigue.

“Whilst we now have evidence to show the scale of the problem associated with fatigue amongst seafarers, this project will take the understanding to a new level based on data that can be used to make concrete fact-based recommendations for avoiding or mitigating the dangers,” Project Manager Graham Clarke said.

The MCA is part of the consortium and is committed to reducing seafarer fatigue by enforcing existing hours of work regulations, securing recognition of the problem of fatigue at sea and seafarer manning levels, and seeking to achieve a cultural shift that excessive working hours are no longer acceptable

either to employers or to seafarers. The MCA is a partner in the Sea Vision UK campaign to raise awareness and understanding of maritime activities.

For more, visit www.seavisionuk.org.

SOLAS amended for e-chartsWhen it met in London for its 86th

session in late June, the IMO’s Maritime Safety Committee (MSC) amended the International Convention for the Safety of Life at Sea (SOLAS) to make the carriage of electronic charts mandatory.

Amendments to SOLAS regulation V/19, to make mandatory the carriage of Electronic Chart Display and Information Systems (ECDIS) and Bridge Navigational Watch Alarm Systems (BNWAS), under SOLAS chapter V, Safety of Navigation, were adopted, with an expected entry into force date of 1 January 2011. The requirements will be mandatory for new ships and phased-in for existing ships.

The MDC also revised guidance regarding piracy, including that flag states should strongly discourage

NEWS BRIEFS

Muggings near Antibes put yacht crew on alert

By Dorie Cox

Yacht crew in France have reported muggings around Antibes this summer. Several crew who have been attacked have talked with The Triton, but asked to remain anonymous.

“I’ve heard of so many attacks, it’s not funny,” said a female crew member who had experienced an attack.

After a day in Antibes, one Canadian crew member took the train toward his apartment in Juan-les-Pins late one Sunday night in June. After a stop at a bank machine he started walking the one block to his apartment.

“Five guys came at me,” he said. “One guy had a knife and I did get cut. They ripped my pocket and got 400 euros. They tried for my wallet but I was fighting and kicked one of them in the face.

“The attackers probably saw me at the bank machine and followed me,” he said. “They probably thought I was a tourist, so I wouldn’t say they were targeting yachties.” He was not wearing any clothing that would identify him as an employee of a yacht.

This crew member said he had heard of five attacks nearby, three on the day he talked to The Triton. In one incident, two Swedish girls were maced and

robbed, he said. He did not report his incident to the French police.

“I think the majority of the victims are not reporting to the police,” he said. “It can take hours at the police station and usually they don’t speak English. … It’s just that crew talk to each other so we hear of our own incidents.”

Several of the reports indicate that the attackers are a group of males in their late teens, many with scooters.

Many of these attacks can be avoided by traveling in groups, he said, and by using extra caution since there is no public transportation late at night and taxis can be costly for day-working crew.

Many crew live in Juan-les-Pins because housing can be less expensive, with many hotels renting rooms for the season by adding extra beds. There is a road with alleys that leads to Antibes and he said that attackers may hide in corners.

“I would just avoid that, alone, late at night,’ he said. “This place isn’t scary. We just shouldn’t get lulled into a false sense of security.”

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

Seafarer fatigue studied; SOLAS amended for e-charts

See NEWS BRIEFS, page A5

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

the carrying and use of firearms by seafarers for personal protection or for the protection of a ship.

“The risk of accidents with firearms carried on board is great,” according to a report of the session. “Carriage of arms may encourage attackers to carry firearms or even more dangerous weapons, thereby escalating an already dangerous situation.”

It was agreed that the use of unarmed security personnel is a matter for individual ship owners, companies, and ship operators to decide. The carriage of armed security personnel or the use of military or law-enforcement officers (duly authorized by the government of the flag state to carry firearms for the security of the ship) should be subject to flag state legislation and policies and is a matter for the flag state to authorize.

Visit www.imo.org for details.

Florida doubles tax breakFlorida Gov. Charlie Crist signed

an economic development bill in late May, House Bill 7031, that allows non-residents who purchase a boat in Florida or bring a boat into Florida for repair or alteration to remain in the state 180 days before becoming liable for the sales and use taxes.

Previously, they only had 90 days before the taxes were applied.

Girl hit by prop dies in CaliforniaAn 11-year-old girl enrolled in

the Junior Lifeguards program in Huntington Beach, Calif., was killed in July after being hit by the propeller of a boat used to drop off participants.

Allyssa Squirrell died in surgery from deep cuts to her back and left leg, according to the Los Angeles Times.

Huntington Beach officials said the girl was one of two who jumped off the rear of the boat during an exercise. When the boat’s driver – a 20-year veteran of the program – circled back to pick up the pair, the propeller apparently struck Allyssa, according to the report. City spokeswoman Laurie Payne told the paper the waters just beyond the surf line were choppy and that the boat’s pilot didn’t see the girl.

No one had ever died in the program’s 45-year history. The driver of the boat was “devastated” by the accident and is on leave, according to the newspaper.

Insurers warn about Venezuela Venezuelan has been placed on a list

of high risk insurance markets. With president Hugo Chavez’s

confiscation of private business,

London’s marine insurance market has placed the oil-rich nation on its list of riskiest places for shipping. Fears of civil unrest and further nationalization of strategic assets, including ports and shipping, have prompted the inclusion of the South American nation on the market’s “danger area” list.

The Lloyd’s of London company insurance markets’ Joint War Committee draws up the hull war, strikes, terrorism and related perils list to alert underwriters on where in the world vessels face the most danger.

New group for DP operators The International Dynamic

Positioning Operators Association (IDPOA) was launched at the inaugural European Dynamic Positioning Conference in London in late June.

The not-for-profit professional body provides a representative voice to the maritime industry and works for professional interests of DPOs and related companies with news, industry debate, training, recruitment and careers guidance.

“The industry is at a juncture in the recruitment, training and management of DP personnel, and as we struggle to safeguard the supply and capabilities of qualified and skilled DPOs into the future, IDPOA offers a solution for industry and for individuals to

drive positive change and continual improvement,” said Steven Jones, executive director of IDPOA.

For more information, visit www.dpoperators.org.

MIASF honors Hebert, others Kristina Hebert of Ward’s Marine

Electric was honored by the Marine Industries Association of South Florida (MIASF) with a lifetime achievement award in late June. The Golden Anchor Award was presented for her advocacy, leadership of the association and dedication to the successful exemption of the recreational marine industry from the Longshore and Harbor Workers Compensation Act.

Also recognized with awards of excellence were Michell Merhige of Advanced Mechanical Enterprises (who was killed by a drunk driver in France in June), Julie Balzano of Enterprise Florida, and John Mann of Bluewater Books & Charts. Wayne Huizenga Jr. was presented with the 2009 Project of the Year Award for Rybovich megayacht marina.

“This has been an outstanding year of accomplishments for the MIASF and each of this year’s award recipients has helped make these successes possible by dedicating their time, energy and

IMO discourages carriage of firearms; Florida doubles tax breakNEWS BRIEFS, from page A4

See NEWS BRIEFS, page A6

NEWS BRIEFS

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

By Dorie Cox

For the first time in Capt. Toby Gitsham’s 10 years in the Mediterranean, he started the season with no charters booked this year.

Soon, though, M/Y Daydream’s calendar began to fill and is now booked for the next several months.

The unusually late bookings were due to charterers looking for deals, going back and forth between yachts to get the best price, Gitsham said.

It wasn’t uncommon to see discounts of 20 to 30 percent this season, or 14-day charters selling for the price of 10, he said.

“The back and forth continued and the more the charterer waited, the sweeter the deal,” Gitsham said. “Some offers were ridiculous though, and insulting to the owner who keeps his yacht crewed, maintained and in tip-top condition.”

Gitsham reported seeing many unemployed crew earlier this season, hearing that many ran out of money and went home. But he did hear stories of crew creativity.

“I saw two clever South African dayworkers offering a two-for-one deal,” he said. “Both would work but then share one salary.”

Listening to talk around the dock, Gitsham said he is hearing that the charter market may have shifted, with

the 60-meter market slowing down and those charter clients now choosing 40-meter yachts.

“Why not?” Gitsham said. “They’re half the price and still sleep 12 guests.”

But operating costs aren’t discounted to match reduced charter rates. Dockage prices are the same, he said, and berths are filling up. Fuel, though, is about half the price.

On another positive note, crew, too, can take advantage of deals. On a recent trip to Lyford Cay in the Bahamas, Gitsham wanted to take the

crew to dinner at Nobu in Atlantis. He asked the dockmaster to call a taxi, and the dockmaster suggested a limo for the same price.

“Why not?” Gitsham said. “So we arrived in style. And maybe people that hire luxury hotels and apartments for their summer might now hire a yacht because they’re the same price. They, too, can arrive in style.”

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

support to making our goals a reality,” said Frank Herhold, executive director.

Merhige memorial on Aug. 22A memorial service will be held

for Michell Merhige at the First Presbyterian Church in Pompano Beach (2331 N.E. 26th Ave.) at 2 p.m. on Aug. 22. Following, all family and friends are invited to a reception at Galuppi’s Restaurant at the Pompano Beach Golf Course.

In lieu of flowers, the family has asked that donations be made to the Children’s Home Society, Intercoastal Division, Attn: Ms. Rosemarie Stiegele, 401 N.E. 4th St., Ft. Lauderdale, FL 33301 (+1 954-453-6461).

Ms. Merhige was a partner in Advanced Mechanical Enterprises with her husband, Rich. They were in France to promote their business and she went for a jog early on June 7. She was struck by a car on the road between Juan-les-Pins and Golfe Juan. She was 39.

Crew raise money for surgeryAfter the tsunami that hit Sumatra

in January 2005, Capt. Hugo Crawford

of M/Y Aminah organized a search and rescue mission that drew in the captains and crew of several yachts, including Galaxy and Slipstream.

Those efforts developed into Waves of Mercy, a small non-governmental organization to raise money for needs in the region. Through this work, Crawford met Katie Pavett who helps children with cleft lip and palates. Waves of Mercy provided medical assistance to children facing surgery.

The group’s current cause is helping a 20-year old woman with a facial deformity due to an infection when she was 4 years old. Exacerbated through malnourishment and poor health care, the infection left her with a locked jaw and only able to eat through the small area at the back of her teeth.

“Siti is about the same age as most yacht crew starting out in our profession but she will never see the fabulous lifestyle that we lead, but maybe she can allow herself to come out doors once in a while to see the sun, if we help her now,” Crawford wrote in an e-mail. He is asking for yacht crew to join in the effort to pay for health care for Siti. For more details, visit www.childrenofsumatra.org.

Capt. Toby Gitsham and Geraldine Childs aboard M/Y Daydream in Antibes. PHOTO/MIKE PRICE

After slow start, Med charter season picking up

Memorial service for Merhige on Aug. 22 in Pompano BeachNEWS BRIEFS, from page A5

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

By Dorie Cox Anemometer, 90-degree ratchet

screwdriver and Katy the dog’s leash are a fraction of the items listed in an 18-page spreadsheet onboard Milt Baker’s boat.

Organized, categorized and under control. That’s how retired U.S. Navy Commander Baker faces his world.

Type A personalities, both he and his wife, Judy, could not stay retired in 1983. By June of 1984 they were back to work. In 1986, their retirement project, Bluewater Books and Charts, was on its way to becoming one of America’s largest nautical stores.

“We missed the challenge of working,” Baker said of their brief retirement. So, calculating his moves as he does when under way, Baker plotted.

The business plan was to have every nautical book and every chart to go anywhere in the world, he said. So that’s what happened, and that’s why megayachts, commercial vessels and cruisers call Bluewater in Ft. Lauderdale before they head to sea. For 15 years the Bakers steered the store near Port Everglades as yachts extended, traveling expanded and electronic navigation took hold.

Partners for half a century

To begin, a tale of Baker necessarily includes his wife and first mate, Judy. For 50 years they’ve been a team.

“I taught him to sail,” Judy said. They met in high school in Norfolk,

Va., when she was 15 and he was 17. Her eyes practically disappear as her smile grows broad when she talks about Milt.

“I was sailing my plywood Sailfish and Milt said, ‘I see what you’re doing. I want to do one part [work sails], then the other [steer]. Then I’ll do both,’” she said. “And he’s been captain ever since.”

Engaged in 1962, the couple married after she graduated college, as Judy’s father decreed. Determined, she graduated from Williams and Mary in two and a half years.

In his 20s, Baker was in the Navy Reserves with a deferment to finish college. Then his ship was deployed and he was pulled to sea on a destroyer as a seaman on a recovery mission. He served nine months and nine days on active duty before going to Officer Candidate School.

“I wanted to be an officer,” Baker said, his face lighting with a knowing grin; it was always in the plan, his eyes seem to say.

So he was and became director of public affairs at U.S. Central Command while Judy became an elementary

school teacher. The navy stationed them in St. Petersburg, Fla., and in 1983 they retired to go cruising in the Caribbean.

A habit of seeking adventure

Any story from the mouths of one the Bakers is likely to start with ‘I can’t remember which of us said…’. The day they decided to give up cruising begins in just such a way.

“In the paradise of Grenada or Martinique, one or both of us said, ‘Let’s get summer jobs’,” Baker said.

“One of us said, ‘these places are starting to look alike’,” Judy said. “We were in our mid-40s and too young to retire. So we headed to Annapolis.”

She worked at Fawcett Boat Supplies where she became knowledgeable in marine retail. He worked in a yard and quickly moved into an office position.

Eventually leaving there in search of their next adventure, they headed down the Intracoastal Waterway and stopped in Ft. Lauderdale. They pondered their next step: a circumnavigation, more working for other people, or perhaps buy their own business.

They researched companies to buy, such as bottom maintenance, diesel shops and other marine options but found none a good fit. Then they heard Armchair Sailor was franchising its bookstores.

“We were always the ones in the marina that had more charts and cruising guides than anyone,” Milt said. “I’d been collecting them for 25 years.”

So they created their own database and store design to start their own shop. With fewer resources like the Internet in the early 1980s, they had to research their own inventory. They scoured libraries to learn of nautical books and bought every one they could find. The primary option for boaters at that time was mail order through Dolphin Book Club, a book-of-the-month club.

“We even bought ‘The Way of the Shark,’ which turned out to be about golf,” Judy laughed.

Their initial inventory was thin, with every book’s cover facing the customer to fill shelf space. They had spent $100,000, borrowing money and using their life savings. Bluewater stocked DMA (now NGA) and NOAA charts and chart kits.

“We aimed at cruising sailors like us. But we were opened a few months and realized we had big yachts that needed everything for their trips north.”

That summer the Bakers watched as large yacht captains thought nothing of

See BLUEWATER, page A9

Charting their own course – in and out of retirement

Milt Baker has embraced boats and technology since before his days in the U.S. Navy. PHOTO/DORIE COX

Milt and Judy Baker founded and developed Bluewater Books and Charts in Ft. Lauderdale

PIONEER PROFILE: Milt and Judy Baker

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

buying dozens of charts for a trip, while cruisers labored over choosing one.

With deliberate choice of words, borne of years in media and military, Baker reminisced of this unexpected course of the store.

“I’d like to say we were prescient, but we learned instead.”

Growth came quickly

In just a few months, Milt and Judy needed help at Bluewater.

After sailing from South Africa and answering a classified ad for a ‘chart hand’ Roger Irvine became Bluewater’s first employee. He worked with the Bakers throughout their time at the store.

“Milt’s a very organized, belt-and-suspenders kind of guy,” Irvine said. “He always had a plan. Where do I want to be today, tomorrow or next year? Milt got me to think that way, even now.”

Both Milt and Judy served as role models for Irvine, he said, because of their strong work ethic, integrity and respect for others.

“They decided not to have children when Milt was in the Navy, so they put everything into Bluewater,” he said. “And he still walks like a sailor.

“He rarely makes mistakes, so he would not like me to tell that on the return trip from Cuba getting Cuban charts from their Hydrographic office, he got stuck on a sandbank. He never cussed. Milt just said, ‘I’ve run aground on my own boat in my own marina. Every man deserves this. Humility,’” Irvine said.

Double up: electronic, paper charts

The retirement project kept growing. Baker wanted to sell navigation electronics, which were only sold through electronics stores at that time.

“In 1988 we got our first electronic charts because LaserPlot came to Bluewater and saw the big-boat traffic.”

LaserPlot gave Bluewater a demo machine and let the store sell CDs on consignment. It was the first system that most yachts had, Baker said.

“C-Map was coming on with monochrome vector charts so we told them we wanted to sell them. They only sold through electronics dealers,” said Baker but soon Bluewater became one of the largest sellers of C-Map also.

And Bluewater sold more NOAA and DMA charts than any other non-government business. It also sold products to many commercial vessels and cruise ships.

The Bakers’ idea from the start was to carry every possible chart, so

they began to chase British Admiralty. By that time, yachts were traveling in Croatia and other less common locations around the world.

“We had a charter captain in the Med who wanted to go to Venice,” Baker said. “He didn’t have charts, but charter captains don’t say they can’t do something. They find a way. He called us.

“We cut the chart into fax-size pieces, labeled them on a grid pattern and sent them on the Sat phone,” Baker said of this time before e-mail was common. “That must have been $15 a minute for over two hours.”

The captain received the sections, pieced them back together according to the grid and had happy charter guests, Baker said.

“No one trusted electronic charts at that time. But they were starting to buy them and they still bought paper. This doubled our business.”

Bluewater sold in 2000

By the late 1990s and the emergence of the Internet, Bluewater had reached a crossroad; facing the potential demise of paper charts, the store would need to vastly expand its electronic navigation section and amp up its Web presence. That’s when the Bakers decided to sell.

Selling in 2000 to the current owners Vivien Godfrey and John Mann allowed the store to grow in new directions.

“We had done what we wanted to do,” Baker said.

Now officially of retirement age, the Bakers spend much of their time aboard their boat, not retired at all. Together with their dog, a Schipperke named Katy, the Bakers participate in and have even organized the Nordhavn Atlantic Rally.

Milt has also been the senior contributing editor to Circumnavigator magazine for eight years. And they also cruise the northeastern United States in summer.

Still, Baker is most comfortable near the rows of electronic equipment on the bridge where he has installed twin autopilots, Nobletec, Furuno, NavNet, Automatic Identification System (AIS) and backups for his backups. He has embraced boats and technology since before his days in the U.S. Navy.

As if on watch, with alert eyes and straight back, even when tied to the dock, Baker points out familiar yachts nearby displayed on the AIS screen.

“She’s a 47-foot with the feel of a ship,” he beams about their Nordhavn, his eyes narrowing in that knowing way. “And I know the feel of a ship.”

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

BLUEWATER, from page A8

Work ethic, respect for others and integrity cited as their foundation

PIONEER PROFILE: Milt and Judy Baker

www.the-triton.com The Triton A11A10 August 2009 TRITON IN THE MED

By Alison Rese

One of the most interesting sessions at the 4th annual Future of Superyachts Conference this summer was a discussion about the Marine Labour Convention and its implications for the yachting industry.

Benjamin Maltby, a UK barrister and senior consultant for MatrixLloyd in Palma, Mallorca, updated the assembled audience with news that the MLC could become law by as early as December 2010.

The Marine Labour Convention 2006 is to be introduced as a global standard, much like STCW. The MLC covers the rights and obligations associated with crew welfare – a sort of seafarers Bill of Rights, Maltby explained.

Under the MLC, minimum requirements will be set out for accommodation, recreation facilities, working hours, repatriation, health care, welfare and social security provisions. The aim is to provide crew with rights similar to those employed ashore. Crew will be able to have these rights enforced in any port by contacting a port official, he said.

“The MLC will come into force one year after 30 countries with a minimum of 33 percent of the world’s shipping tonnage registered have ratified it,” Maltby said. “The European Union plans to ratify on behalf of EU member states on or before [Dec. 31, 2010]. Therefore, it will become law in all signatory countries on or before December 2011. Many flag and port states may choose to implement parts of the MLC ahead of time.”

With MLC implementation, MLC-compliant crew contracts will be mandatory, he said. Until then, Maltby stressed the need for crew to seek formal contracts of employment of their own.

There is also a strong message in there for superyacht builders and owners.

“Start getting ready now,” he said. “It is crucial to understand that non-compliance could have dramatic consequences with regard to insurance cover as most policies will automatically contain warranties of legality, breach of which may lead to a withdrawal of cover – even if damage was caused by an unrelated incident.”

Other sessions of the Superyacht Conference, held in Palma in late June, centered on the economy and the market for superyachts around the world.

“Despite some negative developments in charter, sales and crewing over the past year, the number of yachts and yacht owners will continue to increase in the future,” said Hein Velema, CEO of Fraser Yachts, who gave the keynote address. He predicted that build activity would remain strong, providing stable, longer term prospects for service providers within the

sector.The current recession differs significantly from

past recessions “because it is a truly global event,” said Mike Dean, marketing manager of Yachtsmann UK.

“There is an end in sight,” he said. “This recession, however, has affected all businesses and individuals along with banks and financial institutions worldwide. To combat and end this recession, international government co-operation for the regulation of financial institutions will be necessary. To get through it, businesses should not make any assumptions regarding survival.”

Instead, he said, companies should develop a contingency plan and focus on core business.

“Do not diversify in any way,” he said. “Avoid knee-jerk reactions, and don’t cut costs too quickly or slash budgets or earnings targets. Above all, do not cut your advertising budget. Marketing should be seen as an investment, not a cost.”

Dean offered these survival tips for yachting industry businesses:

1. Communicate effectively – internally and externally – with an emphasis on building strong relationships with all stakeholders.

2. Streamline operations.3. Cut costs correctly; fat, not muscle.4. Concentrate on core services. Do not diversify.5. Focus on retaining customers.6. Improve customer service.7. Stress competitive differences.8. Avoid price cutting. Instead, add value for little

or no extra cost.9. Maintain or increase advertising. 10. Plan ahead for the recovery. It will happen.Laurent Perignon, director of marketing for

Camper Nicholsons International, agreed.“It is a shame purse strings are not controlled by

the marketing divisions of companies versus their financial sectors,” he said. “The charter market was at its most buoyant in 2007 and it will be at least five years before we see those levels of activity again. They will, however, return.”

