The Triton Vol.6 No.10

www.the-triton.com January 2010Vol.6, No. 10

Seek outDiscover Elba, so close but so far away. B1Go withinTips to survive yachting’s 24/7 lifestyle.

Charter showsAntigua, SXM split grows; crew still shine. A6,10-11 C1

By Lucy Chabot Reed

Merrill-Stevens, the 124-year-old shipyard on the Miami River, laid off its remaining employees Dec. 18, leaving the shipyard vacant and a megayacht industry shaking its collective head.

“It’s such a shame,” said a former employee who asked not to be identified. “It was the oldest

corporation in Florida. The old Merrill-Stevens went through the Great Depression, recessions, you name it. They made it through. Then in four-and-a-half years, they destroy the company.”

This employee was referring to the Westbrook family. Hugh Westbrook bought the yard in 2004 after making a fortune in the healthcare industry.

He and his wife were yacht owners and customers of the yard.

No one from the yard would talk on the record about the last few days, referring on-the-record questions to Hugh Westbrook’s son, Matthew Westbrook. Phone calls to the yard were not answered and an e-mail message was not returned.

“When the Westbrooks came in,

everyone saw them as the knight in shining armor,” said a captain and former customer who asked not to be identified. “They were bringing a lot of needed money to the yard.

“But unfortunately, rather than improving the core business, the shipyard, he put his money into

See Merrill-StevenS, page A13

Merrill-Stevens lays off its employees

It’s difficult not to think about jobs and job searches when the Ft. Lauderdale International Boat Show is in town. So when it was over – and

before everyone left town again – we asked 10 captains gathered for our monthly luncheon how they go about hiring.

We weren’t surprised to discover that these

captains (all of whom happened to be women) rely mostly on their network of personal and professional friends.

“I just hired new crew and I made lots of phone calls,” one captain said. “I called people who worked for me in the past and asked, Do you know anybody? … Before too long, I got a call. Someone had told someone who had told someone. It was word of mouth.”

“I trust word of mouth,” another captain said, “because she [another captain in the room] wouldn’t send me someone she wouldn’t use herself.”

As always, individual comments made during our luncheon are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A14.

“I’ve got a group of people I turn to when I need to,” a captain said.

See BriDGe, page A14

From the Bridge

Lucy chabot Reed

Captains hiring rely on network,word of mouth

TRITON SURVEY – Would you want to work a rotation?

Yes, but only in the right program – 55.5%

Yes, it would be my first choice

– 30.3%

Yes, but only if I couldn’t find a full-time position – 7.7%No, don’t want to share my salary – 4.5%No, wouldn’t trust someone else to do my job right – 1.9%

– Story, C1

By Dorie Cox

Capt. Kostas Andreou stands on the helideck of M/Y Allure Shadow with his arms outstretched. Because each movement he makes is a signal to the helicopter pilot, he’s careful not to reach to his belt to switch between his aviation and marine radios. Instead, he’s got a switch wired on his finger.

When a yacht is under way, the captain steers into the wind to make it easier for the helicopter to land, but on this day, M/Y Allure Shadow is at the dock. With conditions perfect, he signals that it’s OK to land.

Andreou stands near the encircled H, looking up to the pilot, who flashes his lights to signal his intentions. Andreou uses his arms and orange wands to signal the all clear. When the chopper is about four feet above the deck, Andreou drops to a knee and reflects the diminishing clearance to

the yacht’s deck by lowering his arms.After the chopper touches down

and discharges static, deck hands standing at the ready run to each side and stand on the skids to hold the chopper down. Other crew snap the bird in place.

Seeing a helicopter land on a yacht used to be rare, but now helicopter decks are being built on most every new yacht than can handle them.

“I would say there are about 70

See HeliCOPter, page A16

Capt. Kostas Andreou signals touch down on the deck of M/Y Allure Shadow. PHOTO/DORIE COX

Helicopter training for crew up in air

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

Pirates in Ft. Lauderdale?

Come aboard if you dare... See page C2. PHOTO/LUCY REED

Advertiser directory C19Boats / Brokers B7Business briefs A12Calendar of events B17-18Career News C1Columns: In the Galley C1 In the Stars B9 Fitness B15 Latitude Adjustment A3-4 Nutrition C9 Personal Finance B16 Onboard Emergencies B2 Photography B14 Rules of the Road B1

Stew Cues C6Cruising Grounds B1Dockmaster B4Environment B11Fuel prices B5Marinas / Yards B8Networking Q/A C4Networking photos C2-3News A6,8Photo Galleries A10-11Regulations B8Technology briefs B5-6Triton spotter B19Triton survey C1Write to Be Heard A19

WHAT’S INSIDE

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

Latitude adjustment

Lucy chabot Reed

LATITUTE ADJUSTMENT

In the post-boat show period of sea trials and maintenance, scores of yachts and their crews were energized by sea trials, surveys and tours.

All that means business for the yachting industry, and here’s a toast to a 2010 where itineraries are full and crew are busy.

At least one such sea trial ended in a sale, but it had nothing to do

with the boat show.Capt. Ian Walsh, the long-time solo

captain of the 58-foot Hatteras M/Y Trim-It, is staying aboard with new owners this winter. He’ll be based close to home for the first time in a while and cover the Bahamas and Keys with M/Y Patricia Ann on the transom.

Regular Triton readers may recall that Walsh was the build captain on the 90-foot Burger M/Y Argus V, which was destroyed by fire in the Bahamas in 2004.

He has written a series of articles for us about her careful rehabilitation at the hands of John Patnovic, owner of

Worton Creek Marina and Boatyard in Maryland.

Capt. Paula Sonnenberg stepped back into yachting and back aboard her previous yacht, M/Y Azzurra, only this time as its captain. She took a yachting sabbatical for three years to recharge. She worked on Azzurra for seven years before leaving.

Eng. Shawn Smith of M/Y Richmond Lady and his dad, Ed, won the World Championship in Performance One class in Key West on Nov. 22. He was throttleman to his dad’s driver.

The boats travel upward of 100 mph and this is the third time the father-son team have won a world title, according to a story about the duo in the Port Huron Times Herald.

“They spun out on the last lap at 114 mph and still beat the five boats in their class,” a proud Capt. Rick Lenardson said of his crew member.

The course covered 6 3/4 miles in the Gulf of Mexico, the Atlantic Ocean

and Mallory Square in Key West. Out of a possible 1,000 points, the Smiths earned 975.

The second-place team had 880 points. There were four other boats in their class.

Former yacht chef Dhardra Blake has taken a job as director of charter marketing for Reel Deal Yachts in Miami.

The company offers a fleet of more than 20 boats (size 36-111 feet) for full- and half-day charters.

Blake was first introduced to yachting as a guest while working in New York City. After she was laid off from an Internet marketing company, she decided not to return to the city after Sept. 11, 2001 and instead went to work on yachts, first as a stew, then as chef.

She also uses her marketing skills to work on political campaigns.

Reel Deal pays referral fees to anyone, including yacht crew, who refer a client for day charter. See www.JustYachtRentals.com to view boats and pricing.

Three former and current yacht crew have written books about their experiences.

Chef Victoria Allman, above, has written “Sea Fare, A Chef ’s Journey Across the Ocean,” which is part cookbook, part memoir.

Enduring the tight quarters of 24/7 yacht living for 11 years, Allman found solace in local markets in yachting destinations and in writing about her adventures there.

As chef on M/Y Cocoa Bean, a 142-foot Broward, Allman continues to expand her repertoire with radio shows

Crew keep busy with sea trials, hobbies, and book publishing

Sonnenberg

See lAtitUDe, page A4

Blake

Chef Victoria Allman and her husband, Capt. Patrick Allman, of M/Y Cocoa Bean. PHOTO/LUCY REED


lAtitUDe, from page A3

and blogs. Her Web site hosts mini-cooking demonstrations and her links have been picked up by yacht media.

When not engaged in book signings, interviews and shows, she is planning her second book.

Former Second Officer Vaughan Poynter has written “The Deckcrew Guidebook” designed to help entry-level and mid-level deck crew with their skills training and career. The 74-page book

covers most yacht topics for deck crew including the daily routine, a glossary of terms, how to properly stow items on deck, a deck crew member’s role in anchoring and docking, varnishing and even helicopter operations.

“A crew member can carry this book from getting their first job into a senior officer position,” Poynter said.

When he stepped off yachts in April, he was second officer on M/Y Dubai, the largest motoryacht afloat at 535 feet. He said the skills he learned not only on Dubai but on other large yachts prompted him to write this book.

“They may not want to be a nav officer, but when they realize what the senior officer does, they’ll have a bit more respect for them,” he said. “Experience at sea is always something to be respected, regardless of the position you hold.”

Poynter has also designed two short courses that would benefit young deck crew. They are available through his company V7 Crew Consulting. For

more details, visit www.v7crew.com.

Chief Steward Chris Henry, above, has announced the third book in a series, “My Toast Isn’t Buttered Today,” which is expected to be available this

month. This will be an adult novel detailing life on megayachts.

He has also written “Chief Steward’s Training Manual,” a guide for those who choose the interior and service on yachts.

Henry was a stew with the Gallant Lady fleet for more than a decade. He also spoke at the Triton Expo in November about becoming unfireable for interior staff.

For more details, visit www.capmytoast.com.

Eng. Albert van Zyl, his wife Marcia, and his brother, Eng. Kobus van Zyl, have launched Yacht Union, the first iPhone application just for yachties.

Sparked after watching a friend spend an hour each day searching 10 Web sites in her quest to find a job, they wondered if there was a better way.

Yacht Union brings in one place available jobs (for those agencies and yachts willing to pay) from myriad sources.

“We wanted it to be job driven instead of résumé driven,” Marcia van Zyl said. “Instead of having to check all the Web sites, it’s easier to check just one.”

Jobs pop up, with a button to either send the looking agent or yacht an e-mail or make a phone call.

Other portions of the app include a calendar of events and a list of services important for crew such as leisure activities and personal services such as diving schools.

The trio also have a Web site, www.yachtunion.com, to access listings and other information.

Have you made an adjustment in your latitude recently? Let us know. Send news of your promotion, change of yachts or career, or personal

Crew create an app for yachties to search available jobs onlineLATITUDE ADJUSTMENT

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

Change open to commentsThe U.S. Coast Guard and the

Department of Homeland Security have issued notice of proposed changes to the USCG licensing structure that are expected to be adopted and anticipated to affect 200-, 500- and 1600-ton master licenses, engineering licenses and others.

The USCG proposes to fully incorporate the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, (STCW) with changes begun in 2002.

The proposed changes will eliminate

the 500-ton license and will require masters to get an OICNW (Officer in Charge of a Navigational Watch) license, said Amy Beavers, academic principal and managing director at Ft. Lauderdale’s Maritime Professional Training.

“These changes are very serious and we still have time as an industry to comment on them,” Beavers said in an e-mail to students of the school.

Three years of additional sea service would be required before upgrading of many licenses.

“I am happy to answer questions and will be attending the hearings in

January in Washington, D.C.,” she said. “The public is invited to attend.”

The 90-page report has compiled mariner comments to date and can be read at http://edocket.access.gpo.gov/2009/pdf/E9-26821.pdf. Mariners are encouraged to respond.

Comments may be submitted online via www.regulations.gov, in reference to docket number USCG–2004–17914 and must be submitted by Feb. 16.

– Dorie Cox

MYBA drops SXM charter show The Mediterranean Yacht Brokers

Association has ended its involvement with the charter show in St. Maarten.

At the end of this year’s show on Dec. 7, MYBA sent out a news release acknowledging the show’s poor attendance and confirming its decision to stop supporting the show, which it originally announced about a year ago.

MYBA has run the show “at a considerable loss to the association,” it said in a news release.

Although its contract called for two years’ notice, the St. Maarten Marine Trades Association agreed to dismiss MYBA at the end of this year.

SMMTA developed the show and continues to run it. Ownership now reverts back to SMMTA.

“The MYBA board gave notice at the beginning of this year of the association’s wish to terminate what has been a contentious and unpopular partnership since their decision was made in 2006 to invest in the St Maarten Show,” MYBA wrote.

“Even when the St Maarten Show was fully sold out and easily covering its costs, charter agents and captains strongly objected to the need to attend two Caribbean charter shows running almost simultaneously,” it said.

“The Caribbean charter show controversy (2006-2009) is already well-documented and need not be revisited. Suffice it to say that this troubled chapter in the association’s history is now over, and the MYBA Board will think long and hard before committing its members’ resources to any boat show again.”

– Lucy Reed

Tourist attacks in the BahamasA well-publicized rash of armed

robberies on tourists in the Bahamas has raised enough concern among visiting cruise lines that three carriers have put a hold on excursions within Nassau.

On Nov. 30, the Associated Press reported that Norwegian Cruise Line, Disney Cruise Line and Carnival have stopped shore-side excursions there.

In late November, author Carly Milne shared her story of being robbed at gunpoint with her group of about 20 other tourists and tour guides on a Segway tour.

The tourists were robbed of their

valuables, one tour guide who objected was struck with a weapon and another guide had his hands tied together. No one else was hurt.

Bahamas tourism director Vernice Walkine told the AP that police have increased foot and car patrols in the island’s popular tourist spots.

ABYC offers courses to yacht crew The American Boat and Yacht

Council (ABYC) is offering captains, crew, owners and yacht association members a $200 discount on all ABYC basic and advanced technical certification courses through June 30.

Additionally, ABYC is offering captains and owners of large yachts a special introductory annual membership for $199.

This special pricing includes the ABYC technical standards on CD or in paper; the quarterly technical journal, the Reference Point (online and paper); and Westlawn Institute of Technology’s design journal, The Masthead (online), along with other member benefits.

“We are finding more and more interest by large yacht owners and captains desiring their general crew be proficient in conducting routine marine systems diagnostics, troubleshooting and minor maintenance and repairs while under way,” ABYC President Skip Burdon said.

“There is also increasing interest in having the ABYC standards onboard to ensure service provided while in port around the globe is conducted in accordance to industry accepted standards.

Currently, Annapolis-based ABYC offers the following courses in the United States and Canada on a regular basis. These courses can also be scheduled worldwide upon request:l Standards Certificationl Electrical Basic and Certificationl Corrosion Control Certificationl Diesel Engine Systems, Basic and

Certificationl Gasoline Engine Systems, Basic

and Certificationl General Systems Certificationl HV/AC Systems Certificationl Composite Boatbuiding

Certificationl Basic Laminator Training“During the current economic

downturn we know how difficult it is to find the funds to allow employees to train,” Burdon said. “However, in order to remain competitive, now is the time to train for the future.

“We at ABYC hope this will aid to make training that much more affordable for both individuals and organizations.”

Yacht and crew associations may explore further discounted training opportunities, working agreements, schedule on-site courses, or receive

See neWS BrieFS, page A8

USCG may drop 500-ton ticket; MYBA bids farewell to SXM


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more information on customized training programs at +1 410-990-4460, ext. 31, or at www.abycinc.org.

IYT offers trans-Atlantic training International Yacht Training (IYT)

and Sirius Sailing have launched open-ocean sailing experiences with professional yachting theory and training aboard the 112-foot schooner S/Y Argo.

The first trans-Atlantic crossing will depart Antigua in April 2010 and head to Athens, Greece, with 24 berths on the 21-day passage legs.

The 4,800nm voyage will provide amateur and prospective professional yacht crew with hands-on experience and course opportunities including megayacht crew yacht rating course, master of yachts coastal, master of yachts limited theory and master of yachts ocean theory.

For more information contact Mike French at IYT through www.yachtmaster.com or Mike Meighan at Sirius through www.siriussailing.com.

Crew captured in Iran releasedA 60-foot sailing yacht and its five-

member British crew en route to a race were seized by Iran in late November after the vessel crossed into Iranian waters.

The yacht Kingdom of Bahrain was passing through the Persian Gulf to Dubai from Bahrain on Nov. 25 when it “may have strayed inadvertently into Iranian waters” and was stopped by Iranian naval vessels, the yacht’s owners said in a statement.

The five crew members – David Bloomer, Oliver Smith, Oliver Young, Sam Usher and Luke Porter – were held in Iran and released unharmed about a week later.

A Web site for Sail Bahrain, the yacht’s owner, said the yacht was headed toward the starting line of a 360-mile race from Dubai to Muscat, the capital of Oman.

According to news reports, the crew radioed for help because there was no wind and they could not motor to shore because of a mechanical problem.

Oil prices shot up more than $1 on news that the country had taken the crew, instantly sparking concerns that a conflict with the West could result in a disruption of tanker traffic through the Strait of Hormuz, a key oil shipping lane bordered by Iran.

Jellyfish puts man in hospital A 29-year-old man was in intensive

care in early December after he dove off a yacht moored off South Molle Island in the Whitsundays and into the stinger of an irukandji jellyfish.

Nets in swimming areas can keep out larger jellyfish but the irukandji are about the size of a human finger nail

bed. Its tentacles can be up to 10cm long and pack a venomous sting that causes severe pain, excruciating muscle cramps, headaches, nausea, vomiting and high heart rate.

Australia gets $2.5m for school A new state government jobs plan

for Cairns, Australia, includes a $2.5 million funding injection to help grow the local marine industry.

Premier Anna Bligh announced the funding in late November and said the money would be used to establish an inshore craft training simulator and maritime safety facility at the Great Barrier Reef International Marine College.

Construction of the $8 million college will begin in February.

“This extra $2.5 million will ensure that the Marine Training College is a one-stop-shop for marine training for the region, which means more local jobs and more international and national students flocking to Cairns,” Bligh said.

About $1.5 million would go toward a marine safety training resource at the college.

The marine sector is vital to Cairns and Far North Queensland.

“It currently turns over $670 million a year and employs almost 4,500 people but there is still room for growth.”

Simpson Bay bridge opens more The bridge leading into Simpson

Bay on the Dutch side of St. Maarten will open six times a day during the season.

The daily seasonal openings will be at 9 a.m. outbound, 9:30 a.m. inbound; 11 a.m. outbound, 11:30 a.m. inbound; 4.30 p.m. outbound and 5.30 p.m. inbound.

This schedule will run until May, according to a government news release.

Brunswick rehires laid off staffPreviously laid-off employees

at Brunswick’s Palm Coast, Fla., production facility were recalled in early December as the company prepared to ramp up production of Meridian Yachts in response to historically low inventory levels at dealers.

Production of Meridian Yachts was moved from Arlington, Wash., to Palm Coast about a year ago. Meridian Yachts sales have been down this year.

However, in support of Brunswick’s emphasis on reducing the marine supply pipeline to support dealer health, Meridian’s wholesale shipments and production were reduced by an even greater percentage than the drop in retail activity at dealerships.

The result of this strategy has been a sizable reduction in dealer inventory over the last 12 months.

“We have been committed to helping

our dealers reduce their inventory over the last year, and to helping them establish sustainable business models going forward,” said Rob Parmentier, president of Sea Ray Group, which includes Meridian Yachts.

“We’re now getting to a point with Meridian, where we need to increase production to meet anticipated demand even in a flat market, and work with our dealers to ensure they have what product they need.”

The Palm Coast facility employs 265 people building Meridian Yachts from 40 to 47 feet, and Sea Ray Sport Yachts from 39 to 50 feet.

Employment dropped by more than 40 percent over the past 12 months as production declined; however, the majority of displaced workers have since been contacted and offered positions at the plant. There are also plans to hire additional new employees in the coming months, according to a news release.

FWC limits grouper catches in Fla. The Florida Fish and Wildlife

Conservation Commission (FWC) recently approved rules to address overfishing of grouper in the Atlantic Ocean and to encourage anglers to help protect Atlantic reef fish when releasing them to the water.

The new FWC rules for Atlantic grouper in state waters are consistent with the federal rules. They establish a three-fish-per-person aggregate daily recreational bag limit for all grouper in Atlantic and Monroe County state waters, prohibit the captain and crew of for-hire vessels from retaining any species in the aggregate grouper bag limit, and allow anglers to keep no more than one gag or black grouper combined in Atlantic and Monroe County state waters.

In addition, the rules prohibit all harvest of shallow-water groupers (including gag, black grouper, red grouper, scamp, red hind, rock hind, coney, grasby, yellowfin grouper, yellowmouth grouper and tiger grouper) from Jan. 1-April 30 in Atlantic and Monroe County state waters. This spawning season closure applies to all recreational shallow-water grouper harvest and lengthens the previous two-month closure to commercial grouper fishing in the Atlantic.

The FWC also approved a federal consistency rule that requires dehooking tools to be aboard commercial and recreational vessels for anglers to use as needed to remove hooks from Atlantic reef fish.

“Dehooking tools are a proven way to limit the handling of fish and help increase the odds that fish will survive when they are released,” Barreto said.

These rules take effect in mid-January. For more details, visit www.MyFWC.com

Australia invests in marine training, educationneWS BrieFS, from page A6

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

Capt. Bill Hawes as Willy Wonka.

M/Y Destination Fox Harb’r Too won St. Maarten’s “Best Yacht Hop Theme” with Willy Wonka and the Chocolate Factory. Paul Ferdais as Augustus and Theresa Manwaring as Violet.

Dave Bennett, Kerry Beasley and Karen Holtan as Oompa- Loompas. PHOTOS FROM CAPT. BILL HAWES

The one-two punch of Caribbean charter shows took place in

early December, beginning with a slow and slight show in St. Maarten with about 20 vessels, followed by a busy and powerful show in Antigua with 93 vessels, eight over 250 feet.

MYBA has announced it no longer owns the St. Maarten show and that this, its third year, was its last. Sources on St. Maarten say that’s not a death knell and that the show will be back next year.

Capturing the spirit of the Caribbean charter showsThe crew of M/Y Kapalua won first place in Antigua’s table-setting contest (94-149 feet) and Chef Patrick Roney took second place in the 10th annual Concours de Chef (94-149 feet). The theme this year: Caribbean buffet-style brunch. From left, First Mate Zane Colebrook, Stew Anna Upton, Chef Roney, Chief Stew Heather Roney.

PHOTO FROM CHIEF STEW HEATHER RONEY

– M/YKAPALUA

M/Y Perle Bleue crew, in Antigua. PHOTO FROM CAPT. GIANNI BRILL – M/Y PERLE BLEUE

The crew of S/Y MITseaAH in Antigua, from left: Mate Stephen Edwards, Chef Sean Doyle, Capt. Axel Koch, Bosun Dane Gadney, Eng. Dickie Henson, 2nd stew Marie Brunet. “We had at least four inquiries already from the show, and few for next season in the Med.”

PHOTO FROM CAPT. ALEX KOCH – S/Y MITSEAAH

PHOTO GALLERY: Antigua, St. Maarten

The Triton www.the-triton.com January 2010 A11

Winners of St. Maarten’s Concours de Chefs. PHOTO/CAPT. BRAD TATE – M/Y EL JEFE

The crew of M/Y El Jefe during a St. Maarten yacht hop with its Mexican theme and its signature El Jefe Margarita, “which is a proprietary chili Margarita,” said Capt. Brad Tate. Clockwise from left, Chief Stew Jennifer Tate, Capt. Tate, Eng. Rob Marx, 2d Stew Daphne Marx and Chef Danny Escarment. PHOTO FROM CAPT. BRAD TATE – M/Y EL JEFE

The crew on M/Y Atlantica won Best in Show in St. Maarten, in addition to Best Table Setting, Ambiance and Service. Congrats to Chief Stew Leah Kneas-Hodges, Stew Tamara Lashley and the whole crew. PHOTOS FROM CAPT. ROY HODGES

First Mate Paul Ferdais from M/Y Destination Fox Harb’r Too gets congratulations for his cross-dressing efforts during the final crew party in St. Maarten.

