www.the-triton.com June 2011Vol.8, No. 3

A10

Lay off Jones Act Thoughts from the American Superyacht Forum. A18

Blow the code Fire marshal calls on industry help with paint sheds.

Spinning wheels The marine industry rolls for a cause

B1

Future of yachting lies in new breed of owner

From the Bridge

Lucy chabot Reed

See BRIDGE, page A14

It feels like the end of an era. Long gone are the wild days of

yachting where anything goes, bar no expense, and the world’s billionaires

were in a contest to sail the longest yacht.

But gone, too, are the bleak days of mothballing where yachts were tied to the dock and crew let go.

As the weather warmed in 2011, two of yachting’s best

known vessels were put on the market, the 143-foot Heesen M/Y Octopussy and the 151-foot Feadship M/Y The Highlander. And while we’re not exactly sure what to make of that, it sure feels like the end of an era.

So at the end of something, we naturally wonder, what’s next? What’s the future of yachting look like?

“You’ve got to follow the money,” said one captain at our monthly captains roundtable discussion. “And right now, the money is coming from Russia, China, Southeast Asia.”

“New money is where yachting is

heading,” another captain said. “Lots of old money brought the old traditions of yachting. A lot of that is dying out.

“Who turns the blue light on at night anymore?” this captain said. “Who takes the flag down at night? A lot of traditions have already gone.”

As always, individual comments are not attributed to any one person in particular so as to encourage frank and open discussion. The attending captains are identified in a photograph on page A15.

Have you ever lost a tender? TRITON SURVEY

– Story, C1

Yes, but it was recovered – 35.6%

No, but it could happen – 51.5%

Yes (vessel was lost) – 4.0%

No, and it won’t ever happen – 8.9%

By Dorie Cox

The charter yacht has back-to-back trips and the interior staff starts the day with hurried showers in cramped quarters. With six interior crew, and tiny shower stalls, leg shaving can get tricky.

Late afternoon comes and brings another rush through showers for evening uniforms.

“We, as female yacht crew, rarely have time for proper beauty regimes,” said the chief stew on a yacht more than 200 feet. “Most of us are over attempting to be the beautician and give ourselves a leg wax in rolling seas, or try and explain in broken Italian that we need our eyebrows waxed but not completely removed.”

These scenarios lead some crew to seek laser hair removal solutions for personal hygiene. But using one day off and a nearby spa is not necessarily the safest option, both doctors and patients said.

“There is a part of your industry that is beauty-based and we are getting more crew asking about laser hair removal,” said Dr. J.A. Astaphan of Silk Laser Aesthetics Center in Ft. Lauderdale. “But they need to understand what they are doing.”

See LASER, page A12

Lasers quick, convenient, safe when used correctly

By Dorie Cox

Ricardo Pires wanted a job as a deckhand on a yacht and he wanted to get closer to home in the process. After nearly two months searching for work, Portugese-born Pires was getting desperate.

Prior to the Spring season, herds of crew handed out resumes, knocked on boat hulls and visited

agencies in a bid to beat other applicants to jobs, and 25-year-old Pires was in the fray.

“I was doing day work after day work, doing the dock walk, looking for a new yacht to work on, and changing crew house to crew house to find the best place,” Pires said. “I was having financial difficulties and thinking that, if in that week I couldn’t find a crossing to get closer

to home, I would get a one way ticket to Portugal.”

Time to innovate, he decided, when he met a clerk in a T-shirt shop that suggested he advertise. She asked him exactly what he wanted and she applied the wish to a white T-shirt. “take me to the Med. Deckhand.” was all it said.

See SHIRT, page A13

Deckhand’s last-ditch effort to get to closer to home pays off

The shirt worked: They took him to the Med

The crew of M/Y Northlander after landfall in Horta in the Azores in May. Deckhand Ricardo Pires holds the shirt that got him noticed for the crossing job. PHOTO FROM RICARDO PIRES

A� June 2011 www.the-triton.com The Triton WHAT’S INSIDE

This is what I’m thinking...

What is Ft. Lauderdale Fire Marshal David Raines saying about shrink wrap? See story on page B1.

PHOTO/LUCY REED

Advertiser directory C15Boats / Brokers B6, 8Business Briefs A11 Calendar of events B14Columns: Crew Coach A16 In the Galley C1 Latitude Adjustment A3 Nutrition C7 Personal Finance C12 Onboard Emergencies B2 Photography B12 Rules of the Road B1

Sound Waves B3 Stew Cues C11Tech Briefs B4 Tech News B5Fuel prices B5Marinas / Shipyards B13Networking Q and A C4, 5Networking photos C3News A4Technology B1Triton spotter B15Triton Survey C1Write to Be Heard A17, 18

The Triton www.the-triton.com June 2011 A�LATITUDE ADJUSTMENT

Latitude adjustment

Lucy chabot Reed

Capt. Martyn Walker is happy, standing on the bridge of his new command, the 258-foot (79m) M/Y Pegasus V, the former Princess

Mariana.It’s taken him

24 years to get here, including seven years runing the 152-foot Feadship Montigne and two years on the 205-foot M/Y Apogee. He’s run a lot of charters on yachts normal-sized and large.

This one is different.“It’s only 20m bigger, but the

tonnage is double,” he said. The yacht also has three more decks than the old Pegasus, a 60m Oceanco.

With the move up, Capt. Walker took 14 of his crew with him, including First Officer Tim Jacques and Chief Engineer Len Bilton. Still, he has had to hire 10 more. Including himself, the yacht will run with 25, entertain the boss and charter in the Med and Caribbean.

Capt. Walker was involved in the negotiations for the purchase of this yacht, something he hasn’t done before at that level. It all started when the boss asked his opinion about a yacht he was considering buying at last year’s Cannes show.

“I told him it was too small,” Capt. Walker said.

Instead, he suggested Princess Mariana. The boss first saw the yacht in Monaco last fall, one of the offshore fleet of yachts anchored in the harbor. Capt. Rick Morales, also a broker with Camper & Nicholsons in Ft. Lauderdale, was one of her previous captains and was in command during the show.

What most of us don’t know is that these two captains were talking amongst themselves for the past year about this yacht.

“Rick was totally honest with me about everything,” Capt. Walker said. “Everyone thought she was a lemon, but she surveyed great. Working with Rick is what made it all happen.”

For the record, the brokers involved sent out word

of the sale when it happened and made no mention of Capt. Walker. That statement said. in part, this: “Fernando Nicholson and Rick Morales in cooperation with Merle Wood & Associates and Ken Denison jointly secured the sale of the vast 78.6m superyacht from Royal Denship.”

Capt. Walker wasn’t offended to have been left out of the press release.

“We’re just captains,” he said. “They think we’re irrelevant.”

This is the fifth yacht the boss has owned, starting with a 100-foot Broward, said Capt. Walker, who has been with him three years. The owner has also had a Feadship and a couple Oceancos.

Docked in front of the Hilton near the 17th Street bridge in Ft. Lauderdale in mid-May, the yacht was finishing some interior work, including new carpets, marble, furniture and curtains before heading to the Med to begin the charter season. August is booked, he said, as is some of July. He’s confident the rest of the season will fill in.

There will be no rotation, however. When it comes time for time-off, Capt. Walker will leave the vessel in the capable hands of Jacques, the chief officer, who has two trans-Atlantics under his belt on Pegasus II as well as trips between Fort Lauderdale and St. Maarten.

Capt. Walker likes to be home, too. He and his wife and young daughter have a home in Ft. Lauderdale where he likes to tend to his garden and walk his dogs.

As I said, Capt. Walker is happy.

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

Capt. Martyn Walker, far left, with some of his core crew from the previous Pegasus: Chief Engineer Len Bilton, center, and First Officer Tim Jacques.

PHOTO/LUCY REED

Captains help seal the deal on sale of M/Y Princess Mariana

A� June 2011 www.the-triton.com The Triton NEWS

America’s Cup venues and dates announced for series

The initial venues and dates have been announced for the 2011 season of the new America’s Cup World Series sailing regattas.

Event organizers, the America’s Cup Event Authority in San Francisco, announced three regattas. The lead-off event will be staged in Cascais, Portugal, from Aug. 6-14.

The primary marina there for

megayachts is the Marina de Cascais. The marina can handle vessels up to 330 feet (100m). There is also an open roadstead just off the town for anchorage.

The second stage of this year’s schedule will take place in Plymouth, England, from Sept. 10-18.

The third regatta will be in San Diego some time later this fall or early winter.

The America’s Cup World Series is a new suite of sailing events that are a prelude to the America’s Cup Finals regatta in September 2013. The finals will be held on San Francisco Bay, while multiple international venues will host the individual regattas of the AC World Series.

Currently, 10 teams from 9 countries have officially entered the competition and been identified. Four additional teams have issued challenges but remain unidentified while the vetting process continues. A total of 14 teams representing 12 countries are expected to be on the race starting line when the first gun is fired in Cascais.