Vigilance is also required in other areas of the superyacht world. Piracy increased by 79 percent between 2000 and 2008, according to Malcolm Warr of FNM UK Security and Resilience. The area of greatest threat is Southeast Asia, especially around the Indonesian Archipelago, which accounted for nearly a quarter of all piracy incidents in 2008. The bulk of the remaining attacks took place off Bangladesh, Somalia, in the Gulf of Aden/Red Sea, Nigeria, Tanzania and Peru.

MLC session highlights Superyachts Conference

See MLC, page A11

www.the-triton.com The Triton A11A10 August 2009 TRITON IN THE MED

After the Future of Superyachts Conference, The Superyacht Cup took place in the Bay of Palma. The fleet of 18 sailboats featured S/Y Nimrod the smallest at 24.5m and S/Y Meteor the largest at 51.6m. After three days of racing, S/Y Gliss, a 32m Royal Huisman, emerged the winner. Catching the eye of veteran sailors, however, was S/Y Sunshine. Built in 2004, she is a perfect replica of a 1900 William Fife design. PHOTO/CAPT. JAKE RESE

CONFERENCE ON THE FUTURE, YACHT FROM THE PAST

“Any decision to navigate in areas where the vessel’s security may be threatened requires careful consideration and a detailed security plan to ensure both its safety and that of the crew,” Warr said. “Upon entering a high risk area, a minimum Level 2 security as defined by ISPS should be adopted.”

He offered these items as primary components of a proper security plan:

1. Gather up-to-date information regarding the security situation of the region concerned.

2. Conduct risk assessment. Based on this and the ship’s security plan, take necessary precautions in line with industry and company guidelines. This should include industry and company routing recommendations.

3. Ongoing on board security briefings, training exercises and a muster plan are vital. A secure internal muster point, appropriately equipped with communications, food, water, etc. is also important.

4. Consider whether it might be possible to avoid areas of increased threat. If, however, it becomes necessary to transit a high-risk area, think about taking on additional security measures.

5. Consideration should be given to preferably transiting high-risk areas during hours of darkness, at maximum speed and with increased bridge lookouts and radar watches.

6. Access to the bridge, engine room, steering gear room and accommodation spaces should be secured as much as possible.

7. External communications should be restricted to essential safety-related matters.

Perhaps the most exciting session included yacht designer Alastair Callender, who presented his “green” superyacht, Soliloquy. Callender uses wind, solar and hybrid marine technology to power this rigid-winged, 58m yacht, providing Soliloquy with zero emission capabilities. Even energy generated by guests in the yacht’s gym is fed back into powering the yacht.

“The future in the superyacht design world is incredibly exciting as the industry adapts and meets the challenges of global economy, the ‘green agenda’ and the ever shifting ‘wish list’ catering to the whims of discerning buyers,” Callendar said.

Alison Rese is a yacht chef and freelance writer based in Palma. Comments are welcome at editorial@the-triton.com.

MLC, from page A10

Yachts should develop a proper security plan

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

the trip?By this time, you should know if this

is a gig you desire. If it is, either ask what the gig pays or state your rates and expense requirements.

Then ask: Is that agreeable to you? If the answer is yes and you both agree on a number, you have established a verbal contract. Pause and say, “Bear with me while I write those numbers down.” Then repeat them.

Next up is the million-dollar question: How will my invoice be satisfied? It may take some or all these questions to get that answer.

Who is going to be making payment? The office, the captain, the owner’s rep? If you are not talking to the person who is making the payment, verify that they have the authority to speak on behalf of them.

If you feel uncertain about the client, you may want to draft an invoice in advance of the expected trip and have the agent/owner’s representative sign off with a statement saying something like, “payment will be personally guaranteed by the undersigned.” Make sure you have a local address on the invoice with as much info as you can learn about the owner/company.

How will the payment be made? By check, cash, wire transfer or other

method?In what time frame will payment be

made? I like to get paid by wire transfer before I’m off the boat.

How would you like to handle the purchase of my transportation to the vessel (if a flight is required)? Unless you already have a good working relationship or history with this person/boat, do not fund a multimillion-dollar operation with your own money. If they cannot get organized enough to purchase a plane ticket, what’s going to happen when it’s time for you to get paid?

Can you please fax or e-mail me a copy of your registry and cruising permit so I can get into the country on a one-way ticket?

Verify contact information and e-mail address for your point of contact on this gig, and prepare a list of questions entitled “Hand-Over Information.” Get the answers you need to be comfortable, that’s the main point here.

How long have the captain, mate and engineer been on board? What are their names? (This is important because the last major crew problem you had may be on this boat.)

Are there any other crew on the boat who are freelance? If so, is the role they play versus your own established? (In other words, who is the master?)

Has the crew been informed that I am coming onboard and for what purpose?

When did the crew last conduct safety drills and what kind were performed?

Do all of the crew have the proper type of visas for countries to be visited on this trip?

When did this vessel last make a voyage/trip like this one coming up?

Have you had any major mechanical issues in the past three months? Have those issues been fully addressed?

Does the vessel carry fire arms?Is the registry current?Does the vessel carry current

cruising permit(s) for waters traveled in during this trip?

What type of electronics, chart plotters, hand-held VHF, binoculars, plotting equipment (don’t laugh, I’m serious) does the vessel have?

Are there current electronic charts of the area? Are there paper charts (large and small scale) for areas during this trip?

When the depth sounder reads “zero”, what does that mean in relation to water under the propellers/lowest point on the boat?

Is the EPIRB registered and recently serviced?

Have the life rafts and hydrostatic releases been recently serviced?

Where is the ditch bag, first aid kit, oxygen, defibrillator, etc.?

What type of communication equipment is on board: SSB, VOIP, cell, satellite, etc.? Get the dial-in numbers.

How does the boat handle petty cash and credit cards?

Where will I be sleeping?Establish who is your primary

contact(s) and how much communication is expected on a daily basis and by what means. I had an owner tell me that he didn’t expect me to check in very often because he realized that I’d be busy, so every three or four hours would be sufficient. (I was thinking more like every 12 hours).

Let the person hiring you know that you will require some time to familiarize yourself with the safety gear, wheelhouse and engine room, and have a crew meeting before departing. The master is the master. Leave the dock as quickly as safe operation allows. That’s why you were hired.

After a brief look around the vessel, let everyone know what time to muster for the crew meeting. During your meeting, present the voyage for which you have been hired, mileage, time under way, estimated time of departure and watch schedule.

Then open yourself to questions. Let the crew know what is expected of them and what they can expect from you.

Ask to see the passports and verify that you have one for each crew member.

Ask again the question about firearms and visas.

Have everyone put their emergency contact information inside their passports on a sticky note.

Ask if there is anything that is needed before departure or any issues that need to be discussed. Let them know that if there are any medical issues that they do not want to discuss, they can put them in a sealed envelope and it will not be opened unless necessary.

Finish your walk-around with the department heads and when you feel comfortable and rested, set sail and know that you did your due diligence to ensure a safe passage.

Capt. Taylor Lawson has worked on private and charter yachts for more than 10 years. He is currently freelancing and looking for a Ft. Lauderdale-based yacht. Contact him at 954-850-1178 or taylorlawson30@gmail.com. Comments on this story are welcome at editorial@the-triton.com.

FREELANCE, from page A1

Find out who will pay your invoice, and whenHow will the payment be made? By check, cash, wire transfer or other method?In what time frame? I like to get paid by wire transfer before I’m off the boat.

FROM THE FRONT: Freelance gigs

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

HTH Worldwide, an international health insurance provider, has introduced a new individual expatriate medical plan for the yacht crew market.

Global Navigator provides $5 million of global coverage in and out of the United States, covers alcohol-related injuries and sailboat racing, and requires no waiting period for preventative services. The pre-existing waiting period of 12 months is waived with proof of creditable insurance. The plan also has no limit on time spent in or out of the United States.

The new plan offers access to HTH’s network of physicians and hospitals in 180 countries. Global Navigator has been approved by U.S. insurance regulators in more than 40 states, including Florida. Members are protected under U.S. insurance laws.

For more information, visit www.hthtravelinsurance.com/crew.

Techman turns 10Techman, a provider of vessel

management software solutions, celebrated its 10-year anniversary in July with the release The HUB.

The Antibes-based Techman has migrated the most-used and best-liked features of Techman 2 into a Web-based suite of tools, and then added more. Planned Maintenance is embedded from the past, and there are

more general modules for sharing lists and documents.

The HUB’s role is to enhance Microsoft Office’s Word, Outlook and Excel by storing, publishing and organizing the shared information that teams need to run their projects, operations and refits, the company said in a statement.

Pricing starts at 1 euro per seat per month, and is based on the software as a service model. Licensing costs reflect the varying size of the team, with users being added or removed easily. It has optional off-line capability as well.

For more details, call +33 493 345 400 or visit www.techmansoftware.com.

New Zodiac dealer in S. FloridaInflatable boat manufacturer

Zodiac of North America has recently appointed Nautical Ventures South to be the exclusive authorized representative for the Zodiac and Avon product lines in Ft. Lauderdale.

Nautical Ventures, a 25-year-old water sports outfitter and specialty store, will carry a full line of Zodiac’s products.

Nautical Ventures has achieved success as a top national dealer of Hobie Cat and Ocean Kayak products and recently moved into a new 10,000-square-foot showroom off I-95.

USSA elects new board The U.S. Superyacht Association

seated a new board of directors in June for the 2009-2010 year.

Tim Davey (Global Marine Travel) and Billy Smith (Trinity Yachts) will continue as chairman and vice chairman. Five returning directors include Mark Cline of Cline Financial Group, Michael Karcher of Karcher, Canning & Karcher, and John Mann of Bluewater Books & Charts.

New board members, elected for two-year terms, are Donna Bradbury of BWA Yachting, Kristina Hebert of Ward’s Marine Electric, Kevin Quirk of LXR Marinas/LXR Resorts and Corey Ranslem of Secure Waters.

Re-elected board members include: Vicki Abernathy of Aeré Fenders by Praktek, Mark Bononi of MHG Marine Benefits, David Reed of Triton Publishing Group, Gary Tice of On Call International, and Derik Wagner of SeaMobile/MTN.

Boating impact on U.S. economy Recreational boating contributed

$33.6 billion in sales and services to the U.S. economy during 2008, according to the latest Recreational Boating Statistical Abstract produced by the National Marine Manufacturers Association. That reflects a decrease of 10 percent from 2007.

Nearly 95 percent of the more than 17 million mechanically propelled boats registered in the United States in 2008 were less than 26 feet in length.

Some other stats from the report:l The average price of a new

outboard boat, engine and trailer package in 2008 was $29,388 l Adult participation in recreational

boating increased 6 percent to an estimated 70.1 million in 2008 from 66.4 million in 2007, marking the third consecutive year of participation growth since the 15-year low in 2005.l The proportion of the American

adult population who went boating in 2008 increased to 30.5 percent from 29.2 percent in 2007.

HTH offers new crew health insurance; Techman launches HUB

The team at Techman. PHOTO/MIKE PRICE

BUSINESS BRIEFS

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

Capt. Bill Cary may be the lucky one as he waits for M/Y Lucky Seven to sell. That’s because the owner of this 112-foot Westport is moving up to a bigger Trinity later this year.

PHOTOS BY CAPT. TOM SERIO

Doing the good deed for the day, Bosun Christian DuPisani is taking old life jackets to be donated to local groups. It seems the 143-foot Christensen M/Y Xilonen donates old jackets when they get new ones. Nice job.

The crew of M/Y Miss Stephanie was working up a sweat on this hot and humid Ft. Lauderdale day having just returned from a trip. Keeping this 108-foot Broward sparkling are First Mate Roman Perez, Deckhand Mark Wagner (a good catch as he’s single, noted his crew mates), and Capt. Mark Kurka. Wagner and Kurka also know the importance of having a hurricane plan, as they both were impacted by Katrina and this yacht hails from Gulfport, Miss.

First Mate David Vanderveken keeps himself busy as the 103-foot M/Y Blue Sky remains for sale. With all the rain South Florida has seen the past few months, Vanderveken has his hands full keeping this Cheoy Lee clean. Add in the occasional trip to the Bahamas, and it’s business as usual for this crew of three.

Although it may look like Capt. Luis Linares is just lounging around, he’s actually waiting for a broker so he can show M/Y INXS, a private 106-foot Lazzara. Capt. Linares has 13 years in the yachting business, including five as an engineer. Wonder if he can cook and make a bed, too?

PHOTO GALLERY

Believe it or not, Mate Gerardo Medina is smiling despite the humidity. Look for him and the private 118-foot Hatteras M/Y Delicious around South Florida this summer.

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

When asked how the industry can correct that attitude, these captains turned their attention to crew agencies.

“Get the crew agencies to be a little more honest,” one captain suggested.

“There’s a tall order,” another said.“I’ve never met an honest agent,”

said a third. “They make their money from

turnover,” another said.OK, OK, so what can we do about

that? How can the industry make the placement agencies do a better job of preparing crew for interviews and jobs?

“I call them to task,” one captain said. “I tell them I won’t use them again, and I don’t.”

“I don’t think we can make them more accountable,” another said. “All we can do is immediately send them [the bad crew member] back. Don’t allow it to fester, and don’t pay the fee.”

“We have to vote with our pocketbook.”

Another captain said the economic corrections in the industry will take care of less-than-desirable crew.

“When there was a shortage and it was hard to find qualified people, the ones you wanted were getting ridiculous wages, way out of proportion,” this captain said. “The day is gone that a first-time stew leaves after her first day because she’s not making 4,000 euros. This economic crisis has reduced the jobs available and we’re now in a position to hire professionals at reasonable wages.”

Another segment of the industry that could use some fixing is the brand of owner who really can’t afford his yacht, one captain said.

“That’s not what yachting used to be,” this captain said. “Brokers were selling yachts as a business, telling them chartering covers the costs of having the boat and can even make them money. If that was the case, I’d have five, you’d have 20.

“This recession is weeding out a lot of owners who can’t afford it. I was on a 150-foot, beautiful boat, just a gorgeous piece of equipment. The owner bought a crane on eBay, made of steel, to put on the aft deck for launching the wave runners. I had to tell him, no, that’s not how this works.”

“The future in yachting will be the owners who don’t have to ask how much yachting is or how much it will cost a year,” another captain said.

“You have a core group of owners,” said a third. “Those guys are going to survive this.”

“Yachting is cyclical, just like the economy,” another captain said. “In my

BRIDGE, from page A1

Vote with wallet to effect change on crew agencies

See BRIDGE, page A17

FROM THE BRIDGE: The Future of Yachting

The Triton www.the-triton.com August 2009 A17

Attendees of The Triton’s August Bridge luncheon were, from left, Kent Kohlberger of M/Y Goosebumps, Joe Russell, co-captain of M/Y Relemar, Frank Holden of M/V Limerick, Philip Hodshon of M/Y Watercolours, Veronica Hast of M/Y So Taj, Mark Kurka of M/Y Miss Stephanie and Rafael Cervantes. PHOTO/LUCY REED

25 years in yachting, I’ve been through up and down cycles. And I’ve seen the quality of crew, owners and vessels follow. In down cycles, we weed out owners and vessels, but it’s temporary.”

Doesn’t some responsibility for these fringe owners lie with the captain? Shouldn’t you guys be teaching these owners about yachting?

“You can make suggestions,” one captain said. “If he has an idea, you can modify it and get it back to him, and teach him along the way why things are they way they are.”

“But if you don’t have the guy’s ear, it won’t work,” another said.

“I think it’s because of captains that some of these fringe owners become core owners.”

“My boss is a land developer, so he’s having tough times economically,” a captain said. “I’ve really had to pull the strings tight, making deals with marinas and minimizing expenses. It’s been us working together, and it’s been great. Every little bit of expenses I can save is me helping him save his business. We’ve developed a great relationship based on trust.”

The conversation shifted here to what positive things in the industry are worthy of protecting. Licensing and training were high on the list. But quickly, more problems were discussed.

“With the interior crew, safety training is there, but there’s not much more,” one captain said. “There should be requirements for picking them.”

Are we talking standardized training, or some standard list of credentials for each department?

“The hurdle I see, when you start to talk about standardize training, is that there are so many different vessels and so many different programs on a boat,” a captain said.

So much time is spent on large vessels with crew manuals and training manuals. Couldn’t smaller boats benefit from some of that, if it was in a forum where captains could share it?

“I’m anal about the appearance of the crew,” one captain said. “Shirts are

tucked in, teeth are brushed. But for the captain next door, it might be OK for crew to wash the boat down in their bathing suit and bare feet.”

“Getting captains to agree is near impossible,” another said.

Point taken. And we’re not really suggesting that all boats have to be run the same way. But couldn’t there be a list of best practices, or minimum standards so that crew know from Day 1 what is expected?

“A training manual is a captain’s accumulated experience,” a captain said. “It’s different for every program.”

“You could have a basic set of standards, and if you want this standard on your boat, you could become a member of this association.”

“There is a perception of crew from people in the industry – I’ve heard people talking about this at yachting conferences – a perception of the surfer crew,” a captain said. “That perception needs to be overcome to make improvements in the industry.”

If someone helped you, shouldn’t it be your duty to help the kids coming into the industry behind you? They agreed that it was.

“It’s our responsibility to tell them: No, stop, come back tomorrow,” a captain said. “Show up like you are ready to work, not like you just came off the beach, with sand still on your feet. You wouldn’t think to go up to a lawyer’s office looking for a job in your bathing suit. Why would you walk up to a multimillion-dollar yacht like that?

“I tell them all the time, especially with their CV photo,” the first captain said. “You want to look like you are ready to step into the job. No photos of you with your hair hanging in front of your shoulder. You aren’t going to serve dinner with your hair hanging over your shoulder.”

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.

BRIDGE, from page A16

Contractions weed out fringe owners

FROM THE BRIDGE: The Future of Yachting

A1� August 2009 www.the-triton.com The Triton WRITE TO BE HEARD

Concerning your loyalty article in the June issue [Triton survey: Do you consider yourself a loyal member of the crew, page C1], I’d like to comment on the huge importance put on longevity.

Finding long-term employment can be elusive for some crew, and not because of their lack of loyalty to an employer. Some qualified crew have to take temporary jobs to keep the bills paid; therefore, their CV can fill up with temp/relief work.

Many of these crew have the capacity for loyalty but rarely get the chance because their CV does not look “ideal.” The CV may be written very well with great references and all the proper qualification, but typically those who hire do not look deeper into the whys of short-term employment.

Instead, these crew are judged as not being loyal and the result is that they are overlooked for positions. Most who do the hiring (owners, captains, management companies) do not recognize the difference between “I have taken temp/relief jobs because that is what has been available and I have to pay my bills” or “the yacht was sold and the new owner had his own crew” and the loyalty issue.

There is a big difference between the truth behind how a CV looks and the issue of having left jobs because of no loyalty.

What can good, dedicated, experienced crew do to promote themselves and get beyond the stereotype of how their CVs look on paper? It can be challenging to say the least. There are some truly highly experienced crew out there with this dilemma.

Quality, short-term relief employment that demonstrates a range of valuable experience should be considered just as important as long-term employment, especially when it

is not a factor of the crew member’s decision to leave an employer. We must try to accentuate the difference between the two and educate those who hire to recognize the differences.

Capt. Denise FoxDirector, Ecoyacht Solutions

Pilotage confusion

What’s the scoop on pilotage? Where and when are we obliged to take a pilot? What are the consequences of failing to take a pilot? Where can we get reliable information?

Before leaving Atlantic City to come up to New York City, I read in Admiralty List of Radio Signals, Vol.6(5), that “foreign vessels and U.S. vessels under register entering or departing from the Port of New York and New Jersey must employ a pilot …”

The Sandy Hook Pilots Web site, www.sandyhookpilots.com, has a policy document stating that foreign-flagged yachts over 100 feet are obliged to carry a pilot entering or departing the ports and waters of New York state.

There’s also a document regarding New Jersey and New York Statutes (the New Jersey Statute seems to exempt yachts under 200 feet but, if headed to New York City, that’s a moot point).

We’re leaving Manhattan tomorrow via the East River, and in keeping with the Board of Commissioners’ policy statement, I’ve booked a pilot to take us out. However, sitting here in North Cove for the past few days, I’ve seen several yachts come and go, only one of which used a pilot.

We’ll be stopping in Port Washington for just one night before heading down Long Island Sound toward Newport. Yesterday, I tried to get a definitive answer on compulsory pilotage requirements on Long Island Sound itself, so I called the Coast Guard North East Command (+1 718-

354-4353) and they had no idea, which is interesting, as I assume they’d be the ones enforcing the requirement. They took my number and promised someone would call me back. Nothing yet.

ALRS also states that all foreign-flagged vessels are required to take a pilot to enter any port in Rhode Island. I called Northeast Marine Pilots in Newport (+1 401-847-9050) and was told the same thing, regardless of tonnage or length. I called Bannister’s Wharf and was told that people come and go freely without pilots all the time.

It looks as though I’m going to come up against the same thing when we go to Boston and, later in the season, in the Delaware and Chesapeake Bays.

I’ve done this circuit several times in the past without taking a pilot but now I feel I’m stuck. I don’t want to waste time and money employing a pilot in waters I’m pretty familiar with but I also don’t want to fall foul of regulations.

If it’s not bothering a lot of captains, it should. I don’t feel like being your headline story in a month or two when some enthusiastic young Coastie decides to make a name for himself.

Capt. Dale SmithM/Y Sovereign

Addendum: We took a pilot out of New York, then saw plenty of arriving yachts that didn’t, so my tactic now – if I’m in any sort of doubt – is to contact the Coast Guard at my next destination and ask them to confirm whether I need a pilot. If their answer is “no,” I’m sure to get the name and rank of the officer and record it in the log.