PHOTO/CAPT. BRAD TATE – M/Y EL JEFE

PHOTO GALLERY: Antigua, St. Maarten

A1� January 2010 www.the-triton.com The Triton BUSINESS BRIEFS

Caribbean island marinas partner with agentsDockside, IGY team up in SXM

Dockside Management had signed an agreement with Island Global Yachting (IGY) to be a preferred provider at IGY’s marinas in St. Maarten: the Yacht Club at Isle de Sol and Simpson Bay Marina.

Based in St. Maarten, Dockside Management provides vessels with services from banking, clearance, visa assistance, courier/freight, provisioning, parts and repair, VIP services, and more.

For more details, call +599 544-4096.

BWA, Yacht Club partner in AntiguaBWA Yachting, a concierge

and marine agency, has signed an agreement with Carlo Falcone, owner of the Antigua Yacht Club Marina in Falmouth Harbor, to be the recommended service provider to all vessels visiting the facility.

Antigua Yacht Club is host to the Antigua Charter Show, the Antigua Classic Yacht Regatta and Antigua Sailing Week.

BWA has expanded operations to other parts of the Caribbean with headquarters in St. Maarten and services in St. Thomas, Anguilla, St. Barth’s, and St. Lucia. The operations are in partnership with Jeff D. Boyd, CEO of BWA Yachting-Caribbean, in charge of development and

management of operations. Boyd is president of the St. Maarten Marine Trade Association and most recently served as the executive vice president of operations worldwide for Island Global Yachting.

Other appointments in BWA Yachting-Caribbean include Capt. Lucille Frye, James Roidis and Ralph Rivers, co-founders of Octopus Yacht Services.

For more information, visit www.bwayachting.com.

Triton launches new Web site Fresh and easy-to-use, www.the-

triton.com has been relaunched. The fully functional menu can lead users directly to the story they heard about, let them scan the current news or log-in to post their own classified ads.

Users can also read The Triton in the newest technology with digital page flipping. More than five years are archived.

The Triton Directory is now the online guide to everything for the yachting industry. Formerly known as The Captain’s Mate, the updated Web site provides easy navigation with new Web technology by Globalissa.

User-friendly and intuitive, the new site accesses information on more than 3,000 companies in 183 categories. New features include user-customized printable directories and local weather updates at business links. Access the Triton Directory through www.the-triton.com.

Nautic Crew guarantees crew Nautic Crew International now

offers a 12-month warranty on the crew it places and 5 percent fee on annual salaries. For details, visit www.nauticcrewintl.com.

Bach joins Fraser Michael Bach has taken a position

with Fraser Yachts as manager of business development for yacht services.

Based in Ft. Lauderdale, Bach said he will work to maintain existing clients, but also add new projects and existing vessels to the Yacht Services Division, which includes project management, charter brokerage and crew placement.

Bach most recently worked with Savannah’s Thunderbolt Marine in a similar capacity.

Crew launch enviro company Denise Fox and Alain Serrini have

launched Eco-yachts, a company created to serve as a central source for businesses offering environmental solutions for yachts.

Fox is a captain with 20 years in the yachting industry and previous career as an architect/construction manager with an emphasis on energy efficient design and solar power. Serrini

started as a deckhand and mate on luxury yachts and served as navy officer in the Italian coast guard and started Pixelwaters, an advertising communications company for the maritime industry.

Eco-yachts offers an e-commerce section for green products for yachts. For more information visit www.eco-yachts.com.

Isle of Man picks Forum leadersThe Isle of Man Forum held its first

international conference with more than 150 industry professionals and announced new officers: Chairman Robert Tobin (Dohle Private Clients); Vice Chairman Ben Hextall (Oceanweb); Mike Dean, marketing and events (Equiom); Treasurer Mike King (Lombard Manx); and Secretary Lisa Osland (Abacus).

The conference announced that the sub-committees have been active in reference to issues related to taxes, VAT and flagging, Tobin said in an announcement. For more information, visit www.isleofmanyachtforum.im.

Dockwise carries record load Dockwise Yacht Transport

(DYT) reported a record load of 50 recreational cruising and racing boats worth a total of $41 million in November onboard the 556-foot Super Servant 4. The ship made a stop in Freeport, Bahamas, the newest port on DYT’s route toward St. Thomas, USVI .

Ann Souder, sales agent, said in a press release that while the recession may have temporarily subdued demand, it has not reversed the long-term upward trend in yacht transportation between cruising destinations.

Demand for yacht transportation services is mainly generated by yacht owners and charter companies seeking expansion of their cruising grounds to benefit from two seasons within one year (e.g., New England in the summer and the Caribbean in the winter).

For more information, visit www.yacht-transport.com.

Telemar launches US arm Al T. Marine Electronics of Lake

Worth will join Telemar Yachting of Italy to become Telemar Yachting the Americas, based in Ft. Lauderdale. Telemar Yachting is an integrated marine electronics specialist to the superyacht industry. For information, visit www.telemar-yachting.com.

AYSS adds new member The Association of Yacht Support

Services has added new associate members HBJ Gateley Wareing, a UK-based law firm with a specialist yacht team based in London to advise yacht owners, charterers, brokers and trade associations. For information, visit www.ayss.org.

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

Merrill-Stevens’ Miami yard is the site of several historical artifacts, perhaps the most interesting of which is its ship lift. It was built in 1953 by a young man named Raymond Pearlson, full of confidence and short on experience.

A naval architect, he taught himself a thing or two building that lift and went on to found Syncrolift, a company he sold in 1979. His son, Douglas Pearlson, works in the industry and was working with Merrill-Stevens to rebuild the original

lift, still in service at the yard.“Ron [Baker, then-president of the

yard] called my dad, who is 81 years old, and said, ‘we’ve got a problem with the ship lift. Is it still under warranty?’” Pearlson said during an interview in 2007. “My dad told him, ‘absolutely.’

“These stories show the depth of character in the marine industry here,” he said. “You don’t have to look far to find people who support each other, often just on a handshake.”

– Lucy Reed

Merrill-Stevens’ lift part of its lore

buying brokerages, setting up a crew placement and yacht management office in Ft. Lauderdale,” he said. “All those businesses are closed now, too.”

Soon after Westbrook bought the yard, he began spending millions of dollars acquiring ancillary businesses and on plans for a proposed $55 million expansion that would enable the yard to attract yachts up to 200 feet.

In the fall of 2007, the yard was still working to get government agency approvals and permits. Yard officials at the time noted that 56 local, state and federal agencies had to sign off on the plans, and that kept the project forever on the drawing board.

The expansion would have added about 300 jobs to the yard, taking it to 500 total. Instead, its final few dozen employees were told on Wednesday, Dec. 16, that the yard would close on Friday.

“It was a horrible way to do it,” said an employee who asked not to be identified. “A year ago, they were letting people go at my level and giving them a year’s salary.”

Employees with the yard in December didn’t get any severance pay, this employee said.

What hurt the yard most was closing its ancillary businesses last year, several sources said. When the brokerage and crew placement divisions closed, one employee said the shipyard fielded phone calls worried that it, too, would soon be out of business.

“People stopped bringing their boats down,” said this management-level employee who asked not to be identified. “They all thought we were going out of business. Once that starts….

“We all knew they were making mistake after mistake, and at every turn they [senior officials] tried to tell them, ‘I don’t think this is a good idea’ but they didn’t listen,” he said. “Had they put the money in the shipyard instead, we’d be flying now.

“It’s typical, and you’ve seen it happen before: the new owner comes in with ideas of grandeur, he puts his kids in charge and they don’t listen to the people who know, and this is what happens. It’s such a shame.”

“Sad news, sad news indeed,” said Capt. Dale Smith, who led a nearly 2-year refit on M/Y Triumphant Lady at the yard.

Several sources cited the economy and the tightened financial markets for the decision Merrill-Stevens made to close.

The yard tried to get federal grant money for job-creation programs but was passed by, one source said.

“The timing couldn’t be worse,” Capt. Smith said. “The facility they were going to build was really state-of-the-art. Westbrook had big ideas. In retrospect, I’m sure he’d admit that he should have focused on the shipyard.”

But not everyone was so forgiving. “I’m at Bradford right now and it’s

jam-packed,” a captain and former customer said. “The industry is starting to pick up. The economy hurt him [Westbrook] because he was not in a posture to take a hit. … He came in with grandiose plans but he bit off more than he could chew.”

Merrill-Stevens launched in 1885 in Jacksonville and relocated to the Miami River in 1923. It was the longest, continuous-running corporation in Florida.

Some of the industry’s largest and best-known yachts have frequented the yard, including the 143-foot M/Y Lord Jim, the 150-foot M/Y Magic, the 123-foot Feadship M/Y Blackhawk, and the 153-foot Feadship Lady Allison.

When the classic Feadship M/Y Highlander was mothballed last year, she docked under a shed at Merrill- Stevens. She moved to Bradford Marine in Ft. Lauderdale in the pouring rain on the Friday of Merrill-Stevens’ closure.

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

Source: Merrill-Stevens’ bid for federal job grant failed Merrill-StevenS, from page A1

FROM THE FRONT: Merrill-Stevens

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

“We do the same thing,” another said.

“We have a little group of people we use, too,” said a third.

“I have different groups I use for open water deliveries, 24/7 with the owners, ICW delivery,” the first captain said. “It’s my own crew agency.”

Speaking of crew agencies, do you ever use the official kind?

“Crew agents, the ones I know personally, can be helpful,” a captain said. “They send you resumes as fast as possible.”

“I don’t think we’ve ever called a crew agency,” another captain said. “We either use someone we used in the past or we get a reference from them.”

“I’ve only hired two people from the agencies,” the first captain said. “As soon as I started looking, I told my network and I got resumes left and right.”

“With agencies, it depends where you are and what’s happening,” said a third captain.

“It’s definitely the fastest way to get a bunch of resumes,” replied another.

So now that you have some resumes and candidates, what’s next?

“You have to narrow it down by what you like and what they bring to the

boat,” a captain said. “Do they mesh with the boat and the crew?”

“First, though, you have to ask what

the owner wants,” another captain said. “If he wants young and beautiful, that’s what you have to look for.”

Can you influence that if the best person for the job isn’t young or magazine beautiful?

“Not really,” one captain said. “I’ve never had an owner ask me to fill a position based on looks or size,” another said. “It’s part of the responsibility of the person doing the hiring to find the best person and present that resume to the owner.”

So what else do you look for among the resumes?

“Crew with skills beyond their job,” one captain said. “Computer skills are critical. Those resumes go to the top. I’m looking for people with good diverse skills. They tend to be the team players. And I look for the way they wrote their resume. If it’s all about them or if they use the team word.”

If we all agree that how the candidate fits is important, how do you determine that based on a resume?

“They have to fit in with the rest of the crew,” one captain said. “Before I hire anybody, I take them to a bar and get them drunk and find out what they’re really like.”

“If you have time, you bring a few on for day work,” another captain said.

“Adopting day workers is big,” said a third. “It’s a great way to see how they

Attendees of The Triton’s January Bridge luncheon were, from left, Mary Taylor of M/Y Jubilee, Karen Anderson (freelance), Denise Fox (looking), Paula Sonnenberg of M/Y Azzurra, Veronica Hast of M/Y So Taj, Wendy Umla of M/Y Castaway, Terry Ingels (freelance), Natalie Hannon (freelance), and Bonnie Peyser of M/Y Serenity. PHOTO/LUCY REED

BriDGe, from page A1


People with diverse skills ‘tend to be the team players’

fit with the crew.”“I don’t like to make them do day

work first,” another captain said. “You’ve kind of committed yourself when you do that.”

“I like to get a potential candidate on board, in the workspace,” a captain said. “It‘s only then that you find out the chef needs windows in the galley. It helps people make a decision.”

“You give crew a tour, show them the crew quarters,” another captain said. “You ask them if they can hand you a line and they say, oh, I‘ve got a bad back. You can’t ask that question in the interview, but you can learn it by having them on the boat for a few minutes. I make them climb down into the engine room with me or through a hatch.”

Do job candidates ever say no to a job offer?

“It’s happened,” one captain said. “I had one guy go straight from the interview to [the agency] and say he didn’t want the job.”

“It’s happened to me, too,” another captain said. “You do a couple phone interviews and it all seems right, then you have them to the boat and the job is real to them. It hits them and they realize, I’m going to be away or leaving my country or whatever. Maybe I really don’t want this job.”

Another captain mentioned that when it is time to sign the crew agreement and the candidate sees the rules in writing, some no longer want the job.

“They have to be a good fit,” this captain said. “Some want the rules and like it, some don’t.”

Do you ever go on instinct, despite the resumes, references and conventional wisdom?

“All the time,” one captain said, as others agreed. “Every single time.”

“And if I don’t, I regret it,” another said.

“Any time I go against my gut, it goes badly,” said a third.

“I try really hard to promote people from within my crew,” another captain said. “You always keep in mind that the bosun, with any luck, will become the mate. You hire the mate once, but you’re hiring two mates down the line.”

This sparked a conversation about training and onboard mentoring, not only from these captains but among each of the crew members, especially women.

“It’s amazing to me how often we find women who are really good but haven’t been given the chance,” one captain said. “I once had a stew who was pretty good. The organizational skills she had, though, were phenomenal. In the refit, she took over. Teaching her what to do was the easy part.”

“I can’t tell you how many stews come up on watch on my boat and

learn navigation skills,” another captain said. “I met one who was eight years as a stew and had never run the tender. I told her, guess what? We’re going to teach you.”

“All you have to do is give them a project; give them the responsibility, and a good crew member will take it on,” another said.

Back to hiring. What sort of questions do you ask?

“I ask what they liked about their last boat, and what would they change,” one captain said. “You want to see if

they really like their job, or if they just want to travel.”

“Where do you see yourself in a year or two?” another said.

“I tend to ask behavioral questions,” said a third. “Tell me about a situation where you were part of a team? What was your role? How do you deal with an upset owner? How did you deal with a situation that went wrong?”

When looking over resumes, these captains often recognize previous employers, previous captains or previous boats and call on them

directly to get more information about a job candidate. And while few will offer many personal details about a former candidate, most will answer one simple question: Would you rehire this person?

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected]. If you make your living working as a yacht captain, e-mail Reed for an invitation to our monthly Bridge luncheon.


‘I try really hard to promote people from within my crew’FROM THE BRIDGE: How do you hire? FROM THE BRIDGE: How do you hire?


“We do the same thing,” another said.

“We have a little group of people we use, too,” said a third.

“I have different groups I use for open water deliveries, 24/7 with the owners, ICW delivery,” the first captain said. “It’s my own crew agency.”

Speaking of crew agencies, do you ever use the official kind?

“Crew agents, the ones I know personally, can be helpful,” a captain said. “They send you resumes as fast as possible.”

“I don’t think we’ve ever called a crew agency,” another captain said. “We either use someone we used in the past or we get a reference from them.”

“I’ve only hired two people from the agencies,” the first captain said. “As soon as I started looking, I told my network and I got resumes left and right.”

“With agencies, it depends where you are and what’s happening,” said a third captain.

“It’s definitely the fastest way to get a bunch of resumes,” replied another.

So now that you have some resumes and candidates, what’s next?

“You have to narrow it down by what you like and what they bring to the

boat,” a captain said. “Do they mesh with the boat and the crew?”

“First, though, you have to ask what

the owner wants,” another captain said. “If he wants young and beautiful, that’s what you have to look for.”

Can you influence that if the best person for the job isn’t young or magazine beautiful?

“Not really,” one captain said. “I’ve never had an owner ask me to fill a position based on looks or size,” another said. “It’s part of the responsibility of the person doing the hiring to find the best person and present that resume to the owner.”

So what else do you look for among the resumes?

“Crew with skills beyond their job,” one captain said. “Computer skills are critical. Those resumes go to the top. I’m looking for people with good diverse skills. They tend to be the team players. And I look for the way they wrote their resume. If it’s all about them or if they use the team word.”

If we all agree that how the candidate fits is important, how do you determine that based on a resume?

“They have to fit in with the rest of the crew,” one captain said. “Before I hire anybody, I take them to a bar and get them drunk and find out what they’re really like.”

“If you have time, you bring a few on for day work,” another captain said.

“Adopting day workers is big,” said a third. “It’s a great way to see how they

Attendees of The Triton’s January Bridge luncheon were, from left, Mary Taylor of M/Y Jubilee, Karen Anderson (freelance), Denise Fox (looking), Paula Sonnenberg of M/Y Azzurra, Veronica Hast of M/Y So Taj, Wendy Umla of M/Y Castaway, Terry Ingels (freelance), Natalie Hannon (freelance), and Bonnie Peyser of M/Y Serenity. PHOTO/LUCY REED



People with diverse skills ‘tend to be the team players’

fit with the crew.”“I don’t like to make them do day

work first,” another captain said. “You’ve kind of committed yourself when you do that.”

“I like to get a potential candidate on board, in the workspace,” a captain said. “It‘s only then that you find out the chef needs windows in the galley. It helps people make a decision.”

“You give crew a tour, show them the crew quarters,” another captain said. “You ask them if they can hand you a line and they say, oh, I‘ve got a bad back. You can’t ask that question in the interview, but you can learn it by having them on the boat for a few minutes. I make them climb down into the engine room with me or through a hatch.”

Do job candidates ever say no to a job offer?

“It’s happened,” one captain said. “I had one guy go straight from the interview to [the agency] and say he didn’t want the job.”

“It’s happened to me, too,” another captain said. “You do a couple phone interviews and it all seems right, then you have them to the boat and the job is real to them. It hits them and they realize, I’m going to be away or leaving my country or whatever. Maybe I really don’t want this job.”

Another captain mentioned that when it is time to sign the crew agreement and the candidate sees the rules in writing, some no longer want the job.

“They have to be a good fit,” this captain said. “Some want the rules and like it, some don’t.”

Do you ever go on instinct, despite the resumes, references and conventional wisdom?

“All the time,” one captain said, as others agreed. “Every single time.”

“And if I don’t, I regret it,” another said.

“Any time I go against my gut, it goes badly,” said a third.

“I try really hard to promote people from within my crew,” another captain said. “You always keep in mind that the bosun, with any luck, will become the mate. You hire the mate once, but you’re hiring two mates down the line.”

This sparked a conversation about training and onboard mentoring, not only from these captains but among each of the crew members, especially women.

“It’s amazing to me how often we find women who are really good but haven’t been given the chance,” one captain said. “I once had a stew who was pretty good. The organizational skills she had, though, were phenomenal. In the refit, she took over. Teaching her what to do was the easy part.”

“I can’t tell you how many stews come up on watch on my boat and

learn navigation skills,” another captain said. “I met one who was eight years as a stew and had never run the tender. I told her, guess what? We’re going to teach you.”

“All you have to do is give them a project; give them the responsibility, and a good crew member will take it on,” another said.

Back to hiring. What sort of questions do you ask?

“I ask what they liked about their last boat, and what would they change,” one captain said. “You want to see if

they really like their job, or if they just want to travel.”

“Where do you see yourself in a year or two?” another said.

“I tend to ask behavioral questions,” said a third. “Tell me about a situation where you were part of a team? What was your role? How do you deal with an upset owner? How did you deal with a situation that went wrong?”

When looking over resumes, these captains often recognize previous employers, previous captains or previous boats and call on them

directly to get more information about a job candidate. And while few will offer many personal details about a former candidate, most will answer one simple question: Would you rehire this person?

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at [email protected]. If you make your living working as a yacht captain, e-mail Reed for an invitation to our monthly Bridge luncheon.


‘I try really hard to promote people from within my crew’FROM THE BRIDGE: How do you hire? FROM THE BRIDGE: How do you hire?


yachts with helidecks currently,” said James Frean, director of Heli Riviera in Ft. Lauderdale. “At the Monaco show they talked about how most every yacht over 160 feet is being built with one. They may not plan to use it, but helidecks are just part of yachts now.”

Fire suits may be required

In use or not, yacht crew can add helicopter duties to the list of desired skills needed to work on the larger yachts afloat. Of course, obtaining the skills is the tricky part.

There are no required licenses or certifications for crew to hold before being able to work with a helicopter on a yacht, said Jay Schmidlapp, president and CEO of Heli-Yachts International in Ft. Lauderdale.

Still, training is vital, he said. Information about helicopters onboard is becoming more accessible, but crew training falls to the captain or a helicopter management company.

“I train the crew, and every month we re-train,” said Allure Shadow’s Capt. Andreou, who flew helicopters in the Greek Navy and takes training seriously as vice president of marine operations for Shadow Marine.

“Crew fly on a regular basis so they can understand from both the air and on deck,” he said. “And they rotate positions.”

“Every helicopter and situation is different,” Schmidlapp said, “But whether single or twin engine, wheels or skids, and no matter how many

rotors, there are some basic safety rules.”

These basics include helicopter operations, take-off and landing, fire safety, passenger control and rescue procedures.

Crew need to be engaged primarily for helicopter take-off and landings. For compliance with MCA’s Large Commercial Yacht Code (LY2), yachts such as the Allure Shadow require four crew on deck in fire suits, two exits for emergency evacuation and two sides available for fire fighting.

But on private yachts such as the 160-foot M/Y Aurora A, Capt. Rick Kemper said they make up their own rules. They aim for the same safe levels as Allure Shadow, but no on is watching

to make sure they get there.“I understand all the principles

about air dynamics and operations and everything, but the important part is practice” Kemper said. “You can take courses all day but you have to do it.”

A perfectly executed helicopter landing makes the procedure look simple, but there is a lot involved. A helicopter must first touch the boat before people can touch it due to a static charge that can cause injury.

Helicopters will have wheels or skids underneath for landing. The pilot can’t see these as he lands and is dependent on instruction from those on deck as he aims for the landing area.

Capt. Kostas Andreou, Third Officer Francis Ng, Mate Lawrence Scott Merino, Stew Nichole and Second Officer Robert Crot after a safe landing. PHOTO/DORIE COX

Helicopters add speed and convenience to yachts. PHOTO FROM JAMES FREAN

Licenses not required but training is vital

See HeliCOPter, page A18

HeliCOPter, from page A1

FROM THE FRONT: Helicopters


Andreou uses two VHF radios to communicate. One radio talks with the pilot and the other, the yacht’s bridge, which shares wind direction, speed, chopper distance from the vessel and information onboard.

There are about 35 arm signals used to communicate between the pilot and landing officer. Crew stand at the ready with a tool bag that includes a metal cutter. The rails around deck have been removed, they have checked the safety netting, they are in their gear and in their designated positions.

On M/Y Aurora A, crew positions are less formal and they do not wear fire gear during take-offs and landings, although the boat is equipped with fire hoses and foam.

“We have a plan to put the helicopter in the water if there is a fire issue,” Kemper said. “We often have a rescue boat in the water for problems with take-off or landing.

“I am on the VHF in the bridge with a crew on the aircraft radio on the deck,” he said. “And I have a camera. It is easier for them to land while the vessel is under way, But, if we are anchored, I use the bow thrusters to keep the boat steady.”

Some yachts have touch-and-go heli-pads but some keep the helicopter onboard permanently. A defining factor on a yacht is whether it carries helicopter fuel. For M/Y Aurora A, compliance became much more rigorous under the LY2 with a fueling station onboard as it can carry 1,000 gallons of A1 jet fuel.

Dunk-tank training recommended

“Crew often call to ask about courses, thinking that will enhance their resumes and help them work on a yacht with a helicopter, but it doesn’t

work that way,” Frean said.There are reams of requirements

in the LY2 for the vessel to be in compliance for SOLAS and MCA, but crew do not have options for a certificate specifically for helicopters on yachts, like the STCW. Courses such as advanced fire fighting are suggested and required by many captains and management companies, but they are not tailored to helicopters.

“I advise all crew members to undergo dunk-tank training to give them an understanding and skills to safely escape a helicopter that has ditched into the sea,” Schmidlapp said.