The AC’s top challenger, Italy’s Club Nautico di Roma and its sailing team, Mascalzone Latino, withdrew from the race in May, citing financial difficulties. The Royal Swedish Yacht Club represented by Artemis Racing, has been named as the official Challenger of Record.

The America’s Cup World Series will feature both fleet racing and, in the America’s Cup tradition, match racing between pairs of yachts.

Megayachts attending the Plymouth regatta on the UK’s southwest coast will want to check out Plymouth Yacht Haven on Plymouth Sound. This 450-slip marina has berthing for yachts up to 150 feet (45m). Queen Anne’s Battery Marina, an MDL-managed marina, can accommodate yachts up to 140 feet (42m) on their transient/visitors’ pontoon dock.

Both marinas feature yacht chandleries and restaurants on property.Also nearby is Torquay Marina, which offers berthing for yachts up to 100 feet (30m). Prevailing winds in the area are generally from the southwest.

For yachts going to San Diego for the first AC regatta in the United States, the salient megayacht facilities are Fifth Avenue Landing marina, Shelter Island Marina, Driscoll Boat Works, and Marine Group Boatworks. The latter two are full-service repair operations, too.

Enjoy the high-tech, high-speed new breed of the America’s Cup.

Capt. Paul Warren is a boating and travel writer based in Tampa Bay. He will follow and report on news relating to the 2013 America’s Cup. Contact him through editorial@the-triton.com.

In the Cup

Paul Warren

E-mail job offer scams persist for crew and valid companies

Employment scams have honed in on a formula to trick yacht crew into sharing personal information and money by using Web links to valid companies.

A recent scheme uses the name of Fred. Olsen Cruise Line of the United Kingdom and Norway.

Other, similar scams have used the names of Edmiston and Company and Seabourn Yachts.

Research into such unsolicited offers often leads to legitimate companies whose names are falsely used. Although e-mails appear real, most companies do not recruit through generic e-mails and will usually use company e-mail addresses for return correspondence, not personal accounts including Gmail,

Hotmail and Yahoo.Several of the fraudulent job

postings have been re-posted to other Internet job sites by the scammers, as well as companies who unknowingly perpetrate the deceptions by hosting the notices and Internet links.

Similar scams use other legitimate company names including Cunard, the luxury cruise line company, and Edmiston and Company. The fraudulent offers use personal names with personal e-mail accounts, for example sean.collins30@yahoo.com and fred.olsen_hr@hotmail.co.uk.

A crew member in England received a similar scam from a principal named “Captain Nicholas Beth.”

– Dorie Cox

A� June 2011 www.the-triton.com The Triton

Italy is enforcing new European cruising rules this season, beginning with an advanced notice of arrival, according to a news briefing from the Association of Yacht Support Services.

Italian D.L. 18 requires that commercial vessels larger than 300 tons and pleasure vessels larger than 45m provide to the port of arrival their vessel identification (name, flag, IMO number, etc.), the time of arrival and the number of people aboard.

If the trip is longer than 24 hours, notice must be made at least 24 hours in advance. If the trip is shorter than 24 hours, notice must be made before leaving the prior port or pilotage area.

Either agents or captains can provide the notices.

Inspectors detain four yachtsPort State Control inspections

continue in the Mediterranean, including one on a yacht laid up for the winter in a shipyard. That yacht, the Haida G, received at least 13 deficiencies and was detained, according to a briefing the Professional Yachtsmen’s Association sent to its members.

The PYA analyzed inspection records and discovered 15 yachts have been inspected since Jan. 1, 13 of which had deficiencies and four of which were detained.

“It appears, from looking at the database of all PSC inspection reports (viewable on the Paris MoU Web site, www.parismou.org), that Italy has carried out far more PSC inspections of yachts that any other member state,” the PYA briefing notes.

“The detention of Haida G is of particular significance because, at the time of the inspection, the yacht was laid up for the winter and out of commission,” the briefing states. “Nobody had imagined, until that inspection, that PSC inspections would take place in such circumstances.”

The PYA has approached the Italian PSC administration to seek clarification on several issues and expects to have a meeting with them in Rome “quite soon”, according to the briefing.

Aussie crew hurt in drunken stuntRiviera Radio reported May 11 that

an Australian crew member was in an Antibes hospital “after a drunken stunt went horribly wrong.”

According to the radio station, which targets the yachting industry on the Cote d’Azur, a group of Australian and New Zealand crew from a 65m yacht went out for the night. On the way home in the early hours of May 10, two of them decided to attempt to ride in a rubbish bin down a flight of steps.

A 28-year-old crew member suffered severe head injuries when they crashed.

AC top challenger withdrawsThe America’s Cup’s top challenger

has withdrawn from the race, citing financial difficulties.

After the United States won back the America’s Cup last year, Club Nautico di Roma and its sailing team, Mascalzone Latino, submitted the first challenge for the 34th regatta for sailing’s top prize.

Because it was the initial challenger, the Italians became the Challenger of Record, a status that allowed them the right to negotiate with the Cup’s defender, Golden Gate Yacht Club of San Francisco, on behalf of all challengers.

Mascalzone Latino announced its withdrawal in mid-May in a statement on its Web site, citing financial difficulties caused by inadequate sponsorship.

Club Nautico di Roma still has the right to field another team to represent it. The Royal Swedish Yacht Club (Kungliga Svenska Segel Sällskapet, KSSS), represented by Artemis Racing, has been named as the official Challenger of Record.

With the loss of the Italian team, there are now 13 teams entered in the regatta, 12 challengers plus the U.S. team from Oracle Racing, which will attempt to defend the Cup.

The America’s Cup Regatta will be held in San Francisco in September 2013. A series of lead-up events, billed as the America’s Cup World Series, kicks off in Portugal this August, followed by Plymouth, England (Sept. 10-18), and San Diego (dates have yet to be announced).

– Paul Warren

MCA to hold orals again in OctoberThe UK government’s Maritime

and Coastguard Agency will visit Ft. Lauderdale just before the Fort Lauderdale International Boat Show in October to conduct the oral examinations required for the MCA Certificate of Competence.

Eighteen candidates took the orals in April; 80 percent passed, according to a news release from International Yacht Training.

The MCA has agreed to visit Ft. Lauderdale twice a year, in April and October.

“The MCA’s renewed commitment to visit Ft. Lauderdale is very important both to the students who have options as to how and where they undertake their oral preparations and to the local yachting community as a whole,” said Mike French, CEO of IYT. “We would encourage everyone to keep Ft. Lauderdale on the yachting map as a destination. It seems to have been surpassed by other locations that are not nearly as well adapted to yachting.”

Expect inspections, ANOA rules in the Med this season

See NEWS BRIEFS, page A8

NEWS BRIEFS

A� June 2011 www.the-triton.com The Triton NEWS BRIEFS

S/Y Legacy trial under wayA trial to determine the future of

S/Y Legacy, the 158-foot Perini Navi that was blown aground by Hurricane Wilma in 2005 off of Key West, was expected to wrap up in late May, according to a story in the Key West Citizen newspaper.

Owner Peter Halmos is battling two insurance companies for the yacht’s salvage and repair, which the newspaper said was nearly twice her value. She was insured for $16 million. Halmos sued the insurance companies for $27 million, much of which they have paid, according to the report.

The case is being decided in a non-jury trial in Miami by Chief U.S. Magistrate Stephen Brown.

Quest pirates make dealEight men charged with piracy in

the hijacking of a yacht that left four Americans dead were expected to enter

plea agreements, according to a story by the Associated Press.

The men are among 15 from Somalia and Yemen who had pleaded not guilty to piracy, kidnapping and firearms charges in the February hijacking of S/Y Quest in the Gulf of Aden.

The owners of Quest and their friends were shot to death days after they were taken hostage several hundred miles south of Oman.

David Bouchard, attorney for accused pirate Mohamud Salad Ali, said in early May that his client would plead guilty to the piracy charge and a new charge of hostage taking in exchange for the weapons and kidnapping charges being dropped, the AP reported.

Greek tax inspectors crack downGreece’s government has created a

special squad of tax inspectors tasked with cracking down on powerboat and

The 289-foot S/Y Maltese Falcon motored into Port Everglades on May 18. Lots of vessels pass through this inlet and we don’t write about them all, but despite being five years old, Maltese Falcon is still a sight to behold.

PHOTO/WENDY LUEDER, CAPTUREDGLIMPSE.COM

Judge to determine future for hurricane-blown S/Y LegacyNEWS BRIEFS, from page A6

See NEWS BRIEFS, page A9

yacht owners, according to a story on National Public Radio in mid-May.

At issue are the billions of dollars Greece is losing to tax evaders. It received billions in international bailout loans last year to help with its debt crisis.

Yacht owners in Greece tend to claim their boats for business use and therefore don’t pay taxes on them, NPR reported. Inspectors have already identified notorious tax evaders such as pop singers, doctors and nightclub owners.