Data cards can be trouble

Data cards that some companies offer to yachts as a cheaper option for Internet are a loaded gun. One company in the Balearics recently

arrested the yacht I’m on whilst chartering.

At 100 euros a month, the data cards make it possible for crew to enjoy a bit of freedom to use Internet aboard. Each country – Spain, Italy, France – has its own SIM card, all for 100 euros each.

Don’t be misled. These SIMs are activated for roaming. Should you forget to change the SIM card, you will be hit with a massive roaming charge.

Here’s what happened to us. We unwittingly used a country’s SIM card outside of that country. Our communications provider sent us a bill for 19,000 euros for 10 days use.

We sent the invoice to the boss, who nearly had a heart attack, but he agreed to sort it out and started negotiations with the company. Less than two weeks after the invoice was dated, our provider sent in the troops and slapped an arrest on the boat. This was two weeks into a three-week charter.

Everyone was stunned. When the guests realized what was happening, they prepared the jet. Scores of our yachtie colleagues pulled out all the stops to avert a charter disaster, and the crew and I used every trick in our repertoire to keep the guests from vanishing into space.

Why all this pandemonium? The data provider’s profit line. Let’s face it. No one’s going to get rich quick on 100 euros a month, but if they get the big roaming fish, the profits soar.

The provider has it in the contract (under “terms and conditions”) that we clients have to pay up even if we’re not happy with the bill. So the boss paid.

The happy ending is that I was able to continue the charter, although delayed, and the guests continued to enjoy their holiday. Congratulations data provider.

Capt. Hugo CrawfordM/Y IF

CV with many jobs does not necessarily reflect disloyalty

I read your story about M/Y Azteca. [“Clearing up misinformation about the M/Y Azteca; Captain: Anchor incident exaggerated,” page A1, May 2009]

The whole thing smells of lack of competence. It is one thing to have to anchor somewhere because you have no other choices.

In this case, it seems there were a lot of other options. Were both propellers incapacitated? Was there no other dinghy that could have towed the boat to a safer position? Why were they entangled in the tow line? Why be in seas that they deem too rough if they are not equipped for it or have the skills for it?

How many tug boats have you heard of that entangle their lines in their props? It is extremely rare because they know what they are doing.

Do you think this captain had a towing endorsement on his license? I bet not.

Do you think this captain and boat had the day and night markers on this boat for being under tow? I bet not.

The captain should get training and a proper towing license, then he would not get things entangled in the prop. The line did not just decide to wrap itself on the prop. The captain caused it.

What could he have done to prevent it that day? Many things, starting with reducing the scope of the line as soon

as they slow down. Everyone knows that simple procedure.

These guys are plain incompetent by any measure and are always blaming things like waves, wind, etc. They mention 20kt winds, as if that was a big deal. If so, he should not be in the ocean.

This captain should apologize to the owner, quit the job if they have not fired him, and go get some training before causing a real serious accident.

Capt. Mat Bockh

HMAV Bounty, not just BountyI enjoyed reading of Capt. Maughan’s

visit to Pitcairn Island. [“Pitcairn Island – Outback Pacific,” page B1, July 2009] I would like to kindly point out an error that was made in his great article. The Bounty has always been called the HMAV Bounty. The abbreviations meaning His Majesty’s Armed Vessel.

Basically, the Royal Navy was under the jurisdiction of His Majesty King George III.

The only way one might refer to such a ship in His Majesty’s Royal Navy for HMS would be if the commanding officer was a commissioned captain. Lt. Bligh was just that when the HMAV Bounty left Deptford for Tahiti.

I do not mean to negatively discount any of what Capt. Maughan wrote. It is wonderfully written and a great many

people, like myself, will enjoy it. David Townsend

Mission Viejo, Calif.Editor’s Note: Mr. Townsend is the great, great, great, great nephew of Thomas Denman Ledward, surgeon aboard HMAV Bounty. He is a semi-retired systems engineer.

The best article on Pitcairn

I’ve read scores, if not hundreds, of narratives of skippers who have called at Pitcairn Island the past 60 years. Capt. Maughan’s is the best.

In addition to being the director of the Pitcairn Islands Study Center (PISC), I’m the author of “Pitcairn – Port of Call,” a logging of every vessel that has called at the island from 1790 to 1990. I’m at work on the book’s second edition and of course the call of M/Y Turmoil will find its way into that edition.

The PISC is raising funds to buy a portable sawmill to avoid the costs of getting lumber in New Zealand and then having to pay practically double to get it shipped to Pitcairn. We’ve raised about a third of the $15,000 needed so far.

Again, thanks for the great report. Herbert Ford,

Director, Pitcairn Islands Study CenterPacific Union College

www.pitcairnstudycenter.org

I’d like to take this opportunity to share some of my own experiences regarding the issues discussed by Capt. John Campbell in your July Triton. [“Navigating U.S. clearance rules for foreign-flagged yachts,” page A1]

I am the captain of an American-owned, Cayman-registered vessel based in Florida with a U.S. cruising license. I completed my second cruising license renewal in January. What I have learned is the license must expire and be expired for 14 days before it can be renewed.

On the second renewal, the officer I was working with tried to renew before the 14-day period was up and the Customs and Border Protection computer system would not allow it to be done. After a couple tries, he suggested I call him after the 14 days.

Both of my renewals were done without leaving U.S. waters; it wasn’t even discussed. For the first renewal, I had to produce the owner’s passport and the proof of duty paid (the Department of Treasury “Entry Summary”) on the vessel. In an effort to be consistent, I have renewed at the same CBP and with the same officer.

In regard to moving the vessel, I have not filed any ANOAs but have reported my arrival as I have moved from jurisdiction to jurisdiction. On reporting in, I have had mixed results. Miami acknowledges my arrival verbally without any confirmation numbers; Key West can never figure out why I’m reporting; and Ft. Myers gave me an official number acknowledging my arrival.

On a side note, I had a captain I worked with who suggested I keep a log of all contact I have with the CBP, times of the call, officer names, subject of call, etc. I have found it a useful reference more than once.

Capt. Chas. W Donahoe Jr.M/Y Giga-Byte

More lessons learned on cruising licenses

Captain of the Azteca should consider serious training

The Triton www.the-triton.com August 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

Carol M. Bareuther, Capt. Gianni Brill, Capt. John Campbell, Mark A. Cline, Jake DesVergers, Beth Greenwald,

Leslie Hudson, Capt. Taylor Lawson,Chef Mary Beth Lawton Johnson,

Alene Keenan, Keith Murray, Steve Pica, Alison Rese,

Capt. Jake Rese, Capt. Jeff Ridgway, Rossmare Intl., James Schot,

Capt. Tom Serio, Claude Verdier

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

Concerning your loyalty article in the June issue [Triton survey: Do you consider yourself a loyal member of the crew, page C1], I’d like to comment on the huge importance put on longevity.

Finding long-term employment can be elusive for some crew, and not because of their lack of loyalty to an employer. Some qualified crew have to take temporary jobs to keep the bills paid; therefore, their CV can fill up with temp/relief work.

Many of these crew have the capacity for loyalty but rarely get the chance because their CV does not look “ideal.” The CV may be written very well with great references and all the proper qualification, but typically those who hire do not look deeper into the whys of short-term employment.

Instead, these crew are judged as not being loyal and the result is that they are overlooked for positions. Most who do the hiring (owners, captains, management companies) do not recognize the difference between “I have taken temp/relief jobs because that is what has been available and I have to pay my bills” or “the yacht was sold and the new owner had his own crew” and the loyalty issue.

There is a big difference between the truth behind how a CV looks and the issue of having left jobs because of no loyalty.

What can good, dedicated, experienced crew do to promote themselves and get beyond the stereotype of how their CVs look on paper? It can be challenging to say the least. There are some truly highly experienced crew out there with this dilemma.

Quality, short-term relief employment that demonstrates a range of valuable experience should be considered just as important as long-term employment, especially when it

is not a factor of the crew member’s decision to leave an employer. We must try to accentuate the difference between the two and educate those who hire to recognize the differences.

Capt. Denise FoxDirector, Ecoyacht Solutions

Pilotage confusion

What’s the scoop on pilotage? Where and when are we obliged to take a pilot? What are the consequences of failing to take a pilot? Where can we get reliable information?

Before leaving Atlantic City to come up to New York City, I read in Admiralty List of Radio Signals, Vol.6(5), that “foreign vessels and U.S. vessels under register entering or departing from the Port of New York and New Jersey must employ a pilot …”

The Sandy Hook Pilots Web site, www.sandyhookpilots.com, has a policy document stating that foreign-flagged yachts over 100 feet are obliged to carry a pilot entering or departing the ports and waters of New York state.

There’s also a document regarding New Jersey and New York Statutes (the New Jersey Statute seems to exempt yachts under 200 feet but, if headed to New York City, that’s a moot point).

We’re leaving Manhattan tomorrow via the East River, and in keeping with the Board of Commissioners’ policy statement, I’ve booked a pilot to take us out. However, sitting here in North Cove for the past few days, I’ve seen several yachts come and go, only one of which used a pilot.

We’ll be stopping in Port Washington for just one night before heading down Long Island Sound toward Newport. Yesterday, I tried to get a definitive answer on compulsory pilotage requirements on Long Island Sound itself, so I called the Coast Guard North East Command (+1 718-

354-4353) and they had no idea, which is interesting, as I assume they’d be the ones enforcing the requirement. They took my number and promised someone would call me back. Nothing yet.

ALRS also states that all foreign-flagged vessels are required to take a pilot to enter any port in Rhode Island. I called Northeast Marine Pilots in Newport (+1 401-847-9050) and was told the same thing, regardless of tonnage or length. I called Bannister’s Wharf and was told that people come and go freely without pilots all the time.

It looks as though I’m going to come up against the same thing when we go to Boston and, later in the season, in the Delaware and Chesapeake Bays.

I’ve done this circuit several times in the past without taking a pilot but now I feel I’m stuck. I don’t want to waste time and money employing a pilot in waters I’m pretty familiar with but I also don’t want to fall foul of regulations.

If it’s not bothering a lot of captains, it should. I don’t feel like being your headline story in a month or two when some enthusiastic young Coastie decides to make a name for himself.

Capt. Dale SmithM/Y Sovereign

Addendum: We took a pilot out of New York, then saw plenty of arriving yachts that didn’t, so my tactic now – if I’m in any sort of doubt – is to contact the Coast Guard at my next destination and ask them to confirm whether I need a pilot. If their answer is “no,” I’m sure to get the name and rank of the officer and record it in the log.

Data cards can be trouble

Data cards that some companies offer to yachts as a cheaper option for Internet are a loaded gun. One company in the Balearics recently

arrested the yacht I’m on whilst chartering.

At 100 euros a month, the data cards make it possible for crew to enjoy a bit of freedom to use Internet aboard. Each country – Spain, Italy, France – has its own SIM card, all for 100 euros each.

Don’t be misled. These SIMs are activated for roaming. Should you forget to change the SIM card, you will be hit with a massive roaming charge.

Here’s what happened to us. We unwittingly used a country’s SIM card outside of that country. Our communications provider sent us a bill for 19,000 euros for 10 days use.

We sent the invoice to the boss, who nearly had a heart attack, but he agreed to sort it out and started negotiations with the company. Less than two weeks after the invoice was dated, our provider sent in the troops and slapped an arrest on the boat. This was two weeks into a three-week charter.

Everyone was stunned. When the guests realized what was happening, they prepared the jet. Scores of our yachtie colleagues pulled out all the stops to avert a charter disaster, and the crew and I used every trick in our repertoire to keep the guests from vanishing into space.

Why all this pandemonium? The data provider’s profit line. Let’s face it. No one’s going to get rich quick on 100 euros a month, but if they get the big roaming fish, the profits soar.

The provider has it in the contract (under “terms and conditions”) that we clients have to pay up even if we’re not happy with the bill. So the boss paid.

The happy ending is that I was able to continue the charter, although delayed, and the guests continued to enjoy their holiday. Congratulations data provider.

Capt. Hugo CrawfordM/Y IF

CV with many jobs does not necessarily reflect disloyalty

I read your story about M/Y Azteca. [“Clearing up misinformation about the M/Y Azteca; Captain: Anchor incident exaggerated,” page A1, May 2009]

The whole thing smells of lack of competence. It is one thing to have to anchor somewhere because you have no other choices.

In this case, it seems there were a lot of other options. Were both propellers incapacitated? Was there no other dinghy that could have towed the boat to a safer position? Why were they entangled in the tow line? Why be in seas that they deem too rough if they are not equipped for it or have the skills for it?

How many tug boats have you heard of that entangle their lines in their props? It is extremely rare because they know what they are doing.

Do you think this captain had a towing endorsement on his license? I bet not.

Do you think this captain and boat had the day and night markers on this boat for being under tow? I bet not.

The captain should get training and a proper towing license, then he would not get things entangled in the prop. The line did not just decide to wrap itself on the prop. The captain caused it.

What could he have done to prevent it that day? Many things, starting with reducing the scope of the line as soon

as they slow down. Everyone knows that simple procedure.

These guys are plain incompetent by any measure and are always blaming things like waves, wind, etc. They mention 20kt winds, as if that was a big deal. If so, he should not be in the ocean.

This captain should apologize to the owner, quit the job if they have not fired him, and go get some training before causing a real serious accident.

Capt. Mat Bockh

HMAV Bounty, not just BountyI enjoyed reading of Capt. Maughan’s

visit to Pitcairn Island. [“Pitcairn Island – Outback Pacific,” page B1, July 2009] I would like to kindly point out an error that was made in his great article. The Bounty has always been called the HMAV Bounty. The abbreviations meaning His Majesty’s Armed Vessel.

Basically, the Royal Navy was under the jurisdiction of His Majesty King George III.

The only way one might refer to such a ship in His Majesty’s Royal Navy for HMS would be if the commanding officer was a commissioned captain. Lt. Bligh was just that when the HMAV Bounty left Deptford for Tahiti.

I do not mean to negatively discount any of what Capt. Maughan wrote. It is wonderfully written and a great many

people, like myself, will enjoy it. David Townsend

Mission Viejo, Calif.Editor’s Note: Mr. Townsend is the great, great, great, great nephew of Thomas Denman Ledward, surgeon aboard HMAV Bounty. He is a semi-retired systems engineer.

The best article on Pitcairn

I’ve read scores, if not hundreds, of narratives of skippers who have called at Pitcairn Island the past 60 years. Capt. Maughan’s is the best.

In addition to being the director of the Pitcairn Islands Study Center (PISC), I’m the author of “Pitcairn – Port of Call,” a logging of every vessel that has called at the island from 1790 to 1990. I’m at work on the book’s second edition and of course the call of M/Y Turmoil will find its way into that edition.

The PISC is raising funds to buy a portable sawmill to avoid the costs of getting lumber in New Zealand and then having to pay practically double to get it shipped to Pitcairn. We’ve raised about a third of the $15,000 needed so far.

Again, thanks for the great report. Herbert Ford,

Director, Pitcairn Islands Study CenterPacific Union College

www.pitcairnstudycenter.org

I’d like to take this opportunity to share some of my own experiences regarding the issues discussed by Capt. John Campbell in your July Triton. [“Navigating U.S. clearance rules for foreign-flagged yachts,” page A1]

I am the captain of an American-owned, Cayman-registered vessel based in Florida with a U.S. cruising license. I completed my second cruising license renewal in January. What I have learned is the license must expire and be expired for 14 days before it can be renewed.

On the second renewal, the officer I was working with tried to renew before the 14-day period was up and the Customs and Border Protection computer system would not allow it to be done. After a couple tries, he suggested I call him after the 14 days.

Both of my renewals were done without leaving U.S. waters; it wasn’t even discussed. For the first renewal, I had to produce the owner’s passport and the proof of duty paid (the Department of Treasury “Entry Summary”) on the vessel. In an effort to be consistent, I have renewed at the same CBP and with the same officer.

In regard to moving the vessel, I have not filed any ANOAs but have reported my arrival as I have moved from jurisdiction to jurisdiction. On reporting in, I have had mixed results. Miami acknowledges my arrival verbally without any confirmation numbers; Key West can never figure out why I’m reporting; and Ft. Myers gave me an official number acknowledging my arrival.

On a side note, I had a captain I worked with who suggested I keep a log of all contact I have with the CBP, times of the call, officer names, subject of call, etc. I have found it a useful reference more than once.

Capt. Chas. W Donahoe Jr.M/Y Giga-Byte

More lessons learned on cruising licenses

Captain of the Azteca should consider serious training

www.the-triton.com August 2009Section B

Getting by Gib

B4Say hi to the dockmaster.

A bite can be dangerous

B2Severe reactions need treatment.

That’s the way to dock

B7Captains give it a try, too.

Old yards new again

B5,9Two in Lauderdale.

Tonnage is an important topic in the maritime industry. It forms the basis for manning regulations, safety rules, registration fees, and the calculation of 

port dues.The term 

derives from the taxation paid on “tuns” of wine. It was later used in reference to the weight of a ship’s cargo. However, in modern maritime usage, tonnage

specifically refers to a calculation of the volume or cargo volume of a ship. It is a measure of the size or cargo capacity of a vessel. A common misconception by most people is that the tonnage calculated for the yacht is its actual weight. It is not.

For centuries, each seafaring nation calculated a vessel’s tonnage by its own rules. Methods of calculating tonnage were not consistently applied and, because they were designed for sailing ships, could not be applied appropriately or fairly for the new steamships being launched in the middle of the 19th century.

Substantial portions of a steamship were required for boilers, machinery and coal, thus limiting the proportion of the ship’s space available for cargo. In 1854, Admiral George Moorsom of the British Board of Trade was tasked with creating a system for measuring ships. The British system concluded that harbor and other vessel fees should be proportional to the earning capacity of the ship, whether for cargo or passengers.

While the Moorsom System became the baseline for the majority of tonnage measurement systems, there still was no standardized set of international 

Rules of the Road

Jake DesVergers

See RULES, page B12

The history, importance of tonnage

By Capt. John Campbell

Bequia, (pronounced BECK-wee) is a sailor’s island. Indeed, until relatively recently, the only way to reach Bequia was by boat; the island had no airport until 1992.

The island lies a few miles southwest of St. Vincent in the Windward Islands, and forms part of the nation of St. Vincent and the Grenadines. It is a small island, just seven square miles in total.

Sailing seems to be in the Bequian genes. You will often see kids sailing models made from segments of coconut husk. As they grow up, many of them progress to race the locally built, double-ended, so-called “two bowed” fishing boats. 

If you are anywhere in the area around Easter time (early spring), try to visit the Bequia regatta. There are classes for various types of cruising and racing yachts, but for me, the highlight is always the race series for the traditional Bequia boats. The racing is usually very close, often with three or four big guys on trapeze wires trying to keep them upright.

In the early 19th century, agriculture was of great importance to the island, with a total of nine sugar plantations at the peak of the sugar industry, but it was the fishing and whaling that really formed the basis of the wealth of the island. Yankee whalers frequently visited 

Bequia and over time local crew were recruited. 

The Bequian sailors learned the trade and about 1870, William Wallace returned home to Bequia and established the first local whaling 

See BEqUia, page B13

Main street reflects the island’s size: 7 square miles in total. PHOTOS/CaPT. JOHn CamPbell

Island nation has sailing in its genes

WelCOme TO bequIa

Admiralty Bay on the west coast is home of the main point of clearance, Port Elizabeth.

B� August 2009 www.the-triton.com The Triton OnbOaRD emeRGenCIeS: Insect bites

Most insect bites and stings do not require medical treatment. As I am writing this article my legs are covered in mosquito bites that itch, but are not 

dangerous. There are however times when insect bites and stings can be life threatening.

Anaphylaxis is a life-threatening allergic reaction that requires emergency care. Reactions can 

affect the whole body and can occur quickly, usually within a few minutes. Anyone exhibiting signs of anaphylaxis is in danger as severe reactions can be fatal if untreated. 

Warning signs include trouble breathing, wheezing, shortness of breath, swelling anywhere on the face, tightness in the throat, weakness and/or dizziness, the patient’s skin turns blue, fever, hives, painful joints, abdominal pain, shock, nausea, vomiting, intestinal cramps, diarrhea, confusion, rapid heartbeat, swelling larger than 2 inches in diameter at the site and swollen glands. If you see any of these signs, you must radio for help.

Two types of spiders have bites that can be deadly: the black widow and 

the brown recluse. If someone is bitten by either of these you should call for medical help and closely monitor the patient’s condition. If you can, safely bring the insect to the hospital for identification. This can assist in efforts to treat the patient.

Until help arrives, there are several emergency first-aid actions you can perform for severe reactions from bites and stings.

Check the victim’s airway. With your head next to the victim’s mouth look at his/her chest for movement, listen for breathing and feel for breath on your face. If the person is not breathing, radio for help and begin CPR.

If the person is breathing, keep him/her calm.

Remove anything that could be restrictive if the bite area swells, including rings, bracelets, watches, necklaces and other jewelry.   

Loosen tight-fitting clothing and cover the person with a blanket.

If the problem is severe, you may need to use the epi-pen. Typically, people who have severe allergic reactions are prescribed epi-pens. The ship’s medical kit should also have epinephrine. The epi-pen contains 

a spring-loaded needle that will automatically inject the medication into the patient when pressed firmly against his/her thigh.

It should be held into place for about 10 seconds while the epinephrine is delivered to the body. Please note that this medication is to be injected into the muscle on the patient’s thigh. Giving this medication intravenously is not recommended as it can be deadly. An epi-pen has a typical shelf life of about 20 months. Check the dates of epi-pens regularly.

After administering the medication, patients are advised to seek immediate medical attention.

For bite victims who are not having a severe reaction, perform these standard 

first-aid actions:Move the victim 

to a safe area to avoid further stings or bites.