Despite the absence of certifications, several new levels of responsibility are working their way into the yacht crew lineup including helicopter landing officer, deck party officer and deck party crew.

Current training outlines are based

on military use of helicopters at sea and on offshore rigs.

There are crew training standards under the LY2 code, but they are based on OPITO (Offshore Petroleum Industry Training Organization) standards. LY2 section 24.2.4 explains how the officer in charge of the helicopter landing operations team should have the OPITO-approved offshore helicopter landing officer (HLO) certificate and that all other crew should have an OPITO-approved offshore emergency helideck team member certificate.

“These are as close as possible for training standards, but the differences between offshore drilling in the North Sea and work on yachts is great,” Frean said. “But it is the best out there now. We are currently involved in a working group with MCA to come up with guidelines to get courses recognized

and approved for training.”Most private owners and

management companies want to meet commercial standards for helicopters for liability and safety.

“We do take crew on the OPITA training in the UK, but remember, they are coming from yachts,” he said. “It costs several thousand pounds and a trip to Europe. So instead I go to yachts for familiarization training, teaching basics like safety, how to control the passengers and what to do in emergencies. It’s better than nothing.”

First Officer Vaughan Poynter, who has worked on the helicopter-laden yacht M/Y Dubai, has written a guidebook for deck crew with sections on helicopter basics. And there are books such as “Guide to Helicopter/Ship Operations” by International Chamber of Shipping. Graham Thomson, president of MTS Yachts, said most customized crew training books cover the basics as well.

Mike French, president of International Yacht Training, said his company recognizes the need for training for crew working with helicopters onboard and are in negotiations to begin courses outside of MCA requirements.

“We believe crew really want to learn this,” he said.

Insurance grey zone

As for the future, Frean said, “This is a small industry that hasn’t been around long enough to see the big picture. But we can see years of military use. Just because no one has had an accident on a yacht doesn’t mean it is safe.”

This summer, there was a publicized helicopter crash of M/Y Lady Christine’s yacht-based helicopter. Passengers survived when the helicopter went down in the water. It did not crash on the yacht.

To date, the pilot is responsible for the helicopter and the captain is responsible for the yacht; the location of an incident defines the event. As far as insurance, there is helicopter insurance and there is yacht insurance. There is no insurance for landing a helicopter on a yacht.

“What I see, because there are no strict guidelines for crew training, is that many don’t have formal training,” Frean said. “This is unfair for the crew to be put on deck in their shorts and bare feet to land a helicopter. They may not understand the dangers if it is a job they end up getting.

“Crew should ask for training; they must insist on it,” he said. “It can make a big difference in doing a job properly. It can make it safer.”

Dorie Cox is a staff reporter and associate editor with The Triton. Comments on this story are welcome at [email protected].

HeliCOPter, from page A16

Pilot, landing officer communicate using 35 arm signals

“Helidecks are just part of yachts now,” said James Frean, director of Heli Riviera in Ft. Lauderdale. PHOTO FROM JAMES FREAN

FROM THE FRONT: Helicopters


You have a ‘write’ to be heard. Send your thoughts to editorial@ the-triton.com.

PublisherDavid Reed, [email protected]

Advertising SalesPeg Soffen, [email protected] Mike Price, [email protected]

EditorLucy Chabot Reed, [email protected]

News staffDorie Cox

Lawrence Hollyfield

Production ManagerPatty Weinert, [email protected]

The Captain’s MateMike Price, [email protected]

Contributors

Carol M. Bareuther, Capt. Gianni Brill, Capt. John Campbell, Mark A. Cline,

Rupert Connor, Jake DesVergers, Capt. Denise Fox, Beth Greenwald, Capt. Bill Hawes,

Capt. Roy Hodges, Jack Horkheimer, Anneli James, Chef Mary Beth Lawton Johnson,

Alene Keenan, Capt. Alex Koch, Capt. Taylor Lawson, Keith Murray, Steve Pica,

Chief Stew Heather Roney, Rossmare Intl., James Schot, Capt. Ned Stone,

Capt. Brad Tate, Capt. Joseph Walier

Vol. �, No. 10. The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2009 Triton Publishing Group Inc. All rights reserved.

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

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

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

WRITE TO BE HEARD

I just read your November article on DHS and the auditor’s report. [“Auditor criticizes DHS small vessel security plan as ineffective,” page A6]

It occurs to me that the government could get a lot more voluntary compliance if there was a way to speed up the process.

We now have the local boater cards [for customs clearance of U.S. citizens in South Florida] to help move things along. We have the Advance Notice of Arrival for larger vessels.

What if smaller vessels could voluntarily file Advance Notices and we had a dedicated phone number to check in with?

It could be routed through the same people but could give us a higher priority as we would be much simpler to clear in, having already done our online reports.

Just a thought.Capt. Ned Stone

Appendicitis article fell short

I read the long article about appendicitis, but you give no recommendation. [“Appendicitis ache tricks you, shifts before pain settles in,” page B2, September 2009.]

I’m surprised you would write an entire article without concluding with the advice to have an appendectomy.

1. Preventive appendectomies are simply painless for body, soul and even one’s wallet.

They will free anyone from

appendicitis problems forever and leave crew free to sail wherever the owners want them to.

In the case of having to evacuate into a liferaft, it will also be one less

worry to manage.2. The risk is near zero.3. For women, the scar may be about

one inch with a good surgeon.Please pass this message along in the

next issue of The Triton. Many thanks for those whose livelihood depends on one of these real hazards.

Frits GroenCannes

Voluntary compliance hindered by time-eating processes

Safety has always been a primary concern of vessel operation. We have safety training, fire extinguishers, life rafts, flare kits, EPIRBs and all the other items needed to protect life and limb aboard our boats.

With that in mind, I am amazed at the number of crew I see riding motorcycles without any helmets or safety attire. (A photo in The Triton after charity poker runs this fall motivated me to write.)

Proper gear includes full-face helmet, padded jacket, heavy duty jeans or corduroy/leather pants, over-the-

ankle boots and gloves. Modern-designed mesh clothing

makes this possible in the 90 degree weather we have down here in summer.

I’m a motorcyclist not a biker. Bikers are in it for the “lifestyle” and “image.”

Motorcyclists are more concerned with the actual riding and safety of it. It’s damn dangerous.

The damage done to skin is horrible to see from the typically dressed sport bike rider down here. Shorts, tank top and sandals are typical. I just don’t understand it.

I know it’s a personal choice but I say it’s better to sweat than to bleed any day of the year. Helmets save lives and safety riding gear saves skin grafts. I ride and wear all the gear all the time, and that is my choice.

Capt. Tedd Greenwald

Full-face helmets are part of safety gear. PHOTO/FROM CAPT. TEDD GREENWALD

What’s with all the yacht crew being reckless on motorcycles?I know it’s a personal

choice but I say it’s better to sweat than to bleed any day of the year.

www.the-triton.com January 2010Section B

Dockmaster spotlight

B4At Aruba’s Renaissance

Time for a check up

B2For your medical kit, that is.

Ready, set, go

B16

Diversify investments in 2010.

Give it a stretch

B15Before and after workouts

The original sailors who set to sea in wooden boats thousands of years

ago learned, through trial and error, that vessels require a certain amount of freeboard. Some, too, probably discovered that overloading their vessel could have severe

consequences.What is it that I’m talking about?

Next time you walk on the docks, take a look at a large yacht (over 80 feet). If she is a commercial yacht, there will be a circle with a line through it near the waterline and midway between the bow and stern. It usually has letters on either side of it, such as A and B, L and R, Y and B, etc. Those letters represent the authority that assigned the location of that symbol.

This symbol is known as the Plimsoll Line or the Load Line Mark. What does it mean and why is it there?

The first official loading regulations originated on the island of Crete in

2,500 BC. Ships were required to pass loading and maintenance inspections. The Roman Empire established similar requirements during its reign of the region.

In the middle ages, the city-state of Venice, a major sea power at the time, enforced laws requiring vessels to be loaded to a maximum depth indicated by a fixed line marked on the side of the hull. Ships from Venice were marked with a cross, while the city of Genoa used three horizontal bars. Elsewhere, the Hanseatic League, which controlled much of the trade from the Rhine to

the Baltic, issued a law in 1288 that required ships to load to a load line or face penalties.

By the 1600s, ships traded on longer voyages to the Far East, India and the Americas. Each emerging maritime nation drew up its own regulations.

However, specific load line regulations were not passed until the 1800s, which saw a huge increase in seagoing trade in raw materials and finished goods as the Industrial Revolution flourished. Unfortunately,

See RULES, page B10

Rules of the Road

Jake DesVergers

Vessel load lines were first put in place more than 4,500 years ago

By John Campbell

The island of Elba is Italian, and has been so for much of the past three or four thousand years, but it is inextricably linked with French history. It was, of course, the place where Napoleon was banished for his first period of exile.

Elba is a small island, about 10 miles across, some 86 square miles in area. It is situated about a dozen miles off the Tuscan coast of Italy, to the east of the French island of Corsica. Despite its diminutive size, it is an interesting cruising ground and is a worthwhile destination in its own right.

European rootsIn about 500 B.C., the Etruscans

captured the island from the indigenous population. The Etruscans were basically Italians, although Italy as such had not been formed at this time. As the Romans came to power, they kicked out the Etruscans and took over the island. The big attraction of such a small island was the copious supply of iron-ore. The smelting of iron was the principal industry of Elba in these early days.

It stayed a part of Italy until 1603, when Philip of Spain captured the eastern town of Azzurro, which he fortified and from which the Spanish controlled most of the island. After a couple of hundred years of Spanish rule, the French took over in 1802,

See ELBA, page B12

The house on the hill near the top of this panorama is the one where Napoleon stayed during his exile.

Portoferraio on the north coast is yacht-friendly. The author recommends it for those who don’t have to clear in at the EU. PHOTOS/CAPT. JOHn CAmPbEll

Elba: mostly Italian, thoroughly European

B� January 2010 www.the-triton.com The Triton OnbOARD EmERGEnCIES: First aid kit check-up

What are your resolutions for the new year? How about you resolve to be safe by giving your first aid kit a

thorough check up?

Open it and see what’s in there. Look for expiration dates, opened packages or things that look out of place. If you are not sure what something is,

ask. If nobody knows what it does, then you may not need it.

Start with the simple things such as medical exam gloves, eye protection (goggles) and a CPR mask. Gloves and masks do have a shelf life and need to be replaced. I do not like to keep gloves longer than 1 year.

Next, look at each medication. Is it current? Is it organized? What is it used for? If anything is expired, order replacements and dispose of the old medication properly. Unsure what the medication is prescribed for? Look at the manual or the USB drive provided

with your medical kit. Still not sure? Ask someone. Still uncertain? Send me an e-mail and I will be glad to assist.

Next, do you have an Automated External Defibrillator (AED)? If not, consider purchasing one. Without an AED, the chances of surviving sudden cardiac arrest outside of a hospital are small, less than 5 percent. However, if the AED is applied quickly, the victim’s odds increase to about 70-90 percent.

AEDs range in price from about $1,250 to about $1,900. Although AEDs are not inexpensive, they are invaluable if they save a life.

If you have an AED, inspect it. Most manufacturers recommend a monthly inspection. If you are not doing so, create a log book or use an AED inspection tag to track inspections.

AEDs have two major parts that must be replaced periodically – the electrode pads and the battery. Most pads have a two-year life and expiration dates should be clearly marked.

The battery, once installed in the unit, has a life span from 2-5 years. Write the installation date on the battery or on a sticker on the back of the AED as a reminder. Don’t wait until the AED is beeping. This is the low battery warning. Be proactive and order a new battery before this happens.

Verify that you have a spare set of electrode pads as well as pediatric electrodes if you have children on board. Check to see if your AED has been updated to the new American Heart Association guidelines. Check to see if your AED has been recalled or requires a software update.

Several AEDs have been recalled and should be serviced. If you are unsure, check with the manufacturer or e-mail me the make, model and serial number and I will check for you.

Look at your medical oxygen. Is the tank full? When was the last time the oxygen tank itself was inspected? It generally requires testing every five years. Turn it on to make sure everything functions properly.

What about the oxygen masks, nasal cannulas and tubing? If they look old or worn, it might be time to replace these.

Practice and learn all about your oxygen equipment when you have time, not during an emergency.

Training for emergencies is crucial. When my company teaches classes onboard a boat we talk about locations that might present challenges when administering first aid. For example, someone is knocked unconscious in the bilge. How and where should we treat them? A crew member goes into cardiac arrest in the crew quarters. Is there enough room to perform CPR or do we need to move them?

During our courses we also pull out the ship’s AED to inspect it and show the crew what to look for. If a medical kit is available, we also review what is in the kit and explain how things work.

Be proactive. Asking questions is a good thing and being prepared for emergencies is the key to saving lives.

Have a safe and happy new year.

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

It’s time to open that first aid kit and see what’s in there

sea sick

Keith Murray

B� January 2010 www.the-triton.com The Triton DOCKmASTER SPOTlIGHT: Aruba’s Renaissance

By Dorie Cox

Sander Vellinga can’t get far from the water. The dockmaster of Renaissance Marina in Aruba lives on the island, which is 20 miles long and five miles wide.

“You’re bound to run into the sea at some point,” Vellinga said by phone from his office. “So, yes, we’re sailors.”

Americans usually add an “s” to his first name, so many visitors know him as Sanders, which has prompted him to start signing that way.

Vellinga and his wife live a full five minutes from the marina and they sail every Sunday. “My wife has said no more boats,” Vellinga said of his fleet, which includes a 33-foot sailing yacht, a couple of Sunfish, an 18-foot beach cat and a kayak he uses twice a week.

“I can sail the 33-footer myself and we can camp in it. I don’t want anything bigger,” he said.

“Some days we go to the club, we look out and say, which one will we use today?” Vellinga said. “Very luxurious life, huh?”

His family moved from Holland when he was 1 year old and he has sailed since he was 8. They had a little pram and next got a Sunfish. Then Vellinga found a boat on the beach with the keel pushed through, which he fixed up for himself.

While growing up, his father taught English and his mother taught Dutch.

“Actually everyone on this island speaks four languages; English, Dutch, Spanish and Papiamento, a mixture of Portuguese and Spanish with African grammar,” he said.

Vellinga went to university in Holland and studied law. But eventually he decided that type of life, working inside, was not for him.

“I didn’t want to sit in an office, but 30 years later, here I sit in an office,” he said. “I really do get out to the docks sometimes.”

After university in Holland, he got back to Aruba as soon as possible and took the first job he found as crew on a day charter. Then he became a charter captain and eventually organized charters.

Then, with a lot of hands on,

studying and from connections with the companies he worked with over the years, he started a yacht maintenance business. This ultimately led he and a partner to start East Wind Marine Services, now managing Renaissance’s marina in the capital city of Oranjestad.

Getting into the harbor is clear with two easily navigated entrances into the harbor, Vellinga explained. There is a shoal so buoys were added to make navigating as easy as possible. He has made sure the Web site information is inclusive for captains.

“We have clearance information on the Web to make it easier for all because Aruba’s customs are different from the other islands in the Caribbean,” he said. “I figured it would be better if we explained in-depth so everyone can be prepared.”

Renaissance Marina has Med

mooring so length is not an issue. The entrance is 12.5 feet deep and there is 14 feet of depth at the dock.

The past two years on Aruba have seen an increase in private and charter yachts, Vellinga said, because the island is a great holding area and a relaxing place to stop. And more yachts are adding the ABC islands (Aruba, Bonaire, and Curacao) and Aves Island to their itinerary, he said.

“Aruba is open all the time, we have no specific season,” he said. “Previously, we have not really been a destination because we are not as easily accessed, on the south side of the island. But it’s growing, and we are a stopover for boats transiting to or from the Panama Canal.”

The marina is in the middle of town, with a casino near the dock.

“Walk off the boat and be in a restaurant in two minutes; five minutes to party and short enough to crawl home,” he said, adding that the island is convenient for dropping off crew and guests because of daily flights.

If there are unanswered questions and Vellinga is not at work, look for him sailing in the nearby sea.


Tiny island keeps dockmaster close to – if not on – the waterSander Vellinga, dock-master of Renaissance Marina in Aruba, keeps close to the water on a boat in his own personal fleet: 33-foot sailboat, 18-foot beach cat, a couple of Sunfish and a kayak.

PHOTO FROm SAnDER VEllInGA

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

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 557/595Savannah,Ga. 535/NANewport,R.I. 605/NA

CaribbeanSt.Thomas,USVI 681/NASt.Maarten 868/NAAntigua 775/NAValparaiso 808/NA

NorthAtlanticBermuda(IrelandIsland) 716/NACapeVerde 658/NAAzores 629/NACanaryIslands 631/675

MediterraneanGibraltar 585/NABarcelona,Spain 638/1,395PalmadeMallorca,Spain NA/1,446Antibes,France 616/1,511SanRemo,Italy 763/1,725Naples,Italy 705/1,515Venice,Italy 748/1,600Corfu,Greece 646/1,438Piraeus,Greece 626/1,418Istanbul,Turkey 621/NAMalta 631/1364Tunis,Tunisia 610/NABizerte,Tunisia 617/NA

OceaniaAuckland,NewZealand 653/NASydney,Australia 648/NAFiji 738/NA

*When available according to local customs.

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 455/487Savannah,Ga. 443/NANewport,R.I. 528/NA

CaribbeanSt.Thomas,USVI 845/NASt.Maarten 740/NAAntigua 774/NAValparaiso 666/NA

NorthAtlanticBermuda(IrelandIsland) 745/NACapeVerde 1,124/NAAzores 578/NACanaryIslands 435/586

MediterraneanGibraltar 481/NABarcelona,Spain 486/1,362PalmadeMallorca,Spain NA/1,351Antibes,France 513/1,402SanRemo,Italy 591/1,513Naples,Italy 575/1,487Venice,Italy 668/1,448Corfu,Greece 553/1,251Piraeus,Greece 530/1,229Istanbul,Turkey 597/NAMalta 432/510Tunis,Tunisia 622/NABizerte,Tunisia 626/NA

OceaniaAuckland,NewZealand 527/NASydney,Australia 551/NAFiji 695/NA

*When available according to customs.

By Dorie Cox

Rob Davis, instructor at Lauderdale Diver in Ft. Lauderdale, has been named Florida dive professional of the year by Dive Chronicles magazine along with Kevin Metz of Underwater Explorers in Boynton Beach.

Brad Nolan from Dive Chronicles said both stood out among the 2,000 candidates with an equal vote. They were chosen by the public through online voting and letters of recommendation.

“We thought some of the letters were works of fiction, but we checked them out,” Nolan said.

Davis trains crew whose yachts are outfitted with Lauderdale Diver. He has also trained crew who are taking

courses on their own.“We’ve had crew that are nervous

when they first start diving,” he said. “They took the courses to enhance their résumés but were hesitant to continue diving without help. That’s why I created a support system for them.”

Davis attributes his award to the networks of support he has created including weekend dive trips, a Facebook group and an e-mail list to update and inform the 300 students he has taught over the past three years in the U.S.


By Lucy Chabot Reed

City officials in Ft. Lauderdale have given Peterson Fuel Delivery permission to continue fueling vessels in the waterways around town for one more year while it investigates how it can regulate the unique business.

The company, founded in 1997, operates three tank ships that deliver fuel to yachts.

City police and elected officials say they have fielded complaints from residents who don’t appreciate the view.

“Local peculiarities – shallow water and lots of marine traffic – lend themselves to us being able to run a safe and efficient operation,” said Bob Dean, managing partner and general manager of the company.

Peterson Fuel tankers can anchor themselves in the ICW or New River by dropping posts, called spuds, into the waterway bed, enabling vessels to approach the ships and receive fuel,

usually about $1 cheaper per gallon than fixed fuel docks offer.

In the past year, the company has been before the city’s Marine Advisory Board several times and received supportive recommendations to the City Commission.

Commissioners, however, worry that Peterson’s process gives it a competitive advantage.

On Dec. 2, the elected officials voted 3-2 to let Peterson Fuel operate while city staff investigates whether and how to regulate commercial businesses on waterways in the city.

“We’ve been given a one-year reprieve,” Dean said. “I don’t know what’s going to happen, but the good news is I can continue to operate. And I have a couple captains who are happy to have jobs a little longer.”

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

Peterson Fuel gets ‘reprieve’ to continue fueling one more year

TECHnOlOGY nEWS

Lauderdale Diver’s Davis awarded Dive Pro of the Year

From left, Kevin Metz, of Underwater Explorer, Brad Nolan of Dive Chronicles magazine, and Rob Davis of Lauderdale Diver. PHOTO FROm bRAD nOlAn

B� January 2010 www.the-triton.com The Triton TECHnOlOGY bRIEFS

new couplings can fix alignment Thermoboat of Sydney, British

Columbia, has introduced a line of Powertrain couplings to the U.S. and Canadian markets.

Manufactured by Powertrain Europe AS of Norway, the all new Powertrain coupling is used to connect marine transmissions to propeller shafts and can correct shaft-to-transmission misalignment by as much as 8 degrees without the need of a mounting bulkhead.

Conventional rubber couplings, by comparison, allow for .05 degrees of deflection. The Powertrain coupling is available in three sizes, capable of handling loads of up to 700hp.

Powertrain’s unique design, using CV technology found in the automotive industry, can save thousands of dollars over similar products that require a load bearing bulkhead for installation.

The coupling will debut at the Toronto and Seattle Boat shows this month. Thermoboat will handle all aspects of North American sales and service of this product, including distribution.

For more information, visit www.thermoboat.com.

new collision avoidance displayVesper Marine, a manufacturer of

marine safety products, has launched a dedicated collision avoidance display, the AISWatchMate RX, a stand-alone safety display system with an internal parallel two-channel Automatic Identification System (AIS).

The device displays class A and class B vessel position, voyage data, navigation aids, AIS safety messages, and meteorological and hydrographical information.

The AISWatchMate RX includes filtering capable of removing non-converging vessels and has a target

prioritization algorithm allowing it to plot crossing situations and illustrate target vessels that pose the greatest collision risk.

It displays GPS navigational data including course, speed, heading and satellite status, and can serve as a second-station GPS display. The AISWatchMate RX receives on both AIS frequencies simultaneously from all broadcasting vessels in range, and has a reception sensitivity of -115 dBm.

The Vesper Marine AISWatchMate RX has a suggested retail price of $700.

For details, visit www.vespermarine.com.

E3, melita partner in malta

E3 Systems Malta, a joint venture between the e3 Systems Group of Spain and the Maltese-owned Melita Marine Group, launched in November to provide marine electronics for superyachts, cruise ships and commercial ships in Malta.

E3 Systems Group recently installed VSAT on the world’s largest yacht currently under construction and a satellite TV solution on one of the world’s largest cruise liners, the QM2.

“Our new operations office in Malta

is an exciting launch as it will enlarge the support umbrella we provide for yachts and ships and also enable us to bring some of our existing, large client base to Malta for work,” said Roger Horner, managing director of the e3 Systems Group and shown in the photograph.

For more information, visit www.e3s.com.

Ship Equip to cover South PacificShip Equip has announced that it

is about to set up two new Ku-band services in the South Pacific, SEVSAT 24 and 25. These will be part of a new price zone – Zone 4. It is anticipated that these services will be up and running in the first quarter of 2010.

The new Zone 4 provides coverage in the eastern and western Pacific Ocean, including all major South Pacific Ocean cruising areas.

Both of the new space segments are so-called “co-pol”. It is required to have an antenna with combined “co-pol” and “cross-pol” feed (RZA), as well as 2 LNBs to operate on these segments.

For more information, visit www.shipequip.no.

KVH gets permanent licenseKVH Industries announced in

mid-December that the Federal Communications Commission (FCC) has granted permanent “Earth Station onboard – Vessel” or ESV license authority for KVH’s mini-VSAT Broadband satellite communications service.

