The Triton 200802

www.the-triton.com February 2008Vol. 4, No. 11

Summit resultHomeland Security report includes a passage on yachts.

Biofuel battleAdditives company wants head-to-head test.

B16Global ShipEight months later, Savannah yard still closed.

B1 A30

Megayacht hub review: ‘Wow, this is fantastic’

In the wake of our survey on salaries, several megayacht captains wrote in to suggest that next time we consider boat use and the

correlating level of responsibility, their point being that captains of active vessels might justifi ably command more than those who spend 11 months a year at the dock.

That got us thinking: Just what are captains responsible for anyway? There’s the obvious – but in no way

fl ippant – responsibility for the safety of every soul onboard, and captains are also responsible for the vessel itself, to be sure.

But what else? “Everything,” one captain began,

listing not only people’s safety and the yacht’s, but the crew and the intangible responsibility of the owner’s and guests’ pleasure.

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 identifi ed in a photograph

See BRIDGE, page A20

By Lucy Chabot Reed

Four representatives of South Florida’s marine industry soaked in the sights of St. Maarten last month, coming away with lots of questions, lots of impressions and some ideas for the future.

The U.S. Superyacht Association organized two days of tours and meetings with marina managers, dockmasters, government offi cials and megayacht captains to educate the South Florida offi cials about megayachts.

The offi cials included Capt. Karl Schultz, sector commander for Sector Miami and Captain of the Port for the sector; John “Jack” Garofano, assistant director of fi eld operations with the U.S. Customs and Border Protection in Miami; Mayor Jim Naugle of Ft. Lauderdale; and Frank Herhold,

executive director of the Marine Industries Association of South Florida.

Several of the offi cials said a tour of the four marinas around Simpson Bay and talking to megayacht captains opened their eyes to not only what

a megayacht hub looks like, but also the issues captains and crew face in entering and working in U.S. waters.

“The biggest reason I’m here is so that I can learn something,” Naugle said. “I commend St. Maarten for

creating this beautiful economic engine. Wow, this is fantastic.”

The offi cials gathered on Jan. 18 as part of a panel discussion and

By Lucy Chabot Reed

After taking our salary survey that appeared in the December and January issues, several captains suggested we fi nd out how much these megayachts are used. So we asked captains this month about usage: How many days did the yacht carry owners or guests, how many days were spent under way repositioning the vessel, how many days were spent in port or at anchor waiting, and how many days were spent in active maintenance at a yard.

The answers were a little surprising in a number of ways. First, we were surprised that private vessels (39 responded) had the owner and/or guests onboard more days on average than charter vessels (21 responded).

The average private vessel in our

survey had owners/guests aboard 105 days a year; the average charter yacht had owners/guests aboard 98 days a year. That might have indicated that the charter vessels responding were smaller in size, but they weren’t. The average charter vessel that took our survey was 112 feet; the average private vessel just 97.

The bulk of the vessels who responded – 40 of the 60 – had owners/guests aboard between two and six months a year. It was the rare vessel indeed that saw usage of more than six months. (The six that did were all private, for what that’s worth.)

“Owner use this past year was unusually limited,” one captain explained. “Since the beginning of

FROM THE BRIDGE

LUCY CHABOT REED

See SURVEY, page A16

See ST. MAARTEN, page A18

The captain is responsible for an endless list of things

Survey: How often are yachts used?

Could St. Maarten’s “beautiful economic engine” be replicated in South Florida? PHOTO/LUCY REED

South Florida marine industry offi cials tour St. Maarten and get an education about welcoming megayachts.

A2 February 2008 www.the-triton.com The Triton

WHAT’S INSIDE

Advertiser directory C19Boats / Brokers B10Business briefs A28Calendar of events B22Classifi eds C15Cruising Grounds B12,14,18Crew News A4,6,C1Columns: By the Glass: Wine C8 In the Galley C1 In the Stars B19 In the Yard B2 Latitude Adjustment A4 Manager’s Time C13 Nutrition C9

Personal Finance C10 Photography B20 Rules of the Road B1 Well Read C12 Yacht operations C2Fuel prices B5Marinas / Yards A26Networking A11,12News A1,9,14,B4,5,16Photo Gallery A22-23Puzzles C14Technology B1Triton spotter A23Triton survey A1Write to Be Heard A30,31

Biding his time, page A6

Find out what this megayacht captain is doing on this ship.


When you head down to St. Maarten in early December, the marinas have room for you.

Head down in mid-January, as we did for the U.S. Superyacht Association events, and you can barely see the docks through the thickness of yachts.

We wandered the docks and developed marina envy. Ft. Lauderdale should one day

have busy megayacht marinas like that. (The South Florida offi cials we took with us think so, too, so maybe, just

maybe … )Anyhow, as you might expect, my

cup of crew news overfl ows. Let’s begin with Philip and

Bridget King. The Kings have taken jobs with M/Y Miracle, the 110-foot Montefi no, as captain and chief stewardess. They took over in October and already have four charters complete with six more scheduled for this season. As a captain in our survey this month said, it’s good to be busy.

Capt. George Whitehouse, formerly of M/Y Floridian, is now director of marina operations at Rybovich in West Palm Beach. The 228-foot Floridian was owned by South Florida businessman H. Wayne Huizenga, who bought the Rybovich property in 2004.

We have tales of the captains of two Trinitys – the oldest and the newest.

Capt. Phil Hodshon has taken command of Trinity’s Hull No. 1, the former M/Y Leda launched in 1990 that belonged to Trinity President John

Dane. Now M/Y

Watercolours, the 115-foot vessel sold last February and spent fi ve months in Charleston getting her main deck and interior refi t. She will spend

her summer chartering in the Bahamas.The cool thing about Watercolours

is that she wasn’t docked in one of the four popular megayacht marinas in Simpson Bay but across the lagoon at Portofi no Marina, spending just $1.50 a foot for a month’s stay. Dockage for megayachts is limited, he said – it was just Watercolours and Golden Boy there in mid-January – but Hodshon reported it was pleasant.

Capt. J.D. Duncanes, skipper of the newest Trinity M/Y Mine Games, took advantage of a delay in his sea trials (thank you winds) to attend the USSA’s panel discussion with South Florida offi cials.

Which sea trials, you ask? Careful readers will recall that Mine Games launched in September.

Duncanes is getting certifi ed to pilot the two-man submersible aboard. He’s already taken the vessel to its maximum depth of 1,000 feet and has seen a lot of beautiful sea life around St. Maarten and Saba.

Duncanes was build captain of the 164-foot yacht and has been with the owner three years. He’ll take the vessel – and her sub – to the Mediterranean this summer, particularly Croatia.

You may recall a couple stories we printed last year about Capt. Jacques Falardeau and his

adventures this summer in Alaska. Well, he and his wife, Chef Sherrie, have taken over the old Crown Legacy, renamed M/Y Magic Days.

The 94-foot Lazzara is in a yard in St. Augustine for an equipment upgrade and then Falardeau is heading back to Alaska. (First, though, to the Turks and Caicos and the Dominican Republic.)

Congratulations go out to Capt. Adam Steel and Amber Rasul who were engaged to be married over Christmas. They met onboard M/Y Inspiration, the 156-foot Broward, four years ago.

Steel is now the captain of a new 86-foot Nordhavn, M/Y CaryAli, which plans to cruise the West Coast and Alaska this summer.

Rasul is a former stew who is now a crew placement coordinator at Northrop and Johnson Yachts in Ft. Lauderdale. She’s also in school full time at the Art Institute of Fort Lauderdale, seeking a degree in interior design.

The couple plan to marry when Rasul fi nishes school in Steel’s hometown of Salcombe, England.

Fair winds, you two.

A year after the death of Capt. Freddy Appleton, Capt. Glen McCloskey of M/Y Twilight and two other friends of Appleton are creating a non-profi t foundation in his honor. Named the Freddy Appleton Foundation (www.freddyappletonfoundation.org), it will work to give back to the yachting community that McCloskey said Appleton loved so much. More details to come, he said.

Last month, we put out a call for David Hart, a chef and chief

LATITUDE ADJUSTMENT

LUCY CHABOT REED

St. Maarten a gold mine for boats, crew and crew news

See LATITUDES, page A10

CREW NEWS: Latitude Adjustment

A6 February 2008 www.the-triton.com The Triton The Triton www.the-triton.com February 2008 A7

By Lucy Chabot Reed

As a sailor, Capt. Rob Zavisza has missed some stuff in his kids’ lives. Birthdays, Christmases, high school graduations.

That comes with the job.But when the boss told him to move

the boat the day before his son was to fl y in for spring break a few years ago – after approving the time off months ahead of time – Zavisza had had enough.

“No matter how much you tell the boss it’s important to you to have this time off, they just don’t care,” he said recently, relaxing on his 46-foot sloop at Bahia Mar. “As a yacht captain, you are always at the whim of the owner. And that’s fi ne, but you can only do that for so long.”

His time ended a year ago when he made the switch to the commercial

side as the second of three captains who run a 197-foot offshore support vessel in the oil industry.

Now he works 28 days and takes 14 days off. He is paid comparably to what he made in the

yachting industry – about $1,100 a foot for the eight months he’s working – and he’s got a 401(k), a medical plan, short and long term disability, dental and prescription benefi ts.

Sure the food’s not as good and the scenery isn’t as pretty (he’s mostly 200 miles offshore in the Gulf of Mexico for those 28 days), but he’s got a life outside his job that’s his own.

“I love the time off,” he said. “And I don’t have any of the stresses and strains of yachting. … Yachting is 24/7,

See ZAVISZA, page A7

Balancedschedule

Capt. Rob Zavisza, at

‘home’ with his 46-foot sloop Sea Lust. He is

still looking for that dream

yacht job: three months

on, three months off

aboard a large, professionally

run private yacht.

PHOTO/LUCY REED

Weary of losing his life to his job, Capt. Rob Zavisza heads to the commerical side and is enjoying the trade-offs.

‘As a yacht captain, you are always at the whim of the owner. And that’s fi ne, but you can only do that for so long.’

365. If you’re lucky, you get two weeks vacation, maybe three, a year. And even then, you know the phone will ring.”

Now, at the end of his 28 days of 12-hour shifts, Zavisza hands the vessel over to another captain and fl ies home.

“And you don’t hear a thing until you go back,” he said. “You don’t get a call in the middle of the night telling you something’s wrong and you need to go back.”

He calls himself a bus driver for the 30-36 crew members he takes to the oil platform. A team of seven to eight divers, supported by a team of seven to eight tenders, do the repair work. Then there are two dive superintendents and an oil company representative as well as two cooks (also on 12-hour shifts), engineers, oiler/riggers, and two deckhands.

Zavisza spent 25 years in sales and marketing management before venturing off into yachting, fi rst as a delivery captain for the sailboat company he bought his boat from, then later as a full-time megayacht captain, which he did for fi ve years.

He has a 1600/3000 ITC U.S. Coast Guard license.

“I guess if I could have found the right program,” he began, but his voice drifts off. “I’m still open to returning to

yachting, if I could fi nd someone who wants a professional to run their boat but won’t micromanage. Owners need to understand they can’t work these guys 18 hours a day and expect them to be fresh.

“I know there are great programs out

ZAVISZA, from page A6

Zavisza on deck of the not-very-yachtlike M/V Kelly Morrison. PHOTO COURTESY OF ROB ZAVISZA

After shift, ‘don’t hear a thing til you go back’

See ZAVISZA, page A10

CREW NEWS: Going commercial CREW NEWS: Going commercial

The Triton www.the-triton.com February 2008 A9

By Lucy Chabot Reed

The Simpson Bay Lagoon Authority Corp. has increased fees to a sliding scale based on length for yachts to dock or anchor in Simpson Bay.

Beginning Jan. 1, the authority is charging as little as US$10 for small vessels and as much as $500 for vessels over 118 feet (36m) to clear the Simpson Bay bridge.

When broken down into a charge per meter, the increase is startling. Vessels of 9 to 12 meters pay $10, about $1 a meter. Vessels of 22 to 28 meters pay $200, or between $7 and $9 a meter. The largest fee is for vessels larger than 36 meters (just 118 feet) at $500, or about $13.88 a meter.

“What a rip-off,” one captain wrote in. “If there is only one yacht waiting to come through the bridge, then the bridge must open no matter how big or small. So why must the big boat be penalized just because it has a bigger budget?”

Worked out by meter, that captain is paying about 15 times what smaller vessels pay. As the largest boats get larger, the per-meter rate comes down. A 50m vessel, for example, pays $10 a meter, 10 times what small vessels pay. A 70m vessel pays $7.14 a meter, about seven times.

At a press conference after the St. Maarten charter show in early December, St. Maarten Marine Trades Association President Jeff Boyd said a fee increase is acceptable, but the manner in which it was done needs to be fi xed, according to a story in the island’s The Daily Herald newspaper.

“The increased bridge fees are directly related to the long-term repairs of the bridge,” Boyd said at the news conference. “What we are talking about today is short-term emergency repairs to get us through this season. … We have no issue with the raise in the tariff. We realize, as yacht captains do, that

fees have to be generated to maintain the bridge.”

Offi cials with the SMMTA have been meeting with the lagoon authority about the rate hikes and hope to reach an agreement soon to lower the rates.

“The fees were really low before,” said Kass Johnson-Halliday, an agent in St. Maarten and an SMMTA board member. “Now that they need money to fi x the bridge, they didn’t have any. The compromise is some fee increase, but not that much. The captains all thought $100 was joke, but $500 is too high. And I agree.”

In other Simpson Bay news, the SMMTA reached an agreement with island’s Executive Council to make bridge openings available on demand with 24 hours notice and an upfront fee of US$1,000.

The Dutch Ministry of Transport and Waterworks recently issued a report that revealed defects with the bridge’s lifting arm mechanisms and fatigued mechanisms below-deck, the Daily Herald reported.

Opening the bridge in a sustained wind of 20 knots or higher could have serious consequences, the report concluded.

“If the bridge cannot open because of excessive wind, then opening times will be adjusted,” Boyd said at the news conference. “But we will still try to keep to the set times. We also determined night-time is an optimal time to open because there is less wind and less road traffi c.”

Several megayacht captains who attended the news conference supported the idea of night openings as charter guests often prefer to travel at night and spend their days in port or at anchor, according to the Daily Herald report.

Lucy Chabot Reed is editor at The Triton. Comments on this story are welcome at [email protected].

Simpson Bay bridge fees go up;new rates based on vessel size

M/Y Fortunato and M/Y Seven Seas await the afternoon bridge in St. Maarten last season. PHOTO/LUCY REED

NEWS: Simpson Bay fee increases


There’s plenty of time to get everything on your to-do list checked off this, the shortest month of the year, because you’ll get an extra day this leap year. Make sure you include our monthly networking mixer on that list for the fi rst Wednesday in February.

This month’s get-together falls on Feb. 6 and we’ll gather from 6-8 p.m. at Briny’s Pub along Riverwalk in downtown Ft. Lauderdale.

This month’s sponsor is the Vertical Yacht Club, which will be opening a dry dock storage facility in Ft. Lauderdale soon. Come meet John Ross, senior

vice president of development and construction. Until then, here’s a little more about Ross and Vertical Yacht Club.

Q: Tell us a little about Vertical Yacht Club and its business

history.Vertical Yacht Club is reaching new

heights in luxury and dry dock storage. It is the ultimate hurricane-resistant, high-tech yacht club and boat storage facility.

Our system uses computer-controlled, laser guided, precision lifting for the storage of boats. The facilities are climate-controlled and protect boats from the salt air, salt water and the sun. The patented technology will virtually eliminate hull and gel coat damage typically associated with forklifts.

Each Vertical Yacht Club will include amenities such as concierge, valet services, business centers and comfortable lounge areas. We are in the process of developing a network of Vertical Yacht Clubs throughout Florida and around the world and members will have the opportunity to receive reciprocal rights at other VYC facilities.

Q: Is VYC a franchise or a private business? Is it owned by Vertical Yachts? Who are the owners?

VYCD is a subsidiary to Aqua Marine Partners (AMP), a full-service marine holding company which includes marina acquisitions, management, development and construction. VYCD is the development and construction division of AMP and it is responsible for the development of wet and dry stack marinas using the state-of-the-art bridge crane technology.

VYCD is owned by AMP, represented by Andrew Sturner, and owned by Chris

Rosenberg and John Ross. Q: You use pretty sophisticated dry

stack storage technology. Is there really a need for it?

Over the years, the average boat has become larger and larger and within the 30- to 40-foot class. As is typical of today’s market, owners could easily spend upward of $500,000 on their investment.

With that type of investment, owners do not want to see their boat bouncing on a forklift or sliding down a wood bunk in a rack. Our technology cradles the boat on an air-fi lled platform and gently sets it on a precisely placed V-cradle within the rack.

Using the patented “Hercules” technology, VYCD can now lift vessels up to 100 tons and 90 feet in length. These much larger vessels require more attention because of their sophisticated systems. This is why VYCD spent countless hours discussing with some of the industries top yacht experts such as Atlas Marine, Beard Refrigeration and many marine architects, on how to safely store these yachts out of the water.

The result is a fully customized cradle, complete climate controlled environment and available shore power in each of the “yacht suites” currently proposed for our Vertical Yacht Club Marina Mile location. There is no doubt based on all of our survey data that the time has come for vessels in this range to be stored out of the water and out

of the elements in a climate controlled cat 5 hurricane resistant building.

Q: These slips are too small for megayachts, aren’t they? Why are you marketing this

business to megayacht captains and crew?

First of all, if you consider 90 feet a small yacht in today’s market, you’re right. However we have been very sensitive to the captain and crew community in that we want to help them manage their yacht in a cost-effective manner by keeping them out of the elements.

Secondly, we do not want to compete with the captain and crew’s living arrangements on board, which are most predominant on vessels larger than 90 feet.

Once the captain and crew understand the maintenance savings, we feel there is no better promoter of our technology because everyone knows owners typically defer the berthing arrangements to the captains of their vessels.

Ross

Vertical Yacht Club brings itsdry dock storage to Lauderdale

Using ‘Hercules’ technology, VYCD can lift vessels up to 100 tons and 90 feet.

NETWORKING: Vertical Yacht Club

steward who worked on the old Broward M/Y Monkey Business in the late 1970s and early 1980s. Chief Eng. Terry Verney had lost touch with Hart a couple decades ago and was hoping to fi nd him.

Well, we found him. Or rather, he found us.

Hart, better known in yachting circles as Capt. Irish, called us as we were heading to press to say he’s been in touch with Verney, his captain 32 years ago, and they planned to rendezvous in London in late January

with some other former crew.“We met at an inn in Ireland 30 years

ago and he talked me into going to sea,” said Hart, who is still at it, now as skipper of the 109-foot M/Y Diamond Girl.

He promised to send back photos. If you are looking for a long-lost

crew mate, let us know. You never know who’s reading The Triton. You are.

Send news of your promotion, change of yachts or career, or personal accomplishments to Editor Lucy Chabot Reed at [email protected].

LATITUDES, from page A4

London is site for reunion

there,” he said. “I just didn’t fi nd one of them.”

Zavisza, who turned 50 in November, said he’s still looking for that dream yacht job where he shares responsibility for a large, professionally run private yacht with another captain in a three-month-on/three-off rotation.

In the meantime, he’ll share a cabin with another captain, share stories with 30 other men, and savor his long

watches out over the open Gulf.“It’s not all rosy,” he said. “There’s a

lot of weather and it’s a different class of people – most of them smoke – but you can plan. I can plan on being at my daughter’s graduation.

“She’s my youngest and it’ll be the fi rst one I’ve been to because I’ve always been working.”

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected].

ZAVISZA, from page A7

Not all rosy, ‘but you can plan’

CREW NEWS: Latitude Adjustment


Laffi ng Matterz hosted our company Christmas party in December and we had such an awesome time, we had to tell you more about it.

We posed these questions to Rita Wells, owner with her husband Mark, of the fun dinner theater in downtown Ft. Lauderdale (www.laffi ngmatterz.com).

If you visit Laffi ng Matterz in February, mention this article to your server or the bartender for a free drink.

Q: Tell us about your theater.Laffi ng Matterz opened in August

of 2005, the weekend before Hurricane Katrina hit, actually. Laffi ng Matterz was born as a reproduction of a concept in Aspen, Colo. called the Crystal Palace, which has been in business for 52 years, but will unfortunately perform its last show at the end of April.

My husband, Mark, and I met while working as entertainers there in 1989 and the rest, as they say, is history. The great thing it is it allows performers on-going employment and stability, a rare occurrence in the fi eld of entertainment.

We have about 13 cast members and about seven back-of-house employees.

Q: There’s a catch at Laffi ng Matterz, isn’t there?

It’s true, the servers are the actors. We don’t hire servers; we hire actors and actresses with great voices and teach them the “role” of server.

Guests, who don’t realize this at fi rst, often comment on what great personalities the servers have. Of course, they fi gure it all out when the show begins.

By then our guests feel like they’re watching friends perform on stage. It makes for great energy in the room.

Q: Most dinner theaters have lousy food, but yours is terrifi c. Tell us about your chefs.

Our extremely talented executive chef, John Eustace, is directly responsible for the gourmet food that comes out of our kitchen.

Our goal was that Laffi ng Matterz would re-defi ne the dinner theater experience by reintroducing it at a whole new level, starting with the quality of food we serve. Chef John shines in the kitchen, especially when creating his nightly specials and soups. They’re not just good, they’re fabulous.

Guests comment each night how much the food far surpasses their expectations. We love Chef John.

Q: Is Laffi ng Matterz a franchise or is this your own business?

It’s ours. Right now Laffi ng Matterz has only one location, here in Ft. Lauderdale. There is talk about expanding to other markets, but it is nothing more than talk at this point.

Because Mark and I are so hands-on in the day-to-day running of the business as well as being in the show, it would be hard to duplicate, but there are always people looking for new challenges out there.

Q: How’d you pick Ft. Lauderdale to open in?

We always felt that the Laffi ng Matterz concept would thrive in a

metropolitan area with an additional tourist presence; a place where we could offer year-round entertainment. Mark and I narrowed it down to Ft. Lauderdale and Scottsdale, Ariz.

Through a series of events, we found a sole investor who shared our passion. His intuition pointed us to Ft. Lauderdale.

We took a big chance but we know we made the right choice. Ft. Lauderdale is a great city and we’re glad we’re here.

Q: Where does all the material come from?

We have several different writers, though much of our material is written by one man, Rick Crom, of Jersey City, N.J.

Our writers submit numbers to us as ideas come to them. Our musical director, Jim Ryan of Philadelphia, also writes for us. We all try to follow different areas of what’s going on in our world and then talk about what’s funny about it.

We put new numbers in as funny circumstances present themselves.

Q: How much do you have to rehearse?

Depending on how many people are in a given number, it can take from two to 10 days to put it in the show. We use a choreographer for the larger numbers, but often we’ll choreograph smaller numbers on our own.

Jim Ryan, our musical director, handles all musical arrangements.

Q: Do you list any famous actors among your former employees?

My husband Mark and I are infamous, does that count? I’ll say not yet, though with the talent that has crossed our stage to date, it’s only a matter of time.

Ask me again in a couple of years.

Laffi ng Matterz: seriously good entertainment

‘Our goal was that Laffi ng Matterz would re-defi ne the dinner theater experience by reintroducing it at a whole new level, starting with the quality of food we serve.’

— Co-owner Rita Wells

NETWORKING: Laffi ng Matterz


C-12 models.Caterpillar has denied any defect in

the engine or the aftercoolers. No date has yet been set for trial.Anyone claiming injuries in

connection with an engine failure or explosion is excluded from the class.

Those wishing to opt out of the class action must notify the attorneys representing the class in writing no later than March 18.

More information and a questionnaire that may help determine eligibility is available at www.jaikinsvcaterpillar.com.

European refueling port murky A month-long garbage crisis in

Naples, Italy, has forced many residents to burn it on the city’s streets, the Associated Press has reported.

Some residents are also lighting fi res in protest.

Naples is a major refueling port for megayachts traveling in the Campania region.

Refuse collection ceased on Dec. 21 because there is nowhere to take it.

Government offi cials are blaming organized crime and an ineffi cient bureaucracy.

Available space in dumps has been an ongoing problem in the region and new locations are not being built.

Thousands of tons of the city’s garbage is sent to neighboring countries, including Germany, for incineration.

In late January, Stavros Dimas, the European Union environment commissioner, told the European Parliament that the commission would take legal action against Italy if the country’s leaders did not put an end to the garbage problem and get rid of a reported 100,000 tons of refuse on the streets.

Tenders stolen in BahamasThree 31-foot tenders docked

in Atlantis were stolen on Dec. 21, according to industry sources.

At their request, The Triton is not identifying them because they say they fear retaliation.

The sources estimate that more than 100 boats were stolen from the Bahamas in 2007 and say they fear the thieves are part of the organized drug trade, adding that any boat with a

center cockpit is a target. In June, The Nassau Guardian

reported on dozens of boats stolen from area marinas and quoted local law enforcement offi cials as well as victims.

Megayacht show for Abu DhabiThe Abu Dhabi Yacht Show will

debut next year in the wealthiest city in the world. The four-day show, run by the owners and organizers the Monaco Yacht Show, will start on March 24, 2009 and is an invitation-only event.

Spokeswoman Geraldine Hardy promised that the show will be both the most exclusive and luxurious event in yachting.