If you can see it, remove the stinger by scraping it away 

with a credit card, fingernail or the back of a knife. Do not use tweezers as this may squeeze the venom sac, injecting more venom into the victim’s body

Wash the bite or sting site thoroughly with soap and water. 

Place ice on the bite/sting site for 

10-15 minutes, remove for the same amount of time, and repeat. Do not apply ice directly to the skin as this may damage the skin. A thin towel between the skin and the ice works well. The ice will reduce pain and swelling.

If available, apply anti-itch hydrocortisone cream that will reduce itching. 

With medical direction, offer an antihistamine containing diphenhydramine (Benadryl, Tylenol Severe Allergy) or chlorpheniramine maleate (Chlor-Trimeton, Actifed).

Never apply a tourniquet to someone who has been bitten or stung by an insect and never give the person stimulants, aspirin, pain medication or anything to eat or drink unless instructed to do so by a doctor. When in doubt, always seek professional medical advice and treatment.  Remember, an ounce of prevention is better than a pound of cure.

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.

sea sick

Keith Murray

When insect bites cause a severe reaction, quick care is needed

Don’t use tweezers to remove a stinger; scrape with a card.

B� August 2009 www.the-triton.com The Triton On THe DOCKS: Gibraltar’s marina bay

By Dorie Cox

Every season, scores of yachts slip through Gibraltar. Dockmaster Karl Bisset has seen them all in his nearly 20 years as dockmaster at Marina Bay marina. Here’s a little more about him, from an e-mail exchange in July.

How did you get your start as dockmaster and what were you doing before? 

I became a dockmaster with Marina Bay in April of 2004. A couple of years later Ocean Village purchased the marina and they kept me on as dockmaster. I have never done anything else apart from work in a marina. My school sent me here for work experience. I was 14 at the time and have been here ever since.

You started when you were 14? So how long have been working there? 

I am 33 so it’s been 19 years.Have you always been involved

with boats?My uncle runs a shipping agency 

called Clifton Shipping. He is also the local agent for Seven Star. No one in my family is yacht oriented apart, of course, for my uncle. They are all into motorcycling instead.

What do you like about your job and the marina?

Meeting new people and listening to their stories. Some of the things 

they have done or encountered are just unbelievable. One of the people I have had the pleasure of meeting is George Bush Sr. He came to the marina on the yacht called Michaela Rose, and I had to act as an interpreter for the chief engineer as the mechanics that turned up were speaking Spanish.

How many staff? There are 11 staff members in total, 

in summer it goes up to 14.What’s the hardest part of the job? The hardest part is probably bad 

weather and going on 24-hour shifts. A 24-hour shift takes place when we have bad weather and that is when I will alternate all our staff and increase the manning of the piers to four people. We usually have two each night.

The other hard part is turning people away when we are full or if they haven’t made a reservation. You can imagine if they have been sailing for days and have had to go through 

the Straights of Gibraltar (it is hard enough to get through the straights on a good day, let alone if they have encountered bad weather). The last thing they want is to be told is ‘sorry we cannot accommodate you’.

What is the deal with the

two marinas, Marina Bay and Ocean Village?

Marina Bay was bought by Ocean Village so we are integrating. Now we have bars, restaurants, boutiques and a casino. We have 200 berths that can take yachts up to 90 meters with a draft of four and a half meters. The artist’s rendering shows what we are building. The far right and the casino are already in place.

Tell us a marina yarn. Well, I once witnessed a 130-foot 

power boat lose control and take out six small local fishermen’s boats. That was quite scary. We also had a yacht ask me for the bearings for the post box in the middle of the Atlantic and yes, he 

was serious. We also had a chap try to fly a kite within the marina, which we of course stopped immediately. He was surprised and asked why. My response was: number one, we have over 100 masts you might fowl and number two, we have an airport just under a 100 meters away. 

Why should a boat come to your marina? 

We’re a base for exploring and we’re a good place to fuel. We have a chandlery, a duty-free shop with nautical books and charts, and a supermarket. And you can walk to: Main Street, the Ferry Terminus to go to Tangiers, Morocco, our airport and the border of Spain.

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

Long-time staff oversee marina at yachting’s intersection

Gibraltar’s Marina Bay staff: From left, Andy ‘Mini’ Hill, Tony Vazquez, Dockmaster Karl Bisset and Brian Young.

PHOTO FROm KaRl bISSeT

IlluSTRaTIOn FROm maRIna baY

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

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 504/541Savannah,Ga. 497/NANewport,R.I. 551/NA

CaribbeanSt.Thomas,USVI 602/NASt.Maarten 734/NAAntigua 606/NAValparaiso 780/NA

NorthAtlanticBermuda(IrelandIsland) 615/NACapeVerde 526/NAAzores 547/NACanaryIslands 497/705

MediterraneanGibraltar 475/NABarcelona,Spain 523/1,220PalmadeMallorca,Spain NA/1,206Antibes,France 575/1,415SanRemo,Italy 701/1,575Naples,Italy 642/1,506Venice,Italy 666/1,473Corfu,Greece 704/1,362Piraeus,Greece 687/1,345Istanbul,Turkey 538/NAMalta 486/1275Bizerte,Tunisia 548/NATunis,Tunisia 540/NA

OceaniaAuckland,NewZealand 542/NASydney,Australia 551/NAFiji 602/NA

*When available according to local customs.

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 1,149/1,223Savannah,Ga. 1,117/NANewport,R.I. 1,164/NA

CaribbeanSt.Thomas,USVI 1,283/NASt.Maarten 1,336/NAAntigua 1,271/NA

NorthAtlanticBermuda(IrelandIsland) 1,198/NACapeVerde 1,188/NAAzores 1,203/NACanaryIslands 1,188/1,333

MediterraneanGibraltar 1,147/NABarcelona,Spain 1,191/2,072PalmadeMallorca,Spain NA/2,047Antibes,France 1,293/2,392SanRemo,Italy 1,385/2,439Naples,Italy 1,326/2,413Venice,Italy 1,349/2,402Corfu,Greece 1,271/2,137Piraeus,Greece 1,243/2,109Istanbul,Turkey 1,234/NAMalta 1,202/NABizerte,Tunisia 1,137/NATunis,Tunisia 1,130/NA

OceaniaAuckland,NewZealand 1,269/NASydney,Australia 1,273/NAFiji 1,358/NA

*When available according to customs.

maRInaS / YaRDS

Ismael “Issy” Perera, a retired corporate executive and former customer of Allied Marine, has purchased the old Allied yard on the New River in Ft. Lauderdale and reopened it June 1 as Apex Marine.

As Apex Marine, the yard will provide service and repair for all brands of yachts to about 85 feet or whatever can be hauled by the 88-ton Travelift. 

The yard has a spray booth for exterior painting and will also provide mechanical and electrical services, including repowering and interior refits. 

“Our focus will be to provide the best possible and most dependable service to our customers,” Perera said in a statement. “As a boat owner, I think that is sometimes lacking. If we say your boat will be ready on a certain day, it will be ready.

“Our philosophy is very simple,” he said. “We want to provide yacht owners with exceptional customer service by doing the work right the first time, completing the work as promised, and provide our customers with a cost effective solution to their yacht maintenance and repair needs.”

Perera negotiated a five-year lease with the Related Group, the real estate 

developer that owns the property, and purchased certain assets from Allied, including the TravelLift and an inventory of parts. 

Terms of the lease were not disclosed.

The yard also has 25,000 square feet of covered and office space in its three-story building and 300 feet of riverfront dockage. 

Several of the yard’s former workers remain with Apex, including former service manager Bill Dalton, who is now vice president of service.

“When it became known that Allied Marine did not want to renew its lease on the facility, Bill called me and asked me if I would be interested in owning a boat yard,” Perera said. “I have purchased three boats from Allied Marine and Bill had provided the service and customization for all of them. I told him the only way I would consider it is if he would guarantee me that he would stay on to manage the service.” 

The yard is located on the south bank of the New River between the Andrews Avenue and Second Avenue bridges at 401 S.W. 1st Ave. For more information, call +1-954-759-7212 or visit www.apexmarinerepair.com.

Yacht owner buys Lauderdale’s former Allied yard, now Apex

B� August 2009 www.the-triton.com The Triton TeCHnOlOGY bRIeFS

The Bioreactor from Gertsen & Olufsen (G&O), a Scandinavian developer of biological sewage treatment systems, has been approved by Det Norske Veritas (DNV).

The revised guidelines on treatment of black water, IMO MECP 159(55) Resolution, comes into effect on Jan. 1 and entails new and stricter standards. The guidelines apply to sewage treatment plants on ships of 400 GRT and above as well as on smaller ships certified to carry a crew of more than 15. The G&O Bioreactor is the first biological sewage treatment plant to comply with the resolution.

“We are proud to receive the approval,” said Thorsten Larsen-Seul, managing director with G&O. “Our bioreactor represents the next generation of biological sewage plants and is designed to handle all kinds of human wastewater from any vessel or offshore platform. It works with UV-light sterilization and uses no chemicals in the process.”

The Bioreactor can handle both black and grey water, the latter including complete degradation of organic matters including fat and grease. The reactor has a small footprint and can be delivered in several finishes. For more information, visit www.g-o.dk.

Global Satellite has wi-fi accessGlobal Satellite USA launched 

YachtSpot Marine WiFi for wireless access to the Internet for boatyards, installers, megayacht owners and crew.

“We have tested several wi-fi products over the years, but YachtSpot Marine WiFi outshines the rest with its reliability, excellent support and seaworthy tough hardware that logs on and stays on,” Global Satellite President and CEO Martin Fierstone said.

YachtSpot connects wirelessly to marina or near shore wi-fi hotspots using 802.11 b/g and shares that connection between all of the yacht’s onboard laptops, desktops, servers, PDAs, VOIP phones, and other device that use an Internet connection.

YachtSpot is not a bridge, like a wireless access point, which shares its IP range with the entire marina, but a router that uses network address translation (NAT). The onboard network on the yacht will be separated and fire walled from the marina’s network and has its own IP range, the company said in a statement. For details visit www.globalsatellite.us.

Sailor150 gets Inmarsat approvalThrane & Thrane received its type 

approval certificate from Inmarsat for its Sailor 150 FleetBroadband during the Global Partner Conference in Copenhagen in late June. 

Sailor 150 features the smallest and lightest FleetBroadband antenna to date and offers simple user-installation with a requirement for global Internet and voice IP solution.

“Type approval from Inmarsat sends a clear message that SAILOR 150 FleetBroadband is more than suitable for rugged, professional applications,” said Casper Jensen, VP of Thrane & Thrane’s maritime business unit. 

Sailor 150 offers Internet data and voice for business, operational or recreational applications. For more information visit www.thrane.com.

new antenna works with DirecTVIntellian Technologies announced 

an addition to its line of antennas, the d-series high definition TV systems. The d-series can receive signals from all DirecTV satellites. 

The antennas incorporate Intellian Technologies’ wide range search (WRS) algorithm to search, find and hold signals and dynamic beam tilting (DBT) technology to ensure clear program viewing, even in rough seas or at speed. The d-series features Intellian dual low noise block (LNB). LNB technology can receive both Ku- and Ka-band signals, and deliver 35 percent more satellite TV programming and more than 21 times more HD programming than other single antenna products on the market.

The d4 has a 17.7-inch antenna dish, 

weighs 25.5 pounds and is housed in a 21.3-inch high dome with a 19.7-inch diameter. The d6 has a 23.6-inch dish, weighs 44 pounds and has a 28.3- by 27.5-inch dome. 

For details, visit www.intelliantech.com or call +1 949-916-4411.

Soft shackles replace heavy metalColligo Marine is adding an XL 

series of lightweight soft shackles to its Softies product range, designed to replace the heavy metal shackles used on large boats. 

The new Softies XL Large Boat Series Soft Shackles – made from extra-strong  

Dynex Dux, heat stretched, chafe-resistant, Dyneema SK-75 line – are individually pull-tested to 10,000 pounds. They feature a lanyard for easy opening, a slip ring for extra security and a self tightening, spliced loop connection. 

There are three standard XL Series sizes: 4-inch (102mm) x 0.5-inch(12.5mm) 8,000 lbs SWL, 20,000 lbs breaking strength; 5-inch (127mm) x 0.69-inch (17.5mm) 14,000 lbs SWL, 31,000 lbs breaking strength; and 6-inch (152mm) x 0.85-inch (22mm) 18,400 lbs SWL, 46,000 lbs breaking strength. Custom sizes also available. 

For more details, visit www.colligo marine.com or call +1 480-703-3675.

 new antifouling paint for Interlux

Interlux has produced an antifouling paint for pleasure craft with Econea, a new antifouling agent that targets shell fouling. Its Pacifica Plus brand provides an alternative to those in the boating community looking for a copper free antifouling paint. 

The first shipment of Pacifica Plus went to Marine Equipment and Supply Company, a distributor in New Jersey. 

“Our customers are increasingly looking for products that will help them maintain boats to a high standard while helping to maintain the environment that they work and boat in,” said Jim DelCioppo, vice president of sales for MESCO. “We believe that Pacifica Plus provides one of those solutions.”

Pacifica Plus is an ablative paint that wears away over time. It has been formulated to meet the most stringent VOC regulations and is copper free to be ideal for underwater metal surfaces, fiberglass and wood, according to a company statement. 

For more information, visit www.yachtpaint.com.

Biological sewage plant gets DNV approval

The Triton www.the-triton.com August 2009 B�DOCKInG SImulaTIOn

Captains test docking skills with fake yacht, real controls

Team Stripes: From left, Capt. Dave Aylesworth watches as Capt. Denise Fox docks the 10-foot model yacht. IYT’s Mike French, far right, oversaw the initial heat of the mooring competition. PHOTOS/DORIe COX

Kathy Fearon of IYT kept score of bumps and wrong turns.

By Dorie Cox

With absolute concentration at the helm, Capt. Denise Fox engaged the bow thrusters to guide M/V Lady Amelia off the “dock.” Sweating, with hands on the throttles, she ignored the cheers of the crowd and catcalls of the competition.

She was first to drive against captains and yacht industry professionals that competed in International Yacht Training’s Mini Megayacht Mooring Competition in Ft. Lauderdale in July. 

Using remote controls beside the swimming pool at the Embassy Suites, Fox kicked off the competition between eight teams of 24 people. The 10-foot, fully functioning model of a megayacht used a full-size control console to give the feel of a real boat.

Tensions were as high as the heat index with race rules that included “any unsporting behavior will result in the torture and execution of the protagonist” as Fox maneuvered the yacht through buoys to back it into a mini-slip at the pool’s edge. 

Acquiring “noodle” penalties throughout the course, Fox and Capt. Dave Aylesworth navigated the vessel back through the buoys to the dock. Third teammate, Ann Aylesworth of The Crew Network, was poolside to yell driving instructions and poke a bright green Styrofoam noodle between the yacht and obstacles.

“Driving Lady Amelia is like when you get on a yacht for the first time,” Fox said. “You have to make small movements to see how she’ll react.”

“The main issue is you are looking at the boat, not looking from the boat,” she said. “You have to think twice because you’re facing it. Do I drive starboard or port?”

Designed and built by retired 

airplane designer Al Newport, the model is comprised of marine plywood, balsa and fiberglass and powered by two ride-on lawnmower batteries.

With bow thrusters and two motors, the yacht is built to a three-quarter-inch scale.

“You could use the plans to build a 140-foot yacht,” Newport said. “She’s as realistic as possible.”

The yacht was initiated as a boat handling training simulator and will be used in ongoing heats until the final competition at the Ft. Lauderdale International Boat Show in October.

Although Fox and her team did not have the best score this time, she said she learned a few things from the experience, but she wasn’t about to share.

“We have secrets, but we can’t tell them.”

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

Proudly Serving the Marine CommunitySince 1997

CREWACCOMMODATIONS

• Active Job Networking

• Nicely Renovated

• Tastefully Furnished

• Ideally located nearMaritime Schools,Downtown Fort Lauderdale, Crew Agencies, Marinas, Restaurants, and Nightlife

TheNeptuneGroup.com954.763.1050

Cleaner • Nicer • Safer • Cheaper

B� August 2009 www.the-triton.com The Triton maRInaS / YaRDS

By Carol M. Bareuther

The opening of St. Kitts Marine Works Ltd. (SKMW) in May highlighted a move by Caribbean yards to accommodate larger and larger vessels for storage and repairs. 

The new facility in St. Kitts boasts a 165-ton Travelift. This makes SKMW – along with Puerto Del Rey Marina in Puerto Rico with its 165-ton lift, and Peake Yacht Services in Trinidad with its 150-ton lift – the Big Three yards in the islands for yachts over 100 feet.

“The maximum length of vessel we can handle for now is 120 feet with a width of 35-feet,” said Regiwell Francis, owner of SKMW. “Draft at the ramp is 14 feet. An 85-ton grove truck crane is onsite with 180-foot of boom to lift masts.”

SKMW’s storage area is 12 acres, he added.

“We are hoping to expand to 26 acres in about two years.”

Pressure washing, steam cleaning, sandblasting and welding are among the services offered. Machinists and mechanics are on call. High speed Internet, closed-circuit TV linked on the Web, electricity, water and 24-hour manned security are also available.

“St. Kitts has very few bays and protected harbors, and while there is a small marina that was built when the town’s main port was expanded to accommodate cruise ship docking, it is more of a day docking operational marina rather than a storage facility for 

the long term,” said Patrick Ryan, co-founder of Fortress Marine, which rents space from SKMW. 

“St. Kitts has not been a suitable place to leave boats during the hurricane season,” he said. “Prior to the opening of SKMW, larger vessels would look for shelter in neighboring islands, mainly St. Maarten.”

Proximity is what led Capt. Tessan Danet, head captain at the Four Seasons Resort on Nevis, to SKMW. 

“We brought the property’s 51-foot power yacht in for its annual marine survey and haul because this is much 

closer for us than St. Maarten,” he said. 

Puerto Del Rey, on Puerto Rico’s east coast, is the largest marina in the Caribbean with 1,100 wet slips capable of docking vessels up to 200 feet in length. 

“Our yard can haul boats up to 125 feet with a 33-foot beam and we have dry stack storage for 500 vessels up to 

45 feet,” said Blanca Rodriquez, the yard’s administrative assistant. “On-site yard technicians can accommodate a number of repairs from electrical to refrigeration. In addition, we have towing and salvage services, a U.S. Customs and Immigration office, 24-hour security and a heliport on site.”

A fuel dock, in-slip pump-out service, chandlery, canvas shop, concierge, cart service and free wi-fi is available, too.

Puerto Del Rey earned Blue Flag status in December, recognizing it 

for its environmental awareness. This summer, the $7 million first phase of a two-phase facelift was completed, providing upgraded bathrooms and showers, a swimming pool, fitness center and water sports center. 

The second phase, pegged at  $30 million to $50 million and slated to begin within the next year, will see the construction of an exclusive megayacht marina. 

Additional restaurants, retail stores, a yacht club and a hotel will also be built during this phase, as well as 

luxury residential units.The closing of Caribbean 

Yachtworks at CrewsInn in Trinidad, with its 200-ton travelift, means that the 150-ton travelift at Peake Yacht Services Ltd. is the biggest on the island and in the southern Caribbean. Services available to hauled vessels include painting, fiberglass/osmosis/gelcoat services, shrink wrapping, teak/deck repair, woodworking and shipwrights, canvas and sail repair, propeller services, electronic repair and project management.

Last summer, the 115-foot classic schooner Aschanti IV pulled into Peaks, was hauled and while on the hard up-graded its inverter/charger DC power supply and switchgear, had work done on the bilge pump systems and value manifold, and received an application of antifouling prior to launch. According to YSATT (Yacht Services Association of Trinidad & Tobago), Capt. Kalle Ebner was pleased with the repairs and planned to return.

“We do have a few megayachts visit for short-term, but not many for long-term,” yard owner Peter Peake said. “Although we do not seem to have the scale of services required by many megayachts, many improvements are being made in the local yachting industry, and very soon, we may be able to more fully accommodate more megayachts.”

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

New yard in St. Kitts brings Caribbean options to the Big Three

Bobby’s Boat Yard, located in Cole Bay and inside the Simpson Bay Lagoon in St. Maarten, will open in November. The facility will have two new marine Travelifts – 75-ton and 150-ton. 

“Depending on the evolution of the megayacht business in St. Maarten, we plan to eventually upgrade the lifts to a 400-ton, and if we see the demand by the much bigger yachts, we intend to move up to a 600-ton lift,” said Philip Baumann of Bobby’s Marina.

The new yard will offer 16,000 square feet of storage space with all vessels stored on cradles. 

The yard will be full service – in other words, no more do-it-yourself – and jobs that cannot be completed by the yard’s employees will be handled by certified outside contractors. 

On site, there will be welders and a fabrication shop, a shipwright atelier, 

plus three to four workshops rented out to contractors, for example, an outboard motor specialist, prop shaft and prop repairs, and a diesel mechanic.

“We are cheaper than Europe or the United States and comparable or cheaper to most other yards in the Caribbean,” Baumann said. “The yards on the French islands are not competitive because of the dollar/euro problem and far higher labor costs. 

“It is a big advantage for us being a duty-free island,” he said. “It keeps prices down and it is much easier and faster to have goods shipped here. No customs clearances or duty to pay. We have excellent FedEx, DHL, and UPS services on the island. For large items we have great service from Four Star Cargo in Miami that fly in four times a week and ship in two times a week.”

– Carol Bareuther

make that 4: bobby’s boat Yard in St. maarten set to open in fall

Puerto Del Rey, on Puerto Rico’s east coast, has completed the first of two refit phases, upgrading bathrooms and adding a pool, fitness center and water sports center. The next phase, worth $30 million to $�0 million, is slated to build a megayacht marina.

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

There are signs of life at the old Broward yard in Ft. Lauderdale. 

Though Broward Marine has retreated to renting office space at the historic property, Broward Shipyard has begun operations.