NOAA: Expect more hurricanesThe Atlantic basin is expected to see

an above-normal hurricane season this year, according to an outlook issued by NOAA’s Climate Prediction Center at the National Weather Service.

Across the Atlantic Basin for the six-month season, which begins June 1, NOAA is predicting 12-18 named storms (winds of 39 mph or higher), of which 6-10 could become hurricanes (winds of 74 mph or higher), including 3-6 major hurricanes (Category 3, 4 or 5; winds of 111 mph or higher).

The seasonal average is 11 named storms, six hurricanes and two major hurricanes.

NOAA’s seasonal hurricane outlook does not predict where and when any of these storms may hit. Landfall is dictated by weather patterns in place at the time the storm approaches.

EPA, New York to ban dumpingThe U.S. Environmental Protection

Agency (EPA) has tentatively allowed a state proposal to establish a “No Discharge Zone” for the waters of the New York State Long Island Sound to go forward.

Before approving the zone, the EPA determined that there are adequate facilities for boats in the Sound to pump out their sewage.

New York’s proposal encompasses about 760 square miles, and includes the open waters, harbors, bays and navigable tributaries of the Sound and a portion of the East River, from the Hell Gate Bridge to the northern bounds of Block Island Sound.

The waters of Mamaroneck Harbor, Huntington-Northport Bay Complex, Port Jefferson Complex, Hempstead Harbor and Oyster Bay/Cold Spring Harbor Complex have been previously designated as No Discharge Zones.

BoatU.S. has Florida mooring dataOn July 1, five locations in Florida

participating in a pilot project to study where the state should have mooring fields will begin the second phase of the program, which will create ordinances that provide for anchoring outside the permitted mooring fields.

The Florida Fish and Wildlife

Conservation Commission has chosen four of the five locations: Monroe County, with mooring fields in Key West and Marathon; St. Petersburg; Sarasota and St. Augustine. Either Miami/Dinner Key or Stuart will be the fifth participant.

Local governments, with the exception of the five test locations, cannot restrict anchoring outside a mooring field, according to a BoatU.S. press release. This prohibition against restricting anchoring will be in effect until at least 2014.

To help boaters understand their rights under this law, BoatUS

has updated its Florida Anchoring Information Sheet. It is available free at www.BoatUS.com/gov/florida.

Turkey plans ‘Panama Canal’ Turkey plans to build a canal

connecting the Black Sea with the Marmara Sea to reduce ship traffic in the Bosporus shipping lanes, according to a story in Maritime Executive magazine.

The new canal, named Kanal Istanbul, would cut through an area west of the Bosporus canal, of mostly undeveloped state-owned

land. The project plans also include the construction of a new airport for Istanbul and two nearby.

PYA launches job-finding appThe Professional Yachtsmen’s

Association has launched a phone application for members hiring or looking for jobs. Projobs lets members post vacancies and lets crew seeking employment list their information. Each posting notifies members of updates.

The app is offered free to members. For details, visit www.pya.org.

Hurricane season to see above-average number of stormsNEWS BRIEFS, from page A8

The Triton www.the-triton.com June 2011 A�NEWS BRIEFS

A10 June 2011 www.the-triton.com The Triton

Wheels were spinning for the Marine Industry Cares Foundation’s third annual Spin-A-

Thon in late May in Ft. Lauderdale. Hundreds of riders took to their bikes to raise money for Kids in Distress. There is still time to donate. Visit www.marineindustrycares.org. (The Triton’s team was the News Spinners.) PHOTOS/DORIE COX

PHOTO GALLERY: SPIN-A-THON

The Triton www.the-triton.com June 2011 A11BUSINESS BRIEFS

Bradford picks preferred subsBradford Marine Bahamas has

selected Pipe Welders Marine, High Seas Technology, and P&R Canvas as preferred subcontractors, the shipyard announced in early May.

Under the agreement, the companies will provide their products and services to yachts and commercial vessels calling at Bradford Marine Bahamas’ Freeport shipyard.

Pipe Welders, established in 1956, designs and constructs towers. High Seas specializes in electronics for navigation, communication, fishing, entertainment, audio visual, and safety. P&R Canvas custom manufactures, designs and installs marine canvas. Both High Seas and Pipe Welders are affiliates of Pipe Welders.

Bradford Grand Bahama has a 1,200-ton floating drydock, a 150-ton Travelift, and a joint service venture with Grand Bahama Shipyard. It also provides towing, salvage, and vessel brokerage services.

For more information, visit bradford-marine.com.

WMG launches onboard primerWright Publishing, a division

of Wright Maritime Group in Ft. Lauderdale, has introduced a new product, The Wright List Guide.

The guide is a resourceful work system designed for those on and off boats. It can be used during a new build or refit, for insurance purposes, for owner and crew information, and for the sale and purchase of a yacht.

The product contains a guide book with charts, glossaries, diagrams, and explanations plus other bits of useful information.

Inventory forms, designed to save time and effort, include most items that will be on board any vessel, or inside most homes. The sheets of listed inventory are easy to use and allow modification.

The product also contains a USB memory stick of the entire contents.

The guide lists for $499; the digital version only lists for $399.

Wright Publishing also offers products ranging from operational manuals, flag-approved ship security plans, ISM safety management systems, log books, guidance sheets and sea-time booklets.

For more information, visit www.wright-publishing.com.

Ocean Marine hires new VP

Thomas “Charlie” Petosa, the former West Marine executive who helped develop Professional Captains Services, has joined Ocean

Marine Yacht Center in Portsmouth, Va., as vice president of sales and marketing.

Ocean Marine, a repair and refit facility in Virginia, has recently been updated and has hired several industry veterans. Petosa has also been COO of Northrop and Johnson.

Founder of KVH diesArent Hendrik Kits van Heyningen,

founder of the company that has become KVH Industries, died May 11 in Newport, R.I. He was 95.

Kits van Heyningen immigrated to Canada in 1953 and worked at Central Dynamics and Canadian Aviation Electronics, where he designed one of the first flight simulators for military aircraft.

In Newport, he joined the Raytheon Submarine Signal division in Portsmouth, where he worked as a principal engineer until retiring in 1986.

In 1982, Kits van Heyningen started Sailcomp Industries, along with his sons, Robert and Martin. Sailcomp became KVH Industries in 1986, and he was chief scientist until 2010.

An avid sailor, he was a longtime member of the Ida Lewis Yacht Club. He sailed in regattas and regularly in the Newport Bermuda race, being its oldest competitor last year at age 94.

He is survived by his wife, Josina (de Smit) Kits van Heyningen of Newport, R.I. his sister, and his sons and their families.

Vancouver get new tow companyCapt. Paul Thomas, a former marine

scientist in Nova Scotia, has opened Vessel Assist Vancouver, an on-the-water towing service affiliated with BoatUS.

Capt. Thomas, who is Transport Canada-licensed, offers towing services for commercial and recreational mariners under the BoatUS Angler international program, which is designed specifically for industry professionals, charter boat operators or delivery captains.

Located at Lynwood Marina in North Vancouver, the company covers an area that ranges from 10 miles west of Point Atkinson eastward to include English Bay, Indian Arm and Burrard Inlet.

Recreational boaters, sailors and anglers can call Vessel Assist Vancouver 24-hours a day at their primary number, 778-227-6101, or secondary number 604-569-0574. They may also be reached through the BoatUS toll-free dispatch service at 800-391-4869, or by hailing on VHF radio channels 16 or 83a.

Stanley Yachts offers FlexiteekFt. Lauderdale-based Stanley Yacht

Services (SYS), a management, charter

and maintenance company, has been certified as an authorized distributor of Flexiteek, a synthetic alternative to teak decking.

SYS now offers full decking services, from templates to fabrication and installation of Flexiteek, which is suitable for decks, swim platforms and other non-skid surfaces on everything from jet-skis to fishing boats to megayachts.

For more information, visit www.stanleyyachts.com.

Euro Marine Trading adds sales guyNewport-based Euro Marine Trading

has hired Ken Luczynski to join its sales team.

Luczynski, a former top 10 U.S.-ranked Finn sailor who competed in the finals of the U.S. Finn Olympic

trials, has more than 10 years experience in the sailing industry, including with UK Sailmakers and his involvement with Class 40s.

Luczynski is co-skipper for the Class 40 Toothface on which he and teammate Mike Dreese competed in the Atlantic Cup. They next will compete in their second Bermuda 1-2 together. His involvement in the Class 40s has given him ample time for hands on experience with many of Euro Marine’s brands such as Antal, Karver, and nke Marine Electronics. Luczynski will focus on developing new business while also servicing existing accounts.

Euro Marine Trading has sold performance European marine equipment in North America for more than 25 years. For more info, visit www.euromarinetrading.com.