Abu Dhabi, the capital city of the United Arab Emirates, is home to nearly half a million people whose net worth is more than $17 million. The show will feature the fi rst Super Yacht Cup regatta to take place in the U.A.E.

“The new Abu Dhabi Yacht Show will provide an unprecedented opportunity for builders, designers and owners of luxury mega yachts to enjoy a glamorous and exclusive setting while meeting with the world’s leading high net-worth individuals,” said Franck Dailles, the show director. For info, visit www.abudhabiyachtshow.com.

Fee for U.S. visa increasesStarting Jan. 1, the U.S. Department

of State began requiring fi ngerprinting and name checks for all visa applicants.

The fi ling fee a foreign mariner will be charged for a non-immigrant visa will increase to $131 from $100.

Pilots ask for a salary hikeThe Massachusetts legislature is

considering a Boston Marine Pilot request for an 11.25 percent pay increase, according to Maritime Executive Magazine.

If passed, it would be the fi rst pay raise in seven years. The legislature approved it last year but then-Gov. Mitt Romney did not sign the bill.

And in Long Island Sound, New York lawmakers have approved the fi rst pay raise in 25 years for the pilots, according to the magazine. But the bill has not yet been approved in Connecticut.

Right Whale season under wayCalving season for the endangered

North Atlantic right whales is under way and will continue through April 15. The NOAA Fisheries Service has issued a reminder that mariners should be on the lookout for pregnant females migrating south toward the warm waters off South Carolina, Georgia and northeastern Florida.

Tensions mount as Naples trash crisis fuels fi res, protestsNEWS BRIEFS, from page A14

Editor’s note: Please call The Triton at 1+954-525-0029 or send an email to [email protected] if you have information about the alleged thefts and are willing to speak about it on the record.

Camper & Nicholsons Marina Investments bought the Port Louis Marina in Grenada’s capital city for $24 million, the company said.

The marina, which hosted its grand opening in January, can accommodate more than 300 yachts, including 60 megayachts up to 328 feet (100m).

There are 50 fully serviced berths, including 14 for megayachts.

Next door to the marina is a $500 million development project that will include penthouses, apartments, luxury villas, beachfront lots, waterfront restaurants, bars, clubs, hotels, duty-free boutiques and art galleries.

“Port Louis is Grenada’s answer

to St Barts, St Tropez, Porto Cervo and Portofi no. My commitment to Port Louis is ‘nothing but the best’ and that’s exactly what Camper & Nicholsons are bringing - a world class marina and the highest quality of service,” said Peter de Savary, chairman of the Port Louis development.

Caterpillar class action set

The federal judge overseeing a class action lawsuit against Caterpillar Inc. over its 3196 engine has issued a notice to class members, setting a March 18 deadline for people who want to opt out of the litigation.

No action is required by those who do not want to opt out.

Filed by Detroit businessman James Jaikins in Michigan federal court in 2004, the lawsuit claims faulty aftercoolers have damaged engines or caused them to explode.

One of Jaikins’ two Caterpillar 3196 engines on his 48-foot Riveria exploded on a trip between Florida and the Bahamas in 2003.

In the lawsuit, Jaikins said Caterpillar acknowledged problems with the engine but never initiated a recall.

Lawyers have said more than 7,000 engines may have similar defects, including the 3176B, 3176C, 3196 and

C&N buys Port Louis in Grenada

See NEWS BRIEFS, page A15

NEWS BRIEFS NEWS BRIEFS

Port Louis PHOTO COURTESY OF WWW.PORTLOUISGRENADA.COM


the year, use has increased dramatically. From January until April, there will only be 4-5 days between scheduled trips. It’s good to be busy.”

A quarter of the yachts responding (14) entertained owners/guests less than two months a year.

“It’s a shame that owners don’t enjoy their boats more often with all the money they spend, a damn shame,” one captain wrote in. “I, for one, am tired of sitting behind the house.”

It was also interesting to see that there was no apparent connection between the size of the vessel and the average number of days with owners/guests aboard. Must mean folks enjoy those small and mid-size yachts just as much as the big ones.

Another interesting statistic that didn’t really surprise was the number of days spent in the yard. More than a few of the responding vessels spent the better part of 2007 in the yard, so we were concerned when the results fi rst showed up that they would skew the numbers. But the numbers are about what we expected, if not a little low.

The number of days in the yard averaged about six weeks a year for charter and private vessels alike, and the bigger the boat, the more days it spent in the yard.

Most vessels (48 of the 60) spent six weeks or less repositioning, with the average at about a month.

So that left days at anchor or at the dock, waiting for that next trip, doing minor maintenance and catching up on paperwork. This averaged about 24 weeks for charter vessels, and about 18 weeks for private vessels. Makes sense since the owner/guest usage was higher for private vessels.

So there you have it, the data on boat use of 60 megayachts based all over the world.

We conduct these surveys online. If you are a yacht captain and would like to participate in future surveys, e-mail Editor Lucy Chabot Reed at [email protected] to be added to our database.

SURVEY, from page A1 Days with guests – private and charter yachts

60-119 days – 20

0-59 days – 14

120-179 days – 20

180 or more days – 6

‘It’s a shame that owners don’t enjoy their boats more often ... I, for one, am tired of sitting behind the house’

Days with guests – private yachts only

60-119 days – 8

0-59 days – 12

120-179 days – 13


Days with guests – charter yachts only

60-119 days – 12

0-59 days – 2

120-179 days – 17

Days at anchor or port – private and charter yachts

91-180 days – 22

0-90 days – 18

181-270 days – 7


Days underway – private and charter yachts

20-39 days – 28

0-19 days – 2040-59 days – 5


Days in the yard – private and charter yachts

34-66 days – 130-33 days – 36

67-99 days – 6


Days with guests by size of yacht

Under 100 feet

100-119 feet

120-139 feet

140-plus feet

100

115

9298

Under 100 feet

100-119 feet

120-139 feet

140-plus feet

Days in yard by size of yacht

34

45

53

67

TRITON SURVEY: Boat use TRITON SURVEY: Boat use


presentation for yacht captains. As is often the case when these offi cials get together, the topic of immigration and visas generated the most interest and raised the most questions.

“Getting a visa is a delicate art,” Garofano told the group of about 100 captains, senior offi cers and USSA members at the panel discussion at Port de Plaisance. “Have all your documents, understand what it is you are doing there, and have something you can present to help you and the offi cer come to an understanding on what you want.”

Working with Garofano, the MIASF has written a two-page letter that outlines what it is yacht crew do and why the B1/B2 visa is the most appropriate visa for them to apply for. While it’s not an offi cial government document, it has been helpful for some crew applying for visas.

“We have had 100 percent success with the letter and in obtaining longer admittance stays for crew,” said Graeme Lord, director of yacht management at International Yacht Collection in Ft. Lauderdale. (For a copy of the letter, visit www.the-triton.com.)

For many crew, however, getting the visa isn’t the hard part, it’s getting the U.S. Customs and Border Protection offi cer to accept it as the correct visa.

“Visa problems aren’t with getting a visa from the Dept. of State but getting stopped at the airport,” a captain at the event said. “That’s what we need a letter for. I can’t tell you how many people get stopped.”

“There is no specifi c category – by law or regulation –for crew on a private yacht,” Garofano said. “That’s where the rub comes in. The best fi t in my estimation is the B1/B2 visa. That is not a universally accepted opinion. There needs to be more discussion about this.

“As the industry has changed, we have all these yachts with professional crew,” he said. “There’s been no substantive change in how our regulations handle that.”

His suggestion to crew who run into problems when they clear in is to be professional and politely ask for a supervisor.

“The port director is ultimately responsible for that port of entry,” he said. “I would not engage in an argument at that level, but escalate it. If the port director doesn’t work, call my offi ce, the fi eld offi ce.”

One captain wanted to know what

About 100 captains, crew and USSA members attended the panel discussion with South Florida offi cials. PHOTO/DAVID REED

ST. MAARTEN, from page A1


‘Getting avisa is a delicate art’ to do when a crew member requests a

four-month stay because of refi t and is only granted three months.

“I asked for a supervisor and he wouldn’t let me see one,” this captain said. “They’re offended because you’re suggesting that they don’t know what they’re talking about.”

“I’m not suggesting that you won’t run into people who are not well-versed in this or who are not particularly helpful,” Garofano said. “If that happens, remember what I told you: professionally and politely escalate it.”

If that still doesn’t work, the crew member can fi le for an extension.

“If you fi le for it while you are in legal status, you are OK,” said Garofano, noting that as long as the application has been fi led, the crew member would be permitted to remain in the United States. “Don’t wait until your status expires because that’s a big no-no.”

Several other captains asked about the possibility that immigration offi cers be trained to accept the B1/B2 and whether any changes to the regulations had been proposed to make the process more consistent.

No, Garofano said. He did note that visitors on a B2, which is a visa for pleasure, are now automatically admitted for six months. For the B1 visa, which applied to people entering for business, the amount of time is still at the discretion of the offi cer.

Another captain suggested the U.S. create a special visa for yacht crew. Garofano acknowledged that it is possible to create a new visa – Walt Disney Corp. did it – but it’s a long and political path, he said.

ANOA not much of a hurdleNot many questions were targeted

to Capt. Schultz. Most mariners, he said, seem to have fi gured out how to fi le their 96-hour Advanced Notice of Arrival electronically. One captain, though, did ask if there was an effort afoot to have that electronic data shared with Customs and Border Protection to eliminate long phone conversations where it is all repeated.

This captain was not getting a receipt for his e-ANOA, which Schultz said may be why his data wasn’t getting shared. The lack of a receipt was likely a sign that the e-ANOA wasn’t being fi led properly and he promised the captain he would look into it.

“I’m not a career regulator, I’m a sailor,” Schultz said. “I hope to take back your concerns of any impediments that make coming to South Florida and Ft. Lauderdale a problem for you.”

He also was careful to note that just because Sector Miami doesn’t always

follow through on the regulation that says all foreign-fl agged vessels coming into USCG District 7 must fi le an ANOA with the local Captain of the Port, that doesn’t mean captains shouldn’t fi le it. Other sectors in District 7 (there are six total) do require them.

The Code of Federal Regulations (33 CFR 160.202 and 160.203) requires that all vessels over 300 tons, regardless of fl ag, must fi le their ANOA with the National Vessel Movement Center in West Virginia (800-708-9823 or

Share your thoughtsThe panelists were all open

to hearing feedback from yacht crew and offered their contact information. Capt. Karl Schultz, sector

commander for Sector Miami. U.S. Coast Guard, Captain of the

PortOffi ce: +1-305-535-445424-hour: [email protected] John “Jack” Garofano, assistant

director of fi eld operationsU.S. Customs and Border

[email protected] Mayor Jim Naugle, city of Ft.

LauderdaleOffi ce: +1-954-828-5003Cell: [email protected] Frank Herhold, executive

director of MAISFOffi ce: [email protected]



Key to confl ict resolution is to escalate things ‘professionally’

FROM THE FRONT FROM THE FRONT


on page A20.These captains mentioned safety

fi rst, and several were critical of owners who resisted safety equipment upgrades or scheduling time for drills.

“When I tell him to buy something, he doesn’t want to,” a captain said. “But then I present it to him as if he and his best friend are on the boat and something happens. Wouldn’t he want that piece of equipment to save their lives?”

“It took me months to convince my owner that the dinghy is not a life raft,” another said.

Not all captains face resistance when it comes to spending money for safety reasons.

“My owner has no problem spending money on safety,” one captain said. “Hence, I’m still with him.”

“Likewise with mine,” another said. “I can tell him I need anything and I can get it.”

The group acknowledged that developing that level of trust between a captain and owner takes time. In the beginning, most agreed, those conversations can be diffi cult.

One captain said the best way he has discovered of getting approval for a safety expense is by framing the situation in legal terms.

“When you tell them the liability issues, they are much more willing to agree,” he said.

The mention of the L-word veered the conversation into a legal one where the captains said they see most of their responsibilities lie.

“It all comes down to shielding the owner from liability,” a captain said.

There was a bit of disagreement on when captains are liable and when they are not.

“As long as you’re not negligent, you’re not liable,” one captain offered.

“If your boss doesn’t want to do it [replace or upgrade safety equipment], you can just walk away,” another suggested. “If you don’t walk away, you are negligent”

No one in the room was a lawyer so we brought the conversation back to one of responsibility. How do captains handle being responsible for not only safety but also the actions of the people on the vessel? Do yachts conduct formal safety briefi ngs? Are crew or guests required to sign something acknowledging that they have been briefed?

“You bet,” one captain said about his crew. “It’s formal and signed.”

Most agreed that they have some sort of crew manual with onboard safety regulations outlined. What about with guests? Are they required to meet at the muster station and walk through a safety drill?

“You have a meeting just like in the

commercial industry,” a captain said. “That’s saved my ass a couple of times.”

“I disagree,” another said. “If you show the document, they’ll go to another boat with chicks and choppers.”

There was a bit of conversation on the need to shield guests from the most of the realities of being at sea, while keeping vigilant about any actions that could be deemed unsafe.

“You observe, you micromanage when you must, and you continue until they improve or leave,” said a captain. “The large yacht code does include requirements for a muster station for crew to help guests. We stress the exit from their cabin, where the life preservers are and where the muster station is. But we don’t make them put the vests on and stand there.”

One captain said he meets all guests on the passerelle and introduces himself.

“That lets them know in a subtle way that you have the authority on

board,” he said. “With the guests, the responsibilities

are more about being in the place they want when they want it, not moving too much (rocking and rolling), and making sure everything works.”

And what about with crew?“We’re responsible for everything

they do, onboard and off,” a captain said.

“You are responsible even if you aren’t there,” another said, noting the captain of a yacht in St. Maarten last year who was briefl y held by authorities when a crew member gained access to a fi rearm and threatened to do herself harm. He wasn’t even on the island at the time.

“If they get in a bar fi ght after their shift, I’m responsible,” a captain said.

One captain clarifi ed that in a foreign port, captains have accountability for off-duty crew but not necessarily responsibility.

“A good captain is only as good as his crew,” a captain said. “If you’ve got a bunch of yahoos working for you, you look like an idiot.”

In managing all these responsibilities, do captains try to hire well and delegate, or do they rely mostly on their own experience and skills?

“Part of your job as a captain is to hire and keep a congenial crew,” a captain said.

“A captain is really a management position,” another said.

“When I interview with an owner, I interview the owner, too,” said a third. “I make it really clear that I’m responsible for everyone’s safety, for the fi nancial asset that is the yacht, for managing their resources (that is, cash), and for their time on the yacht.”

Attendees of The Triton’s February Bridge luncheon were, from left, Rupert Lean of M/Y Sea Owl, Dale Smith of M/Y Triumphant Lady, Ned Stone (freelance), Henning Heinemann (freelance), Tristan Judson of M/Y Boardwalk, Jeffrey Hoerr of M/Y Sea Bear, Neil Emmott of M/Y Passion, and William Maguire (freelance). PHOTO/LUCY REED

BRIDGE, from page A1

See BRIDGE, page A21

Level of trust makes responsibilities easier to bearAren’t owners responsible for any of

that?“I don’t see that owners are

responsible at all,” a captain said. “It’s a voluntary, moral responsibility,

really,” another said. What responsibilities would a

captain welcome?“The owner’s itinerary and the boat’s

schedule,” one captain said without hesitation.

“Actually, I wouldn’t want that at all,” another said.

“I’m surprised we’re not consulted more on where to go and when to go,” said a third.

“That’s all about fi nding the right owner,” a captain said. “My guy says, ‘I’ve got fi ve days. Where should we go?’”

“Responsibility is easier to deal with as our relationship grows,” one captain said about his boss. “The owner doesn’t bother me and says just do what you think.”

“I agree that’s fl attering, but it can be quite onerous,” another captain said. “No matter how much responsibility he gives us, we pass receipts up so there’s no question of missing receipts or that he didn’t know something was going on. It’s easy enough to crank off e-mails without an expectation that he answer

back.”What things would captains prefer

not to be responsible for?“The weather,” one captain said, to

laughs.“The pilot.”“People who won’t listen, including

the owner, and crew you inherited,” another said. “Crew with a history with the owner or some perceived value outside of their job.”

“Finding time for downtime. They [owners] don’t fully understand that we continue to work when they’re not aboard.”

“The rules and regulations of moving around, things like the ANOA and visa requirements.”

While it was fun to dream of a few responsibilities they wish they could shake, these captains acknowledged that responsibility is in integral part of the job of being a megayacht captain. And they accept it.

“The level of responsibility is unique in this business,” a captain said. “Where else do you have to be involved in every aspect of the business?”

Comments on this story are welcome at [email protected]. If you make your living working as a yacht captain, contact Editor Lucy Chabot Reed for an invitation to our monthly Bridge luncheon.

BRIDGE, from page A20

Responsibility clings to captainsFROM THE BRIDGE FROM THE BRIDGE


Taking a break to catch up with friends

Capt. Bernard Calot of M/Y Olga and Capt. Francisco “Paco” de Blaye were fast friends after discovering they both hail from Spain.

Sure there was work to be done and there were things to learn from Trinity Vice President Billy Smith at the captains’ reception in St. Maarten on Jan. 17, but there were also old friends to catch up with. About 100 people attended the event. Read more on pg. B4.

Capt. Mark Elliott, a broker at IYC; Capt. Dan of M/Y Newvida; and Capt. Blurge Brown visit at the event. PHOTOS/LUCY REED

First Offi cer Murray Monds of M/Y Apogee and Capt. Scott Sanders, who fl ew down to St. Maarten from Ft. Lauderdale for the event.

U.S. Superyacht board member John Mann of Bluewater Books awards the raffl e prize of a humidor to Capt. Neil Newson of M/Y Mitseah. USSA Executive Director Julie Lynn assists.

U.S. Superyacht Association Chairman Tim Davey of Global Marine Travel awards the raffl e prize of a $500 travel voucher to Capt. Phil Richards of M/Y Chantal Ma Vie. (That’s Capt. Bart van der Horst of M/Y Silver Lining in the background.)

Where have you and your Triton been lately? Send photos to [email protected]. If we print yours, you get a T-shirt.

Triton Spotters

The crew of M/Y Turmoil spent Christmas and New Years in Rio de Janeiro and had a wonderful time, reports Capt. Grant Maughan. “We had a guest trip after Christmas, then the crew had a few days to check out the beaches and go hang gliding,” Maughan said. Here’s the crew having Christmas lunch on the back deck with their Triton in hand. (Remember the owl escapade? We still haven’t heard from the crew of Blue Moon.) If you look really closely, you’ll see the famous Christ the Redeemer statue on the mountaintop.

From left: Capt. Maughan, Chef Quenten Clifford, Chief Eng. Darren Channer, stewardess Christina Ahlern, deckhand Rob Tuxson, deckhand Berin Thomas, Chief Stewardess Sharon Monish, stewardess Becky Alpizar, second engineer Shane Hateley, and First Offi cer Daniel Sutton. The photo was taken by bosun Anders Spangberg. M/Y Turmoil was in Buenos Aires in mid-January before heading to Patagonia. Fair winds to you all and keep in touch.

About 150 people braved the chilly South Florida

temperatures to have a pint at Waxy’s for our fi rst networking event of 2008. Special thanks go to Crew4Crew.net for sponsoring the fun evening. Make plans to join us at Briny’s Pub in Ft. Lauderdale on the fi rst Wednesday of February (from 6-8 p.m.) when we do it again. Briny’s is right on the New River, north bank, at the Andrews Avenue bridge. For more info about that, see page A11. PHOTOS/CAPT. TOM SERIO

Deckhand Matty Glen on M/Y Magic smiles as he works through Christmas Eve in Elizabeth Harbor in Georgetown, Exuma. PHOTO/CAPT. MAC McDONALD

USSA EVENT: Captain’s reception PHOTO GALLERY


[email protected].) Foreign-fl agged vessels less than 300 tons entering District 7 must fi le with the local COTP.

But in Sector Miami, because of the volume of vessel traffi c, the COTP has waived this requirement. As these vessels cross out of Sector Miami and into another sector in District 7, however – moving from South Florida to Jacksonville, for example – they would be required to fi le an ANOA.

“In Sector Miami, because of the numbers, we may not get excited about someone that makes a mistake and hold you accountable to the rules,” Schultz said. “Other sectors might. The regulation is what it is and you should know it.”

Marine industry trumps tourismMayor Naugle and the MIASF’s

Herhold pointed out the various expansions and improvements to South Florida marinas and shipyards, including Lauderdale Marine Center’s expansion into the old Broward West yard next door; Merrill Stevens’ renovation on the Miami River; and Roscioli Yacht Center’s construction of new undercover sheds.

“In spite of our tremendous growth, tourism is now No. 2 in Broward County behind the marine industry,” Naugle told the crowd. “It’s the marine industry that put Ft. Lauderdale on the map around the world.”

There has been what he called a “defragging of the waterfront” in Ft. Lauderdale where small slips are being reconfi gured to handle larger vessels. The small slips that have been lost have been regained in new dry-stack storage facilities, he said, including the new Vertical Yachts Club project that will be

able to handle vessels up to 90 feet.“The real need we have is for boats

over 200 feet,” Naugle said. “One prime location is in front of the convention center. There’s 600 feet of bulkhead there that, in my mind, should be used for 200- to 300-foot boats, Med-mooring style.”

Naugle, mayor for 16 years, cannot run for reelection in 2009 because of term limits. He has not announced what he plans to do after that.

Herhold announced that the boat slip moratorium that has stalled marina expansion in Broward County for the past four years is now over.

“Forty-two marina projects that have been on hold are now back in the process,” he said.

Overall, the four South Florida offi cials said they were impressed with the crew who operate megayachts and were all supportive of trying to make their entry back into the United States as painless as possible.

“We know other locations are interested in your business,” Herhold told the group. “We’re here to listen and to learn how to enhance your visit and make it hassle free. … Your issues are our issues. We’re just a phone call or an e-mail away.”


The build captain’s roleThe USSA also organized a

presentation by Trinity Yachts Vice President Billy Smith on the role of the build captain from a builder’s perspective. For a report on that event, see page B4.

The panelists: from left, USCG Capt. Karl Schultz, Jack Garofano, Mayor Jim Naugle and Frank Herhold. PHOTO/DAVID REED


‘It’s the marine industry that put Ft. Lauderdale on the map’

By Lucy Chabot Reed

Dutch offi cials have agreed to allow South African megayacht crew to enter St. Maarten without a visa until July 1, as long as they have a letter of guarantee from their agent that they will leave.

The letter satisfi es the Dutch government’s concern that South Africans – and those from more than 120 other countries – won’t stay permanently on the island, said Kass Johnson-Halliday, an agent on the island who has been working on behalf of the St. Maarten Marine Trades Association to resolve the issue.

The European Union requires visas from some visitors. Because St. Maarten is a part of the Netherland Antilles, it, too, must follow that rule.

When the EU fi rst imposed the requirement, the SMMTA secured a grace period that permitted yacht crew from those countries on the list to enter under their seaman’s book.

“And no one did anything more about it,” Johnson-Halliday said.

Then in October, Capt. Mike O’Neill and his crew brought their 165-foot megayacht to the island and were denied entry because several South African crew did not have visas. (The yacht was subsequently permitted entry to refuel. Read more in a story in the November issue, page A1.)

Since Capt. O’Neill’s incident, SMMTA offi cials have been meeting with Dutch government offi cials to resolve the matter.

“We got the government people together to tell them this is devastating to our industry,” Johnson-Halliday said.

After several meetings, the Dutch offi cials issued a “directive” that states yacht crew from countries on the list can continue to use their seaman’s book until July 1 as long as they have an agent-guarantee letter.

For the remainder of this season, yacht crew from countries on the list must get an agent to write a letter that basically details their intent to stay in and leave St. Maarten. After July 1, effected yacht crew will need a visa to enter St. Maarten.

“When the grace period expires, we hope to have in place new regulations whereby crew can get a three- or fi ve-year visa with valid documents from the captain and their seaman’s book,” Johnson-Halliday said. “We’re hoping for fi ve years.”

She recommended that South African crew headed to St. Maarten get a visa from a Dutch embassy if they can, even before July 1.

“You can’t get them in the Caribbean,” Johnson-Halliday said. “We’ve been sending South African crew to Miami to get it.”

She suggests giving the consular offi cer the name of an agent in St. Maarten who can vouch for the crew person or the yacht’s visit. She said she has received a call from the governor’s offi ce verifying the information in the letter – that a yacht was arriving, where it was docking, when it was expected to leave, and that she was the yacht’s agent of record. The SMMTA Web site (www.smmta.com) has a list of other agents on the island.

The directive from Holland was expected to be posted on the Web site last month, but it was issued in Dutch and needs to be offi cially translated. Johnson-Halliday said in mid-January that the translated version would be posted as soon as it is approved.


Entering St. MaartenThe Dutch government requires

a visa from visitors of more than 120 countries. Here is a list of those most pertinent to yacht crew. To see the complete list, visit www.netherlands-embassy.org.uk. Bosnia and Herzegovina Colombia Cuba Dominican Republic Kazakhstan Philippines Russian Federation South Africa Turkmenistan Ukraine Uzbekistan Yugoslavia (Federal Republic) Zimbabwe

S. Africans need agent letter to enter SXM without visa

FROM THE FRONT IMMIGRATION: St. Maarten visa


Luke Brown Yachts made Christmas special for children at a Bahamas orphanage this year, taking 15 bicycles there in a Cessna borrowed from Sampson Cay Club & Marina.