Butch Risker, a long-time shipyard manager in South Florida, is general manager of the latest venture, which started operations on July 17.

“This feels great,” Risker said, even before he started taking reservations. “Finally, I’m going to be able to treat my customers the way I want to. I’ve never had the final say before; now I have the final say.”

Risker worked at Broward Marine for three years during its attempted renaissance, and was the yard superintendent at Fort Lauderdale Shipyard before it closed its doors in 2005. 

Albert Hernandez will work with Risker running the yard. They worked together for 12 years.

“I’d love to hire everybody I had here before,” Risker said. “They are a great bunch of guys. But we’re starting slowly.”

On its first day open, the yard still didn’t have phone service so Risker’s cell phone rang often.

“I’ve had a steady stream of business all day long,” he said, counting off 11 boats on the reservation board. “And 

I’ve had more inquiries and calls.Risker was cautious not to reveal 

too many plans, weary of the promises that have come before for this property. But he did say he hopes to help turn the shipyard from megayachts to superyachts with dreams of new docks, stronger power and better haul-out capabilities.

– Lucy Reed

SYS takes over mooring fieldThe Luise Group announced the 

buoy field SafeBay, in Cala di Volpe, Sardinia, will be managed by Sardinia Yacht Services (SYS). 

The berthing area recently underwent restoration to accommodate large vessels and pleasure yachts up to 100 meters in length.

The 14 berths were studied by biologists to ensure that no damage would be caused to the seabed during installation. SafeBay has the concession of the state-owned marina and is investing resources to develop ways of repopulating the marine life, according to a company statement. 

Biologists will clean the seabed and promote education on the importance of both coastal areas and posidonia oceanica, a marine plant considered of importance to the environmental conservation of the Mediterranean Sea.

Sardinia Yacht Services has opened an office for assistance and reservations. The inauguration of the buoy field was expected in July. 

For more information, visit www.sys.sardinia.it or www.luise.com.

Fire avoids marinaChristie’s 

Restaurant in Forty 1° North Marina Resort in Newport had an electrical fire in the kitchen in mid-July. 

The restaurant is located near the marina, but spokeswoman Sue Hamilton said the damage was minor and was completely contained within the restaurant.

Christie’s had been closed since last winter for renovations and had reopened July 9 for dinner. The sous-chef noticed the fire and called the fire department as the staff was preparing to open. 

No patrons were in 

the restaurant and no one was injured. Hamilton said the restaurant was scheduled to reopen the last weekend in July.

– Dorie Cox

bahamas yard takes first yachtBradford Marine Bahamas 

announced a 241-foot Amels-built vessel is the first superyacht at its new 1,200-foot dockage facility on the west side of the Freeport, Grand Bahama shipyard. 

The new docks are able to handle vessels up to 400 feet LOA.

“We are very pleased to have this 

superyacht call at our new docks,” said Dan Romence, general manager of Bradford Grand Bahamas. 

“With a deep draft, no overhead restrictions, full drainage, and work aprons, yacht and commercial vessel owners and their captains and crews will find the facility a great place to dock.”

The facility has port access, a 35-foot depth, a 1,200-ton floating drydock, and a 150-ton Travelift as well as towing, salvage, and vessel brokerage. 

For more information, call +242-352-7711 or e-mail dan@bradfordmarinebahamas.com.

Broward Shipyard opens; Sardinia mooring field takes yachtsmaRInaS / YaRDS

Butch Risker, general manager at the new Broward Shipyard, said he’s looking forward to having the final say. PHOTO/DaVID ReeD

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

Over the years many clients and friends have told me the one investment they understand is real estate. The reason for this is that land 

is tangible, something they can see as an investment.

Land investment is a simple concept of supply and demand. Typically you invest in a new area 

that is “developing” or “growing” and you invest in an area where the infrastructure such as roads and water lines are already in place. 

A common development begins with a developer who owns vacant lots for you to buy. Most often they will build the house for you unless you are ambitious enough to build it yourself.

Atlanta is a good example of a “growing” area. Atlanta’s real estate and population has been growing over the last couple of years in sharp contrast to conditions in South Florida.

If you look at raw land, the full cycle of a piece of property starts from old 

farm land that you can buy for next to nothing an acre. That same property is considered to be developed years later when you can get a mortgage and demand is created for occupancy. 

Most people are surprised to hear that the highest return on that piece of dirt is from when that old farm land is purchased to when it is sold to a real estate developer once the basic infrastructure has all been put in place.

The inside trick to purchasing farm land is purchasing large tracks in a path of current growth. Take Atlanta, for example. If you were to look at it on a map, the city is generally round 

in shape. There are a couple of small pockets of nicely developed areas to the northeast of Atlanta. 

If investors buy the land between that area and the city limits, it could really be a good investment. However, to make it work, you must understand how to plan out the exits off the interstate, have the connections to work with planning and zoning for the infrastructure, and sell all this as a packaged deal to developers. 

To get involved in this side of real estate, you typically have to seek out the companies that have the experience. Some will let private investors get involved and pool many investors together to develop a track of land. Most of these projects are typically done through institutional pension plans.

Keep in mind that this type of investment is a hold-and-wait as there is no rental or dividend income. In other words, this is an illiquid investment. There is not a market for resale of your investment until the development is sold. This typically can take 3-5 years. The returns can be worth it if this fits your timeline and investment style.

With good, solid companies, I have seen individual projects offer from 5 percent to 28 percent annual compounded rate of return. These types of investments also calculate with what’s called Simple Annualized Rate of Return, which comes out to between 8 percent and 37 percent. 

Make sure to ask which one you are quoted. This is a preservation of principal with a capital appreciation type of investment. This is an all cash type investment so there is not any type of capital call since there is no money that is leveraged. This means money is not borrowed on top of your investments which can make it a safer type of investment.

The real estate market should be looked at as an asset class. Look for companies that have a long track record and carefully review their Private Placement Memorandum as this will give you all the details about the investment. 

Blend this investment with other investments to meet certain financial objectives. As with any investment, do your homework and ask questions. Then ask more questions. Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial objectives.

Capt. Mark A. Cline is a chartered senior financial planner and mortgage broker. He is a partner in Capital Marine Alliance in Ft. Lauderdale. Comments on this column are welcome at +1-954-764-2929 or through www.capitalmarinealliance.net.

Raw land could bring investment benefits with planning, luck

Yachting capital

MarK a. Cline

PeRSOnal FInanCe: Yachting Capital

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

The Bordeaux Commercial Court has authorized the sale of Couach to industrialist Fabrice Vial for  1.5 million euros, according to several news reports. 

Vial, who is the owner of a 33-meter Couach yacht, intends to continue the yacht builder’s present strategy and will focus mainly on yachts of 50 meters, according to BYM News. 

The yard has been closed since March. 

Killian Yacht & Ship Brokers has sold Saint James, a 142-foot custom 

tri-deck yacht. Joe Killian was both the listing and selling broker. For information contact +1 954-522-9577 or e-mail  JK@killianyacht.com.

Fraser Yachts announced the sale of M/Y Sea Ghost, the 135-foot (41m) Feadship, by broker Tom Cleator in San  Diego.

New central agency listings for sale include S/Y Phocea, a 246-foot (75m) vessel built in 1976 (refit in 2000) by broker Jürgen Koch of Palma; M/Y Indigo Star, a 124-foot (38m) Siar Moschini, also by Koch; M/Y Once Around, a 95-foot (29m) Sunseeker by Rob Newton of Ft. Lauderdale;  M/Y Royal Flush, a 92-foot (28m) Riva by broker Jan Jaap Minnema of Monaco; M/Y Sea Shell, an 86-foot (26m) Falcon by brokers James Nason and Patrick McConnell of San  Diego; M/Y Angelina, an 82-foot (25m) Overmarine by brokers Vassilis Fotilas of Monaco and Stuart Larsen of Ft. Lauderdale; and M/Y Double Fun, a 75-foot (23m) Riva by Minnema.

New to Fraser’s charter fleet are  M/Y Alfa XII, a 133-foot (40.5m) ISA; M/Y Sea Century, a 114-foot (35m) Benetti; and M/Y China, a 108-foot (33m) Kingship.

Bruce Schattenburg, managing director at The Sacks Group Yachting Professionals, has sold  M/Y My Fair Lady, a 92-foot (28m) yacht designed by Tom Fexas and launched in 1992. 

“This yacht was an outstanding value and illustrates the opportunities for visionary buyers to take advantage of current market conditions,” Schattenburg said. He was the selling broker for the sale; the central listing broker was Cromwell Littlejohn of Merle Wood & Associates. 

The new owner, who has renamed the Cheoy Lee Pixel, plans to put her into Sacks’ charter fleet following a refit. She will make her charter debut in 

the Caribbean this winter. Aegean Yacht, owned by Sinan 

Ozer, has launched S/Y Montigne, a steel super schooner. The 187-foot (57m) motor-sailor is the heir to the famous 164-foot (50m) Galileo.      

The yacht was designed as a private vessel with her own spirit. At the same time she has an MCA certificate for commercial charters with six guest cabins, all with bathrooms. 

The master cabin is equipped with exclusive spa facilities. 

Burger Boat Company has launched the 151-foot M/Y Sycara IV.

Styled after the classic yachts of the 1920s, Sycara IV brings together naval architect Bruce King and yacht designer Ken Freivokh to incorporate intricate, period-appropriate interior and exterior details.

Sycara IV will travel through the Great Lakes and then to the 2009  Ft. Lauderdale International Boat Show. 

For more details visit www.burgerboat.com.

Inace Shipyard announced the launching of its latest Explorer yacht 

Beyond, a 100-foot tri-deck. It is constructed to ABS and MCA class. 

Northrop and Johnson announced the new joint listing for sale  S/Y MITseaAH, a 155-foot Pendennis motor sailing yacht with Kevin Merrigan and Bob McKeage of International Yacht Collection.

MITseaAH is the first motor sailor to combine the high performance of a semi-displacement motor and the ability to perform well under sail. She was one of the most ground breaking launches of 2004. 

She will be showcased by Northrop and Johnson at the 50th annual Ft. Lauderdale International Boat Show.

International Registries Inc. (IRI), the maritime administrator of the Marshall Islands, has announced that 500 yachts now fly the Marshall Islands flag. 

That milestone was reached in July as the 90-foot S/Y Bequia, with its distinctive varnished teak charthouse, was registered after its launch in Brooklin, Maine.

“We see this milestone as a testament to the dedication of our expanded yacht registry team and yacht technical group and to the 

efficient registration process that continues to attract some of the world’s most sophisticated and stately yachts to the Marshall Islands flag,” said Gene Sweeney, vice president of yacht operations with IRI. 

The yacht registry has had a 90 percent annual average growth over the past five years. Ryan Rabatin, vice president of vessel administration, recently transferred to the South Florida office and Bill Feaster joined the team in April as technical and licensing manager. 

For more information, visit www.register-iri.com.

Couach gets new owner, large-ish yachts sellbOaTS / bROKeRS

B1� August 2009 www.the-triton.com The Triton FROm THe TeCH FROnT: Rules of the Road

guidelines. One country did it differently from the next.

In 1969, the International Maritime Organization (IMO) approved the International Convention of the Tonnage Measurement of Ships. The convention harmonized the definitions for gross and net tonnages, plus the criteria for which measurements shall be made. These tonnage rules applied to all ships above 24 meters in length built on or after July 18, 1982, the date of entry into force. Ships built before that date were allowed to retain their existing tonnage for 12 years, or until July 18, 1994.

This lengthy phase-in period was intended to ensure that ships were given reasonable economic safeguards, since port and other dues are charged according to tonnage. At the same time, and as far as possible, the convention was drafted to ensure that gross and net tonnages calculated under the new system did not differ too greatly from those calculated under previous methods.

An additional key point that is often confused is the definition of length. As defined in the convention, length means 96 percent of the total length on a waterline at 85 percent of the least moulded depth measured from the top of the keel, or the length from the fore side of the stem to the axis of the rudder stock on that waterline, if that be greater.

In ships designed with a rake of keel, the waterline on which this length is measured shall be parallel to the designed waterline. Some flag administrations also call this the vessel’s registered length. In layman’s terms, the length defined for tonnage and exhibited on most certificates is not the length overall.

A ship or yacht on international voyages and greater than 24 meters exhibits its tonnage through an International Tonnage Certificate (ITC). This certificate is issued by the flag administration or a classification society on behalf of the administration. 

For vessels smaller than 24 meters, it is the discretion of the flag 

administration whether to issue a comparable certificate or document, such as a Certificate of Tonnage or National Tonnage Certificate.

While not tonnage in the proper sense, the following methods of ship measurement are also often incorrectly referred to as such:

Displacement is the actual total weight of the vessel. It is often expressed in long tons or in metric tons and is calculated simply by multiplying the volume of the hull below the waterline (i.e. the volume of water it 

is displacing) by the density of the water. One should note that the water density will depend on whether the vessel is in fresh or salt water, or located in the tropics, where water is warmer and hence less dense.

The word displacement arises from the basic physical law, discovered by Archimedes, stating that the weight of a floating object equates exactly to that of the water that would otherwise occupy the “hole in the water” displaced by the ship.

Lightship or Lightweight measures the actual weight of the megayacht or ship with no fuel, passengers, cargo, water, etc., on board.

Deadweight tonnage (often abbreviated DWT for deadweight tonnes) is the displacement at any loaded condition minus the lightship weight. It includes crew, passengers, cargo, fuel, water, and stores. Like displacement, it is often expressed in long tons or in metric tons.

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

RULES, from page B1

Tonnage rules change came with a long phase-in period

Displacement is the actual total weight of the vessel. It is often expressed in long tons or in metric tons and is calculated simply by multiplying the volume of the hull below the waterline by the density of the water. ... Water density will depend on whether the vessel is in fresh or salt water, or located in the tropics, where water is warmer and hence less dense.

The Triton www.the-triton.com August 2009 B13CRuISInG GROunDS: bequia

station, based in Friendship Bay. The tradition of whaling survives to this day. The International Whaling Commission has agreed that local whalers can catch up to four whales a year; some years they catch the odd one or two, and other years they catch none.

Probably it was the building of whaleboats for local use, using the abundant local white cedar wood, that gave rise to the boat building industry for which Bequia became renowned. The small two-bowed fishing boats are still built today, but in years gone by, many large boats were built on the beaches scattered around the island. The biggest was the Gloria Colita, which was 165 feet overall. Indeed she is thought to be the biggest wooden boat ever built in the Caribbean.

One of the more famous boats was Bob Dylan’s traditional schooner Water Pearl. My wife and I were lucky enough to sail her in 1982, before she was subsequently lost off the coast of Panama a few years later.

 Three steel ferries in play

We first came to Bequia in 1973. Of course this was long before the airport was built, so everything and everybody had to come and go from the island by boat. For many years the schooner Friendship Rose operated a daily service to and from Kingstown in St Vincent. She had been built on the beach in Friendship Bay.

It was a great day out, to catch the ferry to St. Vincent together with all the folks taking their produce to market. As sailing time approached, the cabin would quickly fill with not only people, but also with boxes of fruit, vegetables and often a clutch of chickens or even the occasional goat. Everything and everybody was jammed tightly into the one cabin.

Friendship Rose always motored to windward to get to the harbor at Kingstown, but the real delight was in the evening when she sailed back. With a lot of huffing and puffing the two deck crew hoisted her sails, and the Rose sailed proudly back to Admiralty Bay for the night.

There was also a weekly service from a converted landing craft called the Grenadine Star. She was able to carry the few cars that ventured across to Bequia from the mainland, but for most people, Friendship Rose was their link with the mainland. 

Now there are three big steel ferries vying with each other to carry ever more people and cars to and fro, and of course the airport allows people to fly in. Happily though, Friendship Rose

has survived. She has a mooring close to the beach at Port Elizabeth. The big cabin that we remember as being stuffed to bursting point with people and produce has gone, to be replaced by a more yacht-like cabin, but she is still the Rose. She is now employed in the charter trade, and often does day-trips to Mustique. Take the time to sail on her if you can; she is such a big part of the history of Bequia as we find her today.

 main town is Port elizabeth

The main town, and clearance port on Bequia is Port Elizabeth. It is 

BEqUia, from page B1

See BEqUia, page B14

Whaleboats, white cedar gave rise to boat building

Bequia racing boats, covererd for protection from the sun, sail to the forefront around Easter. PHOTO/CaPT. JOHn CamPbell

B1� August 2009 www.the-triton.com The Triton CRuISInG GROunDS: bequia

at the head of Admiralty Bay on the west coast, and this is by far the most popular anchorage.

Clearing in or out is relatively painless; officials there are well used to yachts and realize the importance of the yachts that visit the island. 

Customs and Immigration are both in the relatively new government building, facing the ferry dock. Customs is open from 8:30 a.m. to 6 p.m., with overtime being charged after 4 p.m. On weekends the hours are a bit more flexible, however, the offices does usually open for a spell in the morning and again in the evening.

Immigration seems a bit less enthusiastic, and many times officers fail to appear at weekends. Usually customs officers will make the clearance for you and just tell you to return “later” to complete the forms for immigration. This can be the next day or Monday, if you are clearing on a weekend.

Port Elizabeth is a great little town; full of hustle and bustle. There is what appears to be a good fruit and vegetable market near the ferry dock, but it is controlled by a group of Rastafarians who are aggressive salesman. They refuse to take “no” for an answer. 

Rather than face the hassle, I suggest going back one street and seeking out Doris Fresh Food. She has a great selection of fruit and vegetables and can get pretty much anything else you need. This is a much more pleasant way 

to shop. There are several reasonable supermarkets and bakeries, so supplies are easy enough to find.

Everybody and his dog seem to offer wi-fi in Port Elizabeth. There are several Internet cafes ashore and many bars have free wi-fi. Several of the stronger signals can be accessed on board for a moderate charge.

Scattered around the bay are many other shops, bars and restaurants. There are three pretty good chandleries, a small sail-maker and a nice bookshop. Many of the restaurants have their own dinghy dock, and there is a path running along the waterfront on the southeast side of the bay, so it is easy to walk from one to the next.

There are three shops selling model boats. The favorite models are those of the whaleboats. They are priced according to the detail and size, and make a great souvenir or gift. Mauvin’s is closest to town. 

Sargeants, on the north side of town, was the original model boat builders and is still in business after 30 years or more. Lawson Sargeant has started a small museum on the north shore of the bay, a little way outside of town. This is worth a visit. He has a lot of photos of the old days of ships being built and launched. He also has several models on display, including a pair of models of the Friendship Rose, showing her both in her original working configuration and as she is now.

When we were visiting Bequia on 

BEqUia, from page B13

See BEqUia, page B15

Ruins in the town of Industry PHOTOS/CaPT. JOHn CamPbell

Aggressive salesmen running the fruit and vegetable market

The Triton www.the-triton.com August 2009 B1�CRuISInG GROunDS: bequia

an almost weekly basis with a charter boat in the early 1980s, there were two regular visitors. A woman named Melinda used to row out to us, always accompanied by her dog. She sold exquisite hand-painted T-shirts. Her dog was old and “visually challenged.” Melinda was known as the Guide with a Blind Dog. She is still in Bequia, but is now making mainly stained glass. Her work can be seen in several shops and is worth seeking out.

Our other regular visitor was a young Bequian girl called Daffodil. She would offer to take laundry or supply bags of ice. She, too, is still there, but her business has expanded. She can supply fuel (in reasonable quantities), water, ice, bread and can dispose of garbage for you. She also has a number of moorings available for smaller boats. Daffodil now has a fleet of bright yellow vessels under her command, and there is not much that she cannot organize. Call her on the VHF on Channel 67.

 Outside admiralty bay

Many visitors never venture further than Port Elizabeth/Admiralty Bay, and with the plethora of restaurants and bars it is easy to understand why, but there is more to Bequia. A walk or even a taxi ride over the hill behind town will take you to the beaches at Industry. Despite the unpromising name, you will find archetypical palm-fringed beaches that you will most likely have to yourself. 

The industry that used to be in that area was sugar. That finished many years ago, but when I first came here there was a bustling trade in copra, the dried “meat” of coconuts. That, too, seems to have finished, and now there is just a scattering of relics of the old mills and machines to remind us of this bygone era. Just to the north of Industry is a turtle sanctuary that is open to visits.

The other main anchorage on 

Bequia is Friendship Bay, on the south of the island. Unless there is a big swell running, it is a good place to anchor. Although it lacks some of the amenities of Admiralty Bay, it has several restaurants and bars. There are several places offering wi-fi in Friendship Bay.

The west side of the bay is where the whaleboats live. It is worth a visit to see these traditional whaling boats. If they catch a whale, they now take it to the small islet at the western side of the bay. In the past they used a slip on the little island of Petit Nevis, but a change in ownership has denied them the use of that slip.

A final word of caution: Admiralty Bay has been a busy anchorage for many years, and the bottom has become well ploughed by thousands of anchors that have been dropped and dragged there, so sometimes the holding is not the greatest. Often at night there are strong squalls that whip over the hill behind town. Make sure the anchor is well dug in.

When we were running the charter boat, we did drag one night, at about 2 am in a hard rain squall. We lifted the anchor, motored over to the north side of the bay where there was a little more room and re-anchored. 

In the midst of this, the head of a charterer appeared briefly in the hatch. It disappeared almost at once as the rain lashed down. At breakfast he asked what had been going on. I explained we had started to drag and had re-anchored. 

His good wife asked why we had started the engine, which woke them up? Why had we not used the sails? Don’t you love charter guests? Some things never change.

 Capt. John Campbell has been yacht captain for more than 20 years and a sailor all his life and has recently settled ashore. For more, visit www.seascribe.eu. Comments on this story are welcome at editorial@the-triton.com.

Because so many visitors

to Bequia never venture

outside Admiralty

Bay, you may find yourself

alone on beaches such as this one in

Industry.

The schooner Friendship Rose was the backbone of island transportation for years. She had been built on the beach in Friendship Bay.