Bradford picks preferred subs; WMG offers all-in-one primer

Petosa

A1� June 2011 www.the-triton.com The Triton FROM THE FRONT: Laser hair removal

The reason such treatments are a popular are because it makes grooming easier and faster on yachts, he said. And it can make people feel and look better.

The procedure can be completed in hours and, although federal agencies will not allow use of the word permanent, hair removal treatments usually are permanent when done correctly.

But Dr. Astaphan cautioned that there are potential hazards that crew need to be aware of including skin burning and pigmentation damage.Laser hair removal works by passing beams of light through the skin, creating heat. The targeted light of the laser is attracted to color, in this case, pigmentation in hair follicles. The resulting heat damages the follicles and the hairs die.

A handheld tool, connected to the laser machine, is pointed where the hair is to be removed and a ray of light is moved over the area at a steady pace. There are a variety of systems for the seven types of skin ranging from light to dark.

There are also settings on each machine to fine-tune the procedure and, as with other high-tech

equipment, the laser must be re-calibrated and maintained regularly.

“You have to be a physician assistant, a medical doctor or have 40 hours of laser training,” Dr. Astaphan said, in regards to the certification required of the person preforming the treatment.

“Because if the machine is off by a fraction, it can heat up incorrectly and cause harm.”

He has seen surrounding skin burned from incorrect settings for the patient’s skin color and hair type. Usually it happens when the machine is set for the darker, more tanned skin that is visible instead of the fairer skin the person naturally has. When this happens, the laser likely targets the pigmentation in the skin instead of the hair follicle.

The result can be permanent white areas in the skin, burns and scars.

“Yachties often fall prey to unsafe clinics, particularly with many here from other countries,” said Nicole Silverstein, office manager of Silk. “Also, they are usually tanned, have a tight schedule and have disposable income.”

Because crew are often exposed to sun and may appear to be a darker level than they normally are, this type of error is common.

It is imperative, Dr. Astaphan said, to

correctly define which of the skin types the patient has. Patients also should not seek treatment on sunburned areas. Having alcohol in their system or being in the middle of a menstrual cycle may make skin more sensitive and treatments more painful, he said.

The best results come from several visits over a period of weeks.

“Some of the hairs are ejected after the procedure, but some are not,” Dr. Astaphan said. “Hair grows in cycles; the first treatment gets the top layer.

“Often the patient will need to return in a few weeks for best results. But nothing bad will happen if you miss, you just get optimal results faster.”

Everyone in the room should wear eye protection, and the skin should be cooled afterward to prevent blistering. Also, he said treatments cause the skin to temporarily be more sun-sensitive so he recommended crew plan their work schedule to avoid the sun after treatment or wear sunscreen.

“Procedures done correctly are safe,” Silverstein said.

By understanding the potential hazards, crew can ensure their best treatment.

“Some crew here think the U.S. is ethical, but there are some scary situations,” she said. “I think I could

pop a sign out front and start working as a doctor. So, this is all about teaching crew.

“Educated patients make the best patients.”

Dorie Cox is associate editor of The Triton. Comments on this story are welcome at dorie@the-triton.com.

LASER, from page A1

Dr. J.A. Astaphan uses laser machine to remove facial hair on a patient in his office Silk Laser Aesthetics Centre in Ft. Lauderdale. PHOTO/DORIE COX

‘Yachties often fall prey to unsafe clinics’

The Triton www.the-triton.com June 2011 A1�

Pires donned the ad for the next networking event in Ft. Lauderdale, the Triton Expo in mid-April at Lauderdale Marine Center.

“In that party, a few people came up to me saying that they liked my T-shirt but only Capt. Zach approached me and gave me his card and told to call him the next day,” Pires said.

Capt. Zach Paap and his wife, Chief Stew Alana Paap, of M/Y Northlander noticed the shirt across the crowd.

“My wife has always admired anyone who will wear a shirt like that,” Paap said. “She said it’s bold and creative, and you have to give them credit for putting themselves out there like that.”

The Paaps were hiring Atlantic crossing crew to give the full-time crew of the 125-foot Moonen a little vacation.

Paap usually hires by word of mouth and occasionally through crew agencies, but in an attempt to save money this year, he was finding crew himself. The hopeful deckhand won them over with enthusiasm, and they exchanged e-mail addresses.

“Two weeks later, the captain confirmed that he wanted me on the crew to do a delivery to Croatia,” Pires said.

“We didn’t have work right away for him, but he was doing day work,” Paap said. “He hung in until I could hire him.”

Paap said it’s tricky to find trustworthy people that can work as a team and also do the job, and that’s why he prefers to hire recommended crew that have already been tested.

“Ricardo turned out to be a nice find,” he said. “He has shown to be a great worker and a go-getter.

“It’s tough to get personalities that can work together,” he said. “I can gauge in a week or so if it’s an act or real. After a week, they can’t keep it up and you see the real person.

“The shirt worked,” Paap said. “It only worked because the person wearing it has proven himself.”

Grateful for the job and ride to

Europe, Pires will also benefit by upgrading his license after studying for the Yachtmaster, radar and VHF licenses with crossing Capt. John Percival of Marine Associates and Hoylake Sailing School in the UK.

“It is amazing how things can change in this industry, how the opportunities appear when we least expect,” Pires said. “This experience will make a difference in my career.”

The captain is grateful for the good employee, but also said it helps him give back to the industry that has given to him for the past 15 years.

“People gave me chances when they probably shouldn’t have,” Paap said. “So l like to give young people a chance like I got. Plus, today it’s so hard to get sea time and hard for crew to get the opportunity to prove themselves.”

A month after wearing the T-shirt, Pires was aboard Northlander as it prepared to cast, his excitement apparent over the bridge phone.

“It’s true, it is happening,” Pires said. “My father asked, ‘why do you think

someone will take you on his yacht to the Med?’ and I said because I think it works that way,” he said hurriedly, preparing to hang up. “I am sorry, but I have to go, we’re leaving to cross the Atlantic.”

Epilogue: After 12 days at sea, M/Y Northlander arrived in Horta in the Azores. Pires survived sea sickness; completed man overboard, abandon ship and fire drills; and stood watch.

In an e-mail at the end, Pires sounded as though he heard the call of Poseidon, god of the sea, during the crossing.

“Arriving from the sea to one of the islands of Portugal at the Arquipelago of Azores and hoisting up the courtesy flag of my country fills me with happiness, pride and gives me an idea how it could be in the past when the Portuguese discoverers arrived home.”

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

Deckhand Ricardo Pires advertises his job request at the Triton Expo in Ft. Lauderdale in April. PHOTO/DORIE COX

SHIRT, from page A1

‘This experience will make a difference’

FROM THE FRONT: Crew news

A1� June 2011 www.the-triton.com The Triton

The captains in attendance agreed that yachting has changed since the days when Malcolm Forbes used to sail around New York Harbor in The Highlander. Simple things, like the side decks disappearing to make more room inside, means yachting was less about sailing and more about comfort and appearance.

“It’s a status symbol,” a captain said of a yacht. “The boat rocks at anchor and something’s wrong with the boat.”

To get to the future, it seemed, captains needed to talk about the past.

“For a lot of owners, their boats are just floating hotels,” a captain said.

But why is that?“Marketing and electronics,” one

captain said.“I blame brokers,” another captain

said. “Why are these owners buying a boat? They fly to where the boat is, get entertained, and want to be seen. In construction, the emphasis is on the interior, not on how it passes through the water.”

“A lot of the passion’s gone out of yachting,” said a third.

One captain described an owner new

to yachting as though he were heading to Disney World.

“He has a schedule,” this captain said. “At 10 o’clock he wants to go to the blue hole. At 12 o’clock it’s flats fishing. At 2 o’clock it’s diving.

“You’re supposed to enjoy doing nothing in addition to doing stuff.”

“It used to be that there was no schedule when the owner was aboard,” another captain said. “That’s not common now. When the nouveau riche become the old rich, that’s when it will come back.”

There was an interesting exchange between a captain fairly new to his command and the veterans. Perhaps, the green captain said, it’s a captain’s duty to teach novice owners how to enjoy the traditions of yachting, and to bring them back.

One veteran captain doubted that would happen since younger captains didn’t grow up in yachting using the traditions.

“Kids coming up today don’t know there is a different way to yachting,” he said. “You had to have been in it before to know there’s a difference now.”

BRIDGE, from page A1

See BRIDGE, page A15

‘For a lot of owners, their boats are just floating hotels’

FROM THE BRIDGE: The future of yachting

The Triton www.the-triton.com June 2011 A15FROM THE BRIDGE: The future of yachting

‘Boats will be busier. And ... more business oriented.’

Attendees of The Triton’s June Bridge luncheon were, from left, Brendan Roney of M/Y Pamalama, Michael Kleisler of M/Y Castlefinn, Adrian Loughborough of M/Y Mystere C.I., Mark Howard of M/Y Kingfisher, David Lewis (freelance) and George Llop. PHOTO/LUCY REED

But not all hope was lost.“You are important,” another veteran

captain said. “It’s up to you to encourage them to relax. How many owners sit on the back deck and read a book?”