Capt. John Puig fi rst alerted the local marine community to problems at the children’s home this fall after Tropical Storm Noel fl ooded the island, contaminating the home’s well water.

Puig called on the Freedom Waters Foundation, a Ft. Lauderdale-based non-profi t which works to get at-risk children and people with disabilities involved with boating.

Debra Frenkel, founder and executive director of the foundation, was quick to respond and recruited volunteers to help solve the water problem and sought donations.

Efforts to repair the water system at the children’s home are still underway.

Luke Brown Yachts owner and foundation volunteer Andrew Cilla offered the bicycles, which were scheduled for delivery in mid-December but those plans fell through.

When Pam Barlow, a Luke Brown broker, heard about the cancellation, she called pals Jeff Lowell, the general manager of the Sampson Cay Club & Marina and Dan Winkler, a captain and pilot. Lyn Campbell of Sampson Cay provided shoreside assistance and soon the resort approved the trip.

On Dec. 20, Winkler along with Co-pilot Robert Ellis, Russell VanRiper, Frenkel and Puig delivered the bicycles, bottled water and the makings for a Christmas dinner.

For more information on Freedom Waters, click on www.freedomwatersfoundation.org.

A culinary mergerLongtime yacht chef and Culinary

Fusion owner Beverly Grant is joining forces with new Grateful Palate owners Bill McIntyre and Johnny Long.

Grant will handle catering and crew placement services at the newly renovated Grateful Palate at 817 S.E. 17th Street in Ft. Lauderdale.

For more information on the international food market, call Long at 954-467-1998.

New Brownie’s store opensDave Carmichael has expanded his

local franchise with a third addition, Brownie’s Yacht Toys at 2301 S. Federal Highway and just across the street from the West Marine store.

He promises to stock all the latest must-haves for playful owners from water trampolines and underwater scooters to submarines. Brownie’s is the exclusive distributor of SeaBob Scooters for Florida and the Caribbean.

The new store joins Brownie’s Southport Divers in Fort Lauderdale and Brownie’s Palm Beach Divers in West Palm Beach.

For more information, visit www.yachtdiver.com or call 954-463-9446 or 800-949-0822.

Interlux partners with MarineMaxInterlux will be the preferred

antifouling used at nearly 100 MarineMax stores nationwide.

Tom Martin, a MarineMax vice president, said Interlux is the industry premium.

MarineMax is one of the largest boat retailers in the United States and provides yacht brokerage services.

For more information about Interlux Micron antifouling products, click on www.yachtpaint.com.

Sportfi sh medical kits debut Designed specifi cally to treat fi shing

injuries, Ocean Medical International

From left, Debra Frenkel, co-pilot Robert Ellis, pilot Dan Winkler (seated), Russell VanRiper and Capt. John Puig. PHOTO COURTESY OF LUKE BROWN

Resort’s Cessna helps Santa get bikes to Bahamian orphanage

See BUSINESS BRIEFS, page B28

BUSINESS BRIEFS


is now offering a sportfi shing kit with instructions on treating fi sh hook removal to heart attacks.

“Anglers rarely have a day on the water that some medical situation does not arise and they lack a comprehensive medical kit to treat the kinds of medical situations that occur,” said Rebecca Castellano, a retired nurse and OMI sales manager.

The kit is full of instruction guides, medications and supplies. Upgrades for boats planning to be underway more than 150 nautical miles are available and include defi brillators and oxygen tanks.

For more information, click on www.oceanmedicalinternational.com or call 954-767-1046 in the U.S. or (+34) 629 818 826 in Europe.

Reardon brings two with him

Hill Robinson Yacht Management Consultants has appointed Michael Reardon (above, at right) as president of its United States operation.

Reardon, a former director of yacht management with Fraser Yachts, has brought with him Kyle Schmitt (middle) and Cristina Addison.

Schmitt graduated from the University of Florida in 2006 and began working with Reardon shortly after. His specialty is operational yacht management.

Addison has a strong yacht management background and has worked with Reardon for more than six years. The three will work from offi ces in Ft. Lauderdale.

Founded in 2001 by Nick Hill and Niall Robinson, Hill Robinson

specializes in worldwide yacht management.

Maritime Associates hires SmallPeter Small takes over as the

director of sales and marketing at International Maritime Associates in Ft. Lauderdale.

Small left regs4yachts to take over at IMA where he will handle U.S. sales as well as oversee expansion in Europe.

IMA offers consulting services at every step in a yachts lifecycle, from concept development, project and technical coordination for the build, to the day to day operational support of the yacht.

For more information contact Small at [email protected].

Triton hires managing editorJournalist Kelly

Cramer has joined the growing staff of The Triton as managing editor.

A graduate of the Phillip Merrill College of Journalism at the University of

Maryland, Cramer has covered courts, crime, tourism and city government for the Sarasota Herald Tribune, Miami Daily Business Review, Savannah Morning News and the Broward/Palm Beach New Times.

Last year, she won the Society of Professional Journalists’ Green Eyeshade Award for a story she did about a hedge fund manager who married his own daughter then sued her.

From a military family (her father is a retired U.S. Navy chief), Cramer grew up in Norfolk, Va., and attended Fontaine Maury High School. In her spare time, Cramer enjoys traveling, snowboarding, reading and spending days at the beach.

In the new position, Cramer will oversee The Triton’s team of freelancers, columnists and contributors as well as report and write stories of her own. Contact her at [email protected].

Cramer

BUSINESS BRIEFS, from page B26

Reardon moves to Hill Robinson

Shelter Bay Marina has teamed up with the Los Angles-based fuel provider Marine Oil Service to provide high quality marine diesel fuel and a selection of lube oils.

Fuel is dispatched from the Panama Star, a self-propelled barge with 64,000-gallon capacity. Each fuel delivery has available a certifi cate of quality listing key elements of interest to yachts including purity, sulfur and fl ash point standards.

The Star is equipped with a state-of-the-art, temperature-compensated metering system that is calibrated to within .001 percent. The system is also capable of delivery fuel at any rate from 3 to 150 gpm. The marina carries cam locks and standard nozzles in all common sizes.

Shelter Bay has constructed a berth for the Star, which allows vessels up to 220 feet and 17 feet of draft to come alongside for fuel. Larger vessels can be fueled at anchor nearby. The barge has pollution control equipment and a fi re fi ghting system. A 500-foot containment boom is available.

The Panama Star transports fuel directly from the tank farm at Mount Hope where Marine Oil Service maintains a stock of fuel that meets the

American Society for Testing Materials (ASTM) for Light Diesel Oil with 0.5 percent max sulfur specifi cations.

“Water makes its way into fuel in a number of ways, and each tank hose and pipe presents an opportunity, so less handling means better fuel,” said Russ Goedjen, managing partner at Shelter Bay Marina. “Storage is another critical factor. The Star has 14 tanks, each of which is inspected every time we take on fuel. The large number of small tanks allows us to keep the individual tanks topped up till delivery, eliminating another major source of contamination: condensation.”

Shelter Bay is at N 09 22 13 and W 79 57 00 in Panama on the north coast, inside the breakwater on the west side of Limon Bay, the Caribbean terminus of the Panama Canal. To get to the fuel dock, follow the channel marked by green buoys. From the entrance of the canal breakwater, go west to the entrance of Shelter Bay. After passing the Panamanian coast guard docks, the Panama Star sits to port, hailing on channel 74.

Fuel service is by appointment only. For more details, e-mail [email protected] or visit www.shelterbaymarina.com.

Shelter Bay Marina has addedfuel delivery via Panama Star

BUSINESS BRIEFS MARINA NEWS


PublisherDavid Reed, [email protected]

EditorLucy Chabot Reed, [email protected]

Business Manager/SalesPeg W. Garvia, [email protected]

Production ManagerPatty Weinert, [email protected]

Advertising [email protected]

Graphic Designer

Christine Abbott, [email protected] Designs

Contributing EditorLawrence Hollyfi eld

Managing EditorKelly Cramer

ContributorsCarla Allen, Carol M. Bareuther, Ian Biles, Mark A. Cline,

Mark Darley, Jake DesVergers, Russ Goedjen, Don Grimme, Capt. Rob High, Jack Horkheimer,

Cleveland Jennings, Chef Mary Beth Lawton Johnson, Capt. Grant Maughan, Capt. Mac McDonald,

Donna Mergenhagen, Steve Pica, Rossmare Intl., James Schot, Capt. Tom Serio, Capt. Paul Warren,

Capt. Ray Weldon

Vol. 4, No. 11. The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2007 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

Editor’s note: In August and November, The Triton printed stories about a captain’s experience with biofuel, which prompted this letter-writer to share his thoughts in the December issue. This month, Capt. Mark K. Badger writes again to respond to a January letter from a proponent of biofuel. To read any of these previous articles or letters, visit www.the-triton.com.

It was with amusement I recently

read Richard Boggs response to my criticism of biofuels. I, too, am a licensed marine engineer as well as a captain.

Mr. Boggs is correct in stating nitrogen oxide stays 296 times longer in the atmosphere. This causes a cumulative effect and biofuels do emit more nitrogen oxide than petroleum-based fuel. So with all those engines running out there, the nitrogen oxide is a greater problem than Mr. Boggs would lead us to believe.

Aces Land and Sea products are registered with the Environmental Protection Agency, not patented, as our formulations are proprietary and secret.

The U.S. military actually developed our product lines and de-classifi ed the use of them recently. We own the rights to market and manufacture the formulations.

Our products are in all of the fuel supplies for the military here and other countries abroad. We are in NASA and have cut emissions on older diesel generators for them as much as 89 percent. Can biofuel do that? Can it cut fuel consumption by 25 percent or higher and effect emission reductions

of 70 percent and better, including nitrogen oxide, which is what our clients are seeing on a consistent basis?

I don’t think Mr. Boggs has taken a look at all of the pros and cons of biofuels.

Some environmental groups such as the Sierra Club view biodiesel blends as only marginally less polluting than petroleum-derived diesel. They are concerned that proposals to encourage the use of biodiesel will shift the focus away from natural gas, which they perceive to be a cleaner transportation fuel.

So in response to Mr. Boggs, I once again challenge your readers to do a comparison test between our products at Aces Land and Sea and whatever biofuel they would like to use with whatever testing institute they want to use for offi cial test results.

With a 94 percent repeat client rate for our products and the assertion that it is “foolish to spend money on additives,” this should be an interesting test. I would also like The Triton to cover this test for its readers.

So, in conclusion, the negative impacts of biofuels are as follows:

Availability; lack of standards in manufacturing; more energy to produce; corrosion (especially with aluminum); stability; lower energy output (increasing fuel consumption); higher food costs; problems with fuel systems; increased cost; increased nitrogen oxide emissions; negligible emission reductions; increased deposits in engines and injectors; shortened equipment life; reliability questions and safety at sea; greater greenhouse emissions due to farming; and pollution from fertilizer run off in water supplies

For more information and test results, visit the American Petroleum Institute at www.api.com.

Capt. Mark K. BadgerOwner/Managing Member

Aces Land and Seawww.aceslandandsea.com

Standing behind additives: Owner issues a biofuel dare

‘So in response to Mr. Boggs ... do a comparison test between our products at Aces Land and Sea and whatever biofuel they would like to use with whatever testing institute they want to use for offi cial test results. ... I would also like The Triton to cover this test for its readers.’

I’m sitting on the aft deck reading The Triton in Ocean Reef and thought I would respond to an article or two.

Let’s start with the $1,000-a-foot article. I have been on private vessels my entire career, 21 years as a licensed USCG captain and nine as an individual that thought yachting was not a real career. It’s true. Getting paid to fi sh, snorkel, dive, explore, eat at nice restaurants, etc., couldn’t possibly be a real career. Could it?

I have heard the $1,000-a-foot rule for years and thought it was a bit unrealistic. Experience does and should play a role in acquiring a higher salary than what might be deemed average for the industry. (My next statement is not a brag, but a fact to show that some owners do appreciate experience regardless of boat size.) In 2000, I received $90,000 to manage and operate a 65-foot Hatteras sportfi sh. Similar programs followed. I believe the key here is to manage and operate, not just operate.

Regardless of the size of yacht, if it is treated as a business entity the owners will enjoy using it due to the professional treatment behind it. The fun is all over the surface and the business is the guts. I am on my fourth owner in 30 years, so I may have fi gured out what works for me. I would still be with No. 2 if he had not passed away.Owner No. 4 has two yachts, just as owner No. 3 did, and that type of program enables me to exhibit my

experience and command above-average salary. Sure, if you add the two boats together my compensation does not equal the footage. However, I can only drive one at a time.

The above-average salary is more of a management issue instead of an operation issue. Benefi ts are variables with any owner, so I do not insist on everything under the sun. The most important thing I ask for is being allowed to do what I am paid to do without interference. No micromanaging and very liberal down time.

I chose not to work on charter yachts for two reasons. I enjoy the relationship factor of working for one group of individuals (one family) as opposed to seeing different faces every week or so. The other reason is not having to visit the same places week after week. I like seeing the same faces, but frown upon seeing same places. As for the letter by Capt. David Hole of M/Y Heritage, I completely agree. Most people cannot do what we do for careers. When people fi nd out what I do, they only think of the mostly positive side, about 99 percent of it. “This job is so great I would do it for nothing.” Some owners almost expect that.

It’s that 1 percent of rough weather, rude guests, poor fi shing, crowded anchorages, being away from family, and other situations that most people could not handle.

If I ever thought that I was overpaid, I would never have been able to place myself in the above-average group. Remember, you are what you think.

By the way, I used to lay bricks, too, prior to yachting. The person who owned the contracting company that I worked for had a 42-foot Bertram, and that is where it all started.

Capt. Charlie Kiss

Cheers for St. Croix articleI was so pleased to read your

complimentary article on St. Croix in the latest edition [“Christiansted boardwalk: St. Croix’s free, fun focal point,” page B18, January 2008]. I am a little biased because I was born and raised there and my parents still call the island home.

Too often it is overlooked because it lies by itself 32 miles south of her better-known Virgin Island sisters, St. Thomas and St. John. While it is not a megayacht haven, it is a little jewel of an island, very much the opposite of the overdeveloped, cruise ship-saturated islands that surround it.

It is not often that as a charter broker I get to recommend a visit to St. Croix, but I can assure you it is well worth the trip.

Thanks for giving St. Croix some much appreciated good press.

LeAnn Morris PliskeCharter Agent

The Sacks Group

The National Small Vessel Security Summit (NSVSS) held in June of 2007 was the fi rst time the small vessel stakeholders were brought together with government agencies to address the small vessel threats facing the United States.

The recently released report did a good job of representing the summit and comments from the participants. The report also provided recommendations from key stakeholders to address the various small vessel threats.

One key point in the report was the almost unanimous opinion from stakeholders that they need to be treated as allies and partners and not as adversaries. It will be key for government agencies, private security, small vessel boaters, yacht crews, and the various stakeholders involved with the industry to work together to address these threats, and not cripple the maritime industry.

The key to success will be the continued engagement and open dialogue between government and private industry stakeholders. This open dialogue will facilitate strong working relationships, but also ideas on how we can defeat these threats. It is really up to the various private industry groups to keep the government engaged.

Now we must take the recommendations from the summit and work with our government and industry partners to develop a clear course of action. The regional summit will be a big part of this continued dialogue that is crucial to the success of defeating the small vessel threat.

The marine industry already faces increased regulation and overseas competition. Additional regulation without input from key industry stakeholders will have a very negative effect on the marine industry, sending thousands of jobs and billions of dollars in business offshore.

Corey RanslemChief Executive Offi cer

Secure Waters LLCwww.securewaters.com

Don’t treatsmall vessels as adversaries

Yes, it’s a good life, but it’s a hard one, too

WRITE TO BE HEARD

www.the-triton.com February 2008Section B

Feb. 14 gift ideaBetelgeuse, a giant

red star, wil be a

prominent feature

in the sky on and

around Valentine’s

Day. Share it with your

sweetie.B19

Nova Scotia growth

Yarmouth Harbor is spending $300,000

to build a 200-foot floating dock to

attract megayachts in 2008. B14

Can you be a project manager?If you can be a

perfectionist while

managing a fluid

environment, the job

should be yours.

B2

Trinity has its ears onVice President Billy

Smith said the yacht

builder has made a

priority of listening

to feedback from

the captains and

engineers of its

yachts.B4

The desire for long-range identification and tracking (LRIT) of ships has been on the regulatory agenda since late 2001. It was discussed

during the development of the special measures to enhance maritime security adopted by the 2002 Safety of Life at Sea (SOLAS) Conference.

However, in view of the

complexities involved at that time, it was recognized by the International Maritime Organization that it would be practically impossible to complete the work by December 2002. The December deadline date was enacted to include appropriate provisions in the comprehensive maritime security measures that entered into force on July 1, 2004, the most well-known of the security measures being the ISPS Code.

The regulation, found in Chapter V of SOLAS, entered into force on Jan. 1, 2008, and applies to ships constructed on or after Dec. 31, 2008, with a phased-in implementation schedule for ships constructed before Dec. 31, 2008.

LRIT is intended to be operational, with respect to the transmission of LRIT information by ships, no later than the end of this year. There is an exemption for ships operating exclusively in sea area A1, since such ships are already fitted with an

Rules of the Road

Jake DesVergers

Long-range ID, tracking have arrived

See RULES, page B13

By Kelly Cramer

A future serving megayachts is uncertain for the former Global Ship Systems yard in Savannah, Ga., after a court-ordered auction forced its sale last month.

Shut down since June, the yard employed about 130 people. Under GSS management for about three

years, it offered repair and refit work to private yachts and U.S. Coast Guard vessels. In November, creditors claiming they were owed more than $1 million forced GSS

into bankruptcy, which is pending. On Jan. 2, the yard was sold at

auction at the Chatham County Courthouse in Georgia for $17.95 million. GSS’s lender, Fortress Credit Corp., bought the property it had financed, which is typical in foreclosure actions.

Robert Creech III, CEO at GSS, said he is still working to buy back the yard. Hours before the auction, he and an unnamed investor offered Fortress $18 million. But Creech said his former lender wanted too much cash up front.

“They were hell-bent on going to the courthouse steps,” Creech said. “In the last three years in trying to

negotiate with Fortress, they have really been unwilling to accept the multiple offers we have brought to them, all of which were met with a lackadaisical attitude.”

Creech said he suspects Fortress may hold onto the shipyard to help support the investment group’s Sea Castles business, which leases container ships. In a September filing with the U.S. Securities and Exchange Commission, Fortress mentions a potential need for a shipyard. Fortress

spokeswoman Lily Donahue declined to comment.

One potential buyer and the only company to attend the auction last month is Edison Chouest, a global offshore vessel company. Chouest did not bid on the yard as anticipated at the auction because Fortress bid first and unexpectedly high, said Chuck Levert, a broker at the Chouest-owned Custom Yachts International in Ft.

Lender buys Global Ship Systems yard at January foreclosure sale, spurning late bid from CEO.

See GSS, page B13

Savannah shipyard fate still uncertain

Creech

GSS’ under-cover graving dock can accommodate boats 300 feet long. FILE PHOTO

B� February 2008 www.the-triton.com The Triton

By Cleveland Jennings

So, you want to become a shipyard project manager.

Where do project managers come from, what makes them tick, what makes a good one, and why do they take the risk?

To examine the characteristics of a project manager, one must first acknowledge that the person in that position handles, controls or directs all the activities and assumes all the responsibility of the project. Regardless of the type or size of the project, the buck stops with them.

Most project managers come from the technical side of vessels (those seeking to become shore based) or the shipyard trades (those seeking to become management).

In either case those individuals will have specific and special knowledge of ships and shipyard activity that can only be learned through real-life work experience. No schools teach this.

If you can comfortably juxtapose a personal trait such as perfectionism with an ever-changing and fluid environment, then you’ve got the makings of a project manager. The psychology of getting it right when it’s always unraveling, while at the same time resisting becoming overwhelmed with worry or cognitive dissonance, that is the stuff that makes project managers tick.

One must embrace change and the unexpected to play the project management game. Remember, they’re getting paid to worry.

A good project manager will have skills in accounting, trouble-shooting, personnel management, social graces, writing and technical understanding. Wrap up all these skills with the ubiquitous dollars, egos, time constraints and differing agendas involved and you’ll have an exciting, if not explosive, situation called a project.

Trying to keep all these unequal issues glued together can be challenging and requires weighty attention to detail. As the old saying goes, “the devil is in the details.” So goes the project’s ultimate success or alternative explosion.

A good project manager will always take a big-picture view of the project yet have a clear and consistent understanding of the underlying foundational details of just what is going on and what is on the horizon. A

methodical and systematic approach to every aspect of the project and how every component plays its role in the corrigible plan’s timeline is essential.

Good project managers will exhibit consistency beginning with the original proposal through to the subsequent proper sequencing of additional work or addendums. Constant awareness of cost and time is necessary.

Thorough and succinct descriptions and documentation of work performed is crucial in justification of charges billed to the customer. Don’t look stupid when rendering the bill; if you do, you might not get paid.

Project managers often find themselves in a risk-taker’s paradise. If they get it right, they won’t be heroes because it was expected. If they get it wrong, they may lose their job or worse. In either case, the endeavor for them is to juggle all the known tasks with the uncharted alterations and make the outcome something everyone can live with. That’s a tall order.

Risk is a calling, a siren song for some, and certainly the maritime industry in general represents living on the edge of something potentially dangerous, rewarding, and exciting. The niche that project managers fall into is critical to not falling off that

edge. They may blow the budget or completion date, but they must always get it right in terms of work quality as well as crew and vessel safety.

The very title of project manager invokes an image of research and a painstaking collection of factual material for presentation. Those who trust project managers are entitled to believe they have been given an objective, thoroughly documented study on any subject.

Very simply, good project managers may be idiosyncratic in personality, but they are fastidiously prepared and are excellent communicators who can see over the horizon and deal with what’s next.

Cleve Jennings, a former captain, has 30 years experience in the marine industry. He has held senior management positions in shipyards, with the Whitbread Round the World Race, and in banking. He has worked as a project manager on new builds and repair/refits. Comments on this column are welcome at [email protected].

What skills are necessary to be a project manager?

Project managers often find themselves in a risk-taker’s paradise. If they get it right, they won’t be heroes because it was expected. If they get it wrong, they may lose their job or worse.

PROJECT MANAGEMENT: Top skills

B� February 2008 www.the-triton.com The Triton

By Lucy Chabot Reed

American captains seeking a way to ease the clearing-in requirements of the U.S. government can apply for a Boater Registration number from U.S. Customs and Border Protection that may let them clear through customs and immigration by telephone.

Begun in October 2006, the Local Boater Option program now has enrolled about 12,000 boaters in South Florida, enabling them to skip the face-to-face inspection with immigration.

The program is available to American citizens and legal permanent residents of the United States for entry into any port in Florida, in Puerto Rico and in the U.S. Virgin Islands.

To register, eligible captains, crew members, owners and guests can make an appointment, complete an application, present documentation (such as a passport and, for captains, vessel registration) and submit to a background check. Captains have said the process takes about 20 minutes. Approved mariners are issued a Boater Registration number that can be used on subsequent entries.

U.S. Customs and Border Protection notes, however, that the number does not guarantee immediate entry. Some mariners may still be asked to report in person. Enrollment is free.

Appointments can be made in Port Everglades by calling +1-954-761-2000 or 2004, in the Port of Miami by calling +1-305-536-4758 and in West Palm Beach by calling +1-561-848-6922.

Here is a portion of the document CBP gives participants in the program:

“The LBO will allow you as a participant, under certain circumstances, to telephonically report the arrival of your vessel, make customs declarations, and submit any necessary additional information, and [you] may be cleared without a face-to-face inspection. …

“During future arrivals, the master must contact CBP immediately upon arrival and provide their BR number and may be asked to provide other identifying information. Based on the information provided, CBP will verify that the master and occupants of the vessel are LBO participants and determine whether the master’s report satisfies inspection requirements or whether further inspection is necessary. CBP reserves the right to board and inspect any small pleasure vessel and its occupants arriving from any foreign port or place and will conduct random inspections.”


Local Boater Option eases clearing inBy Lucy Chabot Reed

A prospective buyer touring a new Trinity Yacht some years ago asked simply, “What’s new?”

When Trinity Vice President Billy Smith told him it was bigger, the buyer told him that wasn’t enough.

“He said he doesn’t buy a new Mercedes every couple of years just because it’s newer, he said he buys it because of all the new features and the new technology,” Smith said during a presentation to yacht captains in St. Maarten. “That was a real eye-opener for us.”

Since then, Trinity has adopted a pretty open line of feedback from yacht captains, encouraging them to suggest improvements or alterations that would make operating the yacht easier and better.

“The way we feel about it, if someone doesn’t tell us how to build these things better, we’ll keep doing it the way we’ve been doing it,” he told about 75 captains, senior crew and industry professionals.

“There are only two ways to improve: One is through warranty, but that’s like driving a car backwards, fixing things after they’re wrong; or from suggestions from operators. We prefer the suggestions.”

Smith spoke about the role of the build captain, from a builder’s perspective, at an evening reception for captains and senior officers. It was the first of two events produced by the U.S. Superyacht Association for crew in St. Maarten in mid-January. (For coverage of the other event, a panel discussion that included U.S. Coast Guard and immigration officials, see page A1.)