This authority officially approves the spread spectrum mini-VSAT Broadband service and 24-inch diameter TracPhone V7 antenna as meeting the FCC’s new regulations for broadband maritime services.

The KVH mini-VSAT Broadband service has operated in U.S. waters

under an FCC Special Temporary Authority (STA) since September 2007.

new RIb ladder introducedA new RIB ladder by Armstrong

Nautical Products won the 2009 DAME (Design Award METS) in the life saving and safety equipment category.

The ladder has an easy-to-climb outward angle, supports more than 400 pounds and mounts on the surface of a rigid inflatable boat, preventing holes in the pontoons.

Rubber stand-offs help protect the surface of the mother ship.

The marine grade stainless steel, telescoping ladder folds compactly for storage. For more, visit www.armstrongnautical.com.

Deck seals win mETS awardScanstrut, designer and

manufacturer of installation solutions for marine electronics, has announced a new range of deck seals that have passed international IP waterproof-rating tests against water ingress and high-pressure water projected at all angles. The test ensures the seals will withstand water ingress for up to 30 minutes at a depth of 1 meter.

Scanstrut’s new deck seals are designed to enable easy installation of electronics on board. Produced in two materials and catering for 16 to 40mm connectors, the units are all pre-drilled and supplied with blank inner seals for a range of cable sizes.

Available in stainless steel or 30 percent glass-filled nylon, they include impact-resistant design and an outer dome-shaped profile functioning as an additional water shield.

For more details, visit www.scanstrut.com.

boatU.S. questions need for AISAirplane transponders allow air

traffic controllers to “see” who is in the sky. BoatU.S. testified before Congress in December that a requirement for this type of technology on boats is not practical, nor would it reduce the threat of a waterborne attack.

“Requiring some type of transponder on recreational boats – many of which don’t even have a battery to power it – would only be window dressing for a potential homeland security problem that will not be reduced, despite the outlay of billions of dollars,” Margaret Podlich, BoatU.S. Vice President of Government Affairs, told a U.S. House of Representatives subcommittee.

An Automatic Identification System (AIS) has long been used as a collision avoidance tool for commercial ships and provides important vessel identification, position, speed and course information to fellow mariners as well as land-based vessel traffic control systems.

For Podlich’s complete testimony, go to www.BoatUS.com/gov.

New products, alliances make cruising safer, better connected

The Triton www.the-triton.com January 2010 B�bOATS / bROKERS

Robert J. Cury and Associates recently sold the following Broward yachts: the 130-foot M/Y Princess Tina (above), the 124-foot M/Y Lady Susan, the 118-foot M/Y True North, the 110-foot M/Y Cachee and the 100-foot M/Y Sea Bird.

RJC Yachts added M/Y Aquarius, an 80-foot Cheoy Lee, to its charter fleet available in the Caribbean this winter and New England next summer.

The brokerage also added to its central agency listings M/Y White Star, a 112-foot Westport.

For details, visit www.rjcyachts.com.

Fraser Yachts recently sold M/Y Crystal Lady, a 114-foot vessel by Warren Yachts, by central agent Jody O’Brien in Ft. Lauderdale; M/Y C2, a 112-foot Ferretti, by central agent Stuart Larsen in Ft. Lauderdale; and S/Y Sapphire, a 100-foot Holland Jachtbouw, by central agent Penny Parrot in Ft. Lauderdale.

The brokerage also added the following new central agency listings:

M/Y Marco Polo, a 147-foot Cheoy Lee, and M/Y Aerie, a 124-foot Delta, by Josh Gulbranson in Ft. Lauderdale; M/Y African Queen K, a 100-foot San Lorenzo, and M/Y Free Life, a 97-foot Mondomarine, by David Legrand in Monaco; M/Y Cabochon, a 92-foot custom yacht by Jeff Partin in Ft. Lauderdale; M/Y Kauhale Kai, a 90-foot vessel by Neal Esterly in San Diego; M/Y Mystique, a 90-foot Cheoy Lee, by co-central agents Brian Holland and Tom Allen, both in Seattle; M/Y Isabel, an 87-foot Cantieri di Pisa by Vassilis Fotilas in Monaco; and M/Y Zeewolf, a 83-foot De Vooruitgang by Allen.

For more information, visit www.fraseryachts.com.

International Yacht Collection recently sold M/Y Red Sapphire, a 128-foot Heesen, by Kevin Bonnie and Daryl Junck; and M/Y Transition, a 74-foot aluminum yacht built by Derecktor.

The brokerage also added M/Y Symphony II, a 112-foot Westport, to its central agency listings with Mark Elliott.

For information, visit www.iyc.com.

Northrop and Johnson added the 150-

foot Trinity M/Y Vita and the 136-foot M/Y Ranger to its charter fleet in the Caribbean.

Both yachts have also been listed with the brokerage for sale with Ann Avery of Ft. Lauderdale.

The brokerate also sold S/Y Kaikala, a 62-foot Catana 582, by Michael Nethersole.

The company also added the following to its joint central listings:

M/Y Exy Johnson, a 90-foot Brigantine, by Mark Gibbons in San Diego; M/Y Sea Bella, an 88-foot Azimut, also by Gibbons; and M/Y Scirocco, an 80-foot Sunseeker.

Merle Wood & Associates recently added the following new central agencies for sale:

A 199-foot and a 177-foot Columbus motoryachts, new construction (joint central agency); the 161-foot Trinity M/Y Lady Michelle; the 152-foot Perini Navi M/Y Antara (joint central); the 138-foot Baglietto M/Y Blue Scorpion (joint central); the 118-foot Intermarine M/Y Savannah; an 88-foot Rayburn, M/Y Lady Victoria; and an 86-foot Feadship, M/Y Anoatok.

The firm also added the 157-foot Christensen M/Y Nice N’ Easy to its charter fleet.

For information, visit www.merlewood.com.

Ocean Independence (OCI) has appointed Daphne d’Offay as charter manager in Ft. Lauderdale. d’Offay worked as a stew on yachts cruising the U.S., Bahamas, Caribbean, and eastern Med before coming ashore as a charter broker.

Contact her at [email protected] or 1-800-929-9366.

Yachtzoo Monaco signed a central agency agreement for the sale of the 41.5m Intermarine M/Y Bossy Boots II. The yacht is in Palm Beach, Fla. For details, visit www.yacht-zoo.com.

Alloy Yachts’ third Kokomo was launched in Auckland’s Viaduct Harbour in December (see photo below).

The 58.4m superyacht’s launch created a new record as the largest sailing yacht to be built to date by any

New Zealand boat builder. For details, visit www.alloyyachts.

co.nz.

Alan Pickering, owner of Prometheus Marine in Singapore, has been appointed the exclusive dealer of Sunreef Yachts for Thailand, Singapore, Malaysia and Indonesia.

Pickering has been in Singapore since 1990. He is an experienced yacht captain with extensive knowledge of Southeast Asia, the Mediterranean and the Caribbean, as well as a broker and marine consultant for large yachts.

For more information, visit www.sunreef-yachts.com.

Azzura Marine Newcastle, a superyacht refit and repair facility in Australia north of Sydney, finished an interior refit in mid-December for one of the world’s fastest luxury multihull yachts, the S/Y Virgin Limited Edition.

For more information visit www.azzuramarine.com.

Some mid-size vessels sell amid flurry of new sales listings, and brokerages add new agents

d’Offay

Pickering

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

mARInAS / SHIPYARDS

By Capt. Taylor Lawson

Captains, if you are anything like me, you realize that it is quite easy to get lost in the sea of paperwork required to keep vessels compliant with the requirements of governing bodies such as flag state, Department of Homeland Security, U.S. Environmental Protection Agency and class societies.

Be advised that there are two additional requirements, one of which becomes mandatory the first of the year, the second being already in effect.

The first: Marshall Islands-flagged, commercially registered yachts of less

than 500gt will be required to conform to their mini-ISM code.

The Marshall Islands’ Commercial Yacht Code, MI-103 Section 22.10.1, reads: “For all commercially registered vessels of less than 500gt, where full certification to the ISM Code is not currently required, it is strongly recommended that a safety management system be implemented at the earliest opportunity, as this will become a mandatory requirement of this administration as of 1 January 2010.”

Additionally, the Cayman Islands Shipping Registry confirmed it will

enforce its requirement to have a mini-ISM much more during annual inspections and will also check that the Safety Management System is run properly.

As stated in the Large Commercial Yacht Code (LY2) section 30.2, “All vessels under 500gt should employ a safety management system (mini-ISM) as described in Annex 2.”

The second requirement pertains to all vessels over 400gt traveling in U.S. waters. A notice from June 2008 in the Federal Register, Vol. 73, No. 121, reads: “The Coast Guard is issuing this notice to inform U.S.- and foreign-flag

non-tank vessel owners and operators effective Aug. 22, 2008, we will begin enforcing the requirement to prepare and submit a non-tank vessel response plan (NTVRP) for certain non-tank vessels.”

It goes further to define a non-tank vessel as a self-propelled vessel of 400gt or greater, which carries oil as fuel for main propulsion and operates on the navigable waters of the United States.

Captains, please take note of the NTVRP requirements as at least two yachts have now been denied entrance to St. Thomas, USVI, and another was delayed when entering New York for not having a NTVRP in place.

Capt. Taylor Lawson is a manager with Megayacht Technical Services International, a company that provides safety and security management, compliance documentation, custom training manuals, SOPEPs, mini-ISMs, fire and safety plans and NTVRPs to private and commercial yachts. Contact him at +1 954-761-7934 or [email protected].

Mini-ISMs mandatory for commercial MI yachts under 500gtREGUlATIOnS

Runaway Bay Marina, on Australia’s Gold Coast, began stage two of a three-stage renovation. Bellingham Marine is the head contractor with the job of demolishing three existing arms and replacing them with two new arms of concrete floating docks with rounded finger ends and upgraded services.

The plan is to create a user-friendly facility with more open water space and larger slips.

“With a growing trend these days to maximize profits and get as many berths in as possible, it’s a refreshing experience to find a client whose vision is to install less berths, but make them larger to give their tenants more room,” said Wayne Priestley, Bellingham Marine Queensland project manager. “More room means a friendlier and safer environment.”

The marina now has 195 floating berths servicing vessels from 8m to 18m, plus two fixed 20m berths, a 50m-long loading dock, and a 60m fuel jetty.

New upgraded electrical services include an option for single- or three-phase power. And the marina includes a dry storage with capacity for 280 boats, a shipyard with a 35-ton travel-lift, restaurants, laundry, fuel, bait, and new and used boat sales.

Australia’s Runaway Bay replaces three docks with two

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

Get ready for the biggest Jupiter and the biggest moon for 2010In THE STARS

By Jack Horkheimer

Here’s how to use the moon on the first Sunday and Monday this month to find Mars, which will be at its closest and brightest for all of 2010 and 2011 at the end of the month.

On New Year’s Eve, Dec. 31, just after sunset, face east where you will see an exquisite full moon rising. It will be the second full of moon of December, and whenever a month has two full moons the second one is always called a Blue moon, although it has nothing to do with the moon’s color.

Here is the really nifty part. As hour after hour goes by the moon will climb higher and higher and reach its highest point above the horizon at midnight, the moment we ring in the New Year.

And because it is a December full moon, it will be extremely high at midnight. This won’t happen again for 19 years.

For you planet aficionados let me just say that the tiny 4,000-mile-wide red planet Mars is racing toward Earth and will get steadily brighter every single night until it reaches its brightest on Friday, Jan. 29.

You can start your Mars watch on New Year’s Eve while you are moon gazing. Just look east for Leo the Lion, who’s marked by a sickle-shaped group of stars followed by a triangle.

Just above the sickle, Leo’s head, you’ll see a rouge-gold light and that is Mars, only 12 degrees away from Regulus, the star that marks Leo’s heart. Watch Mars get brighter and brighter every single night.

If you are one of those stargazers who has a hard time finding planets, then go out at midnight on Jan. 3 and you’ll see the moon just beneath it, forming a triangle with it and Regulus. On Monday, Jan. 4, the moon will be just past Regulus, making a nice curved arc with it and Mars.

Cosmic duoThe brilliant planet Jupiter pairs

up with an exquisite waxing crescent moon in the middle of January. On Sunday, Jan. 17, at one hour after sunset, face southwest where you will see an absolutely dazzling 88,000-mile-wide Jupiter. Just below it off to its right you’ll see a slender sliver of a waxing – that is growing – crescent moon complete with earthshine. I remind you

that this is the kind of cosmic pairing that has fascinated human beings throughout all recorded history. Don’t miss this please.

2010 could well be labeled the year of Jupiter because on Sept. 20 it will be at its closest, biggest and brightest since 1963, an event of which I will keep you posted throughout the year.

But just how close will Jupiter come to Earth? When you look at Jupiter and our nearest neighbor the moon on Jan. 17, our moon will be about 252,000 miles away. Jupiter, however, will be 540 million miles away. By Sept. 20, it will be only 367 million miles away.

So see Jupiter while you can because it will slowly drop lower and lower toward the western horizon and by the end of February will disappear from sight and will not return until April.

The month’s finale is bigThe last week of January brings not

only Mars at its closest, biggest and brightest for this year and next, but we’ll also have the closest, biggest and

brightest full moon for all of 2010.

Any night the week of Jan. 25 and the following week at a couple hours after sunset, face east and you will see Mars, a dazzling rouge-gold steadily glowing light, brighter than any star in the sky except Sirius, the brightest star we can see. You can compare it to Mars simply by turning to the right and looking southeast.

Notice, however, that while Sirius is slightly more dazzling, it shines a brilliant cold

bluish-white while Mars glows a warm yellow-gold with a hint of rouge red.

Whereas Mars was 69 million miles away on Jan. 1, by Jan. 27 it is at its closest at only 62 million miles away.

If you haven’t been able to see Mars before this week, you can find it now just by looking east. It will be directly above Leo the Lion. And because it is directly opposite the Sun it will be visible all the hours the Sun is not, which means it will rise in the east just after the Sun sets. It will slowly travel up the heavens and reach its highest point at midnight and then will slowly descend the heavens and set in the west as the Sun rises in the east.

Although Mars is at its brightest this week, it will still be bright throughout February. But because it is only half the size of Earth, it never gets really big in a telescope like Jupiter, which is 88,000

miles wide. Through a telescope you’ll see more of its northern hemisphere, which is tilted toward Earth right now. In fact it is springtime in Mars’ northern hemisphere so you’ll be able to watch Mars’ northern polar icecap, which will look like a white dot, slowly shrink as the weeks go by and spring turns into summer.

To see the biggest and brightest full moon of the year, simply go outside on Jan. 30 just after sunset, face east and watch it rise. It will be only 221,560 miles away, which is 31,000 miles closer than the farthest full moon of this year on Aug. 24.

In fact it will look 13 percent bigger and 30 percent brighter. Now because full moons always look bigger when they are closer to the horizon, this full moon will look its biggest just after sunset on Saturday and just before sunrise Sunday.

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.

Mars is racing toward Earth and will get brighter every night until it reaches its brightest on Jan. ��.

Start your Mars watch on New Year’s Eve while moon gazing. Just look east for Leo the Lion, who’s marked by a sickle-shaped group of stars followed by a triangle. Just above the sickle, Leo’s head, you’ll see a rouge-gold light and that is Mars.

B10 January 2010 www.the-triton.com The Triton

as trade grew, so did the number of ships being lost.

Changing technology, with sails turning to steam and wood being replaced by steel, meant experience in ship design could not always keep pace. Many times ships were designed with inadequate freeboards.

The first loading recommendations in the 19th century were introduced by the London-based Lloyd’s Register of British and Foreign Shipping in 1835. Lloyd’s Register (LR) recommended freeboards as a function of the depth of the hold (three inches per foot of depth).

These recommendations became known as “Lloyd’s Rule.” However, the rule only applied to ships registered with Lloyd’s.

Concern in the United Kingdom about the growing number of ship losses led to the appointment of a Royal committee that in 1836 cited bad design and improper building – but not overloading – as contributory factors to the unseaworthiness of ships.

In 1850, the UK established the Marine Department of the Board of Trade to enforce application of laws governing manning, crew competence, and operation of merchant vessels. This was the forerunner of today’s Maritime and Coastguard Agency (MCA).

In the 1860s, calls for regulations to limit overloading on ships were growing in the United Kingdom. Ship owners from northern England were concerned about the impact on insurance rates of the high number of shipping casualties. Losses had doubled in 30 years.

Although many ship owners were portrayed as irresponsible, some owners could see the benefits, in terms of lower insurance rates, by getting all ship owners to abide by good practices. It was not until a coal dealer and liberal member of Parliament, Samuel Plimsoll, took up the load line cause. Plimsoll began a battle to have merchant shipping laws reformed, against stiff opposition from a minority of ship owners.

A Royal commission on Unseaworthy Ships was set up in 1872 and finally the United Kingdom Merchant Shipping Act of 1876 made load lines compulsory. The load line mark included in the legislation became known as the “Plimsoll Line”: a circle with a horizontal line through the middle. This is the same mark we use today.

As nearly all load line regulations were regional or country-based, the first international conference on load line regulations was envisaged for 1913, but the start of World War I meant this planned conference was never held.

In 1922, the British Chamber of Shipping sponsored a conference, which adopted recommendations

derived from studies on existing regulations elsewhere, with a view to eventually adopting them as international regulations.

Further preparatory work by the major maritime nations of the time resulted in an international conference held in London in 1930, which adopted the first International Load Line Convention.

The rules adopted at the conference were not based on exact scientific principles, but were essentially a compromise between the various national rules developed previously.

In the decades that followed, new ship design and methods of construction began to make the Convention rules look outdated: ships, especially tankers, grew considerably in size; specialized ship designs to meet different trades were becoming prevalent; machinery spaces in dry cargo ships were being located away from the traditional midship position; metal hatchway covers were replacing wooden ones; and welding was replacing riveting.

There was general agreement that the 1930 Convention needed revision, in particular in the sections concerning aspects relating to ship design and construction. As a result, maritime nations planned a conference to adopt a revised Convention. Simultaneously, the International Maritime Organization (IMO) had come into being and was clearly the

right organization to host the proposed conference.

The International Convention on Load Lines, 1966, was adopted on 5 April 1966 and entered into force on 21 July 1968.

The conference agreed that the revision of the 1930 Load Line convention required re-examination of a number of issues, including: prevention of the entry of water into the hull; adequate reserve buoyancy; protection of the crew; adequate structural strength of the hull; and limitation of water on the deck.

Like the 1930 Convention, the 1966 Load Lines Convention sets out rules for calculation and assignment of freeboard and takes into account the potential hazards present in different zones and different seasons.The technical annex contains several additional safety measures concerning doors, freeing ports, hatchways and other items.

The main purpose of these measures is to ensure the watertight integrity of ships’ hulls below the freeboard deck.

So the Load Line Mark you see on the hull represents two things.

First, it is symbolic of our maritime history, traditions and safety culture.

Second, it is the actual culmination of multiple calculations to determine the lowest point the hull may be safely submerged.

In its simplest terms, the Load Line Mark must remain above the waterline. If it is seen below the waterline, the yacht is in an unsafe condition and actions must be taken to correct the situation.

The yacht’s stability book will outline what is allowed to ensure a safe sailing environment.

Amended several times since 1966, the International Load Line Convention, as it is used today on all commercial, internationally trading yachts, establishes detailed regulations on the assignment of freeboard, its affects on stability, and most importantly, the safe transportation of guests and crew.

It is an essential component of the overall matrix that ensures safety at sea.

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

RULES, from page B1

Load regulations went international in 1930

Load line markings on a commercial vessel (above) and a yacht (below). PHOTOS COURTESY OF CAPT. JAKE DESVERGERS

FROm THE TECH FROnT: Rules of the Road

The Triton www.the-triton.com January 2010 B11EnVIROnmEnTAl

By Capt. Denise Fox

Eco-Friendly. Go Green. Earthwise. Use It and Reuse It.

These are just a few of the many environmental catchphrases used today and most of us are familiar with at least one of them.

In recent years the eco-friendly revolution has increased its pace in promotion, education and action worldwide. The trend is now here and it is even becoming vogue to conduct oneself in an environmentally friendly manner.

I have had numerous conversations with yacht crew about their practices onboard concerning recycling. Recycling is the third component of the “Reduce, Reuse, Recycle” waste hierarchy, and it is the most common. Quite often I received comments from crew that the marina or shipyard they were in did not recycle. Therefore, even if they did recycle onboard, it would be of no consequence because there was no place to properly dispose of the recyclables.

Often crew indicated they would recycle if the facility they were in had a recycling program. I surprisingly found out that many of these facilities do recycle; however, the bins are not in plain sight nor on the docks.

I contacted several marinas and shipyards worldwide that yachts commonly visit. The trend is quickly heading in the direction of going green, if they have not already done so. This would include a provision for recycling bins on the premises of these facilities for plastics and often cardboard and paper in addition to their hazardous waste disposal. And even though recycle bins are not readily visible or near the docks, most facilities provide for recycling in some form.

It thus became evident that there has been a lack of communication between facilities and visiting yachts and their crew. Many facilities have not yet added to their welcome package or to the list of rules the fact that they provide recycling bins on the premises, nor do they tell the captain at check in.

On the other hand, many crew do not ask if there is recycling at the facility if they do not see recycling bins on or near the docks. The result: Recycling does not happen in many instances.

A good example is Bahia Mar Yacht Center in Ft. Lauderdale, which

participates in the Clean Marina Program. This is a voluntary program designated by the state of Florida with a proactive approach to environmental stewardship. In order for a facility to become designated as a Clean Marina or Clean Boatyard, the facility must implement a set of environmental measures designated to protect Florida’s waterways.

The recycling bins for Bahia Mar used to be at the hotel, not near the docks. But the marina staff recently redesigned its welcome package to include more specific information about how the facility recycles and how crew can recycle. They’ve also installed recycling bins at the heads of some main docks.

Of the facilities I spoke to that did not take a proactive approach and inform their visiting yachts about their recycling facilities, an average of 25 percent of yachts would ask about recycling and actually do it.

Of the facilities that informed visiting yachts

both verbally upon check in and stated it clearly in their welcome material, 80 percent of the yachts recycled.

A proactive approach on both parts and effective communication make a big difference in results.

Be proactive. If it isn’t evident that a facility provides recycling bins, ask. You may very well find out that it does, and in many instances the staff would be glad to take your yacht’s recycling.

There is a need for improvement in communication between crew, marinas and yards. Facilities worldwide, on some level, are now implementing and positively improving their impact upon the environment to abide by local environmental regulations as well as to voluntarily improve their impact on the environment. The best thing you can do is educate yourself about local recycling rules and ask about recycling at the port or facility you are visiting.

Show you care, do your share, think eco-logical and join the green revolution.

Capt. Denise Fox has been in the yachting industry for 20 years. This fall, she launched EcoYachts, a web-based consulting and service company for everything environmentally friendly for yachts. Find out more at www.eco-yachts.com. Comments on this article are welcome at [email protected].

To be eco-friendly, yacht crew have to think about it, and ask

Often crew indicated they would recycle if the facility they were in had a recycling program.

I surprisingly found out that many of these facilities do recycle; however, the bins are not in plain sight nor on the docks.

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

and they were still in control when Napoleon was sent there in 1814.

During his stay on the island, he was allowed to keep his personal guards, which numbered some 600 soldiers. The French government made him the nominal sovereign of Elba, but forbade him to leave, and the British Navy made sure that he stayed put, by mounting constant patrols off the island.

Napoleon stayed in Elba for almost a year, before deciding he needed to return to the action of running France. He escaped one night by stowing away on a ship. He sailed to Golfe Juan on the French Riviera. He might just as well have stayed put in Elba, because after just a hundred days in power, he lost the Battle of Waterloo, and the Brits sent him off to the island of St. Helena in the South Atlantic, where he died.