“You know they [owners] are not getting it when you drop the hook in the Exumas and they look around and say ‘what’s there to do?’” one captain said. “Well, here’s what you’re not going to do.”

“The megayacht industry came out of the sailing industry,” another captain said. “You had to have that mentality of going slow. It won’t change anytime soon. If anything, it will get worse.”

“There’s more money spent in communication than in safety equipment,” said a third.

So if that’s how we got here, what does the future look like?

“Boats and crew will have to work harder,” a captain said. “Boats will be busier. And boats will be more business oriented.”

“And more regulation oriented,” another captain said.

“They’re taking the ‘ing’ out of ‘yachting’,” said a third. “Regulations never go back. You never get less, ever.”

The captains seemed a bit resigned to the fact that yachting has become more strict in terms of rules and requirements. They even seemed OK with it, though they didn’t like it. They still love the sea and were curious about where boat designs were heading and

about technology.“Boats will still be expensive to run,

that’s for sure,” a captain said. “And they will always require crew,”

said another. “Just maybe fewer of them, and more certified.”

“The insurance company is requiring I have a 100-ton licensed captain as my second mate,” a captain said. “My second mate.”

“As insurance companies start doling out more and more money for them [yachts], they’re going to have to step up to the plate” and not permit inexperienced captains – regardless of what their paper ticket says – to run large yachts, another captain said.

Instead, said a third, insurance companies should give owners a choice.

“If you want this less experienced (i.e., less expensive) captain, you have to have someone with [him] for the first six months,” this captain said.

While all those things change yachting a little more each year, they can be worked through, these captains agreed. What troubled them most about the future of yachting were owners.

“The whole style of yachting has changed,” a captain said. “I don’t know if it will ever come back.”

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

BRIDGE, from page A14

A1� June 2011 www.the-triton.com The Triton

Many people spend an awful lot of time worried about the future and dwelling on the past. They have difficulty with living in the now.

Sound like you or anyone you know?

Back in 1971, spiritual teacher Ram Dass wrote his classic book, “Be Here Now.” It’s quite a tale. A wild ride of 1960s’ indulgence on the path to seeking

enlightenment. Although I wouldn’t necessarily

recommend his path, the message goes back through the ages: real happiness and contentment lies in our ability to embrace the present.

I don’t know about you but for me, when a philosophy is repeatedly taught since the earliest printed words, I figure there’s got to be something to it. This isn’t some New Age mumbo jumbo. There is nothing new about it. It’s a deep, solid, age-old principle.

Today’s world, with its sometimes frantic pace, electronic technology and bombardment of marketing messages, can make this pure, simple approach to life seem impossible or even naive to some.

However, the fact is millions of people around the globe are fitting it into their modern busy lives. Think about it, because things get so crazy and overwhelming is exactly why this is becoming more a part of Western society. Look at the explosion of yoga studios, meditation centers and retreats in the United States, all based on this philosophy of going within, getting centered and being fully present.

In the yachting world, working on yachts, it is certainly possible to incorporate some staying-present techniques into your routine. There are daily tasks that are repetitious and could be considered uninspiring. What a perfect opportunity to start trying to embrace the now.

A stew came to me for coaching help with this very issue. She’s been on yachts for a couple of years and had been struggling with her focus and staying alert to her duties.

She was familiar with the concept of being fully present. She also used to practice yoga on a fairly regular basis but that stopped as she started slipping into some habits that were maybe fun

but not serving her well. The combination of increased

partying, lots of social networking and a growing concern about what others thought led to her difficulty with focus. She was kind of all over the place.

Together, we broke down each of those factors and their effects. We started getting some clarity. With an honest self-assessment she knew what changes had to be made. She made them and brought back the focus and the appreciation of the now that led to an overall better feeling about her life and direction.

An engineer with a great mechanical mind had the trouble of taking on too much. The attention to detail that made him such a good engineer caused him problems in his personal life.

“I’ve got a million things going on in my head and I’m trying to fix them all,” he told me. “It’s making me nuts.”

This was a guy who needed to get into the now. He needed to learn to let go of all the stuff that isn’t happening now, may never happen. I coached him on breaking down all these issues in his head into smaller, more manageable bits. He started working on one day at a time, one thing at a time. It was foreign to him at first but he’s made great

strides. It’s still hard for him but he likes it.

He likes the new approach because he’s noticed a difference in how he feels. He frets less and functions at a much better,

healthier level. He decided to leave the industry to spend more time on his personal life. He says his wife now finds him easier and more pleasant to be with.

Basically by adjusting his thoughts, he’s not making himself or those around him nuts anymore.

Changing habits, especially thinking habits, and adopting a new practice can take time. You have to be patient and stay with it. That’s why it’s called a practice.

If you can embrace the present, you have a tool to lift a lot of unnecessary worry and stress from your life. There is freedom and empowerment in it.

The concept is simple; you want to think about what requires your attention now and not worry about what doesn’t. But remember, just because it’s simple doesn’t mean it’s easy.

Rob Gannon is a 25-year licensed captain and certified life and wellness coach (yachtcrewcoach.com). Comments on this column are welcome at editorial@the-triton.com.

Overwhelmed, out of focus? Time to focus on the present

Basically by adjusting his thoughts, one engineer is not making himself or those around him nuts anymore.

YACHT CAREERS: Crew Coach

Crew CoaCh

rob Gannon

The Triton www.the-triton.com June 2011 A17

Generous, patient, polite: top traits of Great Yacht Owner

By Capt. Mac McDonald

For those captains and crew in the hunt for a new yacht owner, here are some attributes that contribute to a Great Owner.

A Great Owner is generous. He pays his crew well and on time. He offers wonderful packages and then occasionally offers things on top of that. He willingly gives money and time to charities.

Time is a valuable asset to him, but he will make it available to the crew whenever needed because he knows they do the same for him.

A Great Owner is patient. He is willing to admit that he doesn’t know everything and indeed, wishes to learn. He is happy to discuss technical items, even if it takes a while, so that he can make the best decision. He does not start to twitch if the davit breaks and his favorite JetSki is stuck on deck. He simply waits for his crew to come up with option No. 2.

He is happy to switch from his favorite daiquiri to a stew-inspired cocktail using local products when the blender melts from overuse. “Patience is power” is his mantra.

A Great Owner is interested in many things. Sure, he has his business to run, but that is on land. Here at sea, he is so amazed to see his grandson slalom ski that he wants to give it a go. When the captain points out a breaching humpback, he immediately references the handy whale identification card.

When the aforementioned stew whips up a tasty concoction, he is pleased and wants her input on new hardware items and recipes for his home bar. He overhears the engineer speaking with the captain about a new pump that is much quieter and he requests a tour of the engine room to see the antique pump in action. He wants to know about the people who feed him and care for him and keep his family safe whilst on the water.

A Great Owner is fun. He will try out the karaoke machine even though he can’t carry a tune in a bucket, because he’s having fun with his company vice presidents. He will jump off the top deck even though he’s fearful of high places, because he’s having fun with his kids. He will dress in a hula skirt for the Hawaii-themed dinner on the aft deck, because he’s having fun with his granddaughters. He will go to unusual places and try local customs. He will eat and drink things that aren’t offered at the Ritz. He will dare to be

adventurous for the sheer joy of it.A Great Owner will actually use

his yacht. Not only will he have lunch on board when it is in his port, but he will visit it in all sorts of locations. Sure, the French Riviera is great but what about Croatia, Sicily, Palma and Santorini? Yes, St Bart’s is happening but what about Saba, Barbuda and the Dominican Republic?

Once he gets more adventurous, there’s always the Grenadines, Cyprus, Alaska and the Galapagos Islands. It doesn’t really matter where he goes, he just uses his yacht.

A Great Owner is trusting. Running multimillion-dollar companies has taught him the value of hiring the right

person for the job. He makes sure that he has the right captain for his program and lifestyle and then trusts that captain to fulfill his needs. He doesn’t micromanage. He doesn’t yell. He

believes in his crew and their abilities.A Great Owner knows that people

are key. He understands that education is paramount for all of his crew because each one plays a role in the successful operation of the yacht. He may offer time and/or money toward training. He is aware of the grueling hours his crew works. He understands that while living in tight quarters and working long, odd hours, they are a close-knit group. He inherently believes that praise is a fantastic and easy-to-use tool.

A Great Owner is polite. Initial interaction may not provide proof of this attribute. Only in difficult circumstances can this trait be proven to exist. When main engine failure causes the yacht to miss getting into port for the 20-guest dinner party, a Great Owner does not turn purple and scream “Get me a helicopter.” Instead, he offers a nod of acknowledgment and a discussion of alternatives. If that happens, you can bet you’re onto something special. Hold on to this one.

There are many aspects to a Great Owner. How the many facets of the owner merge into one being, as well as how they mesh with you, aren’t quantifiable on the whole but are vital to determine as you hunt your quarry. Good luck out there.