“We want feedback,” he said. “We may not give you credit for it, but that doesn’t mean we won’t use it. If there’s new stuff out there, you always want

to be on top of it. A lot of this stuff we can’t keep up with, but the operators can. Captains, engineers, you are our eyes and ears.”

Smith urged captains to get involved in a new build as soon as possible.

“The friction that occurs is because the captain comes in too late,” he said. “The sooner we get a captain involved in the plan review and the spec review, the better. … Even if the captain can’t be there all the time, at least he can still be in contact through e-mail.”

Smith recognized that some captains might never have acted as an owner’s representative before and

might feel the need “to justify their existence by making fights with the shipyard.”

Those situations don’t help either side and only work toward making the owner’s build experience an unpleasant one, Smith said.

“We don’t look at it as a single boat, but the start of many builds,” he said. “We want to make sure the owner enjoys the process so that when it’s over he’ll say: ‘That was so much fun, let’s do it again.’”

Yards tend to favor captains who can “lean on the owner to not make changes,” because change orders not

only increase cost, they interrupt schedules and cause delays on not only the yacht in question but others behind it.

“We always want to be improving the boat,” Smith said. “When we improve the product, that keeps the owner happy. For everybody here, this is a job. But for the owner, it’s a pleasure.

“If we take out the pleasure, they’ll find something else to do with their money.”


Trinity Yacht’s most influential consultants: captains

“We want feedback,” Trinity Vice President Billy Smith said. “We may not give you credit for it, but that doesn’t mean we won’t use it.” PHOTOS/DAVID REED

USSA EVENT: Role of the Build Captain

The Triton www.the-triton.com February 2008 B�

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 775/NASavannah,Ga. 786/NANewport,R.I. 847/NA

CaribbeanSt.Thomas,USVI 855/NASt.Maarten 915/NAAntigua 816/NA

NorthAtlanticBermuda(IrelandIsland) 831/NACapeVerde 844/NAAzores 815/NACanaryIslands 779/930

MediterraneanGibraltar 771/NABarcelona,Spain 798/1,467PalmadeMallorca,Spain NA/1,505Antibes,France 835/1,747SanRemo,Italy 927/1,955Naples,Italy 808/1,734Venice,Italy 926/1,726Corfu,Greece 911/1,735Piraeus,Greece 887/1,710Istanbul,Turkey 849/NAMalta 753/888Bizerte,Tunisia 782/NATunis,Tunisia 787/NA

OceaniaAuckland,NewZealand 831/NASydney,Australia 839/NAFiji 907/NA

*When available according to customs.

Today’s fuel prices One year agoPrices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of Jan. 15, 2007

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 483/517Savannah,Ga. 517/NANewport,R.I. 470/NA

CaribbeanSt.Thomas,USVI 690/NASt.Maarten 675/NAAntigua 660/NA

NorthAtlanticBermuda(St.George’s) 780/NACapeVerde 568/NAAzores 562/NACanaryIslands 470/598

MediterraneanGibraltar 471/NABarcelona,Spain 535/1,157PalmadeMallorca,Spain 538/1,183Antibes,France 530/1,290SanRemo,Italy 645/1,483Naples,Italy 637/1,425Venice,Italy 632/1,435Corfu,Greece 792/1,307Piraeus,Greece 783/1,295Istanbul,Turkey 514/NAMalta 468/NATunis,Tunisia 557/NA

OceaniaAuckland,NewZealand 640/NASydney,Australia 606/NAFiji 568/NA

*When available according to customs.

By Lucy Chabot Reed

American captains seeking a way to ease the clearing-in requirements of the U.S. government can apply for a Boater Registration number from U.S. Customs and Border Protection that may let them clear through customs and immigration by telephone.

Begun in October 2006, the Local Boater Option program now has enrolled about 12,000 boaters in South Florida, enabling them to skip the face-to-face inspection with immigration.

The program is available to American citizens and legal permanent residents of the United States for entry into any port in Florida, in Puerto Rico and in the U.S. Virgin Islands.

To register, eligible captains, crew members, owners and guests can make an appointment, complete an application, present documentation (such as a passport and, for captains, vessel registration) and submit to a background check. Captains have said the process takes about 20 minutes. Approved mariners are issued a Boater Registration number that can be used on subsequent entries.

U.S. Customs and Border Protection notes, however, that the number does not guarantee immediate entry. Some mariners may still be asked to report in person. Enrollment is free.

Appointments can be made in Port Everglades by calling +1-954-761-2000 or 2004, in the Port of Miami by calling +1-305-536-4758 and in West Palm Beach by calling +1-561-848-6922.

Here is a portion of the document CBP gives participants in the program:

“The LBO will allow you as a participant, under certain circumstances, to telephonically report the arrival of your vessel, make customs declarations, and submit any necessary additional information, and [you] may be cleared without a face-to-face inspection. …

“During future arrivals, the master must contact CBP immediately upon arrival and provide their BR number and may be asked to provide other identifying information. Based on the information provided, CBP will verify that the master and occupants of the vessel are LBO participants and determine whether the master’s report satisfies inspection requirements or whether further inspection is necessary. CBP reserves the right to board and inspect any small pleasure vessel and its occupants arriving from any foreign port or place and will conduct random inspections.”


Local Boater Option eases clearing inBy Lucy Chabot Reed

A prospective buyer touring a new Trinity Yacht some years ago asked simply, “What’s new?”

When Trinity Vice President Billy Smith told him it was bigger, the buyer told him that wasn’t enough.

“He said he doesn’t buy a new Mercedes every couple of years just because it’s newer, he said he buys it because of all the new features and the new technology,” Smith said during a presentation to yacht captains in St. Maarten. “That was a real eye-opener for us.”

Since then, Trinity has adopted a pretty open line of feedback from yacht captains, encouraging them to suggest improvements or alterations that would make operating the yacht easier and better.

“The way we feel about it, if someone doesn’t tell us how to build these things better, we’ll keep doing it the way we’ve been doing it,” he told about 75 captains, senior crew and industry professionals.

“There are only two ways to improve: One is through warranty, but that’s like driving a car backwards, fixing things after they’re wrong; or from suggestions from operators. We prefer the suggestions.”

Smith spoke about the role of the build captain, from a builder’s perspective, at an evening reception for captains and senior officers. It was the first of two events produced by the U.S. Superyacht Association for crew in St. Maarten in mid-January. (For coverage of the other event, a panel discussion that included U.S. Coast Guard and immigration officials, see page A1.)

“We want feedback,” he said. “We may not give you credit for it, but that doesn’t mean we won’t use it. If there’s new stuff out there, you always want

to be on top of it. A lot of this stuff we can’t keep up with, but the operators can. Captains, engineers, you are our eyes and ears.”

Smith urged captains to get involved in a new build as soon as possible.

“The friction that occurs is because the captain comes in too late,” he said. “The sooner we get a captain involved in the plan review and the spec review, the better. … Even if the captain can’t be there all the time, at least he can still be in contact through e-mail.”

Smith recognized that some captains might never have acted as an owner’s representative before and

might feel the need “to justify their existence by making fights with the shipyard.”

Those situations don’t help either side and only work toward making the owner’s build experience an unpleasant one, Smith said.

“We don’t look at it as a single boat, but the start of many builds,” he said. “We want to make sure the owner enjoys the process so that when it’s over he’ll say: ‘That was so much fun, let’s do it again.’”

Yards tend to favor captains who can “lean on the owner to not make changes,” because change orders not

only increase cost, they interrupt schedules and cause delays on not only the yacht in question but others behind it.

“We always want to be improving the boat,” Smith said. “When we improve the product, that keeps the owner happy. For everybody here, this is a job. But for the owner, it’s a pleasure.

“If we take out the pleasure, they’ll find something else to do with their money.”


Trinity Yacht’s most influential consultants: captains

“We want feedback,” Trinity Vice President Billy Smith said. “We may not give you credit for it, but that doesn’t mean we won’t use it.” PHOTOS/DAVID REED

IMMIGRATION: Local Boater Option

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CaribbeanEastern CaribbeanSaint MaartenRob MarineRob Shraga+ 599-554 [email protected] Repair

St. ThomasVirgin Islands

Charteryacht LeagueShelly1 340-+1 340-774-3944

[email protected]

Tortola, BVIGolden Hind

ChandleryRamiz Abuhaydar+1 284- [email protected]

Blue Water DiversKeith+1 248-494 2847

[email protected] Services

EuropeNorth SeaHamburgMHG Ocean Bene tsGribas Melissa -+43 676 317 [email protected]

Western MediterraneanPalma

Atlas Energy SystemsLee Britain1 214-+954-735-6767

[email protected] Power Systems

North AmericaColonial SouthHampton, VABluewater Yachting

CenterIan Bates+1 757-723.6774

[email protected]

PortsmouthOcean Marine Yacht

CenterJody Brinkley1 757-399-2920

[email protected]

SavannahRiver SupplyHal Lyons -+1 912-354-7777

[email protected] Equipment

East Coast FloridaFt. LauderdaleFlorida Marine AV,

inc.Bruce Everett+1 954-865 4440

[email protected] Systems

Marine Automation, IncLouis Graham1 954-630-0798

[email protected] and Fire Systems

Mr Appliance of South

FloridaFaye Baxter 561-208-4844

mrappliance.com/south orida/[email protected]

The Hills HomePam Hills+1 954-525-8579

[email protected] Accommodations

Evolve WatersportsJames Papagno1 954-523 7778

[email protected]

SeaKeepers

ProfessionalsAverill Conley1 [email protected] Puri cation

MTN Maritime

TelecommunicationsDerik Wagner+1 954-903 8684

[email protected] sales and service

Livable Yacht

InteriorsStephen Hill+1 954-7560355

[email protected]

Interior Designs

Nauti-Tech

CorporationJacques Brunier1 -954-527-0716

[email protected] Systems

KB Yachts of FloridaBrian Goebel+1 954-646-9661

[email protected] Wrapping

National Air

Charters, Inc.John Vaillant -386-523-7270

[email protected] forwarding

VRB WORKFORCEDebbie954-600 7770Varnishing/Bright Work

Hill Robinson USABrenda de Stefano -+1 334-929-05959

[email protected] Management

EC Ruff MarineDave Morris -754-244-2310

[email protected] Lights

Sunrise Harbor

MarinaDave Culver -+1 954-667-6720

[email protected]

The Captain’s GroupStephen Hill1 +1877-241.0621

[email protected] Vessel Training

Cape Ann TowingCourtney 954-954 646 0328

[email protected], marine

JupiterRay Gavin Wood &

YachtRay Gavin1 561-744-1304

[email protected]

Carpentry and Wood Working

MiamiHigh Seas Trading

CompanyAndrew Higgs+1 305-358 7455

[email protected] Safety

West Palm BeachRay Gavin Wood &

YachtRay Gavin1 [email protected] and Wood Working

Gulf of MexicoHouston, TXAvia International

TravelAntonella Forestieri1 281-847-2677

[email protected] Services

West Coast USA

San DiegoMarine Group Boat

WorksTodd Roberts+1 619-427 6767

[email protected]

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ServicesSherri Blackstrom+1 360-656-5934

[email protected] Charters

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CaribbeanEastern Caribbean

Tortola, BVITortola Yacht Services +1 284-494-2124

EuropeNorth SeaAmsterdam

Feadship Holland -+1 312-352-4700

Hakvoort Shipyard +31 299 65104

Royal Huisman Shipyard BV -+1 31 5 27 24 3131

AntwerpenVitters Shipyard BV -+1 31 38 38386 7145

HertogenboschMoonen Shipyards -+31 (0) 73 6210094

North AmericaBahamas

Grand BahamaBradford Grand Bahama +1 242-352-7711

Colonial SouthNorfolk

Colonna Yachts 1 757-627-0738

PortsmouthGold

Ocean Marine Yacht Center 1 757-399-2920

Jody Brinkley http://www.oceanmarinellc.com

[email protected] 1 Crawford Court, Portsmouth

East Coast FloridaFt. Lauderdale

Bradford Marine 1 954-791-3800

Cranchi Boat Builder 1 954-784-7833

Derecktor Shipyards Florida 1 954 920 5756

Lauderdale Marine Center 1 954 713-0350

Rolly Marine Service 954-583-5300Gold

Roscioli Yachting Center 1 954-581-9200

Bob Roscioli http://[email protected] 3201 State Road 84

JacksonvilleGold

Atlantic Marine Florida, LLC 1 904-251-3111

Kevin Wilson [email protected] 8500 Heckscher Drive

St. Augustine BeachSt. Augustine Marine 1 904-827-2003

Stuart

Alsberg Boat Works, Inc. -+1 772-781-9220

West Palm BeachRybovich 1 561-840-8111

Great LakesManitowoc

Burger Boat Company 1 (920) 686-5104

NortheastBoothbay

Boothbay Harbor Shipyard 1-(207) 633-3171

FairhavenGold

D.N. Kelley & Son +1 508-999-6266

Andrew Kelley http://[email protected] 32 Water St.

Gold

Fairhaven Shipyard & Marina 508-999-1600John/Dockmaster 50 Fort Street,

LunenburgGold

Lunenburg Shipyard -+1-902-634-8827

Kevin Feindel http://[email protected] 53 Falkland St.,

NewportCape Cod Shipbuilding +1 508-295-3350

Danforth Yachts +1 401-842-0400Gold

Newport Shipyard -+1 401-846-6002

Eli Dana http://www.newportshipyard.com

[email protected] 1 Washington St.,

West Coast Canada and AlaskaSeattle

Gold

Delta Marine Industries 1 206-763-2383

Michelle Jones http://www.deltamarine.com

[email protected] 1608 S. 96th St.,

West Coast USAEnsenada

Gran Peninsula 011-52-646-178-80

OaklandGold

Bay Ship & Yacht Co. +1 (510) 337-9122

Mike Anderson http://www.bay-ship.com

[email protected] 2900 Main St. #2100,

D’Anna Yacht Center, Inc. +1 510-451-7000

Port Angeles

Gold

Platypus Marine 1 360-417-0709

Charlie Crane http://[email protected] 102 North Cedar Street,

San DiegoDriscoll Boat Works +1 619-226-2500

Gold

Knight & Carver Yacht Center 619-336.4141

Kate Pearson http://www.knightandcarver.com

[email protected] 1313 Bay Marina DriveGold

Marine Group Boat Works +1 619-427 6767

Todd Roberts http://www.marinegroupbw.com

[email protected] 997 G St.,

OceaniaAustraliaMurarrie

River Gate Marina & Shipyard +1 61 07 3907 0744

Visiting a new port?

Can’t find the serviceyou need?

B� February 2008 www.the-triton.com The Triton TECHNOLOGY BRIEFS

The U.S. Environmental Protection Agency limited a new paint emissions rule that could have stopped small boatbuilders from conducting outdoor bottom painting or maintenance touch-up painting, according to the National Marine Manufacturers Association, which lobbied for the exemption.

The proposed rule targeted facilities that use methylene chloride in paint stripping operations or apply surface coatings that contain hazardous air pollutants. For these facilities – including boatyards, marinas and small boatbuilders – the draft rule would have required owners to implement a series of work practice standards and conduct all surface coating operations inside a spray booth.

As passed, the EPA agreed to limit the rule’s application to what it defines as hazard air pollutants “of concern,” including surface coatings containing cadmium, chromium, lead, manganese and nickel compounds, which are not used in marine applications.

The final rule also exempts caulks, adhesives, sealants and maskants, and coatings from aerosol cans, which is consistent with the boatbuilder exemption in the major source plastic and metal parts MACT standards.

Finally, in the definition of a coating, EPA exempts “in-mold coatings that are spray applied in the manufacture reinforced plastic composite parts,” which, in practice, means boatbuilding.

Northern Lights buys Beers Marine

Seattle-based marine generator manufacturer Northern Lights has bought Ft. Lauderdale-based Rich Beers Marine for an undisclosed sum, according to news reports.

Under the Technicold brand, Rich Beers manufactures marine refrigeration and air conditioning systems.

Quoted in Boating Industry Magazine, Northern Lights spokesman Colin Puckett said the interests of both businesses were aligned.

“We look at the values displayed by Rich Beers Marine as consistent with our own,” Puckett said in the magazine. “The combination of Technicold products with Northern Lights generators will enable us to offer a more comprehensive solution to our customers. A vessel’s air conditioning and refrigeration systems can be designed and engineered in tandem with the generator set, which gives a greater overall efficiency.”

Distributor for sewage system

Marine Dragonfly Systems has enlisted Penumbra Marine Logistics to be the worldwide distributor of its closed-loop sewage system.

The eco-friendly system boasts a

zero-discharge status that complies with laws in effect at many harbors, according to the company.

For more information visit www.penumbramarine.com. For more about Marine Dragonfly, visit www.dragonfly-systems.com.

New high-powered blower

Delta “T” Systems, a manufacturer of application-engineered systems for engine compartment ventilation and air filtration, has released its new ignition-protected 4-inch DC blower. The blower produces flows up to 350 cubic feet per minute and was built to withstand harsh conditions.

For more information on the unit, which retails for $288, call +1-561-848-1311 or visit www.deltatsystems.com.

Alexseal launches new primer

St. Louis-based Alexseal Yacht Coatings has released an epoxy-based finish primer designed to cure at cooler temperatures and will feature it at the International Yacht & Brokerage Show in Miami Beach this month.

The Finish Primer 442 works to seal old and new, properly prepared, stable surfaces such as gelcoat and fiberglass. According to the company, it enhances “wet look” finishes.

For more information, visit Alexseal in booth nine on ramp 11 or online at www.alexseal.com.

Maxwell: new anchor control panel

Maxwell Marine has unveiled a new anchor retrieval controller. The programmable AA560 Panel

Mount Electronic Windlass Controller and Rode Counter displays battery voltage and windlass speed and direction in feet, meters or fathoms. A graphic LCD screen and intuitive user interface make operation easy. Available in black or gray, the console comes with a weather cover.

The unit retails for $750. For more information, visit www.maxwellmarine.com or call +1-919-791-3845.

Marine mattress maker: first sale

Hickory Springs Marine Group has sold its new line of marine mattresses to its first buyer, Carolina Yacht Enterprises. The SeaComfort mattresses are resistant to corrosion and mildew and repel water, according to the Hickory, N.C.-based company.

The mattresses are manufactured in compliance with the U.S. Consumer Product Safety Commission mattress flammability standard.

For more information, call +1-828-328-2213.

EPA limits paint emissions rule;victory for marine manufacturers

B10 February 2008 www.the-triton.com The Triton

Nearly lost to a fire in 1980 but repaired by a Feadship team flown into Miami, M/Y The Highlander is back to her old self thanks to a new owner committed to bringing back the 116-foot Feadship’s glory days when she was owned by Malcolm Forbes.

A European industrialist purchased the yacht this fall and is dedicated to a full restoration.

Ocean Independence Yachts, which manages the boat for charter, expects the refit to be complete by the end of this month.

The Highlander was built in 1968 for Forbes who took it all over the world.

Teams of workers have redone The Highlander, rebuilding and refurnishing the entire interior, all engine room equipment, the galley and deck hardware, and of course lots of new paint and varnish.

All the hard work didn’t keep refit Capt. David Kennedy from keeping his wedding plans.

Kennedy wed Chef Emilie Olivier at a small ceremony Nov. 30 by Ocean

Independence office manager and charter broker Capt. Ray Weldon.

For more information, call +1-954-524-9366 or e-mail [email protected]. Bartram & Brakenhoff

Bartram & Brakenhoff broker David Lacz sold M/Y Norwegian Queen, a 132-foot Westship, and broker Joe Bartram sold the 92-foot M/Y El Presidente, a 1939 Trumpy.

Lacz has been appointed owner’s agent for M/Y SiS W, a 127-foot Burger, and co-central agent for M/Y Lucky Seven, a 112-foot Westship.

Bruce Brakenhoff Sr.’s new listings include 97-foot Midship M/Y Valiant.

Charter Manager Pila Pexton has added the 132-foot M/Y Northern Lights (formerly Norwegian Queen) to the fleet. For more information, visit www.bartbrak.com.

RJC Yachts

RJC Yachts in Ft. Lauderdale

The Highlander restored to her former Feadship glory

See BOATS, page B11

The Highlander, built in 1968 for Malcolm Forbes, is nearing the end of her latest refit. PHOTO COURTESY OF RAY WELDON

announced record sales in the fourth quarter of 2007, including the 137-foot Newcastle expedition yacht True North, the 106-foot Westport M/Y Lori Sue and the 85-foot Pacific Mariner M/Y Sea Safari. Sea Safari will be in the Yacht and Brokerage Show this month in Miami Beach, along with the 130-foot Northern Marine M/Y Magic, the 118-foot Broward M/Y True North, a 116-foot Lazzara, the 100-foot Hatteras Freedom and the 78-foot Grand Alaskan M/Y Stemac.

Burger Boat Company

Burger Boat Company in December delivered M/Y Areti II, the second of twin 127-foot tri-deck yachts of the same name. The identical yachts are owned by a young Russian industrialist who will base one in Russia/Europe and the other in the United States.

Each has a main deck master suite, four guest staterooms below decks and a lower deck sauna.

International Yacht Collection

International Yacht Collection broker David Nichols sold M/Y Chevy Toy, the 142-foot Trinity that was fellow IYC broker Mark Elliott’s central listing.

Veteran broker Terry Hines has joined IYC as charter marketing director. She will work to expand IYC’s charter fleet, represent the fleet of 38 yachts, and manage owner

and captain relations, according to a company release. Hines spent 10 years as a senior charter marketing agent at Fraser Yachts.

IYC has added two Trinity yachts to its charter fleet: the 161-foot M/Y Zoom Zoom Zoom, built in 2005, and

the 145-foot M/Y Relentless, built in 2001. For info, call +1-954-522-2323.

Broward Marine

Broward Marine launched the second of its new 120-foot motoryacht series in January. M/Y Coco Loco, a 124-foot motoryacht with a raised pilot house, features full walk-around decks, a hard top and an extended swim platform. The first in the series launched about a year ago.

The fourth hull, Hull #604 being built for an American owner, was rolled over in mid-December and has begun its completion phase. That was the last hull to be built upside down.

The South Florida-based builder also has two 128-foot models in production.

Merle Wood & Associates

Merle Wood & Associates announced the recent sales of the 192-foot Lurssen M/Y Ronin, the 183-foot Benetti M/Y Allegro (whose new name is the M/Y Andiamo), the 153-foot Feadship M/Y Sea Racer and the 87-foot Warren M/Y Broadway.

Stabbert Marine

Stabbert Maritime of Seattle has begun a refit of the 143-foot expedition yacht M/Y Devotion, formerly M/Y Marjorie Morningstar. The refit – which will add a stateroom and sky lounge bar

BOATS, from page B10

Areti II launch is a frosty one

Commissioning Capt. Rob High, holding The Triton, and the crew of M/Y Areti II at her launch in Wisconsin in December. PHOTO COURTESY OF

CAPT. ROB HIGH

Hines

PHOTO/JIM LEGAULT

See BOATS, page B12

BOATS / BROKERS

The Triton www.the-triton.com February 2008 B11

Nearly lost to a fire in 1980 but repaired by a Feadship team flown into Miami, M/Y The Highlander is back to her old self thanks to a new owner committed to bringing back the 116-foot Feadship’s glory days when she was owned by Malcolm Forbes.

A European industrialist purchased the yacht this fall and is dedicated to a full restoration.

Ocean Independence Yachts, which manages the boat for charter, expects the refit to be complete by the end of this month.

The Highlander was built in 1968 for Forbes who took it all over the world.

Teams of workers have redone The Highlander, rebuilding and refurnishing the entire interior, all engine room equipment, the galley and deck hardware, and of course lots of new paint and varnish.

All the hard work didn’t keep refit Capt. David Kennedy from keeping his wedding plans.

Kennedy wed Chef Emilie Olivier at a small ceremony Nov. 30 by Ocean

Independence office manager and charter broker Capt. Ray Weldon.

For more information, call +1-954-524-9366 or e-mail [email protected]. Bartram & Brakenhoff

Bartram & Brakenhoff broker David Lacz sold M/Y Norwegian Queen, a 132-foot Westship, and broker Joe Bartram sold the 92-foot M/Y El Presidente, a 1939 Trumpy.

Lacz has been appointed owner’s agent for M/Y SiS W, a 127-foot Burger, and co-central agent for M/Y Lucky Seven, a 112-foot Westship.

Bruce Brakenhoff Sr.’s new listings include 97-foot Midship M/Y Valiant.

Charter Manager Pila Pexton has added the 132-foot M/Y Northern Lights (formerly Norwegian Queen) to the fleet. For more information, visit www.bartbrak.com.

RJC Yachts

RJC Yachts in Ft. Lauderdale

The Highlander restored to her former Feadship glory

See BOATS, page B11

The Highlander, built in 1968 for Malcolm Forbes, is nearing the end of her latest refit. PHOTO COURTESY OF RAY WELDON

announced record sales in the fourth quarter of 2007, including the 137-foot Newcastle expedition yacht True North, the 106-foot Westport M/Y Lori Sue and the 85-foot Pacific Mariner M/Y Sea Safari. Sea Safari will be in the Yacht and Brokerage Show this month in Miami Beach, along with the 130-foot Northern Marine M/Y Magic, the 118-foot Broward M/Y True North, a 116-foot Lazzara, the 100-foot Hatteras Freedom and the 78-foot Grand Alaskan M/Y Stemac.