Elba returned to the Italians in 1860, and apart from a brief spell of German occupation in WWII, it has remained Italian ever since. It is quite curious, and totally uncharacteristic, that it was French troops who liberated the island from the Germans and returned it to Italian hands.

Arrival by yacht

If you arrive from a port outside the EU, the only port of entry for Elba is Porto Azzurro, on the east coast. The port offers two small marinas, which are usually full, but in all except easterly winds, you can anchor off the entrance. There are also good anchorages to the west, in the bay of Molo, or the east, in the bay of Barbarossa.

If you want a berth inside the port, reach the Capitaneria at +39 0565 951 95; if you want to clear in, customs is at +39 0565 9151 61.

The largest of Philip’s Spanish forts is on the eastern side of the entrance, and cannot be missed. It dominates the harbor.

If you don’t have to clear into the EU, I prefer to enter Elba at Portoferraio on the north coast. This is a picturesque little harbor and town, and is much more geared up to yachts. In all normal conditions there is plenty of space to anchor out in the bay, to the east of the town, if you cannot find space in the port. Make sure to stay clear of the channel for the ferries though, otherwise they will make your life miserable. In the summer the ferries run almost continuously.

In the harbor itself, smaller boats can go stern-to on the public quay along the northwest side, or sometimes there is space on the quay on the

Napoleon’s house, top left, has a lovely view of Portoferraio. PHOTO/CAPT. JOHn CAmPbEll

ELBA, from page B1

See ELBA, page B13

Elba fell into German hands during WWII

CRUISInG GROUnDS: Elba

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

southeast side. Larger yachts go stern-to the wall on the northeast side, in front of the entrance to the walled old town. Really big yachts will be directed to a berth in the commercial port, where the ferries berth, to the west of the town.

If you are going onto the public quay, you can either take a chance and pick an empty spot or you can call the Capitaneria +39 0565 918 589. For a larger yacht, it is almost certainly worth using an agent to ensure you get a decent spot off the old town, and is essential if you need a berth in the commercial port.

We have used agents with Sacomar and they have always taken good care of us (www.sacomar.it; [email protected]; +39 0565 914797). Giovanni or Massimo can not only help you with berths, but they can organize almost anything from fuel to transportation, shopping or just advice.

My favorite berth is in front of the clock, at the entrance through the old city walls. To pass through the gates there is to step back into time. This part of the old town is perfectly preserved, and it does not take too much imagination to visualize Napoleon and his entourage bustling down the street to visit the harbor.

As an added bonus, just inside the gates is the most marvelous shop selling all things chocolate. It is almost worth going to Elba just to visit the shop.

Island by foot

The house where Napoleon lived is above the old town, and it is now a museum. It is richly decorated and houses a selection of furniture that may or may not have been used by the emperor during his sojourn on Elba. The views alone make the house worth a visit. He picked the perfect spot.

There is a plethora of little shops, bars and restaurants scattered throughout the town. A walk up to the

ridge above the town, especially just before sunset, will reward you with unforgettable views.

If you can ever tear yourself away from the delights of Portoferraio and the chocolate shop, then there are several nice bays to visit, both on the north coast and on the south. There are good anchorages and fantastic beaches on the south coast.

However, part of this coast is now included in the national park, so there may be restrictions on anchoring imposed from time to time. If you see a totally empty bay, with nobody anchored, it is a fair bet that anchoring is prohibited. A call to Sacomar to confirm the latest restrictions would be worthwhile.

A drive around the island is worth the effort. There are several small mountain villages that are good to explore. Marciana, on the slopes of Mount Capanne, is one of the best. It is a fairly well preserved Roman town.

For the energetic, there are various marked hiking trails that go up to the top of Mount Capanne. It is more than 3,500 feet (1,000m) high, so it is not for the faint-hearted. If you do one of these walks in summer, go early and take plenty of water and sunscreen. The less-energetic can drive to the top of Mount Perone. It is about 2,000 feet (630m) and has views over much of the island and across to the mainland.

I could easily spend a week or two exploring Elba. In fact I think I will go back and do just that one of these days. Somebody has to make sure that the chocolate shop is maintaining its standards.

Capt. John Campbell has been yacht captain for more than 20 years and a sailor all his life. He recently moved ashore to start his own business making memory books for yacht owners and charter guests. For more, visit www.seascribe.eu. Comments on this story are welcome at [email protected].

ELBA, from page B12

Mountain villages make drive around the island worthwhile

There are good anchorages and fantastic beaches on the south coast. PHOTO/CAPT. JOHn CAmPbEll

CRUISInG GROUnDS: Elba


Welcome aboard photo enthusiasts. On we go to the 10th edition clarifying the list of camera specifications. The (randomly chosen) Lumix DMC-

FX150 camera, manufactured by Panasonic, viewable with many other fine cameras on such Web sites as dpreview.com, will serve as our sample.

The last article was completely devoted to discussing shutter

priority. It, in addition to aperture priority, is certainly essential in understanding the fundamentals of photography.

Now we move on to:Focal length multiplier:This is somewhat more complicated

to explain, and I have been considering how long this terminology will be of value to photography in our changes to the digital world, but I’m not sure of the answer.

Therefore, I will do my best to clarify what it means, and in doing so the above photo with this article will prove helpful.

The left side of the photo shows a seagull against a clear blue sky taken

on 35mm film or digital image sensor.The right side shows the same

seagull image, but notice it shows less of the blue sky. Much of it is cropped out.

This right side photo sets the example of most digital cameras, certainly all the pocket point-and-shoot cameras do not have a full-size (35mm) image sensor. The images they capture are just smaller.

When their size is mentioned, you will see such fractions as 1/3 or 1/1.8 or 2/3, and there are more, but they all are in comparison to 35mm and they all are smaller in size by comparison.

As in other aspects of our lives, size is important. We hear about megapixels all the time, knowing the more the better, and a larger image sensor can hold more pixels.

It is also wise to realize that having more is not better than having more and bigger pixels.

Therefore, a 6 megapixel camera with a 2/3 sensor is better than a 6 megapixel camera with a 1/3 sensor. The 2/3 one is larger.

The fact that a sensor is larger, having more pixels and possibly larger pixels also has it producing less unwanted noise artifacts. This gives it a better dynamic range. That is the ability to successfully capture detail in both the shadow and highlight areas of a scene to be photographed.

Looking into the meaning of focal length multiplier can go into this type of information and considerations, but there is more and it concerns optics and our lenses. This is signified when you see “FLM is 1.5X.”

In the example photograph, let’s say the full 35mm the seagull on the left was photographed with a 200mm lens. The same image on the right shows a cropped “by the size of the sensor” version if taken with a pocket camera having a smaller chip.

What it is actually showing is the image equivalent as if it were photographed with a 300mm lens. FLM 1.5 times 200 equals 300mm.

Nearly all digital cameras, excluding more expensive digital SLRs with full-size 35mm image sensors, have smaller chips and some conversion factor. If

you are unable to change lenses on your camera, it’s really not relevant, except for giving you a better understanding of your camera.

If you can change lenses, you would multiply the FLM with whatever lens you were using to get the actual (new) zoom range. If you had a 70-210mm zoom, with a FLM of 1.4X it would become a 98-294mm zoom.

In this way, this is very nice. Lenses with greater zoom ranges are heavier and more expensive (if maintaining the equal quality), and this conversion is therefore working for you. On the wide angle side, it is not though. A more expensive extra (super or ultra) wide 17mm wide angle will now, with a FLM 1.4X, be a 24mm.

What can we expect; there is a yin and yang to everything. Smaller chip has a better FLM conversion to capture a smaller ship at a distance, but this will make it difficult to get those full cabin shots.

Lens thread: NoLenses with thread would enable you

to add on attachments, such as filters, hoods and modifiers. Throughout my career I never was a filter nut, but there are filters such as a polarizer, ND filter, color conversion and color correction filters that can be handy, but others are not necessary today. A future article will revisit filters.

Lens hoods can also be attached by the lens thread. They help shade stray light from entering the lens if, for instance, you are shooting toward the sun.

Modifiers for a lens would be an additional lens you could thread on to, for instance, to make it a wider lens. In other words, it could transform the FLM 1.4X 17mm that became a 24mm back to a 17mm again, that is, if you had lens thread. It’s not the optimum optical solution, but it’s better than no solution to get those full cabin shots, with which I leave to ask for permission to come ashore.

James Schot has been a professional photographer for 30 years and owns James Schot Gallery and Photo Studio. Comments on this column are welcome at [email protected].

Size counts in focal length; bigger and more is bestPHOTOGRAPHY: Photo Exposé

Photo exPosé

James schot

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

Stretching helps you maintain and improve your range of motion at your various joints, increases circulation and reduces tension built up by stress and

overuse. Stretching is as important as other training in your workout- cardiovascular, strength, balance, agility, etc.

Along with stretching at the completion of your workout, incorporate these stretches throughout the

day if you feel tension or tightness in your muscles. Select two for where you experience tightness and do them 2-3 times a day for one week. Do you feel relief at the end of the week?

Stretching can help put your body into better alignment and may help to correct some postural deviations that may occur when we sit for an extended period of time. Many stretches feel great when performing first thing in the morning. Here are a few easy to perform stretches for the large muscle groups. Do each as a static stretch, holding for up to 15 seconds. Remember, stretching should not feel painful. Stretch only to the point that you can feel a little tension in your muscles. Once you complete the cycle, repeat.

Neck stretchSlowly tilt your left ear to your

left shoulder, keep your eyes looking straight ahead. Reach your left arm up and over your head, placing your left hand on the right side of your head to assist and deepen the stretch. Hold for up to 15 seconds and repeat on the other side.

Chest stretchStand up

straight and clasp your hands behind your back with your palms facing up. This should bring your chest forward. Squeeze your shoulder blades together, keeping

your shoulders relaxed, which will emphasize the stretch even more.

Shoulder stretchReach your right arm across your

chest with your upper arm close to your collarbone. Place your left hand on your right elbow, and pull your right arm closer to your body to stretch the

shoulder. Repeat on the other side.

Triceps stretch

Place your right arm in the air with fingers reaching toward the sky. Bend your right elbow dropping your hand behind your head. Your elbow is pointed toward the sky and fingers should now be behind your head pointed at the ground. Reach your left hand up and place it on your right elbow and gently push the elbow down until you feel a stretch in your triceps. Repeat on the other side.

Standing quadriceps stretchStand up straight

and bend your right knee, bringing your heel toward your bottom.

Reach your right hand behind you to hold your right ankle, which will require balance.

Pull your heel as close to your bottom as you can, and hold.

Repeat on the other side.

Seated hamstrings stretch

Sit on the ground and keep your right leg extended in front of you. Bend your left leg, bringing the bottom of your foot in to touch the inside of your right leg. Reach toward the toes of your extended right leg and hold the stretch. Repeat on the other side.

Lying piriformis stretch

Lie on your back and cross your right leg over your left knee as if you were sitting in a chair. Grab under your left knee; let your foot come off of the ground. With both hands pull your knee toward your chest until you feel a stretch in your right hamstring as well as in your buttocks.

Cobra stretch

Lie on your stomach with your legs and arms outstretched, lengthening your body. Position your hands so they are facing forward, directly under your shoulders. Press your hips into the ground as you pull your chest away from the ground. As you arch your back, you will feel the stretch in your lower back and abdominal region. Hold this position.

Calf stretchFacing the wall, extend your arms

in front of you and place your hands on the wall, fingers pointing up. Lean against the wall, extend your left leg back, keeping it straight. Bend your

right knee. Push the left heel toward the floor and move your hips slightly forward to stretch your left calf. Repeat on the other leg.

Beth Greenwald is a certified strength and conditioning specialist and conducts personal training sessions and group fitness boot camp classes. Contact her at +1 716-908-9836 or [email protected]. Comments on this column are welcome at [email protected].

Stretching for circulation, range of motion and stress reduction will benefit anytime of the day

FITnESS: Keep It Up

keeP it uP

Beth Greenwald


If you have read many of my articles the past two years, you cannot help but hear my drumbeat about diversification. If you have not seriously

diversified your finances, now is a good time to start doing something about it.

The media in general is sending out mixed messages as to the forecast for our financial recovery. Some even say that

for the next 10 years the market is not going to see any real steady growth.

Some financial sources talk about watching for a double-dip drop in the market. Others say it is a perfect time to be in the market if you are in the right investments.

Many economists feel today’s economy seems to have the makings of a longer and slower recovery compared to cycles in the past. This is largely because this is a global economy problem, not just a problem with the U.S economy.

The best way for many investors to take advantage of fluctuating markets is by “dollar cost averaging.” Dollar cost averaging is investing the same amount of money over a long period of time into a specific investment, typically a mutual fund. It needs to be in an investment that fluctuates in value on a regular basis and you make a contribution to it each and every month, just like paying a bill.

Let me share an example of this with you. Recently I sat down with a client to diversify some of his investments out of the stock market and into some other alternative investments. About six years ago he came in and all he could afford to do was to invest $50 a month. He was consistent over the years as he really understood the concept of dollar cost averaging and we had a plan that he stuck with.

During a recent review of his investments he was quite surprised to see that even with the markets’ performance the past couple of years he is up about $2,000 above and beyond what he has contributed over that time period. He now has diversified his portfolio further by putting half of his investment into a Real Estate

Investment Trust (REIT).A private REIT was a good

investment vehicle for him. If you feel that real estate in general is down then this would be the time to get ahead and buy in before it begins to move high again.

REITs are similar to mutual funds in that your investment dollars are collected with other investors like yourself who “mutually” purchase multiple properties within a fund.

A private REIT’s share value does not change. It typically is $10 a share and then pays a dividend, usually anywhere from 6.5-7.5 percent annually, and pays out on a monthly basis.

Once the real estate cycle is over (5-7 years historically) then the exit strategy is implemented and the fund goes public in which the share value goes from the $10 a share to whatever the

market value of the properties is at the time. And then it will fluctuate daily, like the stock market.

REITs are a simple alternative for diversification as you can get started in a REIT for a minimum of $1,000. Some other options are to put your investment dollars into a more diversified portfolio, which are classified as alternative investments. In general, these are

investments outside the typical stocks, bonds or mutual funds.

Other viable alternatives are movies, structured notes, oil and gas, and more. These investments typically have higher minimums than $1,000.

So in short – and I can’t say this enough – diversification is a safety net for the investor. You must have a plan and stick with it.

Most of all, if it is important that you do the right thing, then get that second opinion. You would get a second opinion if you had a major decision regarding your health. Your financial health is no different.

Information in this column is not intended to be specific advice for anyone. You should use the information to help you work with a professional regarding your specific financial objectives.

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

PERSOnAl FInAnCE: Yachting Capital

New year the perfect time to review investments, diversify

Yachting caPital

MarK a. Cline

REITs are similar to mutual funds. ... [but] a private REIT’s share value does not change.

It typically is $10 a share and then pays a dividend, usually from �.�-�.� percent annually, and pays out monthly.

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

See CALENDAR, page B18

CAlEnDAR

Jan. 2-3 22nd annual Las Olas Art Festival-Part I, Ft. Lauderdale. More than 300 regional and national artists exhibit on Las Olas Boulevard between 6th and 11th avenues. 10 a.m.-5 p.m. Free. www.ArtFestival.com

Jan. 6 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with Diesel Services of America at 2501 W. State Road 84, Ft. Lauderdale. Join us for casual networking. www.the-triton.com

Jan. 7 The Triton Bridge luncheon, noon, Ft. Lauderdale. A roundtable discussion of the issues of the day. Active captains only. RSVP to Editor Lucy Reed at [email protected] or 954-525-0029. Space is limited.

Jan. 15-17 36th Stuart Boat Show at four locations in Stuart, Fla. More than $100 million in products with 500 boats, both in-water and on land. $10. allsportsproductions.net

Jan. 15-17 2nd annual Cruiser Expo, (formerly Trawlerexpo.com) in conjuction with Stuart Boat Show at three locations in Stuart, Fla. 36 seminars will cover subjects for both the novice and the seasoned skipper. www.cruiserexpo.com

Jan. 8-17 The Tullett Prebon London International Boat Show. 500 exhibitors showcasing power and sail boats, dinghies, deck equipment, charter holidays, sailing courses and more. www.londonboatshow.com

Jan. 20 The Triton’s monthly networking event (occasionally also on the third Wednesday of every month from 6-8 p.m.) with TowBoatU.S. at the Pirate Republic Bar at 420 S.W. Third Ave. on the New River in Ft. Lauderdale (previously Shirttail Charlie’s). Bring business cards and join us for casual networking. www.the-triton.com

Jan. 21-24 St.Maarten-St.Martin Classic Yacht Regatta. Fifth invitational is first classic regatta of the Caribbean season. www.classicregatta.com

Jan. 23-31 41st annual Boot 2009, Düsseldorf, Germany. More than 1,700 exhibitors from 55 countries showcase boats, yachts, and maritime products and services. Includes Super Yacht Show, Diving Show Boot Düsseldorf, Sport Fishing Center. 2.35 million square feet of presentation and event space. More than 280,000 visitors are expected. www.mdna.com

Jan. 24-30 21st annual Rolex Miami OCR, the world’s top Olympic and Paralympic class sailors compete on the waters of Biscayne Bay. The event

European boat shows set for London and Düsseldorf in January

Jan. 27-285th annual Captains briefing and ReceptionSt. maarten

Sponsored by the U.S. Superyacht Association to highlight member products and services, advocacy for issues affecting large yachts, and networking for crew of large yachts and USSA members. This year includes a reception at Isle de Sol for captains and senior officers. Captains briefings at Sonesta Maho Beach Resort cover regional information for yachts coming to U.S. waters, roundtable of captains and government officials, and new technology and products. In the afternoon, the event opens to crew. An evening event includes music, cocktails and appetizers.

www.ussuperyacht.com

EVEnT OF mOnTH

Exhibits and speakers at last year’s USSA Captains Briefing and Reception in St. Martin. PHOTO/DORIE COx

B1� January 2010 www.the-triton.com The Triton CAlEnDAR

mAKInG PlAnSApril 1010th anniversary Captain and Crew Appreciation PartySunrise Harbor marinaFt. lauderdale

Theme for this year’s party is “License to Party, Bond Style.” Please RSVP to marina manager Brad St. Coeur by e-mail to [email protected] or call +1 954-667-6720 for more information.

www.sunriseharbor.net

Last year’s annual themed party at Sunrise Harbor Marina for captain and crew. PHOTO/DAVID REED

is part of the ISAF Sailing World Cup, a world-class annual series for Olympic sailing. One of the world’s top competitions that help sailors prepare for 2012 Olympic competition. www.RolexMiamiOCR.org

Jan. 27 International Marina & Boatyard Conference, Tampa. Conference for marina owners, operators and personnel and boat building and repair facilities. Sponsored by AMI. Seminars and 120 exhibitors. www.marinaassociation.org.

Jan. 30-31 20th annual Nautical Flea Market, 830 N.E. 18th Ave., Pompano Beach, Fla. Sponsored by Pompano Beach and Lighthouse Point. 954-786-4111, $5, parking is free.

www.nauticalfleamarket.com

Jan. 30 Port Salerno Seafood Festival, on the waterfront north of St. Lucie Inlet on Florida’s east coast. www.PortSalernoSeafoodFestival.org

Feb. 3 The Triton’s monthly networking event (the first Wednesday of every month from 6-8 p.m.) with Brownie’s Southport Divers at 1530 Cordova Road. Join us for casual networking. www.the-triton.com

Feb. 7 Super Bowl XLIV at Dolphins Stadium, Miami Gardens, Fla. Championship game for the U.S. National Football League. Tri-Rail (www.tri-rail.com) will have special train schedules and shuttles to the game. www.superbowl.com

Feb. 10-12 Seatec 8th Exhibition, Marina di Carrara, Italy. Three-day expo of technology and design for boats, megayachts and ships. More than 1,000 exhibitors expected from around the world. Organized by CarraraFiere. www.sea-tec.it

Feb. 11-15 The Yacht and Brokerage Show, Miami Beach. The megayacht part of Miami International Boat Show, showcasing yachts in-water along the Indian Creek Waterway. Free. www.showmanagement.com. For product displays and exhibitors, use the shuttle bus service to the Miami Beach Convention Center for the 69th annual Miami International Boat Show. Strictly Sail 2010 will be at the Sea Isle Marina & Yachting Center. www.MiamiBoatShow.com

Feb. 16 Mardi Gras, New Orleans. One of the world’s most famous celebrations for this holiday of excess before the

limits of Lent. 1 800-672-6124, www.mardigras.com

Feb. 17 The Triton’s monthly networking event (occasionally also on the third Wednesday of every month from 6-8 p.m.) with Panaretto Pizzeria at 1331 S.E. 17th St. in Ft. Lauderdale. Meet with others in the industry for casual networking and pizza. www.the-triton.com

Feb. 25-27 2nd Abu Dhabi Yacht Show (ADYS). Show focuses exclusively on sailing and motorized yachts larger than 25m. www.abudhabiyachtshow.com

march 9-13 18th Dubai International Boat Show. The largest in the region hosts a showcase of boats from local and international builders as well as marine equipment, supplies and services. www.boatshowdubai.com

CALENDAR, from page B17

National Football League’s Super Bowl visits Miami on Feb. 7

The Triton www.the-triton.com January 2010 B1�SPOTTED

Triton Spotters

Capt. Ned Stone took a little vacation time in November to visit family in San Francisco, but not without his Triton cap and some good reading for the plane ride.

While waiting for their wives to pick them up, the crew caught Capt. Joseph Walier of New Hampshire (seated) and his friend Allan Swanson perusing their Triton. “Great fishing, lots of marlin,” Capt. Walier reports from Cabo San Lucas, Mexico.

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

www.the-triton.com January 2010Section C

10 waysto

survive the 24/7 lifestyle as

a crew member aboard megayachts.

By Chief Stew Alene Keenan

ne thing about working on a yacht is that you never run out of things to do. It’s an

enormously difficult and challenging job and the end result of working under constant stress is often burnout.

What can we do to survive the 24/7 lifestyle?

You’re probably thinking that the last thing you need in your life right now is another list, but what if it meant you could feel happier and more fulfilled, energized and

balanced every day? Here are 10 strategies to help you

discover, nurture and appreciate the pleasure you already possess within.

1. Feel some appreciation.

Think about how it feels to experience something truly awesome that you would not have chanced upon if it weren’t for your yachting career. How about the sense

of wonder you felt the first time you ever saw a school of dolphin riding on the bow wave? Or maybe the first time you went snorkeling?

The first time I ever went snorkeling I couldn’t contain my excitement and started screaming under water. I nearly drowned. It is so easy to forget the sense of awe and wonder of those moments, to become cynical and hardened and take them for granted. It does the soul good to make a habit of flexing your gratitude muscles on a regular basis.

Try this: each night before you go to bed, recall three things that went well for you that day and why. Concentrate on good thoughts that come up for you and remember how this feels. Keep those good feelings tucked away and call upon them when you need a happiness jolt.

2. Get into the flow.

Concentrate so intently on some pursuit that time flies by. Activities that require this much focus, skill and effort put you into a higher

See EXPO, page C15

Keenan

This story was actually a presentation at the Triton Expo in Ft. Lauderdale in November. For the next several months, we will print the presentations, all given by captains and veteran crew.

0

It is a brand new year. The holidays are over and so are the huge meals.

Did you overeat? Are you ready for a new ship-shape you? Have you given

any thought to how you are going to take care of yourself this year and get fit?

There is one problem with being a chef onboard yachts and that is we are a stationary lot, inside the yacht in a tiny space. With the occasional

running up and down the steps to the walk-in and freezer, do we really get any exercise to help in the control of our weight?