BEqUia, from page B14

Daffodil can be your connection to ice, laundry, fuel and more

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

Welcome aboard photo enthusiasts. This is the fifth installment covering camera specifications you can find on such Web sites as dpreview.com.

The information included in these articles should of interest and helpful to any aspiring camera bug. After all, specifications are a list of facts about your camera, and I’m providing a more in-depth translation of what they mean and how 

they work for you.For continuity, I continue to use the 

randomly chosen Lumix DMC-FX150 camera, manufactured by Panasonic. We ended on Max shutter: 1/2000 sec the last go around, and move on to:

Built-in Flash: YesI can’t imagine a pocket camera 

manufactured without one.Flash range: 5.9 m (Auto ISO) This speaks to the power of 

light output of the built-in flash. Photography is all about light and has been expressed as “painting with light.” Light is a favorite subject of mine that can get complicated, so writing a keep-it-simple-stupid version is more fun 

and challenging.The power of a flash is given by 

the (seldom published) GN of guide number, which is as a standard determined at an ISO of 100 (sensor or film sensitivity to light). 

Let’s say the GN is 56. This means at ISO 100 the flash will work up to 10 feet in distance at f/5.6. This is calculated by dividing the GN of 56 by 10 feet.

The outcome f/5.6 is the highest/smallest aperture (controlling depth of field) on this Lumix.

Having expressed the more complicated part, what does the specification 5.9m (Auto ISO) mean? I guess it means that at f2.8 (the lowest/widest aperture for this camera) with the highest Auto ISO of 1600 the flash of light will reach outward to 5.9 m (or 19 feet).

From here it gets tedious. Pocket flashes put out very little usable light. The ISO 1600 has a lot of noise, so not a desirable setting. 

I have found ISO 800 in some cameras not too bad, and things really improve at 400 or less, with the best ISO setting always the lowest setting, which in this LUMIX is 100.

Unfortunately, when using flash this camera system uses Auto ISO settings, meaning you have no control, except to avoid subjects at 19-foot distances. After making calculations using another light output formula called the Inverse Square Law, I figured out this built-in flash at ISO 400 carries at most 9 feet.

Bottom line, for a quality image using this flash, keep your subject to a distance of 9 feet or less (and this is the case for nearly all compact cameras).

External flash: NoThis means this pocket camera (as 

is true of nearly all of them) has no “pc” connector to physically cord an external flash to the camera. You might ask why you would want to. There are a number of reasons it could be useful to have this ability.

First, as we have already discussed, the in-camera flash lack of light output power limits its usefulness. I have several portable flash units; one type has a GN of 197 at ISO 100, meaning 

that at f2.8 the range would be 71 feet (or 22m). At 1600 ISO it would carry 60m and possibly more. 

Compare this to the LUMIX flash range of 5.9m to better understand the difference.

Let me tell you, if my camera had access to a more powerful flash I would not use f/2.8 or 1600 ISO, but more optimum settings such as f5.6 and ISO 100 or 200.

Second, an external flash would allow you to be more creative with your lighting, allowing for high or low 45 degree or side angles of light, and to create backlight behind a subject.

Third, the built-in flash is too close (in nearly all pocket cameras) to the 

optical axis of the lens, therefore red eye is always an issue. Red eye is a photographic phenomenon related to light from the flash entering into the pupil and reflecting back the blood from behind the retina.

Keep in mind you have to use a flash when it is dark, and this is when our pupils (similar to camera shutters) are wide open to admit more light for night vision. So when the flash catches a wide open pupil the red eye effect is maximized. 

This is why “pre-flash” was developed, to throw out light in advance of the actual flash in order to close the pupil and thereby minimize the red eye effect in the actual (flash) exposure. 

In any case, an external flash would eliminate red eye 

problems.I’ll close this with a question. Even 

though the specifications state “no external flash,” it is possible to use one. Anyone out there want to ask me how? Send an e-mail. 

While you’re at it, send any photography questions you have and I’ll answer them in upcoming columns. In the meantime I’ll take permission to go ashore.

 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.

PHOTOGRaPHY: Photo exposé

photo exposé

James schot

Assessing light functions simply: not easy

Unfortunately, when using flash this camera system uses Auto ISO settings, meaning you have no control, except to avoid subjects at 1�-foot distances. After making calculations using another light output formula called the Inverse Square Law, I figured out this built-in flash at ISO �00 carries at most � feet.

Bottom line, for a quality image using this flash, keep your subject to a distance of � feet or less (and this is the case for nearly all compact cameras).

The Triton www.the-triton.com August 2009 B1�CalenDaR OF eVenTS

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. Jeff Prine Group featuring Juanita Dixon, Martin Hand Quartet, Scotty K. and Dixie Dawgs Trio will perform on separate stages. 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 at Ward’s Marine,  6-8 p.m. in downtown Ft. Lauderdale at 617 S.W. Third Ave. (west of Publix and the railroad tracks). No RSVP necessary; just bring business cards and get ready to meet new people.

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

aug 31-Sept. 13  U.S. Open, New York City. One of the four grand slam tennis tournaments. www.usopen.org

Sept. 2 The Triton’s monthly networking event from 6-8 p.m. on the first Wednesday of each month. Join us this month at Secure Chain and Anchor at 10 S.W. 23rd St. (across the street from The Triton). No RSVP necessary; 

Air Conditioning Refits Sales/ServiceIce Machines

Custom Refrigeration Indoor Air Quality

Air Conditioning & Refrigeration

Dade 305.635.2062

Broward 954.727.1674

Palm Beach 561.340.3400E-mail:service@thomasmarinesystems.com

Celebrating

Serving the South Florida Yachting industry since 1989

August is busy with vacations, but quiet with yachting events

eVenT OF mOnTH

aug. 29-30 newport arts Festival, the newport Yachting Center, newport, R.I..

Marketplace of fine and functional art on Newport’s waterfront with regional and national artists. Live music from Celtic to jazz, activities for kids and a café. Saturday 10 a.m.-6:30 p.m. and Sunday 10am-5pm with admission $3 (children under 12 free). Proceeds to benefit Looking Upwards, a nonprofit agency, to support people with developmental disabilities. www.newportartsfestival.com

Newport Arts Festival artist Michael Bryce prepares for the show. PHOTO/ClauDe VeRDIeR

See CaLENDaR, page B18

B1� August 2009 www.the-triton.com The Triton CalenDaR OF eVenTS

just bring business cards and get ready to meet new people.

Sept. 3 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active captains only. RSVP to Editor Lucy Reed at lucy@the-triton.com or 954-525-0029. Space is limited to eight.

Sept. 4-6  30th Annual Classic Yacht Regatta, sponsored by Panerai. Labor Day weekend regatta will be the convergence of three events: the New England Huckins rendezvous, the 30th Annual Classic Yacht Regatta (CYR), as well as hosting the 6mR North Americans as they tune up for their big event. www.moy.org

Sept. 6 Sunday Jazz Brunch, Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Hispanic Heritage Month with Caliente Jazz Sounds, Steve B. and Friends, Clube do Choro de Miami, Billy Bones. www.fortlauderdale.gov

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. 10-13 Rolex Big Boat Series, St. Francis Yacht Club, San Francisco. Attracts thousands of world-caliber sailors. In its 45th year. +1 415-563-6363, www.stfyc.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.

Sept. 17-20 39th annual Newport International Boat Show, Newport Yachting Center. One of the five largest in-water boat shows in the country, covers over 15 acres along America’s Cup Avenue, stretching from the Newport Yachting Center to Newport Harbor Hotel & Marina.  More than 850 exhibitors with over 700 boats ranging in size from 16 to 85 feet are expected to be on display +1 401-846-1115,  www.newportboatshow.com.

Sept. 18 16th annual MIASF golf tournament Stay tuned for details. www.miasf.org

Sept. 23-26 19th annual Monaco Yacht Show, Port 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 a day.  www.monacoyachtshow.org

Sept. 25-26 Hook ‘n Harness Classic tournament, Ft. Lauderdale. Organized by Safety Guys to benefit SELF, Skills Essential for Life, a non-profit organization to help underemployed people enter the workforce. 954-770-0246, www.selffdn.org

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

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

Oct. 8 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion on the issues of the day. Active captains only. RSVP to Editor Lucy Chabot Reed at lucy@the-triton.com or 954-525-0029. Space is limited.

Oct. 12-14 International BoatBuilders’ Exhibition & Conference (IBEX), Miami Beach Convention Center, Miami Beach. Launched in 1992 IBEX has become the largest technical 

trade event for the recreational boatbuilding industry in the world. Free demos throughout the show and a pre-conference day Oct. 11. Eleven specialized tracks allow customized seminar schedules for specific career or company needs. The show is produced by Professional Boatbuilder magazine and the National Marine Manufacturers Association.  www.ibexshow.com

Oct. 15 Happy Days with The Triton, our 6th annual Ft. Lauderdale International Boat Show party, this year at Dania Jai Alai in Dania Beach. Save the date and watch your Triton for more details.

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

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

nov. 10-12 35th annual Fall VICL Charteryacht Show, Yacht Haven Grande, St. Thomas, USVI. www.vicl.org

Dec. 5-7 MYBA St. Maarten Charter Show at Port de Plaisance Marina in Simpson Bay. This is the islands fifth show; the third show run by MYBA.  www.mybacaribbeanshow.com 

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

September fills with yacht events, shows, Triton poker runCaLENDaR, from page B17

maKInG PlanSSept. 23Get your motor runnin’ at The Triton’s third annual Poker RunFt. lauderdale

Head out on the highway from 5-6 p.m. Networking will follow from 6-8 p.m. at Roscioli Yachting Center.

Pick up rules and your first card at one of two starting locations. Then all bikes ride around Ft. Lauderdale with the final stop at Roscioli Yachting Center for networking and prizes for winners. Come in whatever vehicle suits your style (road-legal stuff only, please). 

Visit www.the-triton.com for details.

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

Triton Spotters

SPOTTeD In ST. luCIa and San Juan, PR

Capt. Gianni Brill escaped deliveries and Ft. Lauderdale for a little sailing rest and relaxation in St. Lucia. But not without his trusty Triton cap, of course.

Leslie Hudson of Maritime Professional Training brought her Triton along on MPT’s annual employee cruise. Here she is in San Juan, Puerto Rico, with her son, Dylan.

Where have you and your Triton been lately? Send photos to lucy@the-triton.com. If we print yours, you get a T-shirt.

www.the-triton.com August 2009Section C

August networking

C3With the family at Ward’s.

Julynetworking

C2At The Grateful Palate.

It’s the heat

C4

Wine storage, serving tips for interior staff.

Newport contests

C8Chefs rise and shine.

This is the second of two articles about preparing for and excelling in a job search. This article focuses on the interview; last month’s article focused on resumes.

By Capt. Jeff Ridgway

If you have created an effective resumé and gotten it into the hands of the right person, then the next phase of your job search will be the interview.

Your preparation for this next step is crucial. I have seen interviews take place on board yachts, in a crew agent’s office, in a management company’s office, at the owner’s place of business, at the owner’s residence and by telephone and e-mail, so be prepared for a wide range of interview settings and interviewer personalities.

Research the yacht, the crew and the owner through Internet searches and by asking other crew. (Always take any input with a grain of salt since you may be getting information from a disgruntled employee.) Does this yacht job situation sound like what you are looking for? Charter verses private, formal verses casual, New England

verses the Mediterranean, formal uniforms verses casual uniforms, Internet access verses e-mail only, etc.?

Prepare a list of questions for the interviewer. Most of your questions might be answered by the interviewer before you have to ask, but be prepared because accepting a new job is a big decision. You should leave an interview feeling confident that you have all the information needed to make this important decision.

Ask why the position is available. What happened to the crew that you would be replacing and what can you

do to prevent these negative situations from arising again?

What are the owners and guests like to work for? What is the cruising itinerary for the next season, or two? What is the crew cabin situation? What is the vacation policy? Is there a travel allowance for trips home during scheduled leave periods? What is the alcohol policy? Is there a restriction on visible tattoos or body piercing?

Ask questions that are important to your job satisfaction and your quality

See EXPO, page C15

Here’s your interview checklist

COPYRIGHT JOHn TOmasellI; ImaGe FROm BIGsTOCKPHOTO.COm

among the tips: Research yacht, crew and owner, prepare a list of questions, be enthusiastic and early.

By Lucy Chabot Reed

In last month’s “My Latest Rant,” a captain ranted against a perceived inequality of reward for seemingly equal work in the selling of a yacht.

Captains and crew do quite a bit, this captain opined, yet the commission goes entirely to the broker.

So this month, we wondered if

others agreed. More than 100 captains and crew responded to our survey this month and – somewhat surprisingly, since we’re talking about money – the results are pretty evenly split.

Do you think sales brokers are compensated fairly for their work?

A bit more than half (53 percent) of respondents said yes, a broker’s compensation is fair.

“Some feel brokers make too much per sale,” a captain said. “I don’t agree and know many brokers that put tremendous efforts into deals that never happen. When they ‘hit’ one, they do well, but more times than not, they strike out.”

A bit fewer than half (47 percent) thought a broker’s compensation wasn’t fair because it was too much.

“Brokers don’t deserve the fees they receive when crew, who do all the jumping through hoops with brokers, owners, surveyors, contractors, etc., get (1) no commission at all, and (2) are jobless with no income,” an engineer said.

“It’s a pretty high price, 7-9 percent

See survEy, page C10

Triton Survey: Are brokers fairly compensated for their work?

Some of the items you buy every day for the yacht have enormous health benefits and you probably don’t even know it. Some of the items you

have onboard are natural healers that may – repeat may – remedy some health problems and come in handy, especially if you are anchored in the middle of nowhere.

Sure, we all carry medical kits onboard for emergencies,

but the contents of your pantry and cupboards might just hold a temporary, natural cure. (As in all treatment of illnesses, follow the advice of a doctor and seek medical treatment if your symptoms do not subside.)

The Chinese have known about natural cures for centuries. They have been using food, animal parts and herbs as a specific treatment for centuries, while in the West we use drugs, surgery and blind cure alls, some with false promises.

The more we discover the healing properties in foods found right in front of us, the better we will begin to feel

Culinary Waves

Mary Beth Lawton Johnson

Chefs, heal thyself, guests with cooking

See WAvEs, page C6

C� August 2009 www.the-triton.com The Triton neTWORKInG lasT mOnTH: The Grateful Palate

Beverly Grant and Chef David Learmonth were gracious hosts at The Triton’s monthly networking event in July

at The Grateful Palate in Ft. Lauderdale. More than 300 captains, crew and industry professionals toured the lovely restaurant and sampled the lamb curry. Sure, it was hot, but the networking was terrific. Make plans to join us on the first Wednesday of August. (See details on page C3.)

PHOTOs/CaPT. TOm seRIO

The Triton www.the-triton.com August 2009 C�neTWORKInG THIs mOnTH: Ward’s marine electric

The first Wednesday in August, join us as we network at Ward’s Marine Electric, a pioneer in Ft. Lauderdale’s marine industry. The 59-year-old company can handle anything that has to do with electrical systems on yachts, from equipment to service. Find Ward’s at 617 S.W. Third Ave. (just south of the New River, just west of Andrews Avenue). Like always, we’ll gather from 6-8 p.m.

In the meantime, get to know a little more about Ward’s from the founder’s granddaughter, Kristy Hebert, who has been active in the South Florida and national marine industry for decades.

Q.To start, please tell us about Ward’s Marine Electric. Do you specialize in something?

Ward’s Marine Electric specializes in everything marine electric:l Equipment and parts ranging from switches, circuit breakers or fuses to shore cords, transformers and frequency converters.l Dockside service includes surveys, repair, refit, complete engineering, installations and modifications.l In-house service includes bench testing of battery chargers, adaptors, converters, troubleshooting panels.l Engineering such as new helm panel, main distribution; full electrical schematics for new builds, switchboard design and manufacturing.l Engraving of new panels of any size including small switch panels, helm console panels, pilot house, main distribution, AC/DC.l Manufacturing in-house of shore cords, adaptors, switchboards, panels, boost transformers.

Q.Does Ward’s resell equipment or do you manufacture your own products?

Ward’s Marine is a retailer, distributor and wholesaler of marine electrical products for hundreds of manufacturers. We manufacture in-house many products including switchboards, panels of all types, shore cords, adaptors, transformers, etc.

Q.Ward’s is a third-generation family-owned business. What’s the secret? And who is Ward?

The key word is family. One thing many do not know is Ward is the first name. Ward Eshleman Sr., my grandfather, started the business in 1950 and Ward Jr. (my father) took the helm in 1987. My brother, Ward Eshleman III, and I both work here and the fourth generation, our five kids, has already started to grow.

But our entire staff is one big family. We share birthdays, holidays, weddings, divorces, funerals and new babies. This philosophy will never change. In 59 years there have been

numerous economic downturns as well as economic growth. We work as a team. Everybody wears more than one hat and always gives 110 percent. The entire family shares in the profits and the losses. Two-thirds of our management team has been with the company for more than 25 years.

Q.Do you prefer to work with new builds or can you bring a refit up to code?

We have absolutely no preference. Each boat has its own identity, owner and course it will be navigated through. We make sure that all of our knowledge in all areas of electric is provided to ensure the journey is safe and the expectations are met. Every owner uses his boat differently. Each use requires a unique analysis of the electrical system and its capabilities.

Q.Compliance issues with yachts can be pretty complex. How does your staff stay current with new laws and codes?

Every marine electrician on staff is ABYC certified, at a minimum. This is not a requirement by the industry but a requirement of Ward’s Marine Electric. Safety comes first for our electricians and the owners and crew of the yacht.

We also have quarterly training from various vendors, either updating technical specs, introducing new products or providing training on different onboard equipment we encounter. Ward Jr. is a member of a couple of technical committees and the subcommittee chairman of galvanic corrosion on ABYC. We provided the facilities, equipment and training for the pilot ABYC electrical certification program as well as corrosion certification.

Q.Tell us about your current location. You didn’t start out in this building, right?

Over the past 58 years (the first year, we were located in my grandfather’s garage) we have been located in the same three-block radius in downtown Ft. Lauderdale.

Our current headquarters was built in 2003 just west of our previous location, which we still own. (We sublease part of it and the other portion is dedicated to an in-house paint facility.) We have a second facility in Riviera Beach.

People who visit our showroom are impressed by the vast inventory and services we provide. The people most impressed remember our other locations and where we came from. I still visit our old building frequently and it is amazing how we were able to house all of the inventory and staff in such a small area (less than a quarter of our current size).

Ward’s Marine offers products, service and family atmosphere

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

Once you have chosen the perfect wine, proper service can enhance its enjoyment.

One of the most important aspects to consider when serving wine is temperature. Wine breathes in the bottle and can be greatly affected by temperature and by vibration, so it is important to store wine properly.

Opinions differ as to what the proper

temperature for storage is, but the range is between 45 and 60 degrees F. Store wine bottles horizontally to keep the corks moist. The humidity level should be between 74 and 95 percent; anything over 95 percent encourages mold growth.

The storage temperature and the temperature at which the wine is served differ. Red wine is served at a warmer temperature than white wine because it vaporizes at a higher temperature. Too much vaporization can affect the bouquet of the wine, so red wine is served at a temperature slightly lower than that of the average room about 65 degrees F (18 degrees C).

The expression room temperature comes from the days before central heating and air conditioning, when most rooms were a little warmer than a cellar. Today, the average room temperature is between 68 and 72 degrees (20 and 22 degrees C), so most red wines should actually be served at a slightly cooler temperature.

Red wine that is taken out of storage about one hour before it is served should be at just the right temperature. If the bottle feels too warm, it can be chilled in a refrigerator for 30 minutes to an hour. If it is too cold, it can be warmed in a bucket of tepid water for about 10 minutes. If red wine is served too cold, the tannins of the wine will be strong and taste bitter.

White and rosé wines contain fewer tannins than red wines. The bouquets are delicate and vaporize at a cooler temperature and so they are served chilled. In general, the sweeter the wine, the colder it is served. However, if chilled for too long, light-colored wines lose their bouquet and taste.

White and rosé wines will chill to the proper temperature in an ice bucket filled half with ice and half with water in about 10 to 15 minutes. You can add salt to increase the rate of chill.

Another important aspect in serving is wine is glassware. Wine glasses are made in assorted shapes to balance the flavor and bouquet and to bring out the best qualities of specific wines. They are held by the stem to keep the

warmth of your hand from affecting the temperature of the wine, thus keeping the wine at the proper temperature longer.

Pour wine glasses to about half-full to allow for swirling, which releases the characteristics of the wine and for proper aeration.

To release the bouquet and aroma of red wine, it is served in glass with a slightly larger bowl than a white wine glass. The sides of the bowl curve slightly inward to enhance the flavor and bouquet. There are many different types of red wine glasses, but a few are the claret, the burgundy, the Paris and the magnum wine glass.

About 4 ounces are poured into these glasses so that they are half full, with the exception of the magnum which uses 8 or 9 ounces.

White wine glasses are a little smaller in diameter and the sides are straighter than those of red wine. This shape releases the more delicate bouquet and concentrates the flavor of white wines. About 3 ounces of white wine are poured into the glass to produce the ideal concentration of aroma and bouquet.

When opening a bottle, remove the metal foil covering the cork using the blade of a knife or a special foil cutter. Be sure that no jagged edges remain on the pouring surface because this can disrupt the flow of the wine and cause unsightly drips. Wipe the outside of the lip to remove any dust or mold.

Gently insert the corkscrew into the center of the cork and use a slow turning motion to ease the cork from the bottle. Try not to insert the corkscrew all the way through the cork, or small particles may fall into the wine. Also try not to use too much pressure to avoid crumbling the cork.

Sometimes the cork will leave a residue on the inside of the bottle, so you may have to gently wipe the inside of the bottle before serving. Save the cork to reseal the bottle.