Burger Boat Company

Burger Boat Company in December delivered M/Y Areti II, the second of twin 127-foot tri-deck yachts of the same name. The identical yachts are owned by a young Russian industrialist who will base one in Russia/Europe and the other in the United States.

Each has a main deck master suite, four guest staterooms below decks and a lower deck sauna.

International Yacht Collection

International Yacht Collection broker David Nichols sold M/Y Chevy Toy, the 142-foot Trinity that was fellow IYC broker Mark Elliott’s central listing.

Veteran broker Terry Hines has joined IYC as charter marketing director. She will work to expand IYC’s charter fleet, represent the fleet of 38 yachts, and manage owner

and captain relations, according to a company release. Hines spent 10 years as a senior charter marketing agent at Fraser Yachts.

IYC has added two Trinity yachts to its charter fleet: the 161-foot M/Y Zoom Zoom Zoom, built in 2005, and

the 145-foot M/Y Relentless, built in 2001. For info, call +1-954-522-2323.

Broward Marine

Broward Marine launched the second of its new 120-foot motoryacht series in January. M/Y Coco Loco, a 124-foot motoryacht with a raised pilot house, features full walk-around decks, a hard top and an extended swim platform. The first in the series launched about a year ago.

The fourth hull, Hull #604 being built for an American owner, was rolled over in mid-December and has begun its completion phase. That was the last hull to be built upside down.

The South Florida-based builder also has two 128-foot models in production.

Merle Wood & Associates

Merle Wood & Associates announced the recent sales of the 192-foot Lurssen M/Y Ronin, the 183-foot Benetti M/Y Allegro (whose new name is the M/Y Andiamo), the 153-foot Feadship M/Y Sea Racer and the 87-foot Warren M/Y Broadway.

Stabbert Marine

Stabbert Maritime of Seattle has begun a refit of the 143-foot expedition yacht M/Y Devotion, formerly M/Y Marjorie Morningstar. The refit – which will add a stateroom and sky lounge bar


Areti II launch is a frosty one

Commissioning Capt. Rob High, holding The Triton, and the crew of M/Y Areti II at her launch in Wisconsin in December. PHOTO COURTESY OF

CAPT. ROB HIGH

Hines

PHOTO/JIM LEGAULT

See BOATS, page B12

BOATS / BROKERS

B1� February 2008 www.the-triton.com The Triton

New 1200 Ton Syncrolift®

2800 Ton DrydockContact: Mike AndersonPhone: 510-337-9122 E-mail: [email protected]

2900 Main Street, #2100 Alameda, CA 94501

www.bay-ship.com

as well as new wallpaper and flat screen TVs – is expected to be finished in April in time for the Alaska charter season, the company said in a news release. Winter itineraries include Mexico’s Sea of Cortez and Costa Rica.

Vicem Yachts

The Turkey-based Vicem Yachts will debut its 63-foot sportfish model at the 2008 Yacht & Brokerage Show in Miami this month.

The company announced that it will move its entire display from the Miami International Boat Show to the Yacht & Brokerage Show on Indian Creek Waterway at the 4600 Block of Collins Avenue, just north of the Eden Roc Resort.

Vicem, which builds motoryachts from 52 to 105 feet, will also unveil a newly designed floating showroom at the show.

Derecktor Shipyards

Derecktor Shipyards has delivered a 66-foot fireboat for the city of Philadelphia.

The Independence is an all-aluminum jet drive vessel with a 5,500 gpm pump capacity and 200 gallon foam tank. It was designed by Robert Allan Ltd. of Vancouver and was constructed at Derecktor’s in Bridgeport, Conn.

The city owns three fireboats, all built in 1948 and 1949. The Bernard Samuel, the smallest of the three, will be retired upon placing the Independence into service.

The Independence is capable of eight hours of maneuvering during fire-fighting using two engines at 130 hp and eight hours for fire-fighting pumps using two engines at 350 hp. Shhh – it’s a secret

The latest, hush-hush photo of the new yacht being built by HDW in Germany for Russian tycoon Roman Abramovich.


Vicem Yachts sportfish boat to be debuted

BOATS / BROKERS


Automatic Identification System (AIS). The regulation also identifies which

authorities may have access to LRIT information. These include government agencies and coastal states. It is not available to the general public.

The LRIT information ships will be required to transmit include the ship’s identity, location and date, and time of the position. There will be no interface between LRIT and AIS equipment; they are independent of each other.

An important distinction apart from range: AIS is an open-broadcast system; LRIT-derived data will be available only to entitled recipients. Confidentiality safeguards have been built in. SOLAS Contracting Governments will be entitled to information about ships navigating within 1,000 nautical miles of their coast.

LRIT equipment must be carried by internationally trading ships of 300 gross tons or greater. For yachts constructed on or after Dec. 31, 2008, it must be installed and operational upon initial delivery. For yachts built before Dec. 31, 2008, there are phased-in deadlines.

For commercial yachts trading in sea areas A1, A2, and A3, it must be installed by the first radio survey after Dec. 31, 2008. For yachts trading in seas areas A1, A2, A3, and A4, it must be installed by the first radio survey after Dec. 31, 2009. If you are unsure of the sea area you operate within, review your yacht’s Cargo Ship Safety Radio Certificate. If still unsure, contact issuing organization for that certificate.

For private yachts, it has not yet been clarified if they must comply with this regulation. As of press time, the maritime administrator for the Marshall Islands has reported that the issue is under review. Updates will be addressed in Marine Notice 2-011-25.

Requests for clarification were also made to the UK Maritime Coastguard Agency for private yachts flagged with the Red Ensign. They made reference to Marine Information Note MIN 301. Unfortunately, this MIN does not yet define applicability to privately registered yachts.

Irrespective of the final decisions issued by the various flag administrations, both private and commercial yachts should be prepared to act accordingly. Availability of this equipment and associated software appears to be limited. Remember, it is not a regulation that affects only yachts, but all ships of 300 gross tons or greater. At the end of 2007, that number was about 58,000.

Capt. Jake DesVergers currently serves as Chief Surveyor for the International Yacht Bureau, an organization that provides inspection services to Marshall Islands-registered private yachts of any size and commercial yachts up to 500 gross tons. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.

RULES, from page B1

LRIT data will be confidential

Lauderdale.Chouest is still interested in buying

the yard, said Levert, who had been negotiating with Creech to buy it.

A lawyer for Fortress Credit Corp., a division of Fortress Investment Group in New York, told Levert and the Savannah Morning News that Fortress will put the property up for sale.

Chouest also owns American Custom Yachts, a 28-acre facility in Stuart, Fla., where the company builds custom sportfish yachts and offers boat repair and storage.

The Savannah yard would give them the room to expand and build luxury yachts. Chouest had planned on using space at one of its Louisiana facilities for its new endeavor, but as oil prices have risen to more than $100 a barrel, the company needed that room for its existing business of building commercial boats to serve offshore oil drilling operations, Levert said.

“It’s the only facility like it on the East Coast,” Levert said of the

Savannah yard. “It’s got an under-cover graving dock that can accommodate boats 300 feet long.”

If Fortress does put the yard up for sale, negotiations could stall over the price, he said. In 2004, GSS paid Palmer Johnson between $12 million and $14 million for the yard. At that time, it was an operating shipyard with a full staff and ongoing projects.

Also, since its closing last year some bulkheads at the yard have begun caving in.

Despite its condition, Creech said it really should remain a megayacht property and not just because it would take $30 million to make the yard accessible to container ships.

“Every leading economic indicator would tell you that you would be a fool to abandon a business like this,” he said. “Not to mention that there’s a four-year backlog on refitting a 100-foot yacht.”

Kelly Cramer is managing editor of The Triton. Comments on this story are welcome at [email protected].

GSS, from page B1

Report: Fortress will sell yardFROM THE TECH FRONT


By Carla Allen

A little town in Southwest Nova Scotia is thinking big and investing big, spending $300,000 to build a 200-foot floating dock to attract megayachts.

Luxury yachts in Yarmouth Harbor are not an uncommon sight but marina facilities have been rudimentary in the past. Last year, the town, which is about 200 miles southwest of Halifax, added additional moorings to complement two small marinas.

Dave Whiting, manager for the Port of Yarmouth and the Yarmouth Development Corporation, said he is hoping the megayachts will boost tourism in the town, population 7,000.

“It’s a big business,” said Whiting. “A visiting yacht bought out the entire stock of fresh flowers from one local florist.”

Whiting believes the megayacht

dock, in a port with a 15 -foot tidal range, is an important step towards attracting this clientele.

“These guys don’t like to dock next to a fishing wharf,” he said. “They don’t like to be adjusting their fenders with every rising tide nor do they want to have to climb in a little runabout to come to shore each time.”

Hydro, fresh water and arrangements for fueling will be provided. A Canadian Customs (1-888-CANPASS) office is located in the International Ferry Terminal from which Bay Ferries CAT provides seasonal service to Portland and Bar Harbor.

Although Yarmouth’s international airport does not have scheduled carrier service, it is staffed year-round and receives many private and chartered flights. Whiting said he’s hoping to see more private jets landing on those runways and carrying owners meeting their yachts for a trip.

In the 19th century Yarmouth was a major shipbuilding centre, turning out more ships per capita than any other port in the world. Its nautical history lives on in several award winning museums and an active waterfront. Carla Allen is a reporter with The Vanguard newspaper in Nova Scotia. Comments on this story are welcome at [email protected].

Nova Scotia town puts stock in a dockOne of the attractions of this historic seaside town - a ghost tour with ‘Uncle Jeb.’ PHOTOS/CARLA ALLEN

The 122-foot M/Y Que Sera is one of many megayachts to visit Yarmouth Harbor. For more on the port, see the box on page B15.

CRUISING GROUNDS: Yarmouth, Nova Scotia

The Triton www.the-triton.com February 2008 B1�

If you go:

An events schedule posted by PlaYarmouth includes the annual Parade of Lights (decorated boats), Lobster festival, Shark Scramble, and Tuna fish tournament. www.playarmouthevents.com Attractions:l Rudders Seafood Restaurant

& Pub - Less than 100 feet from the new megayacht dock, specialties include fresh seafood and premium ales brewed on-site. Live entertainment most evenings and large patio overlooking harbor. A hopping place. www.yarmouthweb.com/rudders/l Art Gallery of Nova Scotia

Western Branch - Yarmouth has boastful ownership of the only provincial art gallery satellite branch in Canadal Stanley’s Lobsters - Choose

your own fresh lobster from a major holding facility and have it steamed on site to eat at their picnic area on your way to the historic Yarmouth lighthouse. Plant tours provided. www.stanleylobster.coml Museums - some of the best

in Canada including the Yarmouth County Museum & Archives, the Firefighters’ Museum of Nova Scotia and W. Lawrence Sweeney Museum to name a few. http://yarmouthcountymuseum.ednet.ns.ca/?source=www.yarmouthcounty.com l Walking tour with Uncle Jeb

- Listen to fascinating stories of Yarmouth’s past as you stroll past a large collection of some of the finest historic homes in North America. Ghost tour also provided. www.unclejeb.coml Yarmouth Zodiac Adventures

- Personally narrated tour of the coastline and islands from a lobster fishing captain with 43 years experience.l MacKinnon-Cann Inn -

Historic Italianate - Victorian bed & breakfast with seven period furnished suites representing the 1900s to the 1960s. Four-and-a-half star accomodations with private dining room and parlours. www.mackinnoncanninn.coml Trout Point Lodge - Award

winning eco-lodge in the heart of the Canadian wilderness. Culinary vacations, guided fishing, in-room massage, hiking & birding, kayaking & canoeing, outdoor sauna & wood-fired hot tub. www.troutpoint.com Th’YARC playhouse and Arts Centre - Live entertainment of a caliber normally found in larger cities. www.yarcartscentre.com

For more information, visit ww.portofyarmouth.com

CRUISING GROUNDS: Yarmouth, Nova Scotia

B16 February 2008 www.the-triton.com The Triton

The U.S. Department of Homeland Security has released a 119-page report of the National Small Vessel Security Summit held this summer

and megayachts scored a paragraph that straddles pages 85-86.

Don’t read that wrong. I’m thrilled. I was worried we wouldn’t be mentioned at all.

The summit was designed to collect information from those of us in the “small vessel” world with the intent of bridging the gap in maritime security between large commercial vessels that get all the regulatory attention and small vessels, officially described as anything below 300 gross tons.

Yachts, as you know, are both, and rarely are they thought of when someone mentions small vessels.

I’m not sure how it happened, but I was invited to attend the summit in June. I was honored and took my role very seriously, determined to make sure the concerns of megayacht captains were heard.

After the summit, participants were asked to complete a survey about the event and to contribute any additional thoughts. Mine – actually ours since my response was compiled from more than 20 thoughtful e-mails from megayacht captains – was four pages long.

It’s summarized into one gloriously long paragraph that made it into this federal document. (It’s reprinted in its entirety amid the summarized points below, No. 13.)

Here is a summary of the major findings and recommendations from the report. They have been edited for space. To read the report in its entirety, visit www.dhs.gov/xprevprot/programs/gc_1199394950818.shtm.

1. Attendees stressed the need for a national strategy and that it be appropriate to the threat and not overly intrude on personal liberties or cause undue economic burdens. This strategy should not be separate from existing initiatives to improve the safety and security of larger vessels but should compliment such programs. Moreover, this strategy should not focus on deterring a specific type of terrorist attack but should enhance the overall safety and security of the maritime domain.

2. There was general agreement that it would be easy for a terrorist to acquire or commandeer a small vessel to conduct a terrorist attack against the United States. Another major concern was that, depending on the

target, terrorists would be more likely to acquire small vessels from foreign countries. DHS should not impose overly restrictive regulatory constraints on small vessel operators or their boats. Such measures will likely be costly, increase safety and security minimally, alienate the small vessel operator, and damage the industry economically.

3. DHS was urged to conduct and convey regular systematic threat and risk assessments in the following areas: a) defining the nature of the threat; b) determining port specific security needs; and c) clarifying the small vessel threat from foreign countries.

4. Restrictive federal government regulations on boaters and other small vessel operators were strongly perceived as having little impact on improving security and would likely alienate the very community from which assistance is essential.

5. Simply stated, the small vessel community wants to be acknowledged as part of the solution and not viewed as part of the problem. DHS needs to take immediate steps to keep this stakeholder group engaged. Regional meetings, continued feedback, public-private partnerships, and Web-based initiatives were some suggestions.

6. Adequate funding and resources for the U.S. Coast Guard, USCG Auxiliary, state, local, tribal, and territorial boating law enforcement authorities, and emergency response elements are critical to ensure the security and safety of the nation’s ports, waterways and coastal areas.

7. Several members of the law enforcement community expressed that there is a lack of equipment for tactical operations and training in interdicting criminal maritime activities. Increased interagency training for law enforcement agencies, with search and rescue and other first responders, is recommended.

8. To have a better opportunity to stop a terrorist attack in the planning stages, a broad spectrum of stakeholders called for developing fusion centers to better share, analyze and disseminate intelligence. They should be fully funded and staffed by personnel from the USCG, CPB, U.S. Navy, the Harbor Master and state and local law enforcement agencies. Stakeholders also recommended the use of a nationwide system to share information on stolen vessels in real-time, in a form that all law enforcement agencies could access (e.g., NCIS)

9. There was near total unanimity that the America’s Waterway Watch (AWW) or a similar program should be expanded, reenergized and funded.

10. Attendees expressed positive

Editor’s NotEbook

Lucy chabot Reed

See SECURITY, page B17

Megayachts do get included in Homeland Security report

interest in participating in programs to identify and report suspicious activities. Several participants believed that the commercial industry understood maritime security much better than recreational boaters.

11. Participants recommended that a universal number (National Terrorism Hotlines), similar to 911, a 1-800 number, or a *number, be developed and widely communicated so that the boating community can report both suspicious activities and emergency situations.

12. There was considerable controversy over the role and status of the Automatic Identification System (AIS). Numerous recreational boating representatives were unequivocally opposed to applying AIS requirements to those vessels. While acknowledging that AIS might be good for vessel identification, multiple stakeholders downplayed the role AIS would play in preventing an attack as terrorists would not comply with any requirement to install AIS or would disable it before an attack.

DHS should initiate research, preferably in partnership with the small vessel community, to develop alternative technologies to AIS. Whatever tracking system is adopted it must be simple, effective, inexpensive, and multipurpose.

13. Many stakeholders from the commercial vessel sector were not opposed to credentialing but were concerned that inconsistent credentialing regimes in different jurisdictions resulted in inappropriate requirements and undue inconvenience for vessel operators.

The report includes this paragraph about large yachts: “Members of the yachting community were critical of inconsistent interpretations of the Code of Federal Regulation (CFR) and U.S. Customs and Border Protection (CBP) policies that apply to large yachts in various USCG districts, sectors and ports. For example, the USCG may require a 96-hour Notice of Arrival for foreign-flagged vessels under 300 gross tons while another port in the same district does not. Similarly, some CBP officials familiar with yachts may inform a crew that a B1/B2 visa is appropriate while another CBP official in a different port demands a C-1/D visa. As a result, stakeholders from this sector indicated that crews are barred entry and their jobs are often put at risk. In extreme cases, their careers might even be placed in jeopardy when one customs official failed [to] recognize what others have accepted previously. Members of this industry plead with decision makers to recognize this sector of the maritime industry, determine where they fit in the interpretation of regulations, and

then educate sector-level officers on enforcement requirements.”

The issue of licensing was contentious. Many stakeholders from the recreational boating community stressed that boaters should not have to procure any new type of identification or be treated any differently than automobile drivers or airline passengers. Other stakeholders suggested that requiring identification might be acceptable as long as it was an existing identification rather than yet another identification card.

Vessel registration was another controversial topic. Several government attendees advocated the development of a nationwide database of U.S. numbered and documented vessels to be used by federal, state, and local law enforcement authorities to access boat registration information across the country. Other attendees did not support the concept.

It is necessary to streamline the number and variety of credentials and ensure that various jurisdictions accept the same standards. A simple solution would be for states to add a boat operator endorsement, similar to ones required to operate a tractor trailer or school bus, to their state driver licenses. A national boat registry should be created.

14. Stakeholders indicated that it is important to work with other countries to encourage them to deploy security systems, share intelligence information, and check vessels for weapons and people of interest before they depart for the United States.

15. There was widespread consensus to use radiation detectors, but concerns were raised about device technical and operational effectiveness.

16. Security zones should be charted, clearly marked with markers and buoys, and patrolled to make waterside targets less attractive to attack.

It’s a long list of tasks, but it was a productive summit and it’s a powerful report. Despite USCG Adm. Thad Allen’s call for a national boater ID card, which flew in the face of summit attendees’ recommendations, I bet something productive comes of it all. Already DHS announced it is developing a small vessel strategy, and several regional small vessel summits are being planned. The Great Lakes Regional Small Vessel Security Summit was held Jan. 16 in Cleveland, and a regional summit for Florida is expected to be held in Orlando in March.

So I’m grateful to have contributed, and I’m tickled pink that The Triton is listed in a federal document among the dozens of government agencies and boater organizations that attended. We’re on page 107, under “other.”

Lucy Chabot Reed is editor of The Triton. Comments on this column are welcome at [email protected].

SECURITY, from page B16

Terrorism hotline advocatedSMALL VESSEL SECURITY: DHS report


The U.S. Department of Homeland Security has released a 119-page report of the National Small Vessel Security Summit held this summer

and megayachts scored a paragraph that straddles pages 85-86.

Don’t read that wrong. I’m thrilled. I was worried we wouldn’t be mentioned at all.

The summit was designed to collect information from those of us in the “small vessel” world with the intent of bridging the gap in maritime security between large commercial vessels that get all the regulatory attention and small vessels, officially described as anything below 300 gross tons.

Yachts, as you know, are both, and rarely are they thought of when someone mentions small vessels.

I’m not sure how it happened, but I was invited to attend the summit in June. I was honored and took my role very seriously, determined to make sure the concerns of megayacht captains were heard.

After the summit, participants were asked to complete a survey about the event and to contribute any additional thoughts. Mine – actually ours since my response was compiled from more than 20 thoughtful e-mails from megayacht captains – was four pages long.

It’s summarized into one gloriously long paragraph that made it into this federal document. (It’s reprinted in its entirety amid the summarized points below, No. 13.)

Here is a summary of the major findings and recommendations from the report. They have been edited for space. To read the report in its entirety, visit www.dhs.gov/xprevprot/programs/gc_1199394950818.shtm.

1. Attendees stressed the need for a national strategy and that it be appropriate to the threat and not overly intrude on personal liberties or cause undue economic burdens. This strategy should not be separate from existing initiatives to improve the safety and security of larger vessels but should compliment such programs. Moreover, this strategy should not focus on deterring a specific type of terrorist attack but should enhance the overall safety and security of the maritime domain.

2. There was general agreement that it would be easy for a terrorist to acquire or commandeer a small vessel to conduct a terrorist attack against the United States. Another major concern was that, depending on the

target, terrorists would be more likely to acquire small vessels from foreign countries. DHS should not impose overly restrictive regulatory constraints on small vessel operators or their boats. Such measures will likely be costly, increase safety and security minimally, alienate the small vessel operator, and damage the industry economically.

3. DHS was urged to conduct and convey regular systematic threat and risk assessments in the following areas: a) defining the nature of the threat; b) determining port specific security needs; and c) clarifying the small vessel threat from foreign countries.

4. Restrictive federal government regulations on boaters and other small vessel operators were strongly perceived as having little impact on improving security and would likely alienate the very community from which assistance is essential.

5. Simply stated, the small vessel community wants to be acknowledged as part of the solution and not viewed as part of the problem. DHS needs to take immediate steps to keep this stakeholder group engaged. Regional meetings, continued feedback, public-private partnerships, and Web-based initiatives were some suggestions.

6. Adequate funding and resources for the U.S. Coast Guard, USCG Auxiliary, state, local, tribal, and territorial boating law enforcement authorities, and emergency response elements are critical to ensure the security and safety of the nation’s ports, waterways and coastal areas.

7. Several members of the law enforcement community expressed that there is a lack of equipment for tactical operations and training in interdicting criminal maritime activities. Increased interagency training for law enforcement agencies, with search and rescue and other first responders, is recommended.

8. To have a better opportunity to stop a terrorist attack in the planning stages, a broad spectrum of stakeholders called for developing fusion centers to better share, analyze and disseminate intelligence. They should be fully funded and staffed by personnel from the USCG, CPB, U.S. Navy, the Harbor Master and state and local law enforcement agencies. Stakeholders also recommended the use of a nationwide system to share information on stolen vessels in real-time, in a form that all law enforcement agencies could access (e.g., NCIS)

9. There was near total unanimity that the America’s Waterway Watch (AWW) or a similar program should be expanded, reenergized and funded.

10. Attendees expressed positive

Editor’s NotEbook

Lucy chabot Reed

See SECURITY, page B17

Megayachts do get included in Homeland Security report

interest in participating in programs to identify and report suspicious activities. Several participants believed that the commercial industry understood maritime security much better than recreational boaters.

11. Participants recommended that a universal number (National Terrorism Hotlines), similar to 911, a 1-800 number, or a *number, be developed and widely communicated so that the boating community can report both suspicious activities and emergency situations.

12. There was considerable controversy over the role and status of the Automatic Identification System (AIS). Numerous recreational boating representatives were unequivocally opposed to applying AIS requirements to those vessels. While acknowledging that AIS might be good for vessel identification, multiple stakeholders downplayed the role AIS would play in preventing an attack as terrorists would not comply with any requirement to install AIS or would disable it before an attack.

DHS should initiate research, preferably in partnership with the small vessel community, to develop alternative technologies to AIS. Whatever tracking system is adopted it must be simple, effective, inexpensive, and multipurpose.

13. Many stakeholders from the commercial vessel sector were not opposed to credentialing but were concerned that inconsistent credentialing regimes in different jurisdictions resulted in inappropriate requirements and undue inconvenience for vessel operators.

The report includes this paragraph about large yachts: “Members of the yachting community were critical of inconsistent interpretations of the Code of Federal Regulation (CFR) and U.S. Customs and Border Protection (CBP) policies that apply to large yachts in various USCG districts, sectors and ports. For example, the USCG may require a 96-hour Notice of Arrival for foreign-flagged vessels under 300 gross tons while another port in the same district does not. Similarly, some CBP officials familiar with yachts may inform a crew that a B1/B2 visa is appropriate while another CBP official in a different port demands a C-1/D visa. As a result, stakeholders from this sector indicated that crews are barred entry and their jobs are often put at risk. In extreme cases, their careers might even be placed in jeopardy when one customs official failed [to] recognize what others have accepted previously. Members of this industry plead with decision makers to recognize this sector of the maritime industry, determine where they fit in the interpretation of regulations, and

then educate sector-level officers on enforcement requirements.”

The issue of licensing was contentious. Many stakeholders from the recreational boating community stressed that boaters should not have to procure any new type of identification or be treated any differently than automobile drivers or airline passengers. Other stakeholders suggested that requiring identification might be acceptable as long as it was an existing identification rather than yet another identification card.

Vessel registration was another controversial topic. Several government attendees advocated the development of a nationwide database of U.S. numbered and documented vessels to be used by federal, state, and local law enforcement authorities to access boat registration information across the country. Other attendees did not support the concept.

It is necessary to streamline the number and variety of credentials and ensure that various jurisdictions accept the same standards. A simple solution would be for states to add a boat operator endorsement, similar to ones required to operate a tractor trailer or school bus, to their state driver licenses. A national boat registry should be created.