Consider this: A typical man needs 2,500 calories a day to sustain his weight. He needs 3,000 calories to gain some weight or if he’s in training.

A typical woman needs 1,500 calories, more if she is in training.If you eat three meals a day with appetizers and the occasional dessert, can you feel the fat and pounds start to creep onto your body? I bet you never really saw it coming.

So let’s say you eat three balanced meals a day and each one is close to 700 calories. That’s 2,100 calories a day, ladies. The pounds are going to appear. The rule of thumb in losing weight is to take in fewer calories than you spend. That is the secret to weight loss.

Last year around this time, I finally got sick and tired of being overweight. You have seen chefs who look like they eat everything they cook, and maybe a little too much of it. That was me.

See WAVES, page C8

Lose weight the way you gained it: one bite at a time

Culinary Waves

Mary Beth Lawton Johnson

By Lucy Chabot Reed

An engineer friend who has made a career on yachts is ready to semi-retire and has been looking for another engineer for a rotation. Sounded like an easy task.

Turns out, it has been difficult. He’s still looking, three months later, because most of the rotation candidates want a full-time salary.

That surprised us, until we delved a little farther and started asking questions, which led to this month’s survey. We asked only about rotations, a full, official sharing of a job by two or more people. We did not factor in the more common practice of relief work in this survey.

Have you ever worked a rotation? Would you want to?

Most of our more than 150 respondents (almost 80 percent) have never worked a rotation and even more (93.5 percent) want to.

Just 10 of our respondents – 6.4 percent – wouldn’t want a rotation, primarily because they wouldn’t want to share their salary.

So with so many yachties in favor of the practice, we wanted to know how crew would set a rotation up, if it were left to them. There really wasn’t a strong preference. Three options that suggested between one and three months on/off floated to the top, with a two on/two off scenario getting the strongest support at about a third of respondents.

“If there is no sharing of the sleeping quarters, I think the ideal ratio is three weeks on, one week off, rotating with four or more people,” said a chief stew in yachting 7-10 years. Several other respondents agreed, although one thought the three on/one off should be in months (not weeks) for three

Crew: Owners would benefit from rotations

See SURVEY, page C10

TRITON SURVEY

January networking

C3-4With DSOA, TowBoatU.S.

Decembernetworking

C2With the YES boys

Better food, less weight

C8-9Inspiration for weight loss

Interior tips to hire, excel

C6-7From stews who know

C� January 2010 www.the-triton.com The Triton NETWORKING LAST MONTH: Yacht Entertainment Systems

Captains, crew and industry professionals joined The Triton

for our monthly networking event in December.

About 200 gathered among the pirate paraphernalia at the Pirate Republic Bar on the New River in Ft. Lauderdale (the old Shirttail Charlie’s).

Join us this month on the first and third Wednesday. See stories on pages 3 and 4 for more details. PHOTOS/LUCY REED

The Triton www.the-triton.com January 2010 C�NETWORKING THIS MONTH: Diesel Services of America

Diesel Services of America in Ft. Lauderdale isn’t really new on the engine services block. Purchased in 2005 by the long-time owners of RPM Diesel, DSOA enables the companies to work on all manufacturers.

On the first Wednesday of the new year, (Jan. 6) we’re bringing our networking event to DSOA. Join us at the shop at 2501 W. State Road 84 (just west of I-95 on the north side) from 6-8 p.m. for casual networking. No RSVP needed.

Until then, learn a little more about DSOA from Scott Porter, operations manager at DSOA.

Q. Tell us

about DSOA? Diesel Services

of America is one of the largest marine diesel sales and service

companies in South Florida. We are factory-authorized dealers for MAN, Volvo Penta, Perkins, John Deere, Cummins Onan, Kohler, Northern Lights, Westerbeke and Phasor.

We have factory-trained technicians who are expertly trained to work on more than 20 brands of diesel engines and generators. As a full-service, authorized MAN dealer, we provide service starting at the inline-6 500hp all the way through the new V-12 1800hp.

We are also a Volvo Penta-certified Propulsion Partner and Rapid Response dealer. Our factory-trained technicians have the latest diagnostic tools and are experienced in the repair of Volvo legacy products and state-of-the-art inboard performance systems or IPS. IPS is a drive system with forward-facing propellers and steerable drive units. Mounted on the front of the drive unit, the propellers work in unagitated water with maximum efficiency.

As a Volvo Penta authorized parts dealer we pass on to our customers the 72-hour parts guarantee. Our parts department is fully stocked and offers next-day shipping on all available parts, worldwide.

Our service department performs engine and generator surveys and provides 24-hour emergency service seven days a week. We provide service calls in South Florida, anywhere in the United States, or out of the country. If it runs on diesel power, Diesel Services of America can service it.

Q. Ft. Lauderdale is a tough town for engine companies. How does DSOA set itself apart?

We realize that if we did not treat the customer as king, we would not have a business, especially not for 53 years. We have the best diesel

technicians and trained parts department personnel.

Our inventory is always well stocked to cause the yacht owner the least amount of down time as possible. We are about service, service, service. We are also located in the heart of the Ft. Lauderdale’s marine industry on Marina Mile (State Road 84).

Q. DSOA is associated with RPM Diesel, isn’t it?

They are owned by the same owners. Joe Rubano entered into business with his brother-in-law, Spiro Mulligan, in 1960. At that time, we had three employees in a warehouse part of town. We then moved to State Road 84, now called Marina Mile, and now have 50 employees.

In 2005, we purchased the assets of a company in Pompano Beach called DMCI, mainly for the purpose of becoming a MAN-authorized dealer. Last year, we moved DSOA out of Pompano Beach and onto Marina Mile.

Q. It seems the two companies do the same sort of things. Aren’t you competing with yourself?

It does appear as though RPM and DSOA do the same sort of things. The difference is that DSOA is an authorized MAN dealer, and as a result, when performing services on the MAN propulsion engine, yacht owners and captains prefer to use the same company to service their Onan, Kohler, Westerbeke or Northern Lights generators.

The same applies to RPM Diesel. RPM is an authorized Detroit/MTU dealer and when owners and captains have services performed on the main propulsion engines, they prefer to use the same company to service their Kohler, Westerbeke, or Northern Lights generators.

Ideally, it would be better if both companies were merged under one roof. However this is discouraged by the distributors of MAN and Detroit/MTU main propulsion engines.

Q. How did you get into yachting and DSOA?

After completing a four-year tour in the U.S. Navy, I went to work for a Detroit Diesel dealership in Texas that specializes in yacht engine repair. I so liked the work that I moved to Ft. Lauderdale, the “yachting capital of the world,” in 1983.

Shortly thereafter I went to work for RPM Diesel Engine Company as a technician, then service manager.

In 2008, I was given the opportunity to manage Diesel Services of America.

For more information, visit DSOA online at www.dieselservicesofamerica.com or call +1 954-781-1464.

Technicians, parts and service for any diesel engine anywhere

Porter

C� January 2010 www.the-triton.com The Triton NETWORKING THIS MONTH: TowBoatU.S.

On the third Wednesday this month (Jan. 20), The Triton is heading back to Pirate Republic Bar in Ft. Lauderdale to network with the friendly guys at TowBoatU.S.

Pirate Republic is the old Shirttail Charlie’s (400 S.W. Third Ave., just west of the railroad bridge on the south bank of the New River).

A South Florida company with national ties, yacht crew know

TowBoatU.S. as the red tow boats on the New River and beyond. They also may know river supervisor Michael Knecht in his signature hat.

Until Jan. 6, here’s a little more about TowBoatU.S.

Q. Tell us about TowBoatU.S.? TowBoatU.S. Ft. Lauderdale is a local

company that has a contract agreement with BoatU.S., a company based in Virginia that is an extremely strong advocate for boaters rights nationwide. Boat Owners Association of The United States (BoatU.S.) has worked to provide savings, service and representation to the boating community since 1966. Today, more than half a million members save money at 900 marinas on fuel, transient slips and repairs. BoatU.S. also offers on-the-water and on-the-road towing service by the nation’s largest fleet of tow boats.

Q. How long has your company been around?

TowBoatU.S. Ft. Lauderdale is celebrating its 20th anniversary this year. Capt. Larry Acheson started the company with one tow boat. He used to put the boat back on the trailer every night after he finished his last job. A lot has changed since then.

Sometimes large yachts mistakenly think of our company as the guys that tow small recreational boats.

We have 12 boats and several divisions. Our dedicated yacht towing division has vessels and captains who are skilled in towing large yachts.

Q. What services do you offer megayachts?

New River and Dania Cut towingDocking assistanceTowing within yards – to and from

slips and haul-out wellsCrane services – We have two boats

with knuckle-boom cranes for lifting heavy items on or off motor yachts.

Long-distance towing – We recently towed a boat back from Long Island, Bahamas, with our 96-foot tug, just one of the many long-distance towing operations we have safely and professionally completed over the past 20 years.

Launch services – After finishing a

sea trial with technicians on board, we can transfer these passengers back to land so the vessel can get under way to her next destination.

Towing to and from ships in local ports when vessels are being shipped off to distant ports

Q. There’s a membership involved with your company, right?

Yes. This year we have added an Unlimited Gold membership with unlimited towing within the service area for on-the-water breakdowns and tows from a home dock to a service facility.

Until recently, the highest towing option paid 50 percent of the bill. The Gold covers any boat the member owns, borrows or charters. If the member owns a 170-foot yacht, it covers tenders, PWCs onboard and his 40-foot fishing boat docked in another part of the country.

For $181 a year, a member could save thousands in towing bills. Members also get the industry’s lowest hourly rates for convenience tows (about a 45 percent savings). These are tows that are not a result of a mechanical failure such as a tow up the New River.

Q. There seem to be a lot of towing services in Ft. Lauderdale. What’s special about you guys?

We have been in business since 1989.We have a full-time staff of nearly 30

employees that go through extensive training and receive documented recurring training regularly. We have an excellent safety record.

We are the only towing company in Ft. Lauderdale that can offer discounts or free tows for megayachts. Just sign up as a member and the tow is free if you lose an engine, lose steering or damage your running gear.

We offer free soft ungrounding services to members. If you are on one of Ft. Lauderdale’s shoals, you could get a substantial bill from another towing company. Members get this free.

We are the only ones in Ft. Lauderdale that have the equipment and staff, 24/7, to simultaneously:

Tow your tender to the boat ramp to be loaded on a trailer for service

Assist you with docking in a strong wind and current

Tow your megayacht up or down the New River

Tow your megayacht home from ports in the Atlantic and Caribbean

Offload a generator and replace it at your slip using one of our cranes (OK, we probably couldn’t do this while we are towing you up the river.)

Many of the above at a substantial discount … or for free.

For more information about TowBoatU.S., visit www.towboatusftlauderdale.com or call them at +1 954-525-5577.

Up river, offshore and in yard, megayachts use TowBoatU.S.

Knecht

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

Not long ago I received an e-mail from a reader looking for tips for hiring stews.

An important consideration is whether the candidate fits into the culture of your organization.

Each boat has its own personality, reflecting the tastes and lifestyle of its owners and guests, as well as the yacht management style and the captain’s

wishes. The routine of service must be

tailored and organized to meet the standards and expectations of the boat.

A job description that defines these standards and expectations must be given to the candidate as part of the process of assessing their suitability for the position.

A captain is looking for a service provider/stew. The person providing service must have certain skills to meet the standards and expectations of the boat, including technical/housekeeping skills, service skills, ethics and protocol skills, communication skills, administrative skills, and people skills.

Every stew has a particular service style and not every style suits every boat. So what would be the best fit for your boat?

Frequently, the owners and guests themselves would not be able to identify or describe the style of service they want. This is often determined by a method of trial and error, as they figure out over time what they don’t want.

Consequently, stews are often hired to correct past situations that they were not even involved in.

Another thing to consider is how many stews there will be to complete the tasks needed to meet the service expectations? A higher level of organization is needed to deliver higher levels of service, and thus more crew.

Do the owners and guests want a formal meal setup for each meal; do they prefer casual service; or is it a combination of the two?

The complexity of service skills

needed depends on how many courses will be served at each meal, the style of service desired, and how often they plan to entertain.

Those doing the hiring must establish what level of wine knowledge is expected, and other service considerations such as bartending, cognac and cigars, barista coffee skills, etc.

Who will the stews be serving? In addition to owners and family, extended family and former family, consider who will be on board as guests and what their ages are.

Caring for small children, teenagers, the elderly and pets require different types of service and different amounts of time.

Religious and cultural needs also should be taken into consideration, as well as planning and provisioning for holidays, birthdays and other social events.

If the boat charters, too, factor into the equation the amount of time between charters, whether the owners use the boat soon after charter, and how much work is needed to switch

from “charter” to “owner” mode.

Housekeeping and laundry are something else to think about. Depending on the number of guests and the number of crew that the stews will take care of, laundry alone can take up the majority of every day.

When stews are expected to deliver valet services and care for expensive clothing, shoes and other luxury items, it can be quite a challenge.

Laundry facilities are often less than

ideal and it takes a lot of technical skill to manage the crew’s clothing while still maintaining appropriate standards for the owners’ and guests’ expensive belongings.

As for housekeeping, will the stews be responsible for numerous pieces of valuable artwork and collectibles that must be maintained and protected?

How elaborate are the cabin setups? Different fabrics and materials used throughout the boat call for different standards of care. Fine linens and silks require delicate care; ultra-suede requires frequent brushing; marble must be cared for meticulously; gold

Stew CueS

Alene KeenAn

Look beyond résumé, skills to find cultural match with stews

See STEW CUES, page C7

The routine of service must be tailored and organized to meet the standards and expectations of the boat.


INTERIOR: Stew tips

fixtures require gentle care. Having children on board

can increase the level of upkeep considerably.

Sometimes there are serious limitations in workspace and storage available for stews to do their jobs. If the laundry room is no bigger than a closet there will be problems carrying out these duties, and difficulties will have to be overcome.

If there is no separate stew pantry to work out of, the chef and stews must share a common space. This can cause a lot of tension when the chef is trying to prepare crew and guest lunches simultaneously while stews are still finishing breakfast service for late risers.

And last but not least, you must consider the crew member herself. Each boat has its own social structure and varying levels of cultural diversity.

Will this new person fit in with the rest of the group?

If she has emotional maturity, chances are she will know how to create balance in her life and also be able to establish personal and professional boundaries.

But often, crew have different levels of experience and hold different expectations about the performance of fellow crew members. The more experience you have, the easier it is to fit into a standard “role” and all that goes with it.

Likewise, the easier it is to consider yourself an authority and thus be critical and impatient when others don’t “measure up” to your expectations.

This power struggle can create a lot of tension. So much for cultural diversity.

So how do you know which stew to hire?

First, come to a mutual understanding about the structure and personality of the boat.

Determine the preferences and lifestyle of the owners and guests, and consider the yacht’s management style and the captain’s wishes.

Then you must decide who has the most in common with your vision of service and whether her style meets the level needed to meet these expectations.

It’s easy sailing from there.

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

STEW CUES, from page C6

I grew up in a somewhat average home. I didn’t spend time in fancy hotels with hospital corners and turndown services.

I didn’t eat in fancy restaurants with meals served to me from the left and cleared from the right, with three glasses placed in just the right way above my knife, nor did I worry that the pepper was on the left, the salt on the

right.Unless you grew up with these

luxuries, how would you know that these are the things that are expected of you when you get on your first yacht? If you don’t know, you just don’t know.

Of course, it would be ideal if new stews could get on a boat with a chief stew to learn from, but that isn’t always an option. More and more “green” stews are thrown into the deep end to fend for themselves as solo stews, with no idea where to even begin, and rightfully so.

So where do you start? How can a new stew be prepared for something she/he is unaware of?

I started out in a somewhat similar situation, so I’ve put together a few basic ideas that may help those of you out there who also have to learn to swim without water wings.

Amongst other things, being a stew is about being prepared and organized so that you only need to tackle new obstacles that come in the way.

Start preparing yourself while you are still looking for a job. Courses can

be expensive, especially when you are jobless, but they are worth every penny. Even taking a three-day course provides a wealth of information that is vital to a new stew. (American Yacht Institute offers several of these great short courses.)

Ask people around you at the crew house or others in the industry about any ideas or tips they have for you.

If you are already on a yacht, speak to the chef. It is always important to have a good relationship with the chef anyway, so why not break the ice by speaking to them about their expectations, and how they like to work with food service?

Many female chefs were once stews and have great advice. You will be surprised how much you can learn from people just by listening to their stories.

Daywork and freelance jobs can also

be helpful in learning various ways that other people like to do things, which helps you decide for yourself how you like going about your job as best you can.

Educate yourself, and practice what you learn. Buy some informative napkin-folding books, as well as basic bartending manuals. It is essential to know at least a handful of simple yet effective napkin folds for those last-minute meals where you don’t have time to look through a book and read step-by-step instructions.

Practice making basic cocktails, and explore creative ways of garnishing them.

Make your bed as if it was for a guest, and practice turndown services so that you can discover which way you like to do it that is most effective.

It is great to experiment with various ways of doing things so that you can find what works for you. Of course, your trial-and-error attempts should take place when you do not have guests onboard, such as practicing how to pour the wine with one hand before doing it at the table for the owners.

The most important objective is to find what works for you as the fastest and most effective way to do your job. You may make some mistakes along the way, but you keep learning as you go.

Be sure to keep a good attitude, as you cannot be a stew without one. Never stop researching and learning, keep smiling and always do your very best.

Anneli James has been a full-time and freelance stew for five years. She won Crew Unlimited’s Top Tips survey and contest last spring. Comments on this article are welcome at [email protected].

Mentor’S Minute

Anneli JAmes

Tips for new stews ‘thrown into deep end’

Consider physical limitations of workspace, too

Amongst other things, being a stew is about being prepared and organized.

Start preparing while you are still looking for a job. Courses can be expensive ... but they are worth every penny.


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

Not long ago I received an e-mail from a reader looking for tips for hiring stews.

An important consideration is whether the candidate fits into the culture of your organization.

Each boat has its own personality, reflecting the tastes and lifestyle of its owners and guests, as well as the yacht management style and the captain’s

wishes. The routine of service must be

tailored and organized to meet the standards and expectations of the boat.


A captain is looking for a service provider/stew. The person providing service must have certain skills to meet the standards and expectations of the boat, including technical/housekeeping skills, service skills, ethics and protocol skills, communication skills, administrative skills, and people skills.

Every stew has a particular service style and not every style suits every boat. So what would be the best fit for your boat?

Frequently, the owners and guests themselves would not be able to identify or describe the style of service they want. This is often determined by a method of trial and error, as they figure out over time what they don’t want.

Consequently, stews are often hired to correct past situations that they were not even involved in.

Another thing to consider is how many stews there will be to complete the tasks needed to meet the service expectations? A higher level of organization is needed to deliver higher levels of service, and thus more crew.

Do the owners and guests want a formal meal setup for each meal; do they prefer casual service; or is it a combination of the two?

The complexity of service skills

needed depends on how many courses will be served at each meal, the style of service desired, and how often they plan to entertain.

Those doing the hiring must establish what level of wine knowledge is expected, and other service considerations such as bartending, cognac and cigars, barista coffee skills, etc.

Who will the stews be serving? In addition to owners and family, extended family and former family, consider who will be on board as guests and what their ages are.

Caring for small children, teenagers, the elderly and pets require different types of service and different amounts of time.

Religious and cultural needs also should be taken into consideration, as well as planning and provisioning for holidays, birthdays and other social events.

If the boat charters, too, factor into the equation the amount of time between charters, whether the owners use the boat soon after charter, and how much work is needed to switch

from “charter” to “owner” mode.

Housekeeping and laundry are something else to think about. Depending on the number of guests and the number of crew that the stews will take care of, laundry alone can take up the majority of every day.

When stews are expected to deliver valet services and care for expensive clothing, shoes and other luxury items, it can be quite a challenge.

Laundry facilities are often less than

ideal and it takes a lot of technical skill to manage the crew’s clothing while still maintaining appropriate standards for the owners’ and guests’ expensive belongings.

As for housekeeping, will the stews be responsible for numerous pieces of valuable artwork and collectibles that must be maintained and protected?

How elaborate are the cabin setups? Different fabrics and materials used throughout the boat call for different standards of care. Fine linens and silks require delicate care; ultra-suede requires frequent brushing; marble must be cared for meticulously; gold

Stew CueS

Alene KeenAn

Look beyond résumé, skills to find cultural match with stews

See STEW CUES, page C7

The routine of service must be tailored and organized to meet the standards and expectations of the boat.


INTERIOR: Stew tips

fixtures require gentle care. Having children on board

can increase the level of upkeep considerably.

Sometimes there are serious limitations in workspace and storage available for stews to do their jobs. If the laundry room is no bigger than a closet there will be problems carrying out these duties, and difficulties will have to be overcome.

If there is no separate stew pantry to work out of, the chef and stews must share a common space. This can cause a lot of tension when the chef is trying to prepare crew and guest lunches simultaneously while stews are still finishing breakfast service for late risers.

And last but not least, you must consider the crew member herself. Each boat has its own social structure and varying levels of cultural diversity.

Will this new person fit in with the rest of the group?

If she has emotional maturity, chances are she will know how to create balance in her life and also be able to establish personal and professional boundaries.

But often, crew have different levels of experience and hold different expectations about the performance of fellow crew members. The more experience you have, the easier it is to fit into a standard “role” and all that goes with it.

Likewise, the easier it is to consider yourself an authority and thus be critical and impatient when others don’t “measure up” to your expectations.

This power struggle can create a lot of tension. So much for cultural diversity.

So how do you know which stew to hire?

First, come to a mutual understanding about the structure and personality of the boat.

Determine the preferences and lifestyle of the owners and guests, and consider the yacht’s management style and the captain’s wishes.

Then you must decide who has the most in common with your vision of service and whether her style meets the level needed to meet these expectations.

It’s easy sailing from there.


STEW CUES, from page C6

I grew up in a somewhat average home. I didn’t spend time in fancy hotels with hospital corners and turndown services.

I didn’t eat in fancy restaurants with meals served to me from the left and cleared from the right, with three glasses placed in just the right way above my knife, nor did I worry that the pepper was on the left, the salt on the

right.Unless you grew up with these

luxuries, how would you know that these are the things that are expected of you when you get on your first yacht? If you don’t know, you just don’t know.

Of course, it would be ideal if new stews could get on a boat with a chief stew to learn from, but that isn’t always an option. More and more “green” stews are thrown into the deep end to fend for themselves as solo stews, with no idea where to even begin, and rightfully so.

So where do you start? How can a new stew be prepared for something she/he is unaware of?

I started out in a somewhat similar situation, so I’ve put together a few basic ideas that may help those of you out there who also have to learn to swim without water wings.

Amongst other things, being a stew is about being prepared and organized so that you only need to tackle new obstacles that come in the way.

Start preparing yourself while you are still looking for a job. Courses can

be expensive, especially when you are jobless, but they are worth every penny. Even taking a three-day course provides a wealth of information that is vital to a new stew. (American Yacht Institute offers several of these great short courses.)


If you are already on a yacht, speak to the chef. It is always important to have a good relationship with the chef anyway, so why not break the ice by speaking to them about their expectations, and how they like to work with food service?

Many female chefs were once stews and have great advice. You will be surprised how much you can learn from people just by listening to their stories.

Daywork and freelance jobs can also

be helpful in learning various ways that other people like to do things, which helps you decide for yourself how you like going about your job as best you can.

Educate yourself, and practice what you learn. Buy some informative napkin-folding books, as well as basic bartending manuals. It is essential to know at least a handful of simple yet effective napkin folds for those last-minute meals where you don’t have time to look through a book and read step-by-step instructions.

Practice making basic cocktails, and explore creative ways of garnishing them.