Capt. Mac McDonald has been a yacht captain for 20 years and has had the great fortune of working for a Great Owner. It was his pleasurable experience of the past 7.5 years with the late Clint Atkins that spurred this advice. Comments on this essay are welcome at editorial@the-triton.com.

WRITE TO BE HEARD

Time is a valuable asset to him, but he will make it available to the crew whenever needed because he knows they do the same for him.

A1� June 2011 www.the-triton.com The Triton WRITE TO BE HEARD

PublisherDavid Reed, david@the-triton.com

Advertising SalesBecky Gunter, becky@the-triton.com

Mike Price, mike@the-triton.com

EditorLucy Chabot Reed, lucy@the-triton.com

News staffDorie Cox, dorie@the-triton.com

Lawrence Hollyfield

Production ManagerPatty Weinert, patty@the-triton.com

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

Contributors

Mike Avery, Carol Bareuther, Mark A. Cline,

Jake DesVergers, Rob Gannon, Chef Mary Beth Lawton Johnson,

Chief Stew Alene Keenan, Capt. Mac McDonald,

Keith Murray, Steve Pica, Rossmare Intl., James Schot,

Capt. Paul Warren

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

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

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

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

The focus of last week’s American Superyacht Forum was America’s contribution to the large yacht industry and our role in this competitive international business.

While no one questioned America’s capacity to design, build and outfit yachts that match or exceed the best, several speakers and participants pointed out that American shipping regulations effectively prevent the creation of a vibrant domestic superyacht charter market.

Unfortunately the first reason given for this absurd state of affairs was, as is all too common, the Jones Act. It can be argued with considerable merit that the only reason there are any American builders still in business now is because Jones Act protections prevent the destruction of their yards by those who

would otherwise sell off the skills and infrastructure that bring the fleet of foreign-flag yachts to Ft. Lauderdale.

It is imperative that anyone who wishes to improve American standing in yachting and who desires to bring more business to American shores must understand what the Jones Act and its much more applicable cousin, the Passenger Vessel Service Act, really mean in addition to how and where they apply. Both of these acts are an impediment to expanding the business opportunities of American builders and operators of large yachts.

Those facts cannot be denied, but the acts also protect the builders, repairers, suppliers, and contractors without whom few reading this would recognize Fort Lauderdale.

Rather than follow the crowd who

have narrow interests in their desire to eliminate the American Merchant Marine and convert the few remaining American shipyards to waterfront shopping centers, it would benefit far more Americans to work with existing maritime groups to change those parts of the acts that form such imposing barriers. Present at the conference were the leaders of the groups with the ability to influence the changes we need. Among those were the Marine Industries Association of South Florida (MIASF); the U.S. Superyacht Association (USSA); and the American Boat and Yacht Council (ABYC).

ABYC may be the most direct avenue to positive change. ABYC has a history of setting technical standards in pleasure yacht construction and many of its voluntary standards have been

adopted in USCG regulations. The MCA isn’t the only source of

guidance and it doesn’t have to be yachting’s one-way street either. There is no reason why America cannot use the resources available to create an American Yacht Code and present that Code to Washington as a means to create a specific exclusion for large yachts that allow American yards to build and flag the same boats to the same degree of luxury as the rest of the world and to allow both foreign and domestic owners to show what American charter destinations have to offer.

Maybe it is time to put a big bold Y in ABYC.

Richard S. BoggsTechnical Superintendent

Camper & Nicholsons Int‘l

Why did it take the senseless murder of this crew member to implement something that has been long overdue? [“Suspects confess to St. Maarten murders, including yacht chef ’s,” page A4, May issue]

Princess Casino has been offering a free shuttle from its facility to any marina in St. Maarten for years.

Soggy Dollar, Bada Bing, Bliss and the other popular night spots make thousands of dollars a night from visiting crew. Between them they can more than afford to run a free shuttle service to the various marinas.

Bada Bing has a Durango parked in front of Isle De Sol all day and most of the evening that could be used as a shuttle. I guess it comes down to they don’t care about our safety. They just want the money we bring.

Well, after bringing yachts to St. Maarten for the past 15 years, I think the BVIs are starting to look like a good and safe alternative.

The St. Maarten Marine Trades Association needs to get its act together, and soon. We, along with six

other yachts, left the “Friendly Island” the day after the murder was reported in protest.

Will we be back next year? That depends on the SMMTA and what it does. We will not let this brutal murder be swept under the rug.

SMMTA, make a presentation at the Ft. Lauderdale International Boat Show.

Peter J. Ho, managerM/Y My Max

Highlander ‘special’, will be missedYou did such a nice job on The

Highlander article, capturing the soul of what makes this yacht so special.

[“Iconic American yacht, Forbes’ The Highlander, for sale,” page A1, May issue]

As I constantly share with my colleagues, she is not just a yacht. She’s the essence of Americana and a true symbol of entrepreneurism and success. The new owner will be inheriting a treasure.

Thanks to you all for the amazing work you do to keep us informed. So proud to see The Triton continuing its success.

Georgia ByrdYachting consultant

Forbes

Story missed home-grown builderAs fleet captain for Richmond

Yachts of British Columbia, I am surprised the largest composite yacht built in Canada (150-foot M/Y Status Quo) was not mentioned. [“Vancouver worth discovering - for the first time, or the 10th,” page B8, May issue]

The Fraser River is a lovely cruise with its tree-lined shores and eagle nests.

When you come out of the Vancouver airport you are immediately in Richmond.

Capt. Rick Lenardson

Don’t blame Jones Act for lack of U.S. charter industry

SXM industry must put a stop to violence against crew

www.the-triton.comSection B June 2011

Even though you want it

Don’t rush for new gadget

Wait, I want to see that repair

Company offers peeks at progress B5

Upgrades at Las Palmas

B13Puerto Rico marina in even better

CPR with no mask

Hands-only can be done by all B3 B12

In May 2008, the International Maritime Organization (IMO) introduced an amendment to the International Convention for the Safety

of Life at Sea (SOLAS) regarding emergency towing arrangements. The original legislation required tankers of 20,000 tons deadweight and greater to be fitted with emergency towing

arrangements at each end of the ship. MSC.256 (84) revised SOLAS Chapter II-1/3-4 by expanding the requirement for documented procedures to all ships of 500 gross tons and greater. In short, ships and yachts shall be provided with vessel-specific emergency towing procedures. Such procedures shall be carried aboard the yacht for use in emergency situations and shall be based on existing arrangements and equipment available on board the yacht. For regulatory purposes, commercial yachts are considered cargo ships.

The emergency towing procedures compliance deadline began a phase-in Jan. 1, 2010. Since then, all passenger ships in operation and new passenger and cargo ships delivered after that date must have emergency towing procedures in place. For cargo ships built before Jan. 1, 2010, they must be in compliance no later than Jan. 1, 2012.

An important item to note is that the existing construction and arrangements of the yacht shall be used to develop the procedures. In contrast to the original regulation, it required the installation of a specific emergency towing arrangement. The procedures should be considered as part of the emergency preparedness required by paragraph 8 of part A of the International Safety Management (ISM) Code.

These yacht-specific procedures

Rules of the Road

Jake DesVergers

Emergency tow procedures being phased in

See RULES, page B10

By Lucy Chabot Reed

Captains, shipyard managers and painting contractors have been clashing with Fort Lauderdale’s fire marshal over the past year about temporary paint tents that run contrary to the fire code.

Requirements for more ventilation, fire safety equipment and inspections have slowed and in some cases stopped jobs.

Fort Lauderdale Fire Marshal David Raines said he doesn’t want to hurt South Florida’s multibillion-dollar industry; he wants to help it meet the code.

“The way you paint boats veers significantly with the way the fire code is written,” he said at the May meeting of the Marina Mile Association, a trade group of businesses that operate or are focused on State Road 84, also known as

Marina Mile. Many of the members are shipyards or the companies that work in them.

“I’m here to motivate the marine industry to participate in the code-writing process,” he said. “The marine industry is a vital part of the economic fabric of Florida, of South Florida and of Ft. Lauderdale and we want it to survive.

“To do that, a change to the fire code must be done,” he said.

At issue is the practice of painting yachts under scaffolding and shrink wrap.

Raines pointed to three rules that govern spray painting from a fire safety standpoint: Code 33 of the National Fire Protection Association’s standards, which requires spray painting to be performed in a booth, room or other area as defined in the code. The code makes no mention of scaffolding and shrink wrap.

The key issues he’s concerned with include the nooks and crannies of the interior of the structure (the code requires a smooth surface so gases or particles can’t accumulate and become combustible), the electrical and power sources, the ventilation (he suggests some sort of monitor with alarm to alert applicators of dangerous levels of volatile particles), and the escape route in case of a fire.