14. Stakeholders indicated that it is important to work with other countries to encourage them to deploy security systems, share intelligence information, and check vessels for weapons and people of interest before they depart for the United States.

15. There was widespread consensus to use radiation detectors, but concerns were raised about device technical and operational effectiveness.

16. Security zones should be charted, clearly marked with markers and buoys, and patrolled to make waterside targets less attractive to attack.

It’s a long list of tasks, but it was a productive summit and it’s a powerful report. Despite USCG Adm. Thad Allen’s call for a national boater ID card, which flew in the face of summit attendees’ recommendations, I bet something productive comes of it all. Already DHS announced it is developing a small vessel strategy, and several regional small vessel summits are being planned. The Great Lakes Regional Small Vessel Security Summit was held Jan. 16 in Cleveland, and a regional summit for Florida is expected to be held in Orlando in March.

So I’m grateful to have contributed, and I’m tickled pink that The Triton is listed in a federal document among the dozens of government agencies and boater organizations that attended. We’re on page 107, under “other.”

Lucy Chabot Reed is editor of The Triton. Comments on this column are welcome at [email protected].

SECURITY, from page B16

Terrorism hotline advocatedSMALL VESSEL SECURITY: DHS report


By Capt. Paul Warren

Buckle up: It’s almost street-racing time in St. Petersburg, Fla. again and the megayachts will have front-row seats to the 2008 Honda Grand Prix.

This year’s three-day street-racing event opens on April 4 and yacht captains are already booking their slips and making reservations at local upscale restaurants. More than 40 percent of the Acura Yacht Club dock space is already committed, according to Les Abberley, president and organizer of the Acura Yacht Club.

Look for an American Le Mans Series (ALMS) race car on display at February’s Miami Boat Show.

The Honda Grand Prix is a Monaco-style street racing extravaganza, featuring separate racing events for the Indy Racing League (Indy Pro Series and IndyCar Series) and the ALMS, burning rubber over a 1.8 mile, 14-turn track laid out in downtown St. Petersburg.

Marco Andretti, Helio Castroneves, Danica Patrick and Dan Wheldon will be participating in the Indy Car Series, according to event organizers.

The schedule for this year’s race includes the Acura Sports Car Challenge (ALMS race) starting at 1:30 p.m. on Saturday, April 5; the Honda Indy St. Pete (IndyCar Series race) starting at 2:45 p.m. on April 6; and the Indy Pro Series races on both Saturday and Sunday, times to be announced.

Last year’s hospitality boat, the M/Y Mystere Shadow will not attend, according to Gary Slatkow of Shadow Marine. Slatkow said he does expect that the Mystere Shadow, a 155-foot double-decker, will make it to the Monaco Grand Prix in May,

Captains can find out more by clicking the Captain’s Locker tab

at www.acurayachtclub.com. Daily briefings at 8 a.m. are scheduled again this year and owners are welcome to attend. In 2007, 25 megayachts and another 20 smaller boats attended the races. Abberly said 30 percent of the yachts in attendance came from Ft. Lauderdale and West Palm Beach.

Acura also sponsors two major sailing regattas, in Key West and Miami that attract numerous international champions including many America’s Cup crewmembers.

The ethanol-powered Indianapolis-style cars are capable of speeds of up to 170 miles per hour. The top lap speed for last year’s St. Pete course was 102.9. This year’s course has 14 turns.

An estimated 110,000 people attended the 2007 racing over the three-day event. The races will air on ESPN and ESPN2.

For those who get excited about the crash and burns in car racing, keep an eye out at Turn 9 because drivers can end up in Tampa Bay. Right in front of the Acura Yacht Club yachting straightway is Turn 10, a frequent scene for spin-outs and “bumper cars” trying to pass each other.

Rates for this year are not yet available, but in 2007 the yacht club membership package ranged from $7,000 to $13000 depending on the yacht’s LOA.

By the way, drivers for Team Penske won both the 40-lap Indy Pro Series and 100-lap IndyCar final races on Sunday last year.

Capt. Paul Warren holds a USCG 100-ton license and is a former sailing coach at the U.S. Naval Academy. He is a boating and travel writer based in the Tampa Bay area. Comments on this story are welcome at [email protected].

Med-moored megayachts can watch race cars in Florida, too

The street racing weekend is scheduled for April 4-6. PHOTO/PAUL WARREN

CRUISING GROUNDS: Honda Grand Prix


By Jack Horkheimer

Every February, you can give your sweetheart one of the biggest red Valentines he or she will ever get, a giant red star I like to call the Valentine’s Day star. But this year in addition to the Valentine’s Day star we have another bright red object – Mars – plus a lovely Moon, all three of which will make a wonderful triangle in the sky on Valentine’s Day night.

On Feb 14, Valentine’s night, between 8 and 9 p.m. face due south and you’ll see a beautiful, just-slightly-past-first-quarter Moon high in the heavens. Just to its left is a brilliant orange-red object, 4,000-mile-wide Mars, which was brighter than any star over Christmas but since has dimmed because it’s moving so rapidly away.

If I were going to give my Valentine a cosmic gift I would still choose our traditional Valentine’s Day star. Its name is Betelgeuse and it is one of the shoulder stars of Orion the Hunter. Every year between the hours of 8 and 9 p.m. it reaches its highest point and can be found due south.

To realize how big it is we should compare it with Earth and our Sun. Earth is 8,000 miles wide – pretty dinky compared with our Sun (865,000 miles wide). In fact, we could fit more than 1

million Earths inside our Sun.Not so impressive when you realize

Betelgeuse is so huge we could fit more than 160 million of our Suns inside it (and that’s when Betelgeuse is at its smallest; Betelgeuse changes size regularly like a gigantic, slowly pulsating heart). When fully contracted and at its smallest, it is still about 500 times the width of our Sun. At its biggest, it is almost 900 times as wide.

Lunar eclipse in the Americas

On Feb. 20 the last total lunar eclipse until December 2010 will occur over all of North and South America. During totality, Regulus, the heart star of Leo the lion, will pop out on one side of the Moon and Saturn will be on the other.

Imagine you are in space looking down on our Moon, Earth and Sun. Moonlight is really light from the Sun reflected back to Earth. Usually when we have a full Moon, the Moon is above or below the plane of our Earth’s orbit. Occasionally the full Moon will glide directly into our Earth’s plane and will pass directly through its shadow.

During a total lunar eclipse, the Moon never completely disappears and always turns some unpredictable shade of reddish orange. That color is red light from all the sunrises and sunsets around the world being refracted into

our Earth’s shadow and onto the Moon and then reflected back again.

Our Earth’s shadow cone has two distinct parts. A pale outer shadow called the penumbra and a smaller, inner, darker shadow called the umbra. The penumbral phase is never very noticeable, so start watching when the Moon begins to enter the umbra at 8:43 p.m. local time. As time progresses, the umbra will creep across the Moon and gradually cause it to change color.

On Feb. 24, Saturn will be at its closest, biggest, brightest and best for the year because it will be at opposition. At 9 p.m. local time, face east and you will see Regulus, which is usually the brightest star-like object in this area. This year it has a visitor almost three times as bright just below it, 75,000-mile-wide Saturn. Whenever a planet is at opposition it is directly opposite the Sun as seen from Earth, which means that it will be visible all the hours the Sun is not.

Jack Horkheimer is executive director of the Miami Museum of Science. This is the script for his weekly television show co-produced by the museum and WPBT Channel 2 in Miami. It is seen on public television stations around the world. For more information about stars, visit www.jackstargazer.com.

Betelgeuse a stellar present on Valentine’s DayIN THE STARS

B�0 February 2008 www.the-triton.com The Triton

Photo exPosé

James schot

Powerful editing software turns photos into digital artDouble-clicking

on an image that has been

placed in your Picasa2 photo

tray will bring it into the photo

editor. Basic actions include

Fixes, Tuning, and Effect.

PHOTO/JAMES SCHOT

What happens with digital photo editing software can enrich an image, but it can also make it fake, unreal or awful. Use this software with subtlety if you want to take it further into a creative, artistic realm. This world is already cluttered with bad images.

PHOTOGRAPHY: Photo Exposé

Welcome aboard photo enthusiasts. We’ve come a long way together, beginning with exploring all the possibilities and functions of compact

digital cameras to storing and printing images.

Last month, I re-introduced Picasa2, a free photo editing program from Google. Unless you bought another program, such as Adobe PhotoShop

Elements, or Lightroom, or CS3, or Corel, I hope you have downloaded Picasa2.

I use both Lightroom and Photoshop CS3. Both are powerful image editing packages. They also have a considerable learning curve to fully utilize. If asked to recommend the next step up I would suggest Lightroom, which is simply irresistible in managing and sprucing up images. I make this recommendation while keeping in mind that I have no experience with PhotoShop Elements, Corel Editing Pro or other editing software you can find on the Internet.

MiraclesAn important

forward before entering the world of digital photo editing and enhancement is to say that you may learn to perform (what you think are) a miracle with photo-editing software, but a bad photograph is just that. The best photographs begin with great photography.

What happens with digital photo editing software can enrich an image, but it can also make it fake, unreal or awful. Use this software with subtlety if you want to take it further into a creative, artistic realm. This world is already cluttered with bad images.

As a student of photography, and someone very interested in its theoretical side, I am fascinated by analyzing what changes the digital age has brought about.

Photography is no longer exclusively the covenant of the real. Fine art photography is morphing into computer art. And this art has fully blended with science for its creation.

Tools of the tradeBut, let’s get back to the practical.

Last week in Picasa2, we opened our photo library and placed any pictures

we liked in the photo tray. Double clicking on one of these will bring it into the photo editor (see photo). At the upper far left you will see three tabs labeled Basic Fixes, Tuning, and Effect. For now, let’s talk about the functions under Basic Fixes.

Crop: This has Manual, Reset, Apply, Cancel as well as Rotate and Preview options. This is certainly a most useful creative tool. Keep the rule of thirds that I covered in my article on composition. If you plan to print and frame your photograph, then proper proportions for 4x6, 5x7, 8x10 and other sizes.

Straighten: A slider that moves left and right slider will put things on an even keel and then hit Apply or Cancel. This is handy especially for sailors rocking on the oceans.

Redeye: The instructions are simple. We talked about what causes this; it’s simply the lens being too close to the angle of view of the lens, causing the blood in our retinas to reflect back to the exposing lens. It’s the nature of

the small compact camera to have this problem, and all retouching software has this fix.

I’m feeling lucky: My version of ‘I cast my fate to the wind.’

Auto Contrast: Try it. It adjusts the difference between the light and dark portions in your photo. If there is too little a photo is flat, and too much makes it look wacky. You hope the Auto makes it

right.Auto Color: It’s another try-it. It

should add some warmth to pictures taken in the shade.

Fill Light: This is a blessing for areas lost in the shadows and it will likely be one of your frequently used adjustments. It brings back some detail although too much will wash everything out. More complete and expensive software will include a slider to keep the blacks black and reduce any possible wash out.

We will explore more areas of Picasa2 later.

Having just received PhotoShop Elements with my new Leica D-lux3 camera, I will look into this software for future articles, but for now I’ll ask permission to come ashore.

James Schot has been a professional photographer for 27 years and owns Schot Designer Photography. Feel free to contact him at [email protected] with photographic questions or queries for future columns.

B�� February 2008 www.the-triton.com The Triton CALENDAR OF EVENTS

Through Feb. 2 19th annual Rolex Miami OCR, the world’s top Olympic and Paralympic class sailors compete on the waters of Biscayne Bay. One of the world’s top competitions that help sailors prepare for Olympic competition. Last year, more than 610 sailors representing 40 countries

competed. www.RolexMiamiOCR.org

Feb. 3 SunTrust Sunday Jazz Brunch (first Sunday of every month) at Riverwalk from 11 to 2, Ft. Lauderdale. Free. www.fortlauderdale.gov

Feb. 5 Mardi Gras, New Orleans. One

of the world’s most famous celebrations for this holiday of excess before the limits of Lent. 800-672-6124, www.mardigras.com

Feb. 6 Networking Triton style (the first Wednesday of every month), 6-8 p.m., with our sponsor and Triton advertiser Vertical Yacht Clubs at Briny’s Pub on the New River in Ft. Lauderdale. Read more about VYC on page A11.

Feb. 7 The Triton Bridge luncheon, Ft. Lauderdale, noon. This is our monthly captains’ roundtable where we discuss the issues and trends of the industry. For people who earn their livings as yacht captains. RSVP to Editor Lucy Reed at [email protected] or 954-525-0029. Space is limited to eight.

Feb. 7-9 Seatec, the 6th Exhibition of Technologies and Subcontracting for Boat and Ship Builders, Marina di Carrara, Italy. More than 400 exhibitors registered to exhibit, mostly from Europe. Organized by CarraraFiere. +39 0585 787963, www.sea-tec.it

Feb. 8-9 2nd annual Yacht Engineering Forum, Italy, specifically for engineers, architects and designers on issues such as classification (yacht or ship), ergonomics, filling and paint, design of large yachts and nautical automation. www.sea-tec.it

Feb. 9-10 34th annual Coldwell Banker Miami Beach Festival of the Arts, east of Collins Avenue between 73rd and 75th streets. Juried artwork from more than 150 artists exhibiting paintings, sculpture, glass, ceramics, jewelry, and photography. Free.

Feb. 9-17 52nd annual Los Angeles

Feb. 14-1820th annual Yacht and Brokerage Show, Miami

This is the in-water show held in tandem with the Miami International Boat Show. Owned by the Florida Yacht Brokers Association, the show is held in the Intracoastal Waterway from the Fontainebleau Hotel at 41st Street to the Wyndham Resort at 51st Street. More than 500 yachts are expected, ranging from 30 to 160 feet. An air-conditioned floating pavilion with 30,000 square feet of space includes accessories and services from electronic manufacturers, yacht builders, designers, financial institutions and others. Free, 10 to 7 each day. Free shuttles to the show from the convention center. www.showmanagement.com Feb. 17

Triton crew party on the docks, 7 p.m. at the U.S. Superyacht Association pavilion, ramp 9, booths 41-42.

Crews sparkle when yachts are in shows. PHOTO/ANDY CARRIE

EVENTS OF MONTH

See CALENDAR, page B23

Celebrate to excess: Mardi Gras is on the way

The Triton www.the-triton.com February 2008 B�3CALENDAR OF EVENTS

Boat Show, Los Angeles. Features boats 6 feet to 60 feet. www.losangelesboatshow.com

Feb. 12 Intermediate Marina Management course by the International Marina Institute, Fareham, Hampshire, UK. Prerequisite for Advanced Marine Management course. Topics include marina law, contracts, risks and liabilities, fire- and emergency-response planning, and fuel-system management. www.MarinaAssociation.org, click on Training & Certification, +1-401–247–0314.

Feb. 13 International Superyacht Society and Ashmead & White’s second annual marine seminar: “Icons & Iconoclasts on the Yachting Industry.” Hotel Alexander, 5225 Collins Ave., Miami Beach. 8 a.m.- 8 p.m. Full-day seminar featuring industry leaders ISS President Lance Cushion, Camper & Nicholsons USA President Bob Saxon, attorney Michael T. Moore, Merrill-Stevens Yachts CEO Fred Kirtland, and Fraser Yachts CEO Frank Brand, among others. $25. RSVP to [email protected] or 954-525-6625, or with Ashmead & White at [email protected], 340-774-9972 or 305-898-8041.

Feb. 16-18 45th Coconut Grove (Miami) Arts Festival, one of the nation’s premier outdoor fine arts festivals. It attracts more than 150,000 people and 330 international artists and craftsmen. Tickets $5, to benefit the Coconut Grove Arts & Historical Association’s Building Fund. 305-447-0401, www.coconutgroveartsfest.com

Feb. 18-20 Conference on Marine Industry Technical Training (COMITT), Ft. Lauderdale. Sessions will address workforce education as well as training and professional development issues for boatbuilders, repair facilities and marinas, manufacturers, surveyors and dealers. www.abycinc.org

Feb. 21-22 Maritime Security Auditor (ISPS) course, Ft. Lauderdale. Offers knowledge and understanding of the ISPS Code to allow students to conduct annually mandated internal security audits. www.usmaritimeinstitute.com, [email protected]

Feb. 26 Major League Baseball’s spring training begins in Florida. Baltimore Orioles at Ft. Lauderdale Stadium, 954-776-1921; Florida Marlins and St. Louis Cardinals at Roger Dean Stadium in Jupiter, 561-775-1818; New York Mets at Tradition Field in Port St. Lucie,

772-871-2115; Los Angeles Dodgers in Holman Stadium, Dodgertown, Vero Beach, 772-569-6858. www.springtrainingonline.com

Feb. 28- March 9 25th annual Miami International Film Festival. More than 60,000 people attended last year to see

more than 200 films from 50 countries, including 125 premiers. www.miamifilmfestival.com

March 4-5 2008 Marina Hurricane Preparation Symposium, Orlando. www.BoatUS.com/hurricanes/symposium, 703-461-2878, x3561.

MAKING PLANSMarch 12-13 Fourth annual International Superyacht SymposiumMiami Beach Convention Center

Scheduled during the 24th annual Seatrade Cruise Shipping Convention, this two-day symposium gathers some of the world’s biggest names in business to large ships. Panel discussions reach beyond the usual suspects to get insight into construction, destinations and operations of large yachts. Seatrade has added a Superyacht Pavilion to the exhibition floor and will include the U.S. Superyacht Association this year. www.cruiseshipping.net

CALENDAR, from page B22

Continent hop: USA (boat show) to UK (management course)

The Triton www.the-triton.com February 2008 C�XXXXXXXXXX

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I’m in charge of outfitting the yacht after a two-year refit. After scouring the Web and cringing at what was available, I knew a trip to Italy was the

only way to go. So recently I

visited several companies near Venice and Treviso that have some of the finest furnishings and accessories for yachts. I wanted to share what I found with other chefs, chief stews and even owners

so that you might use them, too, to redecorate or outfit your yacht.

Linens

Of the many linen factories and mills in Treviso, only one welcomed me inside. Agotex Carraretto/Casa, owned by Davide Carraretto, carries the finest in luxury linens. A huge warehouse had rooms full of bolts of gorgeous spun silk, brocade, upholstery, and embroidered one-of-a-kind fabric, not to mention a custom line of fine linens.

His English is fantastic and his staff worked with me to get what I needed. I kept them there for more than six hours while I picked out fabric for new table linens. They even opened the factory early during their lunch break to accommodate me.

Usually, you can’t just walk into the factories in Italy unless you are a buyer and have a tax identification number

Culinary Waves

Mary Beth Lawton Johnson

See WAVES, page C5

If you need the best in linens, you need Italy

By Lucy Chabot Reed

Alene Keenan has often joked that her goal in life is to be the oldest living stewardess. While far from being “old,” she does have a career’s worth of experience that fills her with

pride and has given her a life of spectacular rewards.

But she’s concerned that younger stews don’t see the job the way she has. Captain and broker friends continually gripe that the steward/ess position is the hardest to manage and one of the hardest

to keep filled. Stews these days have attitude problems, they tell her, and their level of skill leaves a lot to be desired.

“Maybe there’s a reason,” she said

simply, sipping an iced tea recently in Ft. Lauderdale. “When you’re 21 and in yachting, you’re in it for the excitement. That attitude is destroyed in the first year of yachting because they’re not trained.”

Training for interior crew is not as developed or required as it is for licensed crew. Often, experience counts as training, with some short-term stews landing chief stewardess positions after just a season or two in yachting. American Yacht Institute in Ft. Lauderdale concentrates on

interior training, but other schools that have tried to offer it have cancelled classes recently because of lack of students or teachers.

It’s not that the training isn’t needed, Keenan said. It’s mostly that yachts don’t make time for it.

“Every yacht should have a drill where you follow the deckhand, the stew, the chef around for a day so you understand what other departments go through,” she said. “Cross training

See KEENAN, page C4

Get ahead – think like a butlerAlene Keenan, who spent 16 years as a stewardess and founded Stewardess Solutions, studies classic English service.

COPYRIGHT STEVE CUKROV; IMAGE FROM BIGSTOCKPHOTO.COM‘When you go out there, you have to act a certain way. ... it’s a lot like going out on stage.’ – Keenan

C� February 2008 www.the-triton.com The Triton

For much of the rest of 2008, The Triton will excerpt portions of Ian Biles’ module on accounting and financial responsibilities aboard

megayachts to offer an introduction on how financial management can be imposed upon a yacht and its crew and also to provide the tools that a captain will need to maintain his ship.

The captain of a megayacht must have many skills, not the least being an ability to manage the yacht’s money.

As a rule of thumb, the annual running costs of a large yacht can be as much as 10 percent of its capital value. Clearly, therefore, there is a great deal of money involved in the operation of these yachts and, in fact, they are small businesses in their own right. A captain who understands this and recognizes his position as “managing director” is halfway there.

Owners expect their captains to be accountable, to exert rigorous financial control and to provide them with information at any time.

Any captain unable to do this will find his relationship with the owner deteriorating rapidly.

Establish financial policy

When taking on a new yacht, the captain should seek a meeting with the owner or the owner’s representative to establish the yacht’s financial policy. It is absolutely crucial that the captain establishes precisely how the owner wishes his yacht to be run from a financial point of view.

The captain should make detailed notes of all matters discussed and prepare a memo (or minutes if it is a formal meeting), then ensure that the owner agrees with the content. This is particularly important for the first meeting.

It would be useful to prepare a Financial Policy Manual (FPM) that would include sections on such things as signing authorities, books to be kept, reports to be submitted, lines of responsibilities (especially if there is a shore manager) and how wages and bonuses are to be calculated.

There are many other considerations to be taken into account. For example, will the owner wish to pay the costs as and when they arise, or would he prefer to fund the vessel with a lump

sum paid into an account accessible by the captain? In most cases, the arrangement will be somewhere between these two extremes. The decision should be recorded in the FPM.

The captain’s FPM should be his “financial log.” If ever there was a dispute or, heaven forbid, he ended up in court, a well maintained FPM would be invaluable for his defense.

Make sure roles are clear

Many megayachts have a shore-

based manager, and a new captain must ensure that their respective responsibilities are clearly defined. It is important that the captain assert his position as captain to avoid any unseemly bickering later. This is one thing guaranteed to infuriate an owner.

It will also be necessary to establish to what extent the captain is free to act on his own initiative and the areas where the owner wishes the captain to consult shore managers before making decisions.

The best way to ensure that the shore manager and the captain work well and efficiently together is to be sure that their relationship is complimentary not competitive. These matters should all be recorded in the FPM and, where appropriate, copied to the owner.

Press the owner for a schedule

The captain needs to discuss the sailing program with the owner. This may seem obvious but it is sometimes neglected.

It is important to establish, as best one can, what plans the owner has for the vessel for the coming year.

Having established what the owner

MPIGroupofSurrey,England,offersadistance-learningcoursedesignedtobridgethegapbetweenmastercertificationandtherealityofrunningalargeyacht.ThecourseissponsoredbytheProfessionalYachtsmen’sAssociationandMiddlesexUniversity.CoursematerialwascreatedbyIanBilesandfuturetopicsincludethelegalaspectsofyachtmanagement,interiormanagement,chartering,repairsandsecurity.Formoreinformation,call+44(0)[email protected],visitwww.the-triton.comandclickon“newssearch.”

Up and RUnning

Ian BIles

See MANAGEMENT, page C4

Managing money a necessary skill for every captainSUPERYACHT OPERATIONS: Up and Running


wants for his personal use, the captain then needs to establish the owner’s intentions in relation to the yacht’s down time. When the vessel is not in use by the owner should the captain seek charters? Where should the yacht spend its time and, when not in use, how far do the owner’s wishes go in relation to maintenance, refitting and updating of equipment?

Having decided his itinerary for the year, the captain should draft this out into a form that is a combination of a calendar and text with diagrams as necessary, so that this basic plan will be clear to all, including a shore manager, the professionals running the owning company and perhaps the engineer. The

agreed itinerary should then be noted in the FPM.

Having established the financial policy, the captain must then move to preparing budgets and cash flow forecasts. More on those issues next month.

Ian Biles is the founder of Maritime Services International, a marine surveying and consultancy business. He holds a Class I (Unlimited) Master’s certificate, a degree in naval architecture and an MBA. He has developed a risk management program for large yachts for a major London-based underwriter. Comments on this story are welcome at [email protected] or +44-2392-524-490.

MANAGEMENT, from page C2

Even downtime needs to be managed

goes a long way in people’s attitudes toward their fellow crew members.”

Keenan has built her career on longevity. In 16 years as a stewardess, she’s worked on four yachts. She knows about surviving close living quarters, dealing with bad attitudes, surviving through her own bad attitudes, and still making the job fun.

The key, she said, is to figure out the style of the boat.

“You have to learn the personality of the crew and specific boat,” she said. “The captain sets the tone on the boat, but the owner and the guests do, too, when they are onboard. You have to get an idea of the style of service they want.”

Her training and consulting is designed for crew members with at least some experience who know they have more to learn. She can help stews organize their day so they can better achieve all that is asked of them.

When she’s not working, she practices yoga (she’s a yoga instructor) and reads. She particularly enjoys books by and about butlers and about classic English service as well as books on communication and human interaction.