To serve a bottle of wine, hold it in your hand with the label facing the guest so they can see the vintage year. Wrap a napkin around the neck to insulate chill, and pour down the inside of the glass. Twist the bottle slightly with your wrist as you finish the pour to avoid drips.

Next month, we’ll go over some tips for storing and serving champagne and dessert wines.

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.

Temperature, humidity and glassware vital to wine service

Stew CueS

Alene KeenAn

InTeRIOR: stew Cues

The Triton www.the-triton.com August 2009 C�CHeF neWs

By Dorie Cox

Chef Merrilie Insch of M/V Essence took first place in the 6th annual Charter Chowder Fest with her Thai-inspired green chowder with curry, which included king prawns, kaffir lime leaves and lemon grass.

“They said it didn’t have to be traditional, which was good,” Insch said. “It would have been hard for me to be traditional. I’m Australian.”

Chef Patrick Roney of M/Y Kapalua won second place.

Third place was Chef Kevin Townes of M/Y Northern Lights. Townes used fresh lobsters to make a chowder with lobster stock, lobster meat, red bliss potatoes, heavy cream, Cajun seasoning and dry sherry to finish.

M/Y Northern Lights did a pairing with champagne while another entry, M/Y Top Times, was more casual.

“The chef was busy on M/Y Top Times so Capt. John Chabala and Matt Stallard made their own chowder,” said organizer Jane Potter of Distinctive Charter Yachts International. “They

said they like to eat pizza but couldn’t figure out how to make chowder out of it so they made buffalo-wing chowder instead. They paired it with beer.”

Fourth place was awarded to Chef Christie McConnell on M/Y Ashlana.

Kapalua’s Chef Roney took first place in a mystery basket competition also tied to the 27th annual Newport

Spring Charter Show. In that competition, chefs created dishes from baskets filled with New England regional ingredients, which were delivered to yachts in the morning.

Roney’s dish included three items with textures from light to heavy: a beet salad with horseradish chèvre and poached oyster; oyster, clam and chorizo stew in a grilled pineapple bowl; kale and chorizo ragu with garlic scape and scallion flan

drizzled with scallion purée.“They did throw us a curve by

including a pineapple,” he said. “It’s the symbol for Newport but it’s not local.”

Chef Melinda Meaney of M/Y Top Times took second place with a creamy lemon polenta topped with oysters and chorizo and a stew of steamed clams

with chorizo.Northern Lights’ Chef Townes

created a third-place winning dish of oyster and chorizo with Creole sauce and a scallion goat cheese soufflé with a salad of clams and citrus vinaigrette.

The event was sponsored by Newport Yacht Management, The Captain’s Concierge and Yachting magazine.

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

Merrilie Insch of M/V Essence with Capt. Glenn Brain, left, and Mate Danno Ramos, won Chowder Fest.

Patrick Roney of M/Y Kapalua took second in the Chowder Fest, first in the mystery basket competition.

Chef Kevin Townes of M/Y Northern Lights with fresh New England lobsters. He took third place in the chowder fest.

Insch tops Charter Chowder Fest

C� August 2009 www.the-triton.com The Triton In THe GalleY: Recipe

This recipe has only good stuff for you. There has been a lot of press lately on chicken soup and why it is good for you, but no one expert can really determine why, just that it is. I suspect it is because of the garlic, cabbage, parsley, and onions, that aid in the prevention of cancer and other diseases.

This recipe comes from our Stew Iryna Andreyeva, who is from the Ukraine. She got it from her grandmother.

3 tablespoons olive oil1 sweet onion, diced6 cloves garlic, minced2 carrots, diced1 3-lb chicken, cut up2 cups chicken stock (I used organic)

mixed with enough water to cover chicken in a soup pot

4 potatoes, diced1/2 head of cabbage, sliced thinThyme, fresh, about 4 stalksSalt and pepper to taste1 handful parsley, choppedDill, fresh, 4 tablespoons

In a soup kettle or pot, heat oil, saute the onions, garlic and carrots until wilted.

Add the chicken, stock, water, potatoes, cabbage, thyme, salt and pepper.

Bring to a boil. Skim the top as it boils. Simmer over medium heat until chicken is cooked through and falls off bone.

Top the soup with dill and parsley. Serve.

Cure-all Chicken Soup

Tasty and healthy ingredients include garlic, cabbage, parsley, and onions. PHOTO/maRY BeTH laWTOn JOHnsOn

and in the process become healthier through foods.

Do you have inflammation of your joints? Eat some blueberries, or use turmeric or holy basil in your cooking. Blueberries are packed with phytoflavinoids and antioxidants but they are also rich in Vitamin C and they have anti-inflammatory properties. Turmeric has curcuminoids, which help in Alzheimer’s and arthritis, and when applied topically, can help heal a skin infection. Holy basil has properties similar to naproxen, ibuprofen and aspirin.

Inflammation is suspected in causing heart disease, arthritis, asthma, and more. Why not fight it with these natural anti-inflammatory agents?

Have you (or the boss) been diagnosed with gout? Eat cherries. The chemical makeup of cherries helps with gout. Our engineer used to have frequent bouts with gout. He drank six ounces of cherry juice a day and ate fresh cherries when he could. He no longer had any issues with gout. When he stopped with the cherries, his gout returned.

A friend had been taking Resveratol in pill form, which suppresses the growth factor of tumors, including cancer. Red grapes or turmeric contain the same chemical properties called Cox 2 inhibitors because they inhibit the growth of the red blood vessels in tumors. If a tumor doesn’t have any red blood vessels running through it, it

can’t grow.In general, some foods known to

help slow the aging process include bananas, basil, pears, onions, cabbage, endive, grapefruit and tomatoes.

Below is a list of foods and herbs that contain healing properties. There are hundreds upon hundreds of natural chemicals that can help our bodies that are found in foods and teas.

For cancer and immune system problems: Garlic and onions contain allyl-sulfides, which limit the production of cancer-causing chemicals. Raw garlic stimulates the growth of natural killer cells and it kills the helicobacter pylori bacteria, a major source of stomach ulcers and stomach cancers. One fruit in particular, Guayaba, has 1,000 times the cancer-fighting power of chemotherapy.

Freshly made ginger tea with honey, chamomile tea, flaxseed and lemongrass all help boost the immune system when you feel like you might be coming down with a cold.

Viruses don’t stand a chance against cayenne pepper. Not only is it high in beta-carotene, but contains capsaicin, a powerful antioxidant. It also helps build healthy mucous membranes around our tissues, the first level of defense that comes between you and infection.

For thyroid problems: Seaweed is probably one of the largest sources of iodine besides table salt and it offers multivitamins, calcium,

WAvEs, from page C1

See WAvEs, page C7

Inflamed joints? Try blueberries

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

protein, vitamins A and B-12, sodium, potassium and magnesium.

The micronutrients are selenium, zinc, fluoride and copper, to name a few.

For kidney and bladder problems: Nothing is worse than being on a yacht with a bladder infection. The healers are dandelion tea and cranberry juice, which will help with interstitial cystitis. Dandelion also helps cleanse the liver and kidneys.

Juniper berry, the ingredient in gin, is wonderful for both men and women who have bladder problems (not gin, but the berry). Parsley helps as well with urinary and kidney problems.

For high cholesterol and high blood pressure: Fenugreek helps with high cholesterol. Garlic, kelp, lemongrass, Hawthorne berry, nettle and alfalfa help with high blood pressure.

For blood clotting: Ginger has gingerol in it, a property that prevents blood clots as it acts similar to aspirin, without the stomach upset. White Willow is also an herbal aspirin.

For arthritis: Eat some celery seed from your spice cabinet. Also, basil, blackberry, lavender, cloves, ginger and horseradish have shown to help sufferers of arthritis.

For type 2 diabetes: Cinnamon has been shown to help people with type 2 diabetes. A half teaspoon daily helps lower blood glucose and triglyceride levels and helps stimulate the body’s circulatory systems.

For attention deficit disorder: Some people get put on medication for this condition. Instead, eat garlic, peanuts, lentils and spinach, asparagus, beets and bok choy, or drink coffee, which helps with concentration.

For upset stomach, indigestion and nausea: Any one of these is wonderful: peppermint, papaya, cardamom and ginger.

For inflammation: Pineapples, strawberries, grapes, sweet potatoes, avocadoes, almonds and pears.

For tiredness and fatigue: Skip the Red Bull or high-octane energy drinks because they just leave you hanging until you crash. Try instead oats, ginseng, basil, cinnamon, lemongrass, grapefruit, or Hawthorne to get your energy back.

For insomnia: To help you sleep better, try spinach, bok choy, cauliflower, garlic, beets, pumpkin, banana, eggplants, cashews, corn, and peanuts.

Do not eat leafy greens such as spinach if you are on a blood thinner.

For respiratory problems: Try any one of these: Peppermint, rosemary, spearmint, lemon, lime, marjoram, garlic, horseradish, eucalyptus, carrots, cabbage, papaya, orange, grapefruit,

black currants. For congestion: Try ginger and/or

thyme. Make some tea and drink it.For constipation: Flax seed oil, flax

or bran, fresh fruits and vegetables, psyllium, peppermint and rhubarb, and caffeine.

For gas: Try eating some thyme, cardamom, papaya, caraway, ginger, mustard, fenugreek, or rosemary to aid in getting rid of gas.

For headaches: Eat some lavender or drink lavender tea.

For depression: Eat some rosemary or lavender. Both are great on lamb, by the way.

As a sedative: Valerian is considered a “natural” alternative to prescribed valium.

For skin problems: Use Witch Hazel as an astringent, and chickweed, which aids in insect bites and eczema. Use lemongrass for boils.

For bloating and water retention: Parsley has been shown to reduce water retention. It is packed with vitamins and minerals. Ginger, fennel and cinnamon have the same properties as parsley.

For night sweats or hormonal changes: Dong Quai (also known as Angelica Sinensis, a female ginseng) helps with night sweats, relaxes the muscle tissues associated with menstrual cramps and restores hormonal balance for many women.

For weight control or to stimulate an appetite: Appetite suppressants are Burdock Root, sassafras, fennel or chickweed. Stimulants are caraway, peppermint, sage, thyme, mustard, and dandelion, to name just a few.

For scrapes, scratches and burns: Garlic has antibiotic properties that are similar to penicillin. For burns, try a slice of aloe vera, a Vitamin E tablets squeezed open, wheat germ oil, honey, eucalyptus, and potatoes.

Many of these also work on sunburns so the next time a guest stays in the sun too long, use some aloe vera squeezed from the plant or lavender tea bags.

For athlete’s foot: Get some jojoba oil or red clover and apply it to your feet.

As antibacterial agents: Use any one of these: garlic, onion, aloe vera, horseradish or lemon balm.

An antiseptic for infection might include any one of these: garlic, cabbage leaves, potato, onion, hops, carrot, cloves, thyme, fenugreek, caraway.

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 C6

In THe GalleY: Culinary Waves

Fenugreek lowers cholesterol; garlic, kelp lower blood pressure

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

Ready? Set? Then let’s GO.Today we will be altering your

routine a bit to provide you with a little variety in your workout. This

session will be an “accumulating” workout. This is a continuous exercise routine and your focus needs to be on keeping strong and pushing yourself to the end.

To properly execute this routine, you must

pay close attention to the progression. You will begin with the first exercise, then, without resting, repeat the first exercise followed by the second. Again without resting, repeat the first and second exercise before adding the third to your progression. Continue to follow this format until you have worked your way through all ten exercises. Then take a well deserved five minute break and start the routine all over again.

This workout can be geared to every fitness level. Beginners take 30 seconds to complete each routine, intermediates 45 seconds and advanced 60 seconds. Don’t cheat yourself. Pick up some heavier weights and select a level that challenges you. Work your body-push yourself-and you will see results. Let’s begin:

1. Jump rope

2. Push-ups

3. Bicep curls with dumbbellsHolding a dumbbell in each

hand, palms facing forward, curl the dumbbells to your shoulders.

4. Single arm row to tricep extension

Step forward with right foot keeping left leg back in a modified lunge

position. Make sure toes are pointed toward the front. Place dumbbell in left hand, (arm is straight and palm is facing in toward body) and place right hand on your right thigh. Bend left elbow raising dumbbell until the

elbow is parallel with your shoulder. Hold arm position and extend at elbow raising dumbbell until arm is parallel to ground. Reverse the movement to bring dumbbell back to starting position and repeat. Allow equal time to execute this routine with your right arm.

5. Bicycle abdominalsLie on your back, with lower back

pressed into floor. Place both hands

behind your head. Extend your right leg out straight while lifting both shoulders off of the floor, elbows are open and do not come close to the head. Simultaneously bring your right armpit and left knee toward each other. Keeping slow and controlled movements, repeat with the opposite arm and leg.

6. Alternating lunges with dumbbell lateral raise

With a dumbbell in each hand, stand with your feet hip width apart, arms at your sides. Step forward with your

left foot, keeping your weight evenly distributed while you simultaneously drop your right knee down into a lunge until your left thigh is parallel with the floor. Make sure that your right knee does not touch the floor and that your left knee does not go over the toes. At the same time you are lunging, both arms are raised to shoulder height (palms facing the ground). Step back to starting position and repeat with the other leg.

7. Butt kick jumps

Stand with toes pointed forward, feet

hip width apart and knees slightly bent. Arms should hang down at your sides. Jump off both legs using equal force, curl both heels up to kick yourself in the glutes. Land softly with slight bend in knee and repeat.

8. Extended plank

We are taking our plank exercise to the next level, instead of placing your hands, palms down underneath shoulders, place them on the floor three inches in front of your head, hands should be closer together and hold position.

9. Military shoulder press with knee lift

Stand with feet hip-width apart and hold a dumbbell in each hand by your ears, elbows in front of you at 90 degrees. While pressing weight overhead in a military press, lift right knee as high as you can while still maintaining an upright posture. Lower arms and leg to start position. Extend arms overhead again, this time lifting left knee as high as you can. Lower and repeat, alternating legs each time.

10. Star Jumps

Push your limits with accumulating workoutFITness: Keep It Up

Keep It up

Beth Greenwald

See FITNEss, page C9

The Triton www.the-triton.com August 2009 C�nUTRITIOn: Take It In

Water is the most essential nutrient in our bodies. Without it, we would die in a matter of days. So the question is, now that the heat of summer is on, do

you drink enough water?

Water makes up about 60 percent of our adult body weight. It functions as a vehicle for key reactions in our bodies including those involved with digestion, absorption,

nutrient transport, and metabolism. Water is also needed to eliminate metabolic waste by the kidneys.

Dehydration is what happens when you don’t drink enough. A 10 percent loss of body water hurts work performance and is accompanied by symptoms such as nausea, weakness, delirium, and hyperthermia. Signs of dehydration include decreased urine output, concentrated urine that is dark in color, sunken eyes, dry mucous membranes in the mouth and nose, blood pressure changes and a rapid heartbeat.

One of the reasons why many folks don’t drink enough water is that thirst doesn’t kick-in until we are already starting to get dehydrated. In conditions of extreme heat and excessive perspiration, thirst may lag

behind actual water requirements.To prevent dehydration, it’s

important to consume enough fluids.Adults should consume a minimum

of eight cups of fluid daily. Water requirements are best and most effectively met by drinking plain water or beverages that are more than 90 percent water by volume.

Sports drinks are a trendy way to stay hydrated. According to the American College of Sports Medicine, sports drinks are an excellent way to hydrate for those who exercise more than 60 minutes. The carbohydrates in these drinks help boost performance, too.

Fitness waters, which contain less carbohydrates and calories than

sports drinks, can also help maintain hydration.

The medical community has warned for years about the potentially dehydrating effect of caffeinated beverages such as coffee, tea and

colas. But, according to research highlighted in 2002 by a University of Connecticut researcher and avid runner, caffeinated drinks consumed in moderation have only

a mild diuretic effect.Water also comes in solid foods

such as fruits and vegetables, which have a high water content. For example, watermelon, strawberries, broccoli, lettuce and tomatoes are 91 to 99 percent water by weight, and

cantaloupe, oranges, apples, pears, and grapes are 80 to 90 percent water by weight.

Low moisture foods such as grains and meat products do not contribute significantly to water intake.

Too much water can cause water intoxication. Some athletes have been known to drink so much water that they become water intoxicated. Symptoms of this in adults are headaches, nausea, vomiting, muscle twitching, convulsions, and even death.

Like everything in life, while water is essential, it’s important to not drink too little or too much, but just the right amount.

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

Summer heat stresses entire body if water intake is insufficient

Lower yourself into a squatting position keeping hips back, knees should not extend in front of toes, keep arms down at sides. Explode upward as high and fast as you can, extending your arms and legs in a “star shape” (looks like a jumping jack). Relax knees when you land and repeat.

Congratulations. You have 5 minutes to get some water, catch your breath and get ready to do it again.

Beth Greenwald is the program manager for American Specialty Health’s Silver & Fit Program and an adjunct professor in the exercise science department at Florida Atlantic University. She is a certified strength and conditioning specialist and conducts personal training sessions as well as group fitness boot camp classes. Contact her at +1 716-908-9836 or bethgreenwald@hotmail.com. Comments on this column are welcome at editorial@the-triton.com.

FITNEss, from page C8

Five minutes to rest before second round

Caffeinated drinks in moderation don’t dehydrate as much as first thought.

C10 August 2009 www.the-triton.com The Triton TRITON sURVeY: Broker compensation

for nothing more than listing a boat,” a captain said. “This in the day of Internet marketing.”

A curious thing on this question is that no one selected the third answer option: that a broker’s compensation wasn’t fair because it wasn’t enough.

It is worth noting that a vast majority of our respondents (93.4 percent) have had experience showing a vessel to a potential buyer for sale.

One interesting statistic we discovered was that of the newer people to yachting – those in the industry less than 20 years – 55 percent thought brokers made too much with their commissions.

Among those in the industry longer than 20 years, that number drops to 40 percent.

In a perfect world, how should a sales broker be compensated?

The largest group – 46.2 percent – thought the best way to compensate brokers was with a sliding percentage based on the sales prices. So depending on the sales price, the rate would vary. For example, 10 percent for vessels worth up to $5 million, 7.5 percent for vessels worth up to $10 million, 5 percent for vessels up to $20 million, and so on.

“Commissions are between the broker and his/her clients,” said a captain in his late 40s. “If a client agrees to a said commission, they should stick to it. Many brokers get stuck in the middle and the millionaire wants the broker to lower his/her percentage to make the deal happen. This is unacceptable, but it happens every day.”

The next largest, and nearly as large, group (41.3 percent) thought brokers should receive a fixed percentage of the sales price, for example a standard 5 or 10 percent of the sale, regardless of the price.

Three respondents thought there ought to be a flat fee based on the length of the yacht. The only thing these three folks had in common was that they were captains in their 40s.

Three other respondents thought there ought

to be a flat fee based on the length of time to sale. These three were not captains (one officer, one interior staff and one deck staff) and all have been in the industry less than 10 years.

“I’ve never had an owner’s boat sold by the broker without my help,” the officer said.

Seven respondents (just 6.7 percent of our survey) chose “other” when asked how brokers should be compensated, but only one offered a suggestion as to how that compensation should be structured.

“A negotiated commission not directly related to a percentage of the sales price,” said this captain, who is in his late 60s and has been in the industry more than 30 years.

“The whole process needs to be evaluated on the basis of roles in the sale of the vessel,” said a captain in his late 50s. “Each player assumes an integral part of the whole. The salesman brings the prospect and provides good qualification skills and closes the deal. The captain plays the role of technical sales consultant and as a team moves to consummate the sale. I’ve seen too often that the only tool in the salesman’s bag is to lower the price and wait for the phone to ring.”

So just how active of a role does a captain/crew play in selling a boat?

The largest group (38.3 percent) thought the captain and crew played a bigger role in the sale than the broker.

“Brokers should have better knowledge of the working systems on the vessels they are selling,” a captain said. “Too many times the captain is asked ‘what is this’ or ‘what does this do’ or ‘how does this work?’ If the captain is there to explain and answer a potential buyer’s questions that the broker has not a clue about, then the captain should be fairly compensated for helping the broker earn his percentage of the sale of that vessel.”

“The captain can make or break the sale,” another captain said. “The potential buyer generally asks the captain many questions

survEy, from page C1

Officer: ‘I’ve never had an owner’s boat sold by the broker without my help’

See survEy, page C12 Statistics/graphics by Lawrence Hollyfield

Have you ever shown a potential buyer a yacht for sale?