Make your bed as if it was for a guest, and practice turndown services so that you can discover which way you like to do it that is most effective.

It is great to experiment with various ways of doing things so that you can find what works for you. Of course, your trial-and-error attempts should take place when you do not have guests onboard, such as practicing how to pour the wine with one hand before doing it at the table for the owners.

The most important objective is to find what works for you as the fastest and most effective way to do your job. You may make some mistakes along the way, but you keep learning as you go.

Be sure to keep a good attitude, as you cannot be a stew without one. Never stop researching and learning, keep smiling and always do your very best.

Anneli James has been a full-time and freelance stew for five years. She won Crew Unlimited’s Top Tips survey and contest last spring. Comments on this article are welcome at [email protected].

Mentor’S Minute

Anneli JAmes

Tips for new stews ‘thrown into deep end’

Consider physical limitations of workspace, too

Amongst other things, being a stew is about being prepared and organized.

Start preparing while you are still looking for a job. Courses can be expensive ... but they are worth every penny.


C� January 2010 www.the-triton.com The Triton

It took determination, guts and help – meaning support – but I lost all that weight, and shed another person in the process. Quite a large person, actually. I went from a size 14 to a size 4. How did I become healthier than I was a year ago? I started exercising daily and I backed up from the table, meaning I consumed smaller portions.

There’s a process here, if you are as serious as I was.

1. Recognize the problem. How did you eat that elephant to

gain all that weight to begin with? One bite at a time. That is how you will lose the weight: one bite at a time.

All the typing and reading of this article is not going to do any good until you realize you first have a problem with putting too much food in your mouth.

2. Know your mission. Is your goal to get healthier through

some sort of exercise and lose weight? Read up on what sport you want to do, talk to people who do it all the time and also talk to your doctor before you begin any kind of weight loss or fitness program.

3. Start small. Don’t set a goal that is unattainable.

If you have 100 pounds to lose, make your first goal to lose 10 pounds. This helped me. When you reach that goal, set your next goal to lose another 10 pounds. A large goal can seem an insurmountable mountain to climb if you are just beginning to walk.

4. Set a date and time for yourself. If you are like me and everything

comes before your own health, you will find yourself in hot water later on

with your health. Set aside a date and time for exercise each day, whether it is climbing the staircase onboard at 5 a.m. for 20 reps or doing sit ups and pushups with weights on the upper deck.

This creates a routine. Start slowly. If you are a land-based

yacht chef, you are lucky because you have quite a number of options available for exercise. Create the opportunities for exercise.

5. Eat healthier meals. Skip the butter, frying and the fatty

foods. Try healthier alternatives such as olive oil or grape seed oil.

Instead of chicken or pork, try turkey or Cornish hens. Instead of ground beef or steak, try ostrich, venison or buffalo. Forget the extra starch and add a salad with the protein.

You might not like it in the beginning because it tastes different, but after a week, you will thank yourself when you step on the scale.

6. Eat smaller portions. So you have devised a healthy meal

plan for yourself. Now you need to regulate the portion size. Forget the 16-ounce, 12-ounce or even 8-ounce steak. Ideally, you should consume no more than 2-3 ounces of protein at each meal, about the size of a deck of cards. So if you eat three square meals a day that would be a maximum of 6-9 ounces of protein in a whole day.

Americans consume way too much protein at one sitting.

7. Get motivated. You need to be motivated to lose

weight. Don’t become disgusted when a pound or two creeps back. If they do, pay attention to what you are doing. Even one or two pounds can make a difference in your mental attitude toward reaching that goal. Then the vicious cycle starts again.

What you have to realize is that if you lose a few pounds, recognize how you lost it, write it down, and continue doing it. Motivation to get yourself in gear to exercise is what will get you going and the rush and thrill of feeling good after your exercise will keep you there. What is stopping you?

We all know the value of exercise. It increases blood flow to the heart, helps us shed pounds and gives us the bonus side effects of endorphins and dopamine to the brain.

All those things make us happy.

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

WAVES, from page C1

Make sure your goals are ones you can attain

Andrea Walker’s Celery and Fennel Salad

(Serves �)

This recipe has been around for a long time. My friend Andrea Walker made it for me and I loved it. It has had many variations over the years but this is the best I have tasted.

2 tablespoons lemon juice2 tablespoons vinegar3/4 cup olive oil1/2 teaspoon sea salt1/2 teaspoon pepper1/2 teaspoon Dijon mustard1 bunch celery, cleaned, leaves and

small stems removed1 cup parmesan cheese, coarsely

grated1 cup fennel tops (feathery part only)4 shaved pieces parmesan cheese for

garnish

To make the dressing, put lemon juice, vinegar, olive oil, some of the sea salt and pepper, and Dijon mustard in a blender and puree for 1 min. Set aside.

Slice celery on the bias, paper thin. Place shaved celery, grated cheese, fennel tops, and the remaining salt and pepper in a large mixing bowl.

Toss ingredients, adding dressing little by little.

To assemble, place a 3-inch ring mold in the center of a plate and fill almost to the top with the celery-fennel mixture.

Top with the shaved pieces of parmesan cheese. Remove ring molds.

In addition to being a vibrant green, this dish

gets visual allure from

being placed in 3-inch ring

molds for preparation.

Make sure they are filled almost to the top with the

celery-fennel mixture. Top

with the shaved pieces

of parmesan.PHOTO/MARY BETH LAWTON JOHNSON

IN THE GALLEY: Culinary Waves

The Triton www.the-triton.com January 2010 C�

Millions of people will put “weight loss” on their list of New Year’s resolutions this month. If you are one of them, don’t let your success get

stopped dead in the water by following one of the many diet falsehoods.

To steer you clear, here’s Myth Busters – Diet Style:

Myth No. 1: The best way to lose weight is to stop eating.

Foregoing food will put you in starvation mode where you’re body will slow its metabolism to conserve calories, something you want to happen if you’re stuck in a life raft in the middle of the ocean.

It’s better to eat a moderate amount of food, not less than 1,200 calories a day, to keep your body running at its regular metabolic rate and effect weight loss.

The other problem with severely limiting food intake is that you tend to lose both muscle and fat this way. The amount of muscle you have determines your metabolic rate, so you don’t want to lose muscle mass.

Lastly, severely restricting calories can make you more likely to gorge when you go off your diet and this will just pile on the pounds again.

Myth No. 2: Foods such as grapefruit, cabbage soup and celery will help you burn fat and lose weight.

These are great foods, if you swap them for cakes, cookies and ice cream, because they are low in calories and rich in vitamins and minerals.

However, no foods can burn fat. Some studies have shown that eating

something 15 minutes before a meal – a cup of broth-based soup or half a grapefruit – allows enough time for your brain to register that you’ve eaten something. This jump-start to satiety can make you less likely to overeat at mealtime.

This works if you’re willing to listen to your stomach’s sensation of fullness and not focus on cleaning your plate.

Myth No. 3: Starchy foods will make you fat.

Only if you eat more of them than you need, but then that applies to any food. Starchy foods, otherwise known as complex carbohydrates, can actually help you lose weight. This is especially true if these foods are in the whole-grain form. Whole grains contain dietary fiber that will help you feel full.

Examples of complex carbohydrate-containing foods are brown rice, whole grain breads, whole oat or wheat cereals, rye crackers, and whole wheat pasta. These foods are also important

energy sources that your muscles need for exercise.

The problem with starchy foods is what’s put on them. That is, butter on bread, sour cream on a baked potato. For example, one slice of whole wheat bread contains 70 calories. I tablespoon of butter is 100 calories.

Myth No. 4: Drinking while eating will make you fat.

The idea here is that the digestive juices in your stomach will be diluted by the fluid and this will slow digestion and let the calories build up into extra body weight. There’s no science to back

this up, so go ahead and set a glass at your place setting.

The real problem with drinking while eating is what you drink. Water is great. So is unsweetened ice tea or a diet beverage. Skim milk adds some calories, but also nutrients. Juices add vitamins and minerals if they are 100 percent juice, but juice drinks, punches and sodas are mostly sugar water and add many unwanted calories. This is true if you’ve been indoctrinated by fast food and get a “biggie” drink.

Myth No. 5: Eating at night will make you gain weight.

It doesn’t matter what time you eat. It matters how many calories you eat in a 24-hour period and if you’ve been physically active enough to burn off all the calories you’ve consumed.

The problem for most is that evening is for relaxation. It’s easy to dip your hand in the cookie jar, peanut can or potato chip bag. If you really want an after-dinner snack, go for a cut-up piece of fruit or butter-free popcorn.

Carol Bareuther is a registered dietitian and a regular contributor to The Triton. Comments on this column are welcome at [email protected].

NUTRITION: Take It In

take it in

Carol Bareuther

For that old reliable resolution, here’s Myth Busters - Diet Style

C10 January 2010 www.the-triton.com The Triton

engineers in rotation.The longer rotation of six months

on/six months off (basically by season) finished last.

“The optimum way to schedule a rotation with two captains would be to do it seasonally,” a captain said. “The onboard captain runs the boat for the season, which includes the maintenance period prior. The shore captain manages the program, provides shore-based support and prepares for the upcoming maintenance period and season. This keeps everyone fresh and in control of the vessel for their needs or upcoming itinerary.”

“Generally, I’d like a 2-4 week on/off schedule, but when I did this before, myself and the crew member I rotated with found it to be more to our liking

to be flexible depending on the yacht’s itinerary and what other work each of us could line up during the off time,” said a chef on yachts more than 20 years. “It worked out beautifully.”

But not all rotation scenarios have the critical parties sharing a position equally.

“I would prefer a situation where the No. 1 captain would deal with owners and charters and I would fill in the gaps, say two months on, four months off,” said a captain in yachting more than 30 years.

“An old guy who doesn’t need a lot of income and doesn’t want to spend a lot of time onboard working with a young guy who needs more income and is willing to spend more time aboard,” said another captain, also in yachting more than 30 years.

“The best rotation is two on/one

off as it gives adequate time ashore without needing to take another job to fill in the time,” said an engineer with more than 16 years experience. “Also, it gives the boat better continuity as the engineer hasn’t been away so long to have missed events or even forgotten things.”

A few other respondents suggested this rotation as well, taking care of the vessel between seasons and on deliveries to give the primary crew member time off.

“I currently work 4 1/2 months on/7 1/2 months off,” said another 30-plus year captain. “Gives me plenty of free time and spare work if I want. It’s great after too many years of full time.”

And for more than a few respondents, the length of the rotation was less important than the structure.

“Anything that has a set schedule,

so I can plan other things around it,” a first officer said.

So what rotation scheme might work best on megayachts?

More than three quarters of respondents thought the best scheme was two people sharing one job. Just 10 percent thought three people could share two jobs, and 4 percent wanted four people sharing three jobs.

“It depends on the position,” a captain said. “Three positions, four people would work well with interior and deck positions. Another rotation that might work well is three people for two positions with captain and engineer. The captains would have to be mechanically inclined.”

For which departments would rotations be plausible?

‘Two on/one off ... gives adequate time ashore’


SURVEY, from page C1

What rotation schedule would you prefer, if you had the opportunity?

2 months on/2 months off – 32.3%

3 months on/ 3 months off – 28.4%

2-4 weeks on/2-4 weeks off – 23.2%


Somethingelse

– 7.7%

One position, two people – 77.7%

Two positions, three people – 10.8%

Something else – 5.4%

Three positions, four people – 4.1%

One position, three people – 2.0%

What rotation scheme might work best on megayachts?

How should rotation crew be compensated?

Half-time salary, no benefits – 1.3%

Half-time salary, full benefits – 33.8%

Half-time salary (and benefits) plus retainer for off months

– 24.0%

Half-time salary, some benefits – 13.0%

Full-time salary, full benefits – 16.9%


What’s the key to making a rotation work? (All these things might factor in, but which is most important?)

Captain’s support

– 6.6%

Finding two people with similar work and management styles – 51.7%

Owner’s support – 23.8%

Rotation crew member’s support – 10.6%

Finding people bosslikes equally, regardless of work style – 7.3%

Would you like to see yacht owners incorporate more rotation schedules?

No – 12.7%

Yes – 87.3%

More thoughts on rotations:

l l l

Crew are one of the most expensive assets of a yachting program and this is a great way to create tenure, longevity and protect that asset.

l l l

With the size and schedule of many of today’s yachts, they are going to have to get more and more into rotation. It is the only way they are going to keep the good, middle-aged family men and women.

l l l

Some thoughts: 1. The program is more important than the size to determine if rotation will work. 2. One

captain (or engineer or first officer) should be the lead or managing member of the rotation. 3. No one can expect the yacht industry to pay two full-time salaries like the commercial industry, at least on vessels under 200 feet. 4. My owner expressed reservations about “connecting” with another captain.

l l l

With a rotation, one of the rotating people has to be the senior person and call the shots to keep continuity and consistency in standards and work schedules for junior crew.

l l l

Rotation with a like-minded individual actually can expand the years of experience for the vessel. Not to mention saving the experience of the particular

vessel that might/would be lost if the individual opts for retirement and the vessel has to start from scratch.

l l l

After leaving an extremely busy yacht, I would definitely consider half pay to have the time off.

l l l

Rotation would solve all crew burn out and keep us on the job longer.

l l l

The biggest drawback of the yachting industry that I have encountered in 23 years is the fact that your shore-side life ceases to exist while you are working. Crew rotation would solve that problem

for busy yachts. Short-timers might not like it but more senior crew who have made yachting their career would welcome the chance to get off the boat while still having a job and be able to take care of “life.”

l l l

I would have loved a rotation schedule when I worked yachts, but would not have wanted to make any less money.

l l l

How can you ask the question: What size does a boat need to be for rotation? Does anybody out there think a small vessel’s crew works less or are less physically and mentally challenged?

‘This is a great way to create tenure, longevity and protect that asset’

See REACTION, page C14

TRITON SURVEY: Job rotations

The Triton www.the-triton.com January 2010 C11

engineers in rotation.The longer rotation of six months

on/six months off (basically by season) finished last.

“The optimum way to schedule a rotation with two captains would be to do it seasonally,” a captain said. “The onboard captain runs the boat for the season, which includes the maintenance period prior. The shore captain manages the program, provides shore-based support and prepares for the upcoming maintenance period and season. This keeps everyone fresh and in control of the vessel for their needs or upcoming itinerary.”

“Generally, I’d like a 2-4 week on/off schedule, but when I did this before, myself and the crew member I rotated with found it to be more to our liking

to be flexible depending on the yacht’s itinerary and what other work each of us could line up during the off time,” said a chef on yachts more than 20 years. “It worked out beautifully.”

But not all rotation scenarios have the critical parties sharing a position equally.

“I would prefer a situation where the No. 1 captain would deal with owners and charters and I would fill in the gaps, say two months on, four months off,” said a captain in yachting more than 30 years.

“An old guy who doesn’t need a lot of income and doesn’t want to spend a lot of time onboard working with a young guy who needs more income and is willing to spend more time aboard,” said another captain, also in yachting more than 30 years.

“The best rotation is two on/one

off as it gives adequate time ashore without needing to take another job to fill in the time,” said an engineer with more than 16 years experience. “Also, it gives the boat better continuity as the engineer hasn’t been away so long to have missed events or even forgotten things.”

A few other respondents suggested this rotation as well, taking care of the vessel between seasons and on deliveries to give the primary crew member time off.

“I currently work 4 1/2 months on/7 1/2 months off,” said another 30-plus year captain. “Gives me plenty of free time and spare work if I want. It’s great after too many years of full time.”

And for more than a few respondents, the length of the rotation was less important than the structure.

“Anything that has a set schedule,

so I can plan other things around it,” a first officer said.

So what rotation scheme might work best on megayachts?

More than three quarters of respondents thought the best scheme was two people sharing one job. Just 10 percent thought three people could share two jobs, and 4 percent wanted four people sharing three jobs.

“It depends on the position,” a captain said. “Three positions, four people would work well with interior and deck positions. Another rotation that might work well is three people for two positions with captain and engineer. The captains would have to be mechanically inclined.”


‘Two on/one off ... gives adequate time ashore’



What rotation schedule would you prefer, if you had the opportunity?

2 months on/2 months off – 32.3%


2-4 weeks on/2-4 weeks off – 23.2%


Somethingelse

– 7.7%

One position, two people – 77.7%

Two positions, three people – 10.8%


Three positions, four people – 4.1%

One position, three people – 2.0%

What rotation scheme might work best on megayachts?

How should rotation crew be compensated?

Half-time salary, no benefits – 1.3%

Half-time salary, full benefits – 33.8%

Half-time salary (and benefits) plus retainer for off months

– 24.0%

Half-time salary, some benefits – 13.0%

Full-time salary, full benefits – 16.9%


What’s the key to making a rotation work? (All these things might factor in, but which is most important?)

Captain’s support

– 6.6%

Finding two people with similar work and management styles – 51.7%

Owner’s support – 23.8%

Rotation crew member’s support – 10.6%

Finding people bosslikes equally, regardless of work style – 7.3%

Would you like to see yacht owners incorporate more rotation schedules?

No – 12.7%

Yes – 87.3%

More thoughts on rotations:

l l l

Crew are one of the most expensive assets of a yachting program and this is a great way to create tenure, longevity and protect that asset.

l l l

With the size and schedule of many of today’s yachts, they are going to have to get more and more into rotation. It is the only way they are going to keep the good, middle-aged family men and women.

l l l

Some thoughts: 1. The program is more important than the size to determine if rotation will work. 2. One

captain (or engineer or first officer) should be the lead or managing member of the rotation. 3. No one can expect the yacht industry to pay two full-time salaries like the commercial industry, at least on vessels under 200 feet. 4. My owner expressed reservations about “connecting” with another captain.

l l l

With a rotation, one of the rotating people has to be the senior person and call the shots to keep continuity and consistency in standards and work schedules for junior crew.

l l l

Rotation with a like-minded individual actually can expand the years of experience for the vessel. Not to mention saving the experience of the particular

vessel that might/would be lost if the individual opts for retirement and the vessel has to start from scratch.

l l l

After leaving an extremely busy yacht, I would definitely consider half pay to have the time off.

l l l

Rotation would solve all crew burn out and keep us on the job longer.

l l l

The biggest drawback of the yachting industry that I have encountered in 23 years is the fact that your shore-side life ceases to exist while you are working. Crew rotation would solve that problem

for busy yachts. Short-timers might not like it but more senior crew who have made yachting their career would welcome the chance to get off the boat while still having a job and be able to take care of “life.”

l l l

I would have loved a rotation schedule when I worked yachts, but would not have wanted to make any less money.

l l l

How can you ask the question: What size does a boat need to be for rotation? Does anybody out there think a small vessel’s crew works less or are less physically and mentally challenged?

‘This is a great way to create tenure, longevity and protect that asset’

See REACTION, page C14


C1� January 2010 www.the-triton.com The Triton

“Optimum? Full-time salary, full benefits, but good luck with that,” said a captain in the industry more than 10 years. “Next optimum? Half-salary, retain full benefits. What you can probably expect: Half-time salary, some benefits.”


yacht should be at least 200 feet (60m) in length.

We were intrigued by these numbers so we crunched them against tenure and found that the longer someone has been in yachting, the less likely they were to think that rotations could work on any size vessel.

One hundred percent of respondents in the industry six years or less supported rotations on all size of vessel.

Those in the 7-10 years range started to have some doubts, with 77 percent saying rotations could work on any size vessel.

For those in the industry 11 years or more, just 44 percent thought rotations could work on any size vessel.

When asked what sort of vessel would benefit from a rotation of some crew, respondents strongly agreed (90.8 percent of respondents) that yachts active much of the year would benefit.

“Any sized vessel could be considered for a rotation,” a captain said. “It really is the schedule of the yacht that would dictate the need. Everyone needs time to relax and recharge to maintain their sanity in this very demanding industry.”

All of this leads us to the big question: How should rotation crew members be compensated?

While there are myriad methods of doing this, in an effort to corral the results into categories for statistical purposes, we gave respondents six options: full salary, half salary, or

something in between; with all or some benefits.

Unlike our engineer friend in his search for a rotation partner, the most common type of compensation chosen in our survey was half-time salary and full benefits (33.8 percent).


Nearly a quarter of respondents (24 percent) opted for half-time salary and benefits, with a retainer for their time off the boat.

Several respondents chose “other” and detailed a compensation plan that amounted to about 75 percent of salary and benefits, which seemed to fit into

this category, giving the 24 percent a boost.

“Two-thirds salary without benefits,” a captain said. “The owner gets the benefit of not paying benefits or vacation and has a fresh crew at all times. The crew gets half time off with a livable salary and enough to acquire their own benefits. If the crew wants full-pay and benefits, they should join the teacher’s union and get their teaching degree.”

“There needs to be a ‘lead’ crew member in every rotational team,” a captain said. “This person will be the driving force behind the structure and rules that each position adheres to specifically for that position. And that person, who is essentially the manager of the other rotational counterpart,

has more responsibility and should therefore be compensated slightly more via increased benefits or salary or both.”

“I’ve worked two systems: one where the rotating engineer was paid every month, regardless, and the other where he was paid only for the onboard months. Both work well so long as the remuneration is agreeable to all parties.”

The third most common response (by 16.9 percent of respondents) was full-time salary, full benefits.

“Rotations could be trimesters or half years, then the salary reduction

is appropriate,” a chief stew said. “However, for weekly rotations, I think long hours and holidays and time off rearrangements cancel out and salary should be full.”

“We have looked at rotations for several positions,” said a captain in yachting 26-30 years. “Most candidates want full salary, but only want to work half of the time. … If you want to work half the time, accept half the salary and be happy that you have the time to pursue your own goals and that you


All of them

Ch. eng. only

Capt.only

Senior deck

Chef only

Ch. stew only

Eng. room

Galley All interior

All deck

78

42

33 30

2219 17

7 41

There must ‘be a “lead” crew member in every rotational team’SURVEY, from page C12


Most respondents thought rotations could work for any and all positions on board.

“Recognizing that crew are people too, and that they need time off to see their families, stay updated with classes, etc., is a reason that all positions would be available for a rotation,” a captain said. “Getting the owners to understand this and having it happen seamlessly is the trick.”

For those who thought only some positions should qualify, the chief engineer was the most common answer, followed in quick succession by the captain’s position and senior deck officers.

“I have worked in both commercial and yacht sectors of the marine industry and believe the captain and chief engineer would be better served if they were on a rotation,” a captain said. “Of course, they have to be like-minded and put egos aside, as is done in the commercial world.”

“Yachting must catch up with commercial vessel operations and accept rotations as a necessary practice for captains, engineers and chief mates,” said a captain in yachting more than 25 years. “Lower-level crew can get time off, but senior officers cannot. It is really too bad when a senior officer has to resign from a yacht just to get some time off.”

If yacht crew want rotations and can devise a way for them to work, who should be responsible for finding the rotation partner?

Far and away, respondents said that the boss should find the rotation partner (63.8 percent). That is, when the rotation is for captain, it should be the owner who finds a second captain. When the rotation is among the crew, the captain should find the additional

crew member.Does a yacht need to be a certain

size for rotations to work?A majority of respondents (54.6

percent) thought rotations could work on any size vessel.

“We just resigned from a 120-foot yacht due to working 186 days with guests on in seven months,” a chief stew said. “We tried to voice [a rotation] to the owner and his wife, who were intrigued by the idea, having never heard of it.

“Then they talked to the broker, and he shot it down because he said a 120-foot yacht was not big enough,” she said. “It is not the size; it is the schedule that should dictate the necessity of a rotation. … Now the owner will cruise through more crew and the yacht will suffer.”