“The chief stew takes on the job of mom a lot of the time, trying to fix everybody,” she said. “You have to understand that you’re tossed together with people you might not choose as friends. When you are tired, your brain

shuts down but your body has to keep going and you might say things that you wouldn’t normally say.

“But you’re not going home at night, so you have to work it out,” she said. “You have to learn to control your emotions and do what’s best for the organization.”

She said she has the ability to teach crew members – stews and others, too – how to develop a behavior that stops you before you get angry.

“Just teaching people how to breathe is huge in managing stress,” she said. “Working on a yacht is really stressful. When you go out there, you have to act a certain way. I was a theater major, and

it’s a lot like going out on stage.”

Last fall, Keenan had a dream about her future. She saw herself on other yachts, working with new stews to share her tips and techniques to not only get along, but build a job into a career. Just before the holidays when

the owner on M/Y Mystique passed away – a yacht she has worked on for six years – she decided to try her hand at consulting and training.

Her first few clients were happy and she’s eager to pass along her experience.

“There’s an attitude about service,” she said. “Some people love to do it. There’s an elegance and grace that you aspire to, and you have an opportunity to make a difference in people’s lives.”


AleneKeenanhasstartedStewardessSolutions,anon-siteservicetrainingbusinesstotrainyachtcrewaboutinteriorservice,guestservices,housekeepingandtheillusiveconceptofinterpersonalcommunicationsandprotocol.

Formoreinformation,visitwww.stewardesssolutions.com,[email protected].

KEENAN, from page C1

No one goes home at day’s end, so conflicts have to be resolved

IN THE GALLEY: Culinary Waves

The Triton www.the-triton.com February 2008 C�

and have dealt with them before. He waived the rules for me and created a path for you to use his services.

I picked out six types of material, all different patterns with custom envelopes for the napkins to outfit two dining areas onboard. One month later, the tablecloths arrived and are some of the most gorgeous linens I have seen. Carraretto has rooms upon rooms of

fabric and is offering discounts to yachts.

Unless you have a tax-free status or a European tax ID, you will pay VAT tax in Europe. I suggest you contact my liaison, Paolo Coccolini. He arranged the

purchase, entire shipping, and even helped design envelopes for napkins. His English is very good so there is no misunderstanding. Contact Carraretto at [email protected] or Coccolini at [email protected] for more information. See for yourself at www.agotexcarraretto.com.

The cost for a complete set of six different table dressings, with custom envelopes for the napkins and napkins

was $4,500.Pratesi and Casa Del Bianco are

the worldwide representatives for the yachting industry for some of the finest Italian linen companies. I ordered placemats and napkins through them. It was absolutely some of the finest workmanship I’ve seen (www.casadelbianco.com and www.pratesi.com.)

Décor

I try not to walk into a glass shop because I am not the most graceful person. I usually end up buying something I didn’t intend to.

Afraid to walk into Zora da Venezia, I found myself staring in the window of this beautiful shop on a tiny alley in a prestigious part of Venice. It was laden with golden, one-of-a-kind Murano glass decorations and china. Smiling back at me was a beautiful woman waving me in. I just had to touch the honey-colored bowl my eyes were fixated on – it would make a beautiful centerpiece for the yacht’s main dining table – so with her kind gesture, I ventured inside.

Welcoming me was Zora Renier, owner of the shop. Her English was as good as it gets and she had a

BoltsandboltsoffabricatAgotexCarraretto/CasainTreviso.PHOTOS/MARY BETH LAWTON JOHNSON

WAVES, from page C1

See WAVES, page C6

Discounts to be had for yachts

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remarkable sense of humor that kept me laughing the entire time. She and her employees made me feel welcome in a luxurious shopping area where I didn’t feel so comfortable to begin with.

It was by pure chance that I stumbled across her shop. I was scouting for champagne glasses and had not found anything special in the other shops. I found them in Zora da Venezia. One in particular with the letter R on the stem was exactly what I was looking for.

The script was exactly what I needed. It was meant to be.

Renier’s style in her signature Murano glass objects is everywhere. Walking into her shop was like walking into a golden fantasy land. I saw huge

golden grape centerpieces, elaborate Murano glass vases in gold, Murano glass purse vases, glass flower bouquets for table decorations and even golden see-through china.

Zora da Venezia also carries desk accessories, jewel-like knobs for doors and drawers, and ornate picture frames, every piece an original. Renier has won numerous design awards, including the Peggy Guggenheim award and the “La Tavola Nelle Quattro Stagnioni” award in Florence.

If you are contemplating new décor, it is worth a call for Renier to come to you as she has done for numerous yachts.

For more information, visit www.zoradavenezia.com or e-mail Renier at

WAVES, from page C5

See WAVES, page C7




[email protected]. Toiletries

This was the hardest to find: unique toiletries other than Bvlgari and Molton Brown. To make it even harder, I was contemplating using custom bottles with the yacht’s logo, which is in the handwriting of the owner.

I searched over and over and finally found the highest end supplier, La Bottega. This company’s products can be found in the finest hotels in the world. La Bottega outshines any other brand by the sheer style and custom features that it offers. You choose the bottles with your yacht’s logo on it. You can also choose a special scent or go with their brand collections that include Laura Tonnato and Salvatore Ferragamo. They also carry bathrobes and exquisite terry bathroom shoes.

They have a minimum order for customization, but don’t let that scare you. There are many options. The rep for La Bottega is Paolo Cecchetti. Contact him at [email protected] or through www.labottega.com.

There’s more to outfitting a yacht than the usual suspects. Take a trip to northern Italy and discover some treasures of your own. Or call these wonderful companies and give the yacht something completely different. The price of the trip – including the material and labor – beat the cost of an interior yacht designer by miles.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1998. (www.themegayachtchef.com) Comments on this story are welcome at [email protected].

AcenterpiecefromZoradaVenezia.Her

glassobjectshavebeenplacedon

yachtsaswellasinroyalty

homes. PHOTO/MARY BETH

LAWTON JOHNSON

WAVES, from page C6




If asked about American wine, most people can tell you that wine is made in Napa. A more advanced wine drinker might mention Sonoma, Oregon,

Washington and maybe New York around the Finger Lakes and Long Island.

The fact is that every state in the United States has a winery. Quality certainly varies and not all wineries in the United States use traditional

varieties, with Concord and a few others being used.

In Florida, it is too hot to grow traditional grapes so the two or so wineries that exist here produce wine from fruit and other exotic origins. I will leave intrepid explorers to try them and pass their own judgment. They are not for me.

Winemaking started in Virginia when the original settlers came to America centuries ago. Many attempts were made to grow wine but with little success. One of the first commercial wineries in the United States was set up in, of all places, Indiana in 1806 making wine from a hybrid called Alexander.

The oldest continually producing winery, though, is in the Catskill Mountains near the Hudson River and has been making wine since 1839. The Brotherhood Winery started making sacramental wines but now makes a good ice wine in addition to holiday spiced wines. If only for the history this estate is worth a visit.

For those wishing to seek the more interesting and unusual producers of what you would recognize as proper wine, there are a number of interesting areas outside the well-known ones.

Many years ago I visited the Finger Lakes and tried many of the excellent wines made there. Understandably, many have a distinct Germanic flavor but such producers as Lamoreaux Landing produced a Riesling that impressed me greatly. They also make a chardonnay worth trying. These wines are well worth seeking if you are in the area because they are hard to find in Florida. Other wines include Dr Konstantin Frank, which makes a good gewürztraminer, and Wagner, which makes a decent ice wine. Chateau Frank makes a good sparkling wine.

Another northern area that makes wine is Long Island. Not just the home of New York Jets fans, this area includes Palmer Vineyards where a fine white blend is made that evokes flavors of mint, straw and lychee. It is made from chardonnay, pinot blanc, sauvignon blanc and some gewürztraminer. A

good merlot is made by Lenz Winery that some say resembles in good years a Right Bank Bordeaux. Quite an achievement. Merlot does well on Long Island and Gristina also makes a fine example of this varietal.

There are also wineries all along the Hudson River and around Lake Erie, which makes a visit to this area all the more pleasurable for those seeking new wine experiences. Look out for Millbrook for good chardonnay and cabernet franc. Merrit and Woodbury are worth investigating on Lake Erie.

Moving on, there are some good producers to be found in Virginia. The earliest record of winemaking exists here dating back to 1607. Following decades of failure due to pests and bad weather the industry finally got going in the 1970s.

Of course, Virginia was also home to Thomas Jefferson, who can rightfully lay claim to being America’s first recorded wine expert. He planted grapes on his Monticello Estate but had little success because of pests that destroyed the vines and an indifferent climate, but he tried very hard and documented his efforts in great detail. This makes a visit to his Monticello a must for budding wine historians.

Today many of the main varietals are grown in Virginia along with Norton and vidal blanc. I have tried the wines from Barboursville and they are good in the main, both red and white. Horton makes a surprisingly good viognier, Linden produces a sharp and enjoyable sauvignon blanc and Horton’s Norton is worth searching out. Oasis Cuvee d’Or is a sparkling wine that is attracting attention.

Other areas worth a mention include Texas and New Mexico. Texas makes a good sparkling wine near Lubbock called Cap Rock. Gruet in New Mexico makes sparkling wine that has attracted worldwide interest. Other good Texas wineries include Fall Creek near Tow, Ste Genevieve near Fort Stockton, and Llano Estecado again close to Lubbock.

With wineries in Missouri, Arizona, Rhode Island and Pennsylvania all making better and better wines there is more and more for the curious wine drinker to taste when on vacation in most parts of America. Just make sure the wines are made from Vinifera and many pleasant memories of unusual wines can be had.

Next month we will start to explore the main U.S. wine regions. Happy drinking.

Mark Darley is a fine wine sales consultant for Universal Wines and Spirits in Miami. Comments on this column are welcome at [email protected].

The state of the States, part I: Winemaking across America

By the glass

Mark Darley

WINE: By the Glass


“If any man has drunk a little too deeply from the cup of physical pleasure; if he has spent too much time at his desk that should have been spent asleep; if

his fine spirits have become temporarily dulled; if he finds the air too damp, the minutes too slow, and the atmosphere too heavy to withstand; if he is obsessed by a fixed idea which bars him from any freedom of thought; if he is any of these

poor creatures, we say, let him be given a good pint of amber-flavored chocolate....and marvels will be performed.” – Jean-Anthelme Brillat-Savarin (1755-1826), “The Physiology of Taste” (1825)

Chocolate is the food of love and

now research reveals this sweet treat is also one that loves you back.

A heart-shaped box of delectable candies is what you might picture when you think of chocolate. But, made by Mother Nature, chocolate is found in the heart of the seeds of the fleshy, football-sized fruit of the Cacao tree.

According to Aztec legend, the god Quetzalcoatl traveled to earth on a beam of the Morning Star with a cocoa tree from paradise, and taught people how to roast, crush and grind seeds into a water-soluble paste, add spices, and make a drink called “chocolatl” or “bitter water.” An enamored Emperor Montezuma consumed 50 cups a day and claimed it had aphrodisiac powers.

Fast forward to recent reports that reveal chocolate contains antioxidant substances, making this sweet sound more like a health food than a source of guilt. In fact, some of its natural compounds seem to offer heart protection and possibly even some cancer prevention. Studies show benefits can appear with relatively small amounts of chocolate and cocoa.

A study in the “American Journal of Clinical Nutrition,” shows that when half an ounce of dark chocolate

or four and one-half tablespoons of unsweetened cocoa powder is added to an average American diet, the total antioxidant capacity increased about 4 percent.

Chocolate can also temper the harmful effects of the bad LDL cholesterol, according to the report,

While once considered a clear negative for heart health because a significant portion of its fat is in the saturated cocoa butter form and assumed to raise cholesterol, recent research has shown this fat does not raise blood cholesterol. However, butterfat is so abundant in chocolaty baked goods and ice cream that eating these foods can raise cholesterol.

Cocoa and dark chocolate contain flavonoids, natural substances similar to those in vegetables and tea. These can protect cells from highly reactive molecules called free radicals, which produce damage associated with heart disease and cancer. A report in the Journal of Agricultural and Food Chemistry showed that cocoa’s antioxidants are at least as potent as those found in black and green tea. And an article in Experimental Biology and Medicine, notes that the antioxidant content of cocoa and chocolate can help protect cells from damage that can start the cancer development process.

Chocolate contains some of the health-promoting phytochemicals that vegetables and fruit do, but that doesn’t mean its part of this “five-a-day” food group. Small amounts of chocolate may offer enough phytochemicals to make a difference, but they certainly won’t satisfy hunger very well.

Bottom line: Enjoy chocolate in small portions without guilt. Two or three small dark chocolate candies, eaten slowly and savored, will add a smaller calorie and fat load than a small plate of cookies or a bag of chips.

Give your honey a kiss, a chocolate one, this Valentine’s Day.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at [email protected].

Fall in love with chocolate

take it in

Carol Bareuther

NUTRITION: Take It In

C�0 February 2008 www.the-triton.com The Triton

The minimum premium is primarily affected by the contract features offered by the insurer. To maintain a death benefit guarantee, that specified premium level must be paid every month.

To keep the policy in force, typically no premium needs to be paid as long as there is enough cash value in the policy to pay that month’s cost of insurance. (This is beneficial for those in between yacht jobs.)

The maximum premium amounts are heavily influenced by the IRS code for life insurance.

Here are some of the tax advantages of a VUL policy: l Tax-free investment earnings while

a policy is in force; l FIFO withdrawal status on

principal paid into the contract; l Tax-free policy loans from non-

Modified Endowment Contact policies; l Death benefit is paid income-tax

free if premiums are paid with after-tax money;

Taxes are the main reason those in higher tax brackets (more than 25 percent) would desire to use a VUL over any other accumulation strategy. For someone in a 34 percent tax bracket (federal and state), this would be a better net return.

Another alternative is a Roth IRA, but the contribution limits on the Roth are low, and the Roth is normally unavailable to those in the 34 percent tax bracket.

So what, possibly, could be wrong with such a sunny scenario?

Of course, it should be pointed out that by borrowing against the policy you sidestep taxes. This means you’re dramatically raising your after-tax rate of return.

There’s one complication. Once you start borrowing against the policy, you’ve got to keep paying premiums to keep the policy in force, keep funding it or have enough cash value or returns to cover the cost. If you let it lapse, you could be in for a horrendous tax nightmare.

These types of policies should be reviewed continually – as with any retirement plan – to ensure you are meeting your objectives and don’t get caught in the tax trap.

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 story are welcome at +1-954-764-2929 or through www.capitalmarinealliance.net.

CAPITAL, from page C10

Policy lapse could lead to a tax nightmareThis month’s column is a

continuation of last month’s topic of the Variable Universal Life or VUL. As a refresher, my one piece of advice is

to always have an exit strategy, whether in your business, that new job on a yacht you are contemplating or with a financial plan.

Always know how to get out before you get in.

A VUL is a type of life insurance that builds cash value. In a VUL, the cash value can be invested in a variety of accounts similar to mutual funds. You choose the funds with your adviser.

The “variable” component in the name refers to the ability to invest in investments similar to mutual funds.

The “universal” component is used to refer to the flexibility the owner has in making premium payments

The premium contributions can vary from nothing in a given month to the maximums defined by the IRS for life insurance. This flexibility is in contrast to whole life insurance that has fixed premium payments that typically cannot be missed without lapsing the policy.

Variable universal life is also considered to be a type of permanent life insurance. The death benefit will be paid if the insured dies any time up until the endowment age (typically 100), as long as there is sufficient cash value to pay the costs of insurance in the policy.

The death benefit will include the insurance and the cash value of the sub-accounts. This is frequently of value to those who want to pass on wealth to family and/or intend the money to pay debt supporting a retirement lifestyle.

VUL receives special tax advantages in the U.S. tax code. The cash value in life insurance is able to earn investment returns without incurring current income tax as long as it meets the definition of life insurance and the policy remains in force. The tax-free investment returns can be used to pay for the costs of insurance inside the

policy.The big advantage to doing your

investing within an insurance policy is that any gains in your investment accounts aren’t taxed as long as they remain within the policy. The trick, though, is getting those gains out. If you simply withdraw them, you will owe tax at ordinary income rates, which can go as high as 35 percent.

The way to get the money out without paying tax is through a special loan provision. Specifically, if you borrow money from the policy – typically through a low interest rate loan – instead of simply withdrawing it, the money you receive is considered loaned money, and thus not taxable.

There are many things to consider when using this strategy: your insurance needs, what your estate is worth, how much you can put away either in a lump sum or on a monthly

basis. Do you want access to this money for emergencies before retirement without a penalty?

Keep in mind that there are three phases of retirement planning: the contribution phase, the accumulation phase and the distribution phase.

Imagine that your contribution phase is your smallest pile of

money and your distribution phase is your largest pile.

Do you want to pay taxes on the smaller pile or that larger pile?

Another use of a VUL is that you can gift your children or grandchildren money yearly to put into their VUL policies under the gift tax exemption.

Often, people in the United States with a net worth high enough that they will encounter the estate tax give money to their children to protect that money from being taxed.

This is often done within a VUL policy because this allows a tax deferral (for which no alternative would exist besides tuition money saved in an educational IRA or 529 plan), provides for permanent life insurance, and can usually be accessed by borrowing against the policy.

VUL policies have a great deal of flexibility in choosing how much in terms of premiums to pay for a given death benefit.

See CAPITAL, page C11

yachting capital

Mark a. Cline

Variable Universal Life, Part II:Flexibility is a central feature

Variable universal life is also considered to be a type of permanent life insurance. The death benefit will be paid if the insured dies any time up until the endowment age (typically �00), as long as there is sufficient cash value to pay the costs of insurance in the policy.

PERSONAL FINANCE: Yachting Capital

The Triton www.the-triton.com February 2008 C��

The minimum premium is primarily affected by the contract features offered by the insurer. To maintain a death benefit guarantee, that specified premium level must be paid every month.

To keep the policy in force, typically no premium needs to be paid as long as there is enough cash value in the policy to pay that month’s cost of insurance. (This is beneficial for those in between yacht jobs.)

The maximum premium amounts are heavily influenced by the IRS code for life insurance.

Here are some of the tax advantages of a VUL policy: l Tax-free investment earnings while

a policy is in force; l FIFO withdrawal status on

principal paid into the contract; l Tax-free policy loans from non-

Modified Endowment Contact policies; l Death benefit is paid income-tax

free if premiums are paid with after-tax money;

Taxes are the main reason those in higher tax brackets (more than 25 percent) would desire to use a VUL over any other accumulation strategy. For someone in a 34 percent tax bracket (federal and state), this would be a better net return.

Another alternative is a Roth IRA, but the contribution limits on the Roth are low, and the Roth is normally unavailable to those in the 34 percent tax bracket.

So what, possibly, could be wrong with such a sunny scenario?

Of course, it should be pointed out that by borrowing against the policy you sidestep taxes. This means you’re dramatically raising your after-tax rate of return.

There’s one complication. Once you start borrowing against the policy, you’ve got to keep paying premiums to keep the policy in force, keep funding it or have enough cash value or returns to cover the cost. If you let it lapse, you could be in for a horrendous tax nightmare.

These types of policies should be reviewed continually – as with any retirement plan – to ensure you are meeting your objectives and don’t get caught in the tax trap.

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 story are welcome at +1-954-764-2929 or through www.capitalmarinealliance.net.

CAPITAL, from page C10

Policy lapse could lead to a tax nightmareThis month’s column is a

continuation of last month’s topic of the Variable Universal Life or VUL. As a refresher, my one piece of advice is

to always have an exit strategy, whether in your business, that new job on a yacht you are contemplating or with a financial plan.

Always know how to get out before you get in.

A VUL is a type of life insurance that builds cash value. In a VUL, the cash value can be invested in a variety of accounts similar to mutual funds. You choose the funds with your adviser.

The “variable” component in the name refers to the ability to invest in investments similar to mutual funds.

The “universal” component is used to refer to the flexibility the owner has in making premium payments

The premium contributions can vary from nothing in a given month to the maximums defined by the IRS for life insurance. This flexibility is in contrast to whole life insurance that has fixed premium payments that typically cannot be missed without lapsing the policy.

Variable universal life is also considered to be a type of permanent life insurance. The death benefit will be paid if the insured dies any time up until the endowment age (typically 100), as long as there is sufficient cash value to pay the costs of insurance in the policy.

The death benefit will include the insurance and the cash value of the sub-accounts. This is frequently of value to those who want to pass on wealth to family and/or intend the money to pay debt supporting a retirement lifestyle.

VUL receives special tax advantages in the U.S. tax code. The cash value in life insurance is able to earn investment returns without incurring current income tax as long as it meets the definition of life insurance and the policy remains in force. The tax-free investment returns can be used to pay for the costs of insurance inside the

policy.The big advantage to doing your

investing within an insurance policy is that any gains in your investment accounts aren’t taxed as long as they remain within the policy. The trick, though, is getting those gains out. If you simply withdraw them, you will owe tax at ordinary income rates, which can go as high as 35 percent.

The way to get the money out without paying tax is through a special loan provision. Specifically, if you borrow money from the policy – typically through a low interest rate loan – instead of simply withdrawing it, the money you receive is considered loaned money, and thus not taxable.

There are many things to consider when using this strategy: your insurance needs, what your estate is worth, how much you can put away either in a lump sum or on a monthly

basis. Do you want access to this money for emergencies before retirement without a penalty?

Keep in mind that there are three phases of retirement planning: the contribution phase, the accumulation phase and the distribution phase.

Imagine that your contribution phase is your smallest pile of

money and your distribution phase is your largest pile.

Do you want to pay taxes on the smaller pile or that larger pile?

Another use of a VUL is that you can gift your children or grandchildren money yearly to put into their VUL policies under the gift tax exemption.

Often, people in the United States with a net worth high enough that they will encounter the estate tax give money to their children to protect that money from being taxed.

This is often done within a VUL policy because this allows a tax deferral (for which no alternative would exist besides tuition money saved in an educational IRA or 529 plan), provides for permanent life insurance, and can usually be accessed by borrowing against the policy.

VUL policies have a great deal of flexibility in choosing how much in terms of premiums to pay for a given death benefit.

See CAPITAL, page C11

yachting capital

Mark a. Cline

Variable Universal Life, Part II:Flexibility is a central feature

Variable universal life is also considered to be a type of permanent life insurance. The death benefit will be paid if the insured dies any time up until the endowment age (typically �00), as long as there is sufficient cash value to pay the costs of insurance in the policy.

PERSONAL FINANCE: Yachting Capital

C�� February 2008 www.the-triton.com The Triton

We have discussed various ways to deal with difficult people based on the foundation of two fundamental skills: active listening and assertion. And

we’ve alluded to the importance of asserting yourself in the context of teamwork, harassment, job burnout, and attitude.

So let’s explore this critical skill of assertion in greater depth.

We’ve seen several definitions of assertion over the years. This one is our favorite:

“Assertion is speaking honestly about your thoughts, feelings and desires, while considering those of others.” In essence, it’s your right to say “This is what I think/feel/want” and, at least implicitly, to ask “How about you?”

Sounds pretty good. Behaving through honesty and respecting yourself and others. Considering its inherent uncontroversial virtues, it’s puzzling more people are not assertive.

Assertion takes responsibility for solving interpersonal problems through straightforward action and communication. When you assert, you take responsibility, you solve problems, and you are straightforward (rather than underhanded or devious).

The following definition is perhaps the most common, but our least favorite:

“Assertion is a way of acting that strikes a balance between two extremes: aggression and submission.”

Assertion really is an alternative to two sides of the same coin: aggression and submission. In fact, aggression or submission are consequences of not being assertive.

Assertion allows us to express ourselves honestly, consider how others feel, feel good about ourselves, take responsibility, negotiate productively, and go for a win-win resolution.

These are all obvious virtues and positive values. So, why aren’t many of us assertive more often? The most prevalent reason is fear of rejection or disapproval. This is not an irrational fear. In fact, some people may not like us when we are asserting.

Being at peace with that disapproval requires pretty healthy self-esteem. And an essential ingredient to building one’s self-esteem is assertion. The more often we express ourselves honestly, the better we feel about ourselves.

A word of warning: Assertion is not a guarantee that you will get results.

While there is no such guarantee, assertion stands a far better chance of

getting those results than aggression or submission, at least in the long run and without the negative backlash inherent in those alternatives.

You have come up with a new, streamlined procedure and show it to a co-worker before showing it to your boss. The next day, your boss announces that the new procedure created by your co-worker will now be the standard for the organization. How would you respond: submissively, aggressively or assertively?

Here’s how you can be assertive:1. When appropriate, establish a

mutually agreeable time and place to assert your needs.

2. Describe behavior objectively, without judging or devaluing. For example: I felt upset and angry when you took my idea and presented it as your own.

3. Describe behavior clearly, specifying time, place and frequency. Don’t be general and say something like “Why do you always do that?”

4. Express feelings calmly and directly.

5. Confine your response to the specific problem behavior, not the whole person. Don’t call him/her an inconsiderate jerk.

6. Be aware of your need for approval or acceptance.

Obviously, saying or doing nothing would be submissive. So would whining: that’s manipulative. Lashing out in anger, threatening your co-worker, using profanity or impugning his/her character would be aggressive. Plotting revenge and malicious gossiping are passive-aggressive.

To be assertive, you could speak with your co-worker immediately after the meeting, expressing whatever emotion you feel, reminding your co-worker that you created the procedure, inquiring whether he or she agrees and why he or she took credit, and firmly requesting that the co-worker promptly go to the boss (with or without you) and state the truth of the matter.