Yes – 93.4%

no – 6.6%

In a perfect world, how should a sales broker be compensated?

a sliding percentage based on sales prices – 46.2%

a fixed percentage of the sales price – 41.3%

Other – 6.7%

Flat fee based on length of time to sell – 2.9%

Flat fee based on length of yacht – 2.9%

The Triton www.the-triton.com August 2009 C11

A few more opinions about brokers:

Through the sale of three 80-foot-plus yachts, the brokerage was completely inconsiderate of the captain and extremely demanding. They expected the boat to be shown on an hour’s notice, sometimes with guests on board and at times not calling to inform the captain that the showing had been cancelled. I have been asked by the broker to take prospective buyers out on a boat ride without any contract. I have been asked by brokers to lie to their clients as well as to lie to the owner. I have even been blamed by brokers for their inability to sell a boat. I have been through many shows and countless showings without the broker even being present. I could go on and on.

l l l

Crew get paid to take care of the boat and do whatever the owner requires, this includes preparing a boat for a sale or show. ‘Find something new to whine about,’ is my message to the captain’s rant.

l l l

“If captains are upset about showing boats, then don’t. Conduct your daily business when the boat is being shown. It is part of the job.”

l l l

“This is a symbiotic relationship. You cannot have one without the other. A smart broker greases the crew and a smart captain knows good brokers are instrumental in getting and keeping a job.”

l l l

“They earn what they earn and in such a feast or famine industry, I can’t help but respect a broker that goes about his/her business with integrity getting duly compensated.”

l l l

“Brokers get me all my jobs. That is huge.”

l l l

“The last thing I have time for is crew who have

issues with showing the boat again. You never know who’s who and you must treat every showing like it’s your next boss looking.”

l l l

“Just like in real estate, high percentage commissions are going the way of the dinosaurs. The Internet will replace most of them soon and crew will do all the work and get some kind of reward from owner or buyer to insure smooth sale and good transition.”

l l l

“Brokers spend a lot of time and money to make the sale go through, but they should also compensate the captain/crew, especially the captain who is always the front-runner of the owner and who also goes beyond his duty as a captain to accommodate the broker and prospective buyer in showing the boat.”

l l l

“I skipper yachts from time to time and I am now a broker. Quite often a broker will work for years to get the commission. Sometimes a yacht doesn’t sell and he loses the sale. Sometimes he has it almost sold and the owner changes his mind. There can be years between sales. I have spent thousands of dollars on air fares to show a yacht and there is no sale at the end. So commissions can be huge, but they are few and far between and rarely at 10 percent. It is a touchy business.”

l l l

“The captain is hired by the owner to represent

the owner, not the broker or the potential new owner.”

l l l

“Just having a license does not entitle you to seven-figure salaries if you do not know what you are selling. Don’t expect the captain or crew to help you earn your income if you don’t plan on compensating them fairly. A lot of the veteran

TRITON sURVeY: Broker compensation

‘I have been asked by brokers to lie to their clients’

See COMMENTs, page C13Statistics/graphics by Lawrence Hollyfield

more than the sales broker – 38.3%

The roles are too different to compare – 34.6%

about the same as the sales broker – 17.8%

less than the sales broker

– 9.3%

In your experience, has captain/crew ever been compensated by the ....

42.1%

should they be compensated by the....

Broker Owner Broker Owner

54.7%

79.0% 85.6%

How active of a role does a captain/crew play in selling a boat?

C1� August 2009 www.the-triton.com The Triton

that they don’t feel will be truthfully answered by the broker. If the broker were to include the captain in the details of the sale and the buyer’s needs and requirements, the captain would have the opportunity to help sell the vessel.”

But almost as many (34.6 percent) said the roles were too different to compare.

“I don’t think you will ever fix this problem,” a captain said. “The broker sees the boat as just an item to sell. The captain has blood and sweat into the boat and usually loves his/her boat. They are completely from two different sides of the fence.”

Still, 17.8 percent thought the captain and crew did about as much as the broker, while 9.3 percent of respondents said the captain and crew did less than the sales broker.

“If the captain is staying with the owner’s new boat, then the captain is going to be 100 percent keen on getting the existing boat sold – and fast,” said a captain in yachting more than 20 years. “He has all the vessel information at his fingertips; brokers rarely have this depth of knowledge and rarely bother. Without a good crew, he and his clients are not going to learn all the good stuff. The listing broker does not always attend the showings. The crew is 100 percent essential in these circumstances. If the boat is being sold, and there is no new boat, all bets are off as to how the crew will act.”

“It’s hard, grueling work to close a sale,” said a captain in yachting more than 25 years. “All crew ever see is the end result, not the months of dead-end sales leads and endless abuse by potential buyers and sellers.”

Not surprisingly, of the 41 respondents who thought that captains/crew are more active than the broker in the sale of a yacht, 38 (92.7 percent) thought the broker should compensate them.

In your experience, has the captain/crew ever been compensated by a broker for their role in the sale of a yacht?

More often than not, brokers don’t compensate captains or crew for their role in the sale. Nearly 60 percent answered this question in the negative; 42 percent said they had been compensated by the broker.

“I just spent eight months helping a broker sell a yacht I was managing, made it a point to back him in every way, worked with the broker’s schedule, made the broker look good with the boss,” a captain said. “I was expecting a mere $2,000 or $3,000 as a ‘thanks for backing me up’, as I had received with other deals. After the yacht sold, I never heard from the broker again. I will make the expectation a verbal

agreement next time.”“Brokers don’t seem to have any

concern over the crew losing their jobs,” a captain said. “It is hard then to imagine how any crew would want to assist them. If the owners were consistent about compensation for loyal crew, who were forced out of work when the boat sold, the crew would be more inclined to assist in the sale. If everyone had something to gain, everyone would be more willing to help. This isn’t rocket science.”

Then we asked Should brokers compensate captains/crew?

Here, a strong majority (79 percent) said yes; but a more vocal minority of 21 percent said no.

“We all have our jobs,” a captain said. “The captain and crew are paid to keep the yacht clean and maintained. The broker gets paid upon a sale. If any gratuities are paid, it should come from the owner to the captain and crew.”

“The broker and his firm pay all the expenses to market the yacht,” a captain said. “They only earn money if they sell the boat. The crew is paid to maintain and operate the yacht. Whether it is for the owner or during a showing, they still represent the yacht and are paid whether it sells or not. If a crew’s extra efforts significantly add to the closing of a deal, either the owner or broker or both should feel free to give them a bonus of some sort. However, a crew should not expect to be paid in addition to their normal salary just because a broker does his job and sells the boat that they are paid to maintain.”

“Brokers work hard to develop relationships with clients, over years,” a captain said. “Crew are involved in a small portion of the sale, but I believe brokers could give a ‘token gesture’ to appreciate the crew if they successfully sell the boat.”

“I am paid quite fairly by my boss and my advice to him regarding a potential sale or purchase is part of what I get paid for as his captain,” a captain said. “It would be a serious breach of trust and conflict of interest to accept compensation for the owner’s transactions.”

In your experience, has the captain/crew ever been compensated by the owner for their role in the sale of a yacht?

These results were more even. A slight majority (56 percent) said yes; 45 percent said no.

“The captain is an employee of the owner,” a captain said. “He has to get it in his employment contract if he is to be compensated for the sale.”

“I have a firm policy with the owner, in writing, for 1 percent of the net sales

TRITON sURVeY: Broker compensation

See survEy, page C13

Broker sees ‘an item to sell’ but captain ‘usually loves’ the boatsurvEy, from page C10

The Triton www.the-triton.com August 2009 C1�

brokers know this already and treat the captain and crew accordingly.”

“Brokers are the ones who put captains on boats and captains owe the brokers the loyalty of the listing back when the owner wants to sell that boat.”

l l l

“It’s a bit unfair as to the commission split but I guess they don’t make a salary like crew.”

l l l

“Brokers should understand that the captain’s jungle drum network is as good as theirs. If they make promises to clients that are unreasonable or impossible, the fallout usually lands on the captain, after commission is paid. Word gets around.”

l l l

“The crew works for the owner. If the owner asks the crew to clean the boat up for sale, they can continue drawing their salary and work or leave. It’s that simple. A crew has absolutely nothing to do with the sale of a yacht. It’s personal property.”

l l l

“The crew that gives up their rare

opportunity to take a break, often on short notice, so as to detail the yacht from top to bottom and then spend Sunday morning in formal dress serving champagne brunch to possible buyers week in week out deserves a tip from those who reap the financial rewards.”

l l l

“Selling the boat is not the captain’s responsibility. I work for the owner. I assist the broker as best I can to facilitate the sale, maintain the yacht in pristine condition, drive during sea trials, show the boat if the broker is unavailable, but I do this for the owner.

l l l

“Sometimes as a captain you get caught in awkward situations. I was running a boat during a sea trial for a prospective buyer when he asked me about damage history. The owner stated there was none; I knew differently. The owner, inebriated one night, took the boat out, ran hard aground at 25 knots, and took all the running gear and rudders off. Since the owner had offered me a compensation package after the boat sold, my reply was, ‘not that I’m aware of.’ Unethical, but what would you do?”

TRITON sURVeY: Broker compensation

COMMENTs, from page C11

‘selling the boat is not the captain’s responsibility’

price,” a captain said. “Additionally I have an agreement with the broker for 5 percent of their commission. Each time the owner and broker have stated that it was my team effort that sold the yacht. I’ve never had an owner or broker not pay me.”

Again, we asked Should owners compensate captains/crew?

An even stronger majority (85.6 percent) said they thought the owner should compensate the captain/crew for their efforts in a sale. Just 14.4 percent said no.

“Crew work for the owner,” a captain said. “To be compensated by a third or forth party without the owner’s knowledge isn’t ethical. Make your deal with the owner when the boat gets listed. Make it your job to sell his boat. It’s in his interest and you can ask to be compensated. I usually call it six months’ severance.

“They [owners] should if the crew are unemployed as a result of the sale, based on the length of time served,” a captain said.

“It is part of the job for the captain/crew to help the owner sell the boat,” a captain said. “The brokers spend months and even years trying to find a buyer. If the boat sells it should be the owner who should give the crew/captain some reward if he feels they earned it.”

How could/should brokers be more useful to the captain/crew assisting in

a sale?This open-ended question offered

many suggestions, mostly having to do with the timing of showings. More than 50 respondents suggested ways brokers could work better with captains/crew.

1. Make no surprise showings. Twenty-four hours notice would be ideal.

2. Keep the crew informed of when showings are scheduled.

“Some brokers are good about notifying the captain/crew for a showing; some are lousy at it,” a captain said. “Just give the crew more time to properly prepare the boat for showings.”

3. Keep the crew informed when showings are canceled.

“My biggest problem is when we spend one or two days preparing for a showing only for the brokers not to show,” a captain said. “If the client isn’t going to show, tell us as soon as possible. Many showings happen on weekends and the crew sacrifice their time off to prep the yacht for showing, so you can imagine how frustrating it is when nobody shows up.”

4. Be on time.5. Attend the showing with your

client.“Brokers (since they are collecting all

of the commission) should be present at all showings,” a captain said. “I know it is common practice for some brokers, but definitely not all.”

6. Work with the captain and crew

survEy, from page C12

See survEy, page C14

Consider it ‘six months’ severance’

C1� August 2009 www.the-triton.com The Triton

ahead of time.“Arrive at least one hour before the

prospective buyer and view the yacht, allowing the broker the opportunity to make recommendations (and the crew to take corrective action) before the potential buyer arrives,” a captain suggested. “Brokers are quick to suggest that the crew was somehow accountable for why the sale did not go through. This recommendation would alleviate their ability to blame the crew for an unsuccessful sale.”

“The crew works for the owner’s interest,” an engineer said. “Brokers should remember that and treat the crew as representatives of the owner.”

“The broker should sit with the crew (at least the captain and chief engineer) and clearly identify how they

can best assist in the sale of the vessel,” a captain said.

“Spend a bit of time building a relationship with the captain before getting on board with the potential buyer instead of treating them like the crew who are about to revise their CVs,” a captain said. “Crew know [a boat] inside and out; they can make or break the deal. Brokers need to realize that they need the crew on their side. Arrogance has no part here.”

7. Learn about the boat.“Try a private conference with the

captain,” a captain said. “Turn off the cell phone long enough to have some idea of what you are trying to sell.”

8. Don’t waste time.“Going from work state to show

state wastes a lot of time and effort,” a captain said. “Inspections should be arranged well in advance and brokers

should not bring clients to boat X to highlight the advantages of boats Y and Z, which are the real sales targets.”

9. Respect the crew.“Brokers should realize their role is

to sell the boat; they aren’t the buyer and so should not take liberties such as making crew run around after them, put them up on the boat, serve them meals during the boat show (when unaccompanied by a buyer), etc.,” a stew said. “Crew will go out of their way to impress both the broker and potential buyer, but in my experience the brokers take advantage of this fact.”

10. Above all, tell the truth.“Be honest to the buyer,” a captain

said. “Most brokers constantly talk of how a 100-foot yacht can be run with two crew, never really knowing the full scope of the job or the intentions of the prospective buyer.”

“Get out of the way and actually cooperate with crew for the sale,” an engineer said. “Be more truthful. Be less arrogant. Be more informed. Be less argumentative. Tell the truth. Stop lying.”

“Be honest, respect the crew’s time and don’t ask us to not fully disclose all information we know about the boat,” a captain said.

While we didn’t ask specifically about the relationship between brokers and yacht captains and crew, many respondents offered advice in the comments section, primarily that brokers can be assets in one’s career. Here are a few of those tips:l Work with these brokers and the

girls in the office that call you for the showing. I have always seen it pay off in many ways for a long time. I’m talking job placement for years to come. The brokers need crew they can count on, not guys with attitudes. I have helped brokers move boats even when I am busy. I jumped for a good broker not long ago and the boat was only a 50-odd-footer but it was easy and fun. (And no, I wouldn’t take any money for the day.) But you know what? I was the one he called less than a month later with a nice new 130-footer, fresh out of the box. So be nice to brokers; they can help in many ways.l Don’t let the broker list the boat

with dream speeds and drafts. Stand your ground. You run the vessel. Tell the broker right up front that will only sour things later. I have always had a good outcome with the sale of my vessels. Maybe you don’t stay with it but the important thing is the bridges. Don’t burn them. They all connect somewhere that you never knew.l Brokers need to understand that

an owner’s decision to sell his yacht creates a duty for that vessel’s crew to do whatever is reasonably necessary to assist and facilitate the sale of the vessel. When a broker notifies a captain of a potential or possible showing, they can depend, when dealing with a dedicated and professional program, that the crew will have the boat prepared to show. Showings are often cancelled or postponed with last-minute notice. Brokers often miss seeing what goes on behind the scenes prior to a showing. They often do not recognize that the crew carry out their duties for the sale exactly as they carry out all of their duties, which often results in the loss of their jobs.

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.

TRITON sURVeY: Broker compensation

survEy, from page C13

Brokers need to realize that they need the crew on their side

The Triton www.the-triton.com August 2009 C1�

Next to Bistro Mezzaluna 757 S.E. 17th St. • Fort Lauderdale, FL 33316

Mon.-Fri. 8:00-6:00 • Sat. 9:00-5:00 • Sun. 9:00-1:00

(954) 764-6900mbe17stcswyftlaudfl@hotmail.com

Promenades Shops by Circuit City20533 Biscayne Blvd. • Aventura, FL 33180

Mon.-Fri. 8:30-6:00 • Sat. 9:00-5:00

(305) 935-1600mbeaventurafl@hotmail.com

• Mailbox Rentals & Mail Forwarding

• Packing & Postal Services

• Shipping Domestic & International

• Free pick-ups & estimates for large shipments

• Full Printing, Copy Center & Notary

FREIGHT

FROm THe CaReeR FROnT: Preparing for an interview

of life. Know what you are getting into.Be ready to discuss your

qualifications, strong points and not-so-strong points. Why should this employer choose you? It is not the interviewer’s job to pull information out of you. Some interviewers are not great at interviewing, but that is a topic for another day. You have to be ready to quickly highlight relevant information and sell yourself based on your skills, experience and enthusiasm for the position being offered.

Arrive at the interview well rested, enthusiastic and, most importantly, early. Don’t be late. It will leave a terrible first impression. If you are delayed due to a valid circumstance such as traffic or car problems, call and let the interviewer know that you are delayed. If a candidate arrives late for an interview with no valid excuse I can only assume that I will be dealing with tardiness and other faults if I should choose to hire this person.

Arrive at the interview well dressed. Choose business-like attire. It is easier to loosen a tie or remove a suit jacket than to arrive in casual dress and be underdressed. If you are coming to the interview directly from a work project and only have a short break for an interview, explain your situation beforehand and ask if arriving in work attire will be acceptable.

Bring hard copies of your resumé, employment references and other related documentation in case the interviewer does not have immediate access to copies that they can refer to during the interview. Also have your documentation available on electronic media such as a CD and be ready to leave it with the interviewer.

Maintain a positive and enthusiastic attitude throughout the interview, even if things are not going as you had hoped. A positive and enthusiastic attitude will be well received by the interviewer and it will let the interviewer know that you are excited to be considered for the job.

Don’t get discouraged if you do not immediately like what you hear in the interview. Continue to present the positive attitude and, if needed, professionally and respectfully express your thoughts and any apprehensions to the interviewer near the close of the interview. Whatever your opinion of the interview and the interviewer, stay positive and do not burn any bridges.

Be prepared to take notes and ask questions. You may be given dates, names or contact information that you will need to continue through the interviewing process. Do not forget to ask the questions you prepared prior to the interview if they have not already been answered throughout the course of the interview.

If you are a smoker, have body piercings or other personal details that

may be relevant to your eligibility for employment, discuss them during the interview. Don’t offer other personal information about yourself if it is not relevant to the interview and hiring process. Don’t discuss politics or religion. Do not let yourself sound demanding or pretentious as you ask your questions but, again, know what you might be getting yourself into.

A valid medical certificate, such as the MCA’s ENG-1, often is required, so be prepared to present it or submit to an exam. Medical limitations probably will be discovered during an exam or during your service on board, so be honest about relevant conditions or medications that may keep you from standing a navigational watch, working on deck, working in engineering spaces or doing food preparation.

Drug tests are also a routine requirement on most yachts so be prepared to offer to take a drug test prior to being hired and then be prepared to be tested at random times during your employment.

Let the interviewer be the one to bring up the subject of salary. If possible, let the interviewer suggest a salary range and then, if needed, you have a chance to counter with an offer of your own. Know what the market value of your services is so that you can negotiate effectively and intelligently.

Thank the interviewer and any other interview participants at the close of the interview and reiterate your interest in the job. Regardless of your feelings about the success or failure of the interview, be professional and courteous. The yachting world is small and you always want to avoid burning bridges. You may meet this interviewer again at a later date, on another yacht, and be interviewed for your idea of the “perfect job” so you will want to be able to meet on good terms.

Follow up the interview with an e-mail or phone call to, again, express your gratitude and your continued interest in the opportunity. Thank the crew agent or friend who arranged the interview and keep them updated on the status of the job search process.

Resist the temptation to discuss the interview and your opinions related to the interview, interviewer and the yacht in public settings. Your opinions, or twisted versions of your opinions, seem to have a way of finding their way back to the interviewer and other related parties in world-record time.

I hope this information gives you an advantage over your competition. Good luck with your job search.

Capt. Jeff Ridgway has been in yachting almost 30 years, 23 of them as a captain. He crewed up the 235-foot Feadship M/Y Utopia and was in charge of the Gallant Lady fleet for a time, including a crew of more than 36 over several vessels. Comments on this article are welcome at editorial@the-triton.com.

Smoker? Discuss it in interviewEXPO, from page C1

C1� August 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

The Triton www.the-triton.com August 2009 C1�BUsIness CaRD aDVeRTIseRs

For the most up-to-date classifieds,

visit www.the-triton.com.

C1� August 2009 www.the-triton.com The Triton

www.worldofyachting.com1126 S. Federal Highway, P. O. Box 230

Ft. Lauderdale, FL 33316Toll Free: 877-98World (877-989-6753)

Ph/Fax: 954-522-8742

WORLD OF YACHTINGThe one source for all your yachting needs Here’s what we can do for you:

• FIND CREW NO agency commissions or percentages no matter how many or how long you need crew members per year.

• CREW Post your CV/Resume for FREE.• Order your APPAREL/UNIFORMS & much more online, phone, fax

or in-person.• Custom Monogramming and Screen Printing• Find or sell a boat (or any other item!) on our boat classifieds.• GET MORE EXPOSURE Advertise with us! Post your charter brochure.• Find information on travel destinations, boatyards, flower shops,

gourmet stores and more all in one place!

BUsIness CaRD aDVeRTIseRs

For the most up-to-date classifieds,

visit www.the-triton.com.

The Triton www.the-triton.com August 2009 C1�BUsIness CaRD aDVeRTIseRs

Abeam Marine B15 Advanced Mechanical Enterprises B9After 5 Island Concierge B17Alexseal Yacht Coatings C13Antibes Yachtwear A9ARW Maritime B19Bahamas Yacht Management A16Beard Marine B11Bellingham Marine C3Bertling Logistics B17Big Blue Unlimited B6BOW Worldwide Yacht Supply A20Brownie’s Yacht Diver A17Business card advertisers C17-19BWA Yachting B4The Business Point C9CYA Comprehensive Yacht Assurance B15C&N Yacht Refinishing A2Cable Marine B3Crew Insurance Services C7Crew Unlmited A10,B12City of Dania Beach C6D&G Company A4

Dennis Conner’s North Cove Marina B17Dockwise Yacht Transport A16,C2Elite Crew International C7FenderHooks C4Global Marine Travel A7,A10Global Satellite A8Global Yacht Fuel C4Gran Peninsula Yacht Center A16HeadHunter C9International Registries A18Kemplon Marine B6Lauderdale Marine Center A3Lauderdale Propeller C14Luxury Yacht Group A11Mail Boxes Etc. C15Maritime Professional Training C20Matthew’s Marine A/C A4MHG Marine Benefits A11,B20MTN Satellite Services, a division of SeaMobile A11Moore & Company B19National Marine Suppliers B13Nautical Ventures A6Neptune Group B7

Newport Shipyard C11Newport Yachting Center C7Northern Lights B8Ocean Medical International A12Palladium Technologies C10Pembroke Gun & Range A6Peterson Fuel Delivery B14Praktek A13Professional Tank Cleaning & Sandblasting C6Quiksigns C15Radio Holland B2Renaissance Marina C14Restructure Florida A6Richman Marine B7Rio Vista Flowers C12River Supply River Services A4Rope, Inc C4Rossmare International Bunkering B15RPM Diesel B12R&L Yacht Refinishing C6Sailorman A2San Diego Super Yacht Association A9Savannah Mega Yacht B5

Seafarer Marine C8Sea School B14Secure Chain & Anchor B9Secure Chain & Anchor/Inflatables A12SunPro Marine B16Super Yacht Support B14Tess Electrical Sales & Service B9The Pain Reliever B16Thomas Marine B17Total Marine Solutions C5TowBoatUS A4Town of Palm Beach B7Tradewinds Radio C12Turtle Cove Marina B14US Mold B11Ward’s Marine B10West Marine B18Westrec Marinas A14Yacht Entertainment Systems C4YachtFest B13Yacht Services of Alaska C7Yacht Zoo A5

aDVeRTIseR DIReCTORYCompany Page Company PageCompany PageCompany Page