“Although this process is apparently meeting industry needs, it does not conform to the requirements of the Florida Fire Prevention Code,” which has adopted the NFPA codes for Florida, Raines wrote in a letter to Margaret Croxton, executive director of the Marina Mile Association.

So the solution, Raines said, is to get “articulate people who can be persuasive” to work with government

Fire marshal says he isn’t trying to hurt South Florida industry

Ft. Lauderdale works to allow temporary sheds

See FIRE, page B11

The familiar sight of a yacht being painted in South Florida under a temporary tent made of scaffolding and shrink wrap. This one was constructed by Southern Cross Boat Works at Rybovich in West Palm Beach.

PHOTO/DAVID REED

B� June 2011 www.the-triton.com The Triton ONBOARD EMERGENCIES: Sea Sick

sea sick

Keith Murray

Recently the American Heart Association revised the guidelines for CPR. One of the big changes is Hands-Only CPR, which takes away people’s

fear of doing mouth-to-mouth.

For those trained individuals who carry a CPR mask or barrier device, the traditional CPR with 30 compressions followed by two breaths is still recommended.

But let me ask: Where is your CPR mask? Do you have one with you right now? We do not always have the right equipment with us when we need it, but we do have two hands.

With hands-only CPR, the rescuer rapidly pushes in the center of the non-breathing person’s chest.

These chest compressions should be at least two inches deep on an adult and should be performed at least 100 times per minute.

It is important to note that this applies to adults given CPR by the lay public. When possible, children should still receive the traditional 30:2 CPR (30 compressions: 2 breaths) with rescue

breathing. The same applies to people that were choking, drowning or had trouble breathing before becoming unconscious.

From 2005-09, Arizona studied 4,415 adults who experienced out-of-hospital cardiac arrest and were not treated by a medical professional. Of those, about 15 percent) received conventional CPR (with rescue breathing) and about 19 percent) received compression-only CPR.

About 13.3 percent of those who received compression-only CPR survived and were discharged from the hospital compared to only 7.8 percent of those who received conventional CPR, a 60 percent difference.

Adults who suddenly collapse and are not responsive are likely to be experiencing sudden cardiac arrest. This person’s chance of survival is almost zero unless someone helps.

First call 911 or radio for help, then start pushing hard, fast and deep in the center of the victim’s chest between the nipples. Try not to miss a beat. After a minute or two you should switch with someone else and continue alternating until emergency personnel take over, the AED arrives and instructs you to stop, or the patient begins to breath on his own.

A 2004 review of scientific literature showed that CPR compressions can

cause fractures of ribs and/or the breastbone (sternum) about 30 percent of the time. It was also noted that these fractures did not cause any serious internal bleeding or serious damage.

This is especially important when you consider the chance of surviving an out-of-hospital cardiac arrest is almost zero for a victim who does not immediately receive high quality chest compressions, fast defibrillation (AED) and advanced care from EMS personnel.

Although the new CPR is designed to encourage untrained bystanders to jump in and do their best, yacht captains, crew and people who earn their living working in and around the water should take a recertification class at least once every two years. They should also conduct regular preparedness drills to ensure that all crew are ready to act in the event of a medical emergency.

Keith Murray, a former Florida firefighter EMT, is the owner of The CPR School which provides onboard CPR, AED first aid safety training for yacht captains and crew as well as AED sales and service. Contact The CPR School at +1-561-762-0500 or www.TheCPRSchool.com. Comments on this column are welcome at editorial@the-triton.com.

Save a life with hands-only CPR guidelines

The Triton www.the-triton.com June 2011 B�AUDIO / VIDEO: Sound Waves

Evaluate new gadgets before replacing, upgrading or fixing

Products change on a daily basis and there is always a “new and improved” model being pitched, from toothpaste to electronics.

They change the color, the size, or add another cool feature to it and we wait in line for days to be one of the first to have it. Then, a few months later, the cycle repeats itself.

Apple released the first version of its new iPad in April 2010, then released version two this past March. There will likely be a version three before the end of the year.

There are a couple misquoted sayings out there, such as Charles Duell, the commissioner of the U.S. Patent office in 1899, saying, “Everything that can be invented has been invented,” and Microsoft’s Bill Gates saying “Nobody could possibly ever need more than 640K of memory.”

The point is that technology has advanced so much and products have gotten smaller, faster, and some cases even less expensive. Remember when a plasma TV was $10,000 and weighed 200lbs? Or a cell phone was the size of a brick and weighed almost as much?

Products will continue to evolve and there will always be a better mouse trap being thought up and built somewhere.

Yacht owners and captains are aware of these new and improved products through their own research or possibly from another owner or captain telling them how cool their greatest and latest addition is.

Sometimes, it’s not even a question of cost, availability or even practical application; it’s a matter of “got to have it”.

So how do you keep up and always have the latest and greatest products without having to replace all your audio/video and computer equipment on a regular basis?

There are a couple things you can do to make good decisions about when to upgrade and replace things and when to simply wait.

If something breaks, is failing or quits working, you should evaluate

some basic things before making a decision:

Did the product work well, or did it rarely work at all?

Was it easy to use, or was it cumbersome and difficult to operate?

Will it require new programming, or can the same program be used?

Will a new product integrate into my system, or will I have to make changes?

How often did the product fail before it broke, or was it always reliable?

When is the next model scheduled to be released?

What will the cost be to upgrade and how long will it take?

What are the feature differences in the current product and the benefits of the new upgraded product?

Do I really need to replace it, or does it work and do the job?

I hear horror stories every day about how the current equipment on a vessel, which cost thousands of dollars, never worked properly or failed completely.

I spoke with a mate the other day who indicated the yacht had a media

system on board and it had failed. He contacted the company about upgrading or replacing the unit and was told the current piece was now an anchor and had no value.

I also spoke with a captain who has a Media PC on board and has had nothing but trouble with the unit from day one. He spoke with the company that sold

the unit to the yacht and after several minutes of frustrating conversation with the technician, the call ended abruptly. I cannot repeat what the captain said to end the call.

Upgrading and replacing products is expensive, time consuming, can come with a learning curve, and doesn’t always live up to the hype. The old adage “If it ain’t broke, don’t fix it” applies in a lot of circumstances. The tricky part is determining when to upgrade and when to keep what you’ve got.

Mike Avery is a founder of MC2 (Music, Cinema and Control), which specializes in design, engineering, and installation of audio/video, lighting, remote control and theaters for yachts. He has more than 18 years experience in the field. Contact him at 954-914-4755. Comments on this column are welcome at editorial@the-triton.com.

sound Waves

MiKe avery

Remember when a plasma TV was $10,000 and weighed �00lbs? Or a cell phone was the size of a brick and weighed almost as much?

Products will continue to evolve and there will always be a better mouse trap being thought up and built.

B� June 2011 www.the-triton.com The Triton TECHNOLOGY BRIEFS

Elmridge Protection Products in South Florida has introduced a new iEvac Fire Escape Hood that is U.S. certified and provides wearers filtered air during fire escape situations, can be donned in less than 30 seconds and can be used with eyeglasses, long hair and beards.

Qualified by the U.S. Department of Homeland Security, the iEvac offers three layers of filtration to protect against by-products of combustion including carbon monoxide and hydrogen cyanide.

The first layer uses the same filtration found in gas masks – a pleated HEPA filter.

The second and third layers mitigate the poisonous gases in the ambient air around a burning structure.

For more information, visit www.ElmridgeProtection.com

Safety checklist on iPhoneFlorida By Water has launched a

new iPhone application, Vessel Safety Check by Ponagator, in recognition of National Safe Boating Week in May.

The app uses U.S. federal boating requirements and vessel examiner documentation to identify the equipment required on recreational boats based on specific criteria such as size, inland or coastal waters, and inboard or outboard engine.

It also provides a list of optional safety items, which can be e-mailed or saved for reference. The app is on sale in the iTunes App Store for 99 cents.

KVH ships new antennaKVH Industries has shipped its first

TracPhone V3, the smallest Ku-band maritime VSAT antenna in the world.

It is expected to have commercial license authority from the U.S. Federal Communications Commission. The new license builds upon KVH’s existing earth station onboard vessel or ESV license for the mini-VSAT Broadband satellite communications service and KVH’s TracPhone V7 antenna.

For more information, visit www.minivsat.com or www.kvh.com.

New cord lights for safe powerNew 50-amp cordsets from shore

power products manufacturer Furrion feature dual LEDs that alert users when power is present, and also when there is a problem with the shore power supply.

A blue LED on the cordset lights when safe shore power is present, while a red LED illuminates if there is a fault with the dock wiring (reverse polarity), which could potentially cause electric shock or fatal injury to those on board.

Tested to UL standards, the plug ends have side grips for easier connection, and it has a universal fit with other power brands. Available in 25- and 50-foot lengths.

For more information, visit www.furrion.com.

New pump is portable, rechargableITT Flow Control introduced a new

portable and rechargable water pump.The compact AquaCharge dewaters

small marine craft and compartments that don’t drain to the bilge. It works as a dry or emergency backup bilge and drainage option for bait wells and ice boxes, according to a company news release.

The pump runs on a replaceable, low voltage NiMH battery, is submersible and can be used to pump out fresh or salt water. It includes an eight-foot hose along with a charging station. AquaCharge connects to any standard garden hose with a 200-gallon per charge pump capacity.

For more information, visit www.aquachargepump.com

Three layers of filtration key to qualified fire escape hood

The Triton www.the-triton.com June 2011 B�TECH NEWS: Virtual project updates

Today’s fuel prices

One year ago

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

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 820/875Savannah,Ga. 800/NANewport,R.I. 805/NA

CaribbeanSt.Thomas,USVI 1,025/NASt.Maarten 1,150/NAAntigua 1,110/NAValparaiso 925/NA

NorthAtlanticBermuda(IrelandIsland) 1,020/NACapeVerde 1,005/NAAzores 980/NACanaryIslands 920/1,590

MediterraneanGibraltar 860/NABarcelona,Spain 910/1,590PalmadeMallorca,Spain NA/1,790Antibes,France 895/1,870SanRemo,Italy 1,030/2,070Naples,Italy 1,015/2,050Venice,Italy 1,045/1,835Corfu,Greece 1,015/2,200Piraeus,Greece 955/2,070Istanbul,Turkey 940/NAMalta 985/1,815Tunis,Tunisia 830/NABizerte,Tunisia 835/NA

OceaniaAuckland,NewZealand 935/NASydney,Australia 990/NAFiji 1,020/NA

*When available according to local customs.

Prices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 liters) as of May 15, 2010

Region Duty-free*/dutypaidU.S.EastCoast

Ft.Lauderdale 635/680Savannah,Ga. 600/NANewport,R.I. 605/NA

CaribbeanSt.Thomas,USVI 765/NASt.Maarten 830/NAAntigua 935/NAValparaiso 830/NA

NorthAtlanticBermuda(IrelandIsland) 738/NACapeVerde 680/NAAzores 645/NACanaryIslands 500/630

MediterraneanGibraltar 650/NABarcelona,Spain 725/1,595PalmadeMallorca,Spain NA/1,484Antibes,France 717/1,588SanRemo,Italy 824/1,730Naples,Italy 820/1,530Venice,Italy 825/1,540Corfu,Greece 835/1,585Piraeus,Greece 815/1,525Istanbul,Turkey 745/NAMalta 715/1,748Tunis,Tunisia 690/NABizerte,Tunisia 695/NA

OceaniaAuckland,NewZealand 694/NASydney,Australia 712/NAFiji 728/NA

*When available according to local customs.

By Dorie Cox

Hull No. 1 of the Lagoon 55 series sailing catamarans is in Lauderdale Marine Center in Ft. Lauderdale for an extension. Owner Jon Scholl lives in Texas and uses his iPad to check on progress in the yacht’s fiberglass work.

Scholl has hired Foster’s Marine Group to do the work in part because of the frequent online updates. President Dennis Foster said his company specializes in boat reconstruction and is one of a few in the yachting industry to share ongoing work through photos and reports.

“I use the Web site mostly to communicate with Dennis,” Scholl said. “We use a combination of his knowledge and mine, and I can see the recommendations.”

Foster said captains, owners, surveyors and insurance companies have more than superficial interest in repairs and refits because when something goes wrong on a yacht, the problem usually manifests below the surface. With the Web reports, clients can see the internal repairs and they don’t have to visit the boat to check on underlying layers.

Each vessel is given a private, unique Web site where the updates are shared with the client. There is a link for the weekly work schedule and an accompanying link of images.

A variety of people use Foster’s Web service, especially people who need to have each step of work documented and concerned owners unable to visit job sites.

Scholl’s boat was built in the 1980s and at some point water got in the balsa wood. Scholl is looking for perfection in the repair work because he plans to cruise with his family and safety is paramount.

A click on Scholl’s boat’s link shows

stripped away layers and a spreadsheet describing “new core installed and laminations, aft cross beam center, aft deck with new core and exhaust holes being filled.”

“I usually take a couple of hundred pictures per boat,” Foster said. “I document everything for the substantial work, for the jobs that take longer, like three to five months.”

“Customers have fewer questions because they can see it,” office manager Syrenia Tello said, as she plugged Foster’s digital camera into her computer.

Tello takes Foster’s photos, uploads and re-sizes them, and puts them online. She also types the progress schedule, usually updated once a week.

“Insurance companies, surveyors and owners love the links,” Tello said. “That way they don’t have to send guys out. They can see everything in the pictures.”

Marine surveyor Allister Dredge works with Miami Yacht Surveyors, and said knowing a status report is important for his business and communication with his clients.

“The ability to both the boat owner and their insurance companies to observe the repair progress keeps all parties informed and up-to-date,” Dredge said.

The links are private, secure and can be customized for each client, even down to specific photo requests. Foster sends them to the customer, who often forwards the link to friends and business associates.

“The invoicing is in a secure portion of their site for the owner or captain,”

Foster said. “Only they can see them.”The links are at www.fostersmarine.

com permanently unless removed and they remain as documentation that clients can view anytime. And they do revisit the work, said Foster. They like to see the stages because each layer is vital in yacht repair.

“There is some serious work where the fiberglass joins. If it’s not done right, it will crack,” Scholl said. “We’re looking out for me in this case.”

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

Yachts’ refit progress documented online

President Dennis Foster explains a yacht’s progress for online reports for Foster’s Marine in Ft. Lauderdale. PHOTO/DORIE COX

B� June 2011 www.the-triton.com The Triton BOATS / BROKERS

A 112-foot (34m) Sunseeker was destroyed by fire May 6 at Poole Quay in Dorest, England.

News reports credited the cause of the fire to severe lightning in the area at the time.

Stewart McIntyre, managing director of Sunseeker International, told the Daily Telegraph that insurers had been notified of the incident and a surveyor has been appointed.

No other vessels nor the builder’s facilities were damaged by the blaze.

American builder Trinity Yachts has delivered its newest yacht, the 191-foot (58m) M/Y Carpe Diem to a repeat client. The tri-deck is the second Trinity to feature a 33-foot (10m) beam.

The brokerage firm Ocean Independence and Dutch builder Amels have sold an Amels Limited Edition 180, a 180-foot (55m) semi-custom yacht.

Designed by Tim Heywood, the yacht will have a beam of 9.4m and gross tonnage of 650 tons. She is due for delivery in May 2013.

Since Amels introduced the semi-custom concept in 2005, eight have been delivered, according to a company statement. The most recent delivery is the 212-foot M/Y Imagine. Eleven more projects are under construction, including the largest to date at 242 feet (73.5m).

It worked. The 145-foot NQEA M/Y Gotta Go -- recently renamed from Lady Kathryn III to psychologically facilitate a sale -- has sold, according to a statement from Moran Yacht & Ship.

The yacht was renamed before the Fort Lauderdale International Boat Show last fall, but was still for sale at the Palm Beach International Boat Show at the end of March. A previous yacht the same owner renamed Gotta Go sold within weeks, the yacht’s captain said.

NISI Yachts has signed a deal to build a semi-custom NISI 2400 for an American client within weeks of seeing the yacht debut at the Yacht and Brokerage Show in Miami Beach in February.

The 24m yacht is the first under 100 feet available to RINA Charter Class and MCA commercial standards, the

company said in a press release.Hull No. 2 is scheduled to launch

next summer from NISI’s builder, Tricon Marine Group.

Fraser Yachts has recently sold M/Y Far Niente, an 86-foot (26m) Feadship, by broker Michael Gardella in San Diego, and M/Y Leonessa, an 83-foot (25m) Ferretti, by broker Vassilis Fotilas of Monaco.

The brokerage firm has added the following new central agency listings for sale: M/Y Lady Lola, a 205-foot (62.6m) Oceanco; M/Y Vulcan, the 151-foot (46m) from Vicem Yachts; M/Y Trust, a 147-foot (45m) Hakvoort; M/Y Quivira, a 116-foot (35m) Benetti; M/Y B-Nice, a 114-foot (35m) from Saba Yachts; M/Y Solutions, a 110-foot (33.5m) Broward; M/Y Beyond the Clouds, a 99-foot (30m) Benetti; M/Y Martello, a 93-foot (28.5m) from Astondoa; M/Y Sea Bella, an 88-foot (26.8m) Azimut; and M/Y Catch Me, a 75-foot (23m) Maiora.

YCO has added M/Y Shooting Star, a 125-foot (38m) yacht built by Danish Yachts, to its central agency listings for sale.

Camper Nicholsons International managed the launch of M/Y Yogi, a 197-foot (60m) yacht built by Proteksan Turquoise. The brokerage also sold the 141-foot (43m) S/Y Vent D’Est, the 83-foot (25m) M/Y Leonessa, and the 70-foot (21m) M/