Be sure to give your co-worker the opportunity to respond to your inquiries. It is possible that s/he did give you credit for the idea and the boss was mistaken in the attribution.

If your co-worker denies that it really was your idea and/or declines to tell the boss the truth, assertion would then entail that you speak with the boss and simply state what really happened (expressing the emotion you feel but without character assassination).

Don Grimme is co-founder of GHR Training Solutions in Coral Springs, Fla. He specializes in helping managers reduce turnover and attract excellent job candidates. Comments on this story are welcome at [email protected].

ManageR’s tiMe

Don GriMMe

Not aggressive, not submissive:Be assertive to solve problems

If your Valentine has a sense of humor and a fondness for pop culture, “I Hate Myself and I Want to Die: The 52 Most Depressing Songs You’ve Ever

Heard” (Hyperion $12.95) would be a perfect gift.

Author Tom Reynolds, one-time deejay, comic theatre director, and documentary producer amuses with his take on the saddest songs to play on the airways.

You may not agree with his selections (a couple on his list are all-time favorites of mine), but his humorous dissection of lyrics, composition, performance and production are laugh-out-loud funny.

First published in Great Britain in 2005, it escaped my attention until a customer recommended it. A cruise ship musician, my customer readily admitted part of the book’s appeal to him was that most of the 52 songs are on his play list.

“The Anatomy of Melancholy” is a great first chapter and sets the hysterical tone. It is Reynolds’s premise that the ”golden era of the depressing song did not come about until after World War II and the advent of rock ‘n’ roll.” Hence, the earliest chart-toppers on the list are from the 1960’s; the most recent are from 2004.

Most of the titles were not only top-10 hits, but an amazing number have been re-released, added to movie soundtracks, or covered by multiple artists. Stephen Sondheim’s “Send in the Clowns” may top the list both in the number of artists who have recorded it (more than 10) and the variety, from Frank Sinatra to Grace Jones.

The introductory chapter also sets up the format for the review of the 52 titles. Each section names the song, the recording artists, the date(s) and its ranking on United Kingdom and American record charts.

The history of writers, performers and producers as well as a summary of the song follows. Reynolds ends sections by explaining why the songs depressed him enough to make his list.

He groups the songs by themes in chapters with descriptive titles. Three of my favorites were “I Was a Teenage Car Crash”, ”She Hates Me - I Hate Her,” and “Horrifying Remakes of Already Depressing Songs.” Amongst the remakes, Celine Dion’s “All By Myself ” is described by Reynolds as “like watching a Huey helicopter being used on a fox hunt.” Perhaps his remarks seem on target just because

his assessment so closely mirrors my own opinion of Dion’s style.

His evaluation of “Landslide” (words and music by Stevie Nicks of Fleetwood Mac) also parallels my own thoughts on the song. The 2002 remake by the Dixie Chicks ”turns the song into country fair muzak.” Reynolds warns: “Don’t cover ‘Landslide’

again. You will just end up getting buried under it.”

It hardly seems possible after such a thorough review, but Reynolds also provides honorable mentions and projections for the future. By the middle of the book I was laughing at the paragraph headings in anticipation.

At 271 pages, including credits, the only complaint I had was that the entertainment ended too quickly.

Donna Mergenhagen owns Well Read, a used book store on Southeast 17th Street in Ft. Lauderdale. Comments on this story are welcome at 954-467-8878.

Well Read

Donna Mergenhagen

Book about depressing songs so funny it will lift your spirits

Celine Dion’s “All By Myself” is described by Reynolds as “like watching a Huey helicopter being used on a fox hunt.”

LITERARY REVIEW: Well Read

The Triton www.the-triton.com February 2008 C�3

We have discussed various ways to deal with difficult people based on the foundation of two fundamental skills: active listening and assertion. And

we’ve alluded to the importance of asserting yourself in the context of teamwork, harassment, job burnout, and attitude.

So let’s explore this critical skill of assertion in greater depth.

We’ve seen several definitions of assertion over the years. This one is our favorite:

“Assertion is speaking honestly about your thoughts, feelings and desires, while considering those of others.” In essence, it’s your right to say “This is what I think/feel/want” and, at least implicitly, to ask “How about you?”

Sounds pretty good. Behaving through honesty and respecting yourself and others. Considering its inherent uncontroversial virtues, it’s puzzling more people are not assertive.

Assertion takes responsibility for solving interpersonal problems through straightforward action and communication. When you assert, you take responsibility, you solve problems, and you are straightforward (rather than underhanded or devious).

The following definition is perhaps the most common, but our least favorite:

“Assertion is a way of acting that strikes a balance between two extremes: aggression and submission.”

Assertion really is an alternative to two sides of the same coin: aggression and submission. In fact, aggression or submission are consequences of not being assertive.

Assertion allows us to express ourselves honestly, consider how others feel, feel good about ourselves, take responsibility, negotiate productively, and go for a win-win resolution.

These are all obvious virtues and positive values. So, why aren’t many of us assertive more often? The most prevalent reason is fear of rejection or disapproval. This is not an irrational fear. In fact, some people may not like us when we are asserting.

Being at peace with that disapproval requires pretty healthy self-esteem. And an essential ingredient to building one’s self-esteem is assertion. The more often we express ourselves honestly, the better we feel about ourselves.

A word of warning: Assertion is not a guarantee that you will get results.

While there is no such guarantee, assertion stands a far better chance of

getting those results than aggression or submission, at least in the long run and without the negative backlash inherent in those alternatives.

You have come up with a new, streamlined procedure and show it to a co-worker before showing it to your boss. The next day, your boss announces that the new procedure created by your co-worker will now be the standard for the organization. How would you respond: submissively, aggressively or assertively?

Here’s how you can be assertive:1. When appropriate, establish a

mutually agreeable time and place to assert your needs.

2. Describe behavior objectively, without judging or devaluing. For example: I felt upset and angry when you took my idea and presented it as your own.

3. Describe behavior clearly, specifying time, place and frequency. Don’t be general and say something like “Why do you always do that?”

4. Express feelings calmly and directly.

5. Confine your response to the specific problem behavior, not the whole person. Don’t call him/her an inconsiderate jerk.

6. Be aware of your need for approval or acceptance.

Obviously, saying or doing nothing would be submissive. So would whining: that’s manipulative. Lashing out in anger, threatening your co-worker, using profanity or impugning his/her character would be aggressive. Plotting revenge and malicious gossiping are passive-aggressive.

To be assertive, you could speak with your co-worker immediately after the meeting, expressing whatever emotion you feel, reminding your co-worker that you created the procedure, inquiring whether he or she agrees and why he or she took credit, and firmly requesting that the co-worker promptly go to the boss (with or without you) and state the truth of the matter.

Be sure to give your co-worker the opportunity to respond to your inquiries. It is possible that s/he did give you credit for the idea and the boss was mistaken in the attribution.

If your co-worker denies that it really was your idea and/or declines to tell the boss the truth, assertion would then entail that you speak with the boss and simply state what really happened (expressing the emotion you feel but without character assassination).

Don Grimme is co-founder of GHR Training Solutions in Coral Springs, Fla. He specializes in helping managers reduce turnover and attract excellent job candidates. Comments on this story are welcome at [email protected].

ManageR’s tiMe

Don GriMMe

Not aggressive, not submissive:Be assertive to solve problems

If your Valentine has a sense of humor and a fondness for pop culture, “I Hate Myself and I Want to Die: The 52 Most Depressing Songs You’ve Ever

Heard” (Hyperion $12.95) would be a perfect gift.

Author Tom Reynolds, one-time deejay, comic theatre director, and documentary producer amuses with his take on the saddest songs to play on the airways.

You may not agree with his selections (a couple on his list are all-time favorites of mine), but his humorous dissection of lyrics, composition, performance and production are laugh-out-loud funny.

First published in Great Britain in 2005, it escaped my attention until a customer recommended it. A cruise ship musician, my customer readily admitted part of the book’s appeal to him was that most of the 52 songs are on his play list.

“The Anatomy of Melancholy” is a great first chapter and sets the hysterical tone. It is Reynolds’s premise that the ”golden era of the depressing song did not come about until after World War II and the advent of rock ‘n’ roll.” Hence, the earliest chart-toppers on the list are from the 1960’s; the most recent are from 2004.

Most of the titles were not only top-10 hits, but an amazing number have been re-released, added to movie soundtracks, or covered by multiple artists. Stephen Sondheim’s “Send in the Clowns” may top the list both in the number of artists who have recorded it (more than 10) and the variety, from Frank Sinatra to Grace Jones.

The introductory chapter also sets up the format for the review of the 52 titles. Each section names the song, the recording artists, the date(s) and its ranking on United Kingdom and American record charts.

The history of writers, performers and producers as well as a summary of the song follows. Reynolds ends sections by explaining why the songs depressed him enough to make his list.

He groups the songs by themes in chapters with descriptive titles. Three of my favorites were “I Was a Teenage Car Crash”, ”She Hates Me - I Hate Her,” and “Horrifying Remakes of Already Depressing Songs.” Amongst the remakes, Celine Dion’s “All By Myself ” is described by Reynolds as “like watching a Huey helicopter being used on a fox hunt.” Perhaps his remarks seem on target just because

his assessment so closely mirrors my own opinion of Dion’s style.

His evaluation of “Landslide” (words and music by Stevie Nicks of Fleetwood Mac) also parallels my own thoughts on the song. The 2002 remake by the Dixie Chicks ”turns the song into country fair muzak.” Reynolds warns: “Don’t cover ‘Landslide’

again. You will just end up getting buried under it.”

It hardly seems possible after such a thorough review, but Reynolds also provides honorable mentions and projections for the future. By the middle of the book I was laughing at the paragraph headings in anticipation.

At 271 pages, including credits, the only complaint I had was that the entertainment ended too quickly.

Donna Mergenhagen owns Well Read, a used book store on Southeast 17th Street in Ft. Lauderdale. Comments on this story are welcome at 954-467-8878.

Well Read

Donna Mergenhagen

Book about depressing songs so funny it will lift your spirits

Celine Dion’s “All By Myself” is described by Reynolds as “like watching a Huey helicopter being used on a fox hunt.”

HUMAN RESOURCES: Manager’s Time


Calm

Try these new puzzles based on numbers. There is only one rule for these new number puzzles: Every row, every column and every 3x3 box must contain the digits

1 through 9 only once. Don’t worry, you don’t need

arithmetic. Nothing has to add up to anything else. All you need is reasoning

and logic. Start with the Calm puzzle

left. Then try your luck in the Stormy seas at right.

Stormy

SUDOKUS

PUZZLES

The Triton www.the-triton.com February 2008 C��

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Experienced Chef/Stewardess Team Ready To Go!Chef/Stewardess Team, Availimmediately, Hard workers,have references, cert, photos. In Lauderdale, contact Donnaat: [email protected]# 3792

USCG Captains, Engineers and deck handsCAPTAINS ENGINEERS-OCEAN GOINGVarious range of temp crew Pro Ocean going mariners. We can move your yacht! Email: [email protected]# 3800

Day worker / Freelance stew/deck/cook available in JanuaryFreelance stew/deck/cookavailable Jan12-20 in Ft. Laudfor daywork/freelance [email protected]# 3911

Captain/Mate available in BahamasCapt/Mate available in BahamasMaster of Yachts 200 TonsYoung, lot of Bah/Carib/USExperience. [email protected]# 3956

Great Mate / First Officer / Relief Captain100-ton Captain seeking spotas Mate / First Officer on 80’-100’ sail or power yacht.www.estreetdesign.com/resume-captain.doc Call 802-579-4557Ad# 3886

Experienced Chief Stew/Head HousekeeperExp Ch Stew/ Head Housekeeper11 yrs (yachting,expedition,cruise ships) STCW, B1 ,GCardRosie (904)536 [email protected]# 3844

Great Mate / First Officer / Relief Captain100-ton Captain seeking spot as Mate / First Officer on 80’-100’ sail or power yacht. www.estreetdesign.com/resume-captain.doc Call 802-579-4557Ad# 3937

Crew Needed

Crew Mate Needed for Bahamas & Turks TripExodus Seeking Crew Mate 53’MY & 30’ CC Delivery, Cruise, Fish, Dive Bahamas & [email protected] 03/08-09Ad# 3853

Yacht Crew Teamsteam wanted for Virgin Islands!captain + stew/cook/deck virgin islands, 66ft m/y www.aptusyachtcrews.com16044697100Ad# 3787

DeliveryFreelance Delivery CaptainHave your Yacht delivered anywhere hassle free Yachting.Over 20 years experienceCall Capt. Jim 954-290-01191600ton USCG Lic.Ad# 3804

Delivery CaptianUSCG 200 ton Master. Deliveries Fort Lauderdale and surrounding areas, including Bahamas .954-695-7124 ScottAd# 3966

DockageCheap Dockage!Available, No Electric, No pumpout$100/mo for 35-40ft boatsCoral Ridge Area (6 slips)Phone 954-562-8860Ad# 3861

Engineers AvailableMCA MEOL ENGINEER AVAILABLE FOR EMPLOMENTMCA MEOL engineer immediatelyavailable for permanent, seasonalor temporary employment. Call 954-655-4476Ad# 3846

Mates and Deckhands AvailableExperienced Yachtsman Available as MateExperienced Yachtsman withMCA 200 GT, STCW95, B1/B2,for Mate/Deckhand position onS/Y . Ph: +599 524 5036 in StMaarten [email protected]# 3998

Seasoned and Conscientious Mate / Deck / Dive InstructorKeen, conscientious, intuitive 17,000nm STCW 95, quals http://www.sandrafieger.com. tel: +1 954 892 3603Ad# 4020

Mate 200ton Offshore avail.5+yrs. exp.. 2yrs as Mate Very hard working and prof. [email protected]# 3855

Stewards/Stewardesses AvailableStewardess looking for temp position around MonacoExperienced Stew Cook looking for temp job around Monaco fluent French English STCW95 [email protected] 6 14 09 52 92Ad# 3881

Contact Info. for Musican/Stewardess, Linda NoyesMusician/stewardess Linda Noyes, may be contacted at 954-608-0640. Email:[email protected]: myspace.com/lindanoyesAd# 3926

Musician/Stewardess AvailablePianist/Vocalist/Stewardessimmediately available to work cruises locally/overseas, over 10 yrs. exp. performing music at sea.Ad# 3922

American Freelance StewardessAmerican freelance stewardessprofessional straight forward, STCW non-smoker, light cooking for families. 954-612-2503 [email protected]# 3837

Excellent stewardess available!Excellent customer service andbartending. happy person always keep smilling. get along well with people, willing to learn and hard working+19548220500Ad# 3779

Stew-female massage therapistdeliveries/charters/crew cookamy 954-557-7907 Ad# 3949

AMERICAN STEWARDESSProfessional straight forwardstewardess, 16 yrs experience STCW non-smoker PADI divemaster light cooking. Call 954-612-2503 or [email protected]# 3967

Marine Management Yacht Navigator, LLC specializes in professional luxury yacht management in the South Florida area. We offer captains for hire, maintenance plans, deliveries to and from the Bahamas and trainig for new boat

owners. We have licensed captains available for day, week, or monthly charters. Call Captain James at (305) 302-2956 for more information. Ad#3841

Marine Professionals

Cruising the St-Lawrence RiverWe can help you organize your trip to Canada - All aspects Perspectives Maritimes www.perspectivesmaritimes.comAd# 4011

Work FOR the oceans with the SeaKeepers SocietyThe International SeaKeepers Society is looking for someone to manage SK Professionals. Pls send cover letter & resume to [email protected]# 3992

Charter Fleet Manager AvailableExperienced Charter Fleet Manager available. Great motivator, team leader.www.estreetdesign.com/resume-captain.doc. Call 802-579-4557Ad# 3783

Yacht Sales Assistant (Part-Time, Flexible Hours)Immediate opening 2 yrs exp,, highly skilled & computer literate. [email protected] kept confidential.Ad# 3803

Marine ServicesYacht DetailingAttention To Detail inc. Yacht detailingprice per ft.954-303-3327Ad# 3790

Computer Support24/7 computer/server support.Satellite/wifi International [email protected] 954-496-1257Ad# 3934

Accounting & Business Consultants, LLCTax & Accounting Services1535 SE 17th St., Suite B206Ft. Lauderdale, FL 33316Phone (954) 462-6045Ad# 3972

Sales JobsCaribbean Yacht BrokerageExpanding, looking for workingpartner. [email protected]# 3965

Marine Trades

For RentRenovated 1/1 Available for Immediate Move-inLarge fully redone unfurnished1/1 across from beach with ICWaccess. Pool, club house, etc.$1200/month. Please [email protected]# 3862

DUPLEX FOR RENT3/2 DUPLEX near beach, marina,Dania Bch, east of US1, nice, quiet res area , new renovate $1,300. 954-445-3885 Paul 954-583-6762 no smoking please.Ad# 3896

Room for RentLooking for quiet professional roomate to share townhome Furnished room, pool, gym, Griffin Rd. and 1/4m off I95700/mo or 250/wk,954 803-8943Ad# 4004

For RentPrivate room 4 rent-in my homeprofessional, quiet, clean expect same from rentor 1883 S.W. 21st. st. $175 wkcall 954-882-0667Ad# 3948

VICTORIA PARK FURNISHED 1 BR 1 BA / AVAIL MARCH 1Furnished condo available March 1. 1250/month [email protected] Ad#4032

Car StorageStore your car safely behind locked gate in Riverland area. Prices startat $65 per month. Call Sabra @954-294-0641Ad# 3859

Beach Condo2bed 2ba ocean views.Marbleflrs valet,gym, private beachclub,Pets ok.$3200/mo Call R.Purswell 954-562-8004 KellerWilliams RealtyAd# 3832

Furnished studio apartment available immediately$850 STUDIO APT FOR RENTNE FORT LAUD; WALK to beachand downtown. Utils. inc,laundry, patio and BBQ grill.Call Tom @954-520-2353Ad# 3839

Furnished Condo for RentFurnished 1/1 condo, short orlong term. Pool, gym, SE 17th

St across from Hyatt Pier 66.Call 954-536-8707Ad# 3798

DUPLEX3/2 DUPLEX Dania Bch east ofUS1 nice res neighborhood,newly renovated, tile cent ac$1,300 mo sec/refs954-445-3885 954-583-6762Ad# 3884

Room for rentRoom in nice home on MarinaMile Sat TV in room. wirelessinternet, washer dryer,Call Peter 754 422 4130Ad# 3826

Dania Canal furnished 2 bedroom apt for rent!Dania Canal waterfront 2 BRM +office, screened in porch, W/DA/C, furnished, carport, closeto yards, $400 per wk incl elc9547012070,onwatchinc@aolAd# 3960

Short Term AccomodationsQuiet, clean and affordableClose to SE 17th St.Private or Shared RoomsCall Sabra 954-294-0641Ad# 3858

For SaleCMAP World Charts CDINSTALL AND INSTRUCTIONMANUAL $250 954-804-5221

Ad# 3917

Dockage for saleMediterranean Dockage for Sale40x8 meters Club de Mar PalmaAsking price: 1,100,000 Eurosowner direct no broker feesContact. +34 971137509Ad# 4010

Yacht tender34’ ocean master yacht tender.2 x 330 HP Yanmar Diesels, newT Top, Head, 2 single bunks,Towing eye. Call 965 632 1632Ad# 3817

Casa De Campo Dominican Republic140’ x35’ dock. Freehold not a lease $4000 /ftResturants and boutiques very European feelCall Peter + 1 954 600 5533Ad# 3782

Business Staff RECEPTIONIST/ADMINISTRATOR

Diector of First ImpressionsOffice Administrator

Yachts, Phones, Comps., OfficeGreat Benefits 954-467-8632

Ad# 3997

Short Term or Long Term Accommodations

Two Story 3 bedroom 2.5 bathSpanish Style Stucco Townhome

Available Short or Long Termfor Crew or Individual GroupRental Preferably. See Link:

Ad#3916

Yacht Sales Assistant IMMEDIATE OPENING

excellent computer skills. Great atmosphere - fun team.

Email [email protected]# 4018

The Triton www.the-triton.com February 2008 C��CLASSIFIEDS

2001 S,W, 20th St. • Ft. Lauderdale, FL 33315• Total Yacht Restoration• Awl-Grip Spray Painting Specialists• Fiberglass Fabrication & Repairs• Bottom Painting

(954) 713-0374Office

(954) 232-8756Cell

www.knowlesmarine.comemail: [email protected]

at Lauderdale Marine Center

Price Reduced! 99 Dodge Durango SLT 4WD. Beautiful inside & out! - $5900 1999 Dodge Durango 4x4, Shiny Black with dark grey leather interior, tinted windows, Automatic, 5.9 liter V8...(lots of power!!!)...Really good shape. AC blows cold! no LEAKS, perfect shape, all maintenance records!! Call JB at 340-244-5117Ad# 4043

Homes for sale1/1 Waterfront Penthouse Condo in West Palm Beach!!!1/1 Penthouse Condo in WPB!$200,000!!! Or rent $1000/moCty & Snst Vu, Fll appliances!myspace.com/flaglerpoint918Mike @ 619.665.4265Ad# 3939

More classifieds on next page


VICTORIA PARK EFFICIENCYNeed a low cost place to stay in Fort Lauderdale. This is it. Buy this updated efficiency apt for $140k and rent it out when your not in town. Call owner/agent Richard Salter of Salter Realty at 954-812-4801. Ad# 4041

New ListingsBUYERS- Free report reveals 10 best

buys in any price range Visit www.BeachHomes. FortLauderdale.comkeller williams realtyAd# 3834

Thinking of SellingHomesellers-Find out what the home down the street sold for! Free List -visit www.FortLauderdaleHomePrices.comkeller williams realtyAd# 3831

CLASSIFIEDS

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!

1500 East Las Olas Boulevard ~ Fort Lauderdale ~ Florida ~ 33301

Mobile

(954) 224-5847Office

(954) 467-1448

Facsimile

(954) 467-6714E-Mail

[email protected]

John A. TerrillREALTOR

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The Triton www.the-triton.com February 2008 C��CLASSIFIEDS

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A1A Chem Dry A25Alexseal Yacht Coatings B10American Yacht Institute B13Antibes Yachtwear C8Argonautica Yacht Interiors A12ARW Maritime A15Bay Ship and Yacht Company B12Bellingham Marine B2Bertling Logistics B20Blue Water Alliance A28BOW Worldwide Yacht Supply A32Bradford Marine: The Shipyard Group C13Broward Marine A10Brownie’s A29Business cards/Classifieds C15-19C-Worthy A15C&N Yacht Refinishing A2Camper & Nicholsons Int’l A11Cape Ann Towing A29Captain’s Mate Listings B6 &B7Claire’s Outfitters A11Crewfinders B14Crew 4 Yachts B23The Crew Network B16Crew Unlmited B12Crown Wine and Spirits A6Dennis Conner’s North Cove Marina A24Divers Discount Florida C7Dockwise Yacht Transport B5Dohle Yacht Crew C7

Dupont Marine Finishes C3DWV Investments B8Edd Helms Marine A20Elite Carpet WorkRoom C11Elite Crew International B11Explorer Satellite Comunications C5Evolve Watersports A30FenderHooks C8Finish Masters C9Foot Solutions C5Gary’s Seafood & Specialities A17Global Marine Travel A5Global Satellite A30Global Yacht Fuel C4Gran Peninsula Yacht Center A26HeadHunter B15High Seas Trading Company B16Hot Yachtz C12International Registries B23International Super Yacht Symposium B9 IslaMoin Resort, Residences & Marina B21James Schot Gallery & Photo Studio C5Kemplon Marine A28KVH Industries A13Laffing Matterz B18Lauderdale Diver A4Lauderdale Propeller B19Law Offices of Cohn & Monioudis A28Law Office of Richard Castillo B20Lifeline Inflatable Services A14

Lunenburg Shipyard C2Luxury Yacht Group A21Mail Boxes Etc. C6Maritime Professional Training C20Maritime Wood Products B13Matthew’s Marine A/C B18Merrill-Stevens Yachts A7MHG Marine Benefits B24Mobius Design Group B11Moore & Company C10The Mrs. G Team B15National Marine Suppliers A4Nautical Structures A25Nauti-Tech A18Neptune Group A24Newport Shipyard B22Northern Lights C11Northrop and Johnson A26Ocean Medical International C4Old Port Cove C9Palladium Technologies A16Perry Law Firm A10Peterson Fuel Delivery B8Pioneer Linens B17Pond Hoppers B18Praktek A3Quiksigns C6Redline Marine Servicing B12Renaissance Marina C11Resolve Fire & Hazard Response B22

Rio Vista Flowers C12River Bend Marine Center A7River Supply River Services A28Rossmare International Bunkering C6Royal Plantation Island C10RPM Diesel Engine Co. A24,B10Sailorman A2Sea School A12Seafarer Marine B14Secure Chain & Anchor B13Servowatch B8Shadow Marine B3Shelter Bay Marina B15Smart Move B8Spurs Marine A15SRI Specialty Risk International C4Steel Marine Towing B4SunPro Marine B19Super Yacht Support A24Temptation Baskets A19Tess Electrical Sales & Service B11Total Wine & More A27TowBoatUS A10Turtle Cove Marina A12Vertical Yacht Club A19Westrec Marinas A14Wright Maritime Group A9Yacht Entertainment Systems B13Yachting Pages C12

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The Triton 200802

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