A quarter of respondents (25 percent) thought a vessel should be at least 150 feet (45m); 16.4 percent thought it needed to be least 100 feet (30m); and just 3.9 percent said the

Those in a rotation ‘have to be like-minded ... put egos aside’SURVEY, from page C10


Percentage of captains who said rotations could work on any size vessel, grouped by tenure:

100%

1-2 years

3-4 years

5-6 years

7-10 years

11-15 years

16-20 years

21-25 years

26-30 years

30-plus years

77%

STATISTICS/GRAPHICS BY LAWRENCE HOLLYFIELD

80%

60%

40%

20%

50% 48%

29%

50%54%


Does a yacht need to be a certain size for rotations to work?

Yes, at least 100 feet (30m) – 16.4%


Rotations can work on any size vessel – 54.6%


The Triton www.the-triton.com January 2010 C1�



yacht should be at least 200 feet (60m) in length.

We were intrigued by these numbers so we crunched them against tenure and found that the longer someone has been in yachting, the less likely they were to think that rotations could work on any size vessel.

One hundred percent of respondents in the industry six years or less supported rotations on all size of vessel.

Those in the 7-10 years range started to have some doubts, with 77 percent saying rotations could work on any size vessel.

For those in the industry 11 years or more, just 44 percent thought rotations could work on any size vessel.

When asked what sort of vessel would benefit from a rotation of some crew, respondents strongly agreed (90.8 percent of respondents) that yachts active much of the year would benefit.

“Any sized vessel could be considered for a rotation,” a captain said. “It really is the schedule of the yacht that would dictate the need. Everyone needs time to relax and recharge to maintain their sanity in this very demanding industry.”

All of this leads us to the big question: How should rotation crew members be compensated?

While there are myriad methods of doing this, in an effort to corral the results into categories for statistical purposes, we gave respondents six options: full salary, half salary, or

something in between; with all or some benefits.

Unlike our engineer friend in his search for a rotation partner, the most common type of compensation chosen in our survey was half-time salary and full benefits (33.8 percent).


Nearly a quarter of respondents (24 percent) opted for half-time salary and benefits, with a retainer for their time off the boat.

Several respondents chose “other” and detailed a compensation plan that amounted to about 75 percent of salary and benefits, which seemed to fit into

this category, giving the 24 percent a boost.

“Two-thirds salary without benefits,” a captain said. “The owner gets the benefit of not paying benefits or vacation and has a fresh crew at all times. The crew gets half time off with a livable salary and enough to acquire their own benefits. If the crew wants full-pay and benefits, they should join the teacher’s union and get their teaching degree.”

“There needs to be a ‘lead’ crew member in every rotational team,” a captain said. “This person will be the driving force behind the structure and rules that each position adheres to specifically for that position. And that person, who is essentially the manager of the other rotational counterpart,

has more responsibility and should therefore be compensated slightly more via increased benefits or salary or both.”

“I’ve worked two systems: one where the rotating engineer was paid every month, regardless, and the other where he was paid only for the onboard months. Both work well so long as the remuneration is agreeable to all parties.”

The third most common response (by 16.9 percent of respondents) was full-time salary, full benefits.

“Rotations could be trimesters or half years, then the salary reduction

is appropriate,” a chief stew said. “However, for weekly rotations, I think long hours and holidays and time off rearrangements cancel out and salary should be full.”

“We have looked at rotations for several positions,” said a captain in yachting 26-30 years. “Most candidates want full salary, but only want to work half of the time. … If you want to work half the time, accept half the salary and be happy that you have the time to pursue your own goals and that you


All of them

Ch. eng. only

Capt.only

Senior deck

Chef only

Ch. stew only

Eng. room

Galley All interior

All deck

78

42

33 30

2219 17

7 41

There must ‘be a “lead” crew member in every rotational team’SURVEY, from page C12


Most respondents thought rotations could work for any and all positions on board.

“Recognizing that crew are people too, and that they need time off to see their families, stay updated with classes, etc., is a reason that all positions would be available for a rotation,” a captain said. “Getting the owners to understand this and having it happen seamlessly is the trick.”

For those who thought only some positions should qualify, the chief engineer was the most common answer, followed in quick succession by the captain’s position and senior deck officers.

“I have worked in both commercial and yacht sectors of the marine industry and believe the captain and chief engineer would be better served if they were on a rotation,” a captain said. “Of course, they have to be like-minded and put egos aside, as is done in the commercial world.”

“Yachting must catch up with commercial vessel operations and accept rotations as a necessary practice for captains, engineers and chief mates,” said a captain in yachting more than 25 years. “Lower-level crew can get time off, but senior officers cannot. It is really too bad when a senior officer has to resign from a yacht just to get some time off.”

If yacht crew want rotations and can devise a way for them to work, who should be responsible for finding the rotation partner?

Far and away, respondents said that the boss should find the rotation partner (63.8 percent). That is, when the rotation is for captain, it should be the owner who finds a second captain. When the rotation is among the crew, the captain should find the additional

crew member.Does a yacht need to be a certain

size for rotations to work?A majority of respondents (54.6

percent) thought rotations could work on any size vessel.

“We just resigned from a 120-foot yacht due to working 186 days with guests on in seven months,” a chief stew said. “We tried to voice [a rotation] to the owner and his wife, who were intrigued by the idea, having never heard of it.

“Then they talked to the broker, and he shot it down because he said a 120-foot yacht was not big enough,” she said. “It is not the size; it is the schedule that should dictate the necessity of a rotation. … Now the owner will cruise through more crew and the yacht will suffer.”

A quarter of respondents (25 percent) thought a vessel should be at least 150 feet (45m); 16.4 percent thought it needed to be least 100 feet (30m); and just 3.9 percent said the

Those in a rotation ‘have to be like-minded ... put egos aside’SURVEY, from page C10


Percentage of captains who said rotations could work on any size vessel, grouped by tenure:

100%

1-2 years

3-4 years

5-6 years

7-10 years

11-15 years

16-20 years

21-25 years

26-30 years

30-plus years

77%

STATISTICS/GRAPHICS BY LAWRENCE HOLLYFIELD

80%

60%

40%

20%

50% 48%

29%

50%54%


Does a yacht need to be a certain size for rotations to work?



Rotations can work on any size vessel – 54.6%


C1� January 2010 www.the-triton.com The Triton TRITON SURVEY: Job rotations

Most small vessel crews I know do 16- to 18-hour days on charter without a crew galley or even a place to hide for a second. That question should be: Do large yacht crew need or deserve rotations?

l l l

After I went on rotation, my captain told me part of the deal was that I had no days off during my on time. It was awful. You can’t even have a drink with the crew and now you earn less than you ever did. You are basically imprisoned for two months at a time. I lasted a year.

l l l

During a previous full-term position for almost three years, I saw my home for a total of nine days. There was no consideration from the owner for personal time off, as he thought that

since my wife was onboard, all was OK. We resigned.

I then did steady freelance for the next four years and was drawn away by a rotational position that gives me an equal balance of personal life, scheduling and compensation.

I wish more of the industry would catch up to this initiative for senior crew. It would allow for a better workplace for crew, and ultimately a better experience for the owners to have fresh and excited faces to see them.

l l l

The difficulty with a rotation is that the owner, charter brokers and charter guests all consider the yacht for the individual positions held on board. That is what we call a “following.” Way too much perfection would have to exceed these demands to have a successful rotation during the cruising season.

In our program, a relief is more justifiable and I do see the industry

moving away from rotations and more toward the relief program. I would look for a “semi-retired” relief for my position that would be able to share their income between a couple of yachts.

Coordinating the relief periods will be crucial to include all three parties working together. A relief on board our class yacht (40-45m) could earn $12,000-$14,000 a month. Semi-retired, working four months a year, earning around $50,000 plus all expenses.

I wouldn’t mind that myself when I reach that stage in my career.

l l l

Having appropriate rotational crew means that crew are present in the maintenance/shipyard periods. Too often the vessel gets into the shipyard and the crew all take holiday as it is the only time for them to be able to do so. The vessel suffers from having to subcontract simple crew projects to overpriced and often under-capable people.

REACTION, from page C11

‘In our program, a relief is more justifiable’

have a secure position to come back to. This is your compensation.”

Several respondents had other ideas.“Prorate the salary to the time of

work on rotation,” said a captain in yachting 1-2 years. “The total cost to the boat would be 125 percent [for two people in one position] to compensate for travel, etc.”

“If a yacht is so busy that there needs to be a rotation, the job is more than a full-time job,” a captain said. “It means that it takes two people to do the job. It also means that the people filling this position cannot go out and get another job. An owner needs to either slow down or pay to keep moving at a pace where two people are needed to keep up.”

Considering engineers are the predominant position for rotations, we looked at this question just from the engineers who responded to our survey.

They, too, opted primarily for half-

time salary and full benefits (36.4 percent; similar to the 33.8 percent overall). But their next choice was full-time salary and benefits (27.3 percent; a big increase from the 16.9 percent overall).

They offered twice as many suggestions for “something else” (22.7

percent; double the overall 11 percent). And just 13.6 percent (nearly half the 24 percent overall) opted for half-time salary and benefits plus a retainer.

We were also interested to know if yacht crew initiate this idea, so we asked: Have you ever suggested the idea of a rotation to your boss?

Though the answers were fairly even, a slight majority never had.

For those who had, we wondered what was the reply?

The most common reply (45.7 percent of “yes” answers) was that the idea was considered but not possible at the time.

The next common reply (22.9 percent) was that it was denied and of no interest.

Yet almost as frequently (18.6 percent) the idea was accepted and a rotation began.

What’s the key to making a rotation work?

Despite the fact that they don’t have to work together, the most common response to making a rotation work was finding rotation partners with similar work and management styles (51.7 percent).

“It’s vital that the persons involved are of similar management style so that crew morale can be maintained,” said a captain in yachting more than 30 years.

Nearly a third (23.8 percent) said rotations can’t work without the owner’s support.

Just 7.3 percent thought it was vital that the owner like both rotation crew members equally.

Would you like to see owners incorporate more rotation schedules?

Crew overwhelmingly said yes (87.3 percent). The 12.7 percent who said no were: mostly captains and mostly in the industry longer than 15 years; most had never worked a rotation; and nearly half had no interest in doing so.

Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at [email protected]. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.

Similar work and management styles cited as a key to a successful rotation

“If a yacht is so busy that there needs to be a rotation, the job is more than a full-time job,” a captain said. “It means that it takes two people to do the job. It also means that the people filling this position cannot go out and get another job.

“An owner needs to either slow down or pay to keep moving at a pace where two people are needed to keep up.”


Yes, life sometimes feels bad, but it is up to you just how bad it feels

state of being and, over time, provide lasting fulfillment. Photography, drawing, reading and playing scrabble are just a few hobbies that will give you a break from the tensions and situations we come up against in our fast-paced lifestyles. By placing your concentration and focus outside of yourself, you take your brain to a higher level.

3. Indulge your passions

Keep in mind the things you love the most in life outside the boat and have a healthy dose of that reality from time to time. Take advantage of your situation by making use of the opportunities available in the ports you visit. Wherever you are, find an outlet to express the passionate part of you.

4. Be a daydream believer

Write your own happy ending. Everybody has a bad day occasionally; some people have had a pretty bad year. The key to recovery is to let setbacks go. Yes, life sometimes feels bad but it is up to you just how bad it feels.

Don’t brood over failures. Instead, take a pen and paper and write out your ideal future starring your very best self. Make a vision board. Make your fabulous future the last thing you think about when you go to sleep and the first thing you think about every morning.

You will be surprised how quickly things start to manifest for you and before you know it you’ll be living the life of your dreams.

5. Walk your talk

For the highest level of satisfaction, align your value system with your daily actions and you’ll find joy in the most ordinary moments.

What are you all about? If you long for a greener planet, take the steps to clean up your environment. If you cherish loyalty, be the kind of friend who keeps in touch with people on a regular basis. If you crave honesty in your relationships, instill your daily encounters with integrity and enjoy the reward of well being.

By practicing what you preach you will connect with the highest part of you.

6. Try random acts of kindness

We do this all day long when we are in service and it is a natural

extension of ourselves to keep the chain of kindness growing. It can be difficult living in such close quarters with our crew, to say the least. We see up-close-and-personal things about others that are kind of hard to bear and that, let’s face it, we don’t really want to know.

We must be open-minded and extremely tolerant of others. So why not take it a step farther? Without becoming a doormat and while maintaining appropriate boundaries, do nice things for each other. Altruistic acts create a circle of virtue: pay it forward. Whatever you do for others will make them feel grateful and they, in turn, may be inspired to do something nice for you or someone else.

7. Set goals

You are more likely to succeed if you frame your goals with a positive slant in terms of what you want rather than what you don’t want. If your goal is to run a 5K race, for instance, concentrate on how it will feel to cross that finish line and not how difficult it is to fit the training into your busy life.

True satisfaction doesn’t come only at the finish line; much of it lies on the road leading up to it. What you place your focus on in life is what you will create, so you may as well accentuate the positive.

8. Connect on a deeper level

I have nothing against having a few cocktails with friends or spending hours on Facebook. However, if you can be part of a group that pursues more noble causes, you will find more meaning in your life.

When you have more meaning in your life, you have more hope. When you have more hope, the end result is a happier you. Up to a point, sitting around complaining with other crew does not improve our mood; it keeps us stuck on the negative stuff.

Having a group of friends who value spiritual or personal growth, art appreciation or learning focuses on the positive. This is beneficial for your physical as well as spiritual health. Find some like-minded souls and start making some connections.

9. Identify strengths; use them

We are happiest when we’re doing what comes naturally. Figure out what you are good at and determine where you can use your strengths in your everyday routine.

Try this: identify five of your strongest traits, and then look at your skills in a new light. For instance, if you’re good at bringing people together, try to see how taking care of the crew area could be seen as a method of doing this. If you are a perfectionist, choose ways to control chaos by making sure that everything is organized and in its own place.

Even if you are a junior stew, establish what you’re contributing to the situation based on your particular strengths and attributes. Instead of feeling slighted because your skills are not recognized, find some quiet peace within and continue to be motivated and inspired.

10. Make your happy heart pound

I cannot stress strongly enough the importance of physical exercise that you engage in on a regular basis. Your mood cannot help but improve. Your blood flow increases, serotonin (the feel-good chemical in your brain) is produced, alertness is improved, irritability and anxiety are diminished, and your outlook just gets better.

You don’t have to be a marathon runner to benefit from exercise. Walking, playing sports, doing yoga, swimming, cycling and dancing are all good outlets for physical action. Your energy and your productivity will soar and you will smile nonstop.

Providing service is at the heart of all businesses, but none more so than in yachting. A high level of caring for the comfort of guests is a distinctive attribute of the finest yachts afloat. We’re all team players, able to ask for help when we need it and willing to help out wherever we can.

But to survive the 24/7 lifestyle we have to take care of ourselves and each other just as well as we take care of the guests. Let’s make the time to take control of our lives. Create balance, synergy and fulfillment by nurturing and developing your unique strengths and learn to appreciate the joy you possess within.


EXPO, from page C1

TRITON EXPO: Surviving the 24/7 lifestyle

The Triton www.the-triton.com January 2010 C15TRITON SURVEY: Job rotations

Most small vessel crews I know do 16- to 18-hour days on charter without a crew galley or even a place to hide for a second. That question should be: Do large yacht crew need or deserve rotations?

l l l

After I went on rotation, my captain told me part of the deal was that I had no days off during my on time. It was awful. You can’t even have a drink with the crew and now you earn less than you ever did. You are basically imprisoned for two months at a time. I lasted a year.

l l l

During a previous full-term position for almost three years, I saw my home for a total of nine days. There was no consideration from the owner for personal time off, as he thought that

since my wife was onboard, all was OK. We resigned.

I then did steady freelance for the next four years and was drawn away by a rotational position that gives me an equal balance of personal life, scheduling and compensation.

I wish more of the industry would catch up to this initiative for senior crew. It would allow for a better workplace for crew, and ultimately a better experience for the owners to have fresh and excited faces to see them.

l l l

The difficulty with a rotation is that the owner, charter brokers and charter guests all consider the yacht for the individual positions held on board. That is what we call a “following.” Way too much perfection would have to exceed these demands to have a successful rotation during the cruising season.

In our program, a relief is more justifiable and I do see the industry

moving away from rotations and more toward the relief program. I would look for a “semi-retired” relief for my position that would be able to share their income between a couple of yachts.

Coordinating the relief periods will be crucial to include all three parties working together. A relief on board our class yacht (40-45m) could earn $12,000-$14,000 a month. Semi-retired, working four months a year, earning around $50,000 plus all expenses.

I wouldn’t mind that myself when I reach that stage in my career.

l l l

Having appropriate rotational crew means that crew are present in the maintenance/shipyard periods. Too often the vessel gets into the shipyard and the crew all take holiday as it is the only time for them to be able to do so. The vessel suffers from having to subcontract simple crew projects to overpriced and often under-capable people.

REACTION, from page C11

‘In our program, a relief is more justifiable’

have a secure position to come back to. This is your compensation.”

Several respondents had other ideas.“Prorate the salary to the time of

work on rotation,” said a captain in yachting 1-2 years. “The total cost to the boat would be 125 percent [for two people in one position] to compensate for travel, etc.”

“If a yacht is so busy that there needs to be a rotation, the job is more than a full-time job,” a captain said. “It means that it takes two people to do the job. It also means that the people filling this position cannot go out and get another job. An owner needs to either slow down or pay to keep moving at a pace where two people are needed to keep up.”

Considering engineers are the predominant position for rotations, we looked at this question just from the engineers who responded to our survey.

They, too, opted primarily for half-

time salary and full benefits (36.4 percent; similar to the 33.8 percent overall). But their next choice was full-time salary and benefits (27.3 percent; a big increase from the 16.9 percent overall).

They offered twice as many suggestions for “something else” (22.7

percent; double the overall 11 percent). And just 13.6 percent (nearly half the 24 percent overall) opted for half-time salary and benefits plus a retainer.

We were also interested to know if yacht crew initiate this idea, so we asked: Have you ever suggested the idea of a rotation to your boss?

Though the answers were fairly even, a slight majority never had.

For those who had, we wondered what was the reply?

The most common reply (45.7 percent of “yes” answers) was that the idea was considered but not possible at the time.

The next common reply (22.9 percent) was that it was denied and of no interest.

Yet almost as frequently (18.6 percent) the idea was accepted and a rotation began.

What’s the key to making a rotation work?

Despite the fact that they don’t have to work together, the most common response to making a rotation work was finding rotation partners with similar work and management styles (51.7 percent).

“It’s vital that the persons involved are of similar management style so that crew morale can be maintained,” said a captain in yachting more than 30 years.

Nearly a third (23.8 percent) said rotations can’t work without the owner’s support.

Just 7.3 percent thought it was vital that the owner like both rotation crew members equally.

Would you like to see owners incorporate more rotation schedules?

Crew overwhelmingly said yes (87.3 percent). The 12.7 percent who said no were: mostly captains and mostly in the industry longer than 15 years; most had never worked a rotation; and nearly half had no interest in doing so.

Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at [email protected]. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.

Similar work and management styles cited as a key to a successful rotation

“If a yacht is so busy that there needs to be a rotation, the job is more than a full-time job,” a captain said. “It means that it takes two people to do the job. It also means that the people filling this position cannot go out and get another job.

“An owner needs to either slow down or pay to keep moving at a pace where two people are needed to keep up.”


Yes, life sometimes feels bad, but it is up to you just how bad it feels

state of being and, over time, provide lasting fulfillment. Photography, drawing, reading and playing scrabble are just a few hobbies that will give you a break from the tensions and situations we come up against in our fast-paced lifestyles. By placing your concentration and focus outside of yourself, you take your brain to a higher level.

3. Indulge your passions

Keep in mind the things you love the most in life outside the boat and have a healthy dose of that reality from time to time. Take advantage of your situation by making use of the opportunities available in the ports you visit. Wherever you are, find an outlet to express the passionate part of you.

4. Be a daydream believer

Write your own happy ending. Everybody has a bad day occasionally; some people have had a pretty bad year. The key to recovery is to let setbacks go. Yes, life sometimes feels bad but it is up to you just how bad it feels.

Don’t brood over failures. Instead, take a pen and paper and write out your ideal future starring your very best self. Make a vision board. Make your fabulous future the last thing you think about when you go to sleep and the first thing you think about every morning.

You will be surprised how quickly things start to manifest for you and before you know it you’ll be living the life of your dreams.

5. Walk your talk

For the highest level of satisfaction, align your value system with your daily actions and you’ll find joy in the most ordinary moments.

What are you all about? If you long for a greener planet, take the steps to clean up your environment. If you cherish loyalty, be the kind of friend who keeps in touch with people on a regular basis. If you crave honesty in your relationships, instill your daily encounters with integrity and enjoy the reward of well being.

By practicing what you preach you will connect with the highest part of you.

6. Try random acts of kindness

We do this all day long when we are in service and it is a natural

extension of ourselves to keep the chain of kindness growing. It can be difficult living in such close quarters with our crew, to say the least. We see up-close-and-personal things about others that are kind of hard to bear and that, let’s face it, we don’t really want to know.

We must be open-minded and extremely tolerant of others. So why not take it a step farther? Without becoming a doormat and while maintaining appropriate boundaries, do nice things for each other. Altruistic acts create a circle of virtue: pay it forward. Whatever you do for others will make them feel grateful and they, in turn, may be inspired to do something nice for you or someone else.

7. Set goals

You are more likely to succeed if you frame your goals with a positive slant in terms of what you want rather than what you don’t want. If your goal is to run a 5K race, for instance, concentrate on how it will feel to cross that finish line and not how difficult it is to fit the training into your busy life.

True satisfaction doesn’t come only at the finish line; much of it lies on the road leading up to it. What you place your focus on in life is what you will create, so you may as well accentuate the positive.

8. Connect on a deeper level

I have nothing against having a few cocktails with friends or spending hours on Facebook. However, if you can be part of a group that pursues more noble causes, you will find more meaning in your life.

When you have more meaning in your life, you have more hope. When you have more hope, the end result is a happier you. Up to a point, sitting around complaining with other crew does not improve our mood; it keeps us stuck on the negative stuff.

Having a group of friends who value spiritual or personal growth, art appreciation or learning focuses on the positive. This is beneficial for your physical as well as spiritual health. Find some like-minded souls and start making some connections.

9. Identify strengths; use them

We are happiest when we’re doing what comes naturally. Figure out what you are good at and determine where you can use your strengths in your everyday routine.

Try this: identify five of your strongest traits, and then look at your skills in a new light. For instance, if you’re good at bringing people together, try to see how taking care of the crew area could be seen as a method of doing this. If you are a perfectionist, choose ways to control chaos by making sure that everything is organized and in its own place.

Even if you are a junior stew, establish what you’re contributing to the situation based on your particular strengths and attributes. Instead of feeling slighted because your skills are not recognized, find some quiet peace within and continue to be motivated and inspired.

10. Make your happy heart pound

I cannot stress strongly enough the importance of physical exercise that you engage in on a regular basis. Your mood cannot help but improve. Your blood flow increases, serotonin (the feel-good chemical in your brain) is produced, alertness is improved, irritability and anxiety are diminished, and your outlook just gets better.

You don’t have to be a marathon runner to benefit from exercise. Walking, playing sports, doing yoga, swimming, cycling and dancing are all good outlets for physical action. Your energy and your productivity will soar and you will smile nonstop.

Providing service is at the heart of all businesses, but none more so than in yachting. A high level of caring for the comfort of guests is a distinctive attribute of the finest yachts afloat. We’re all team players, able to ask for help when we need it and willing to help out wherever we can.

But to survive the 24/7 lifestyle we have to take care of ourselves and each other just as well as we take care of the guests. Let’s make the time to take control of our lives. Create balance, synergy and fulfillment by nurturing and developing your unique strengths and learn to appreciate the joy you possess within.


EXPO, from page C1

TRITON EXPO: Surviving the 24/7 lifestyle

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The Triton Vol.6 No.10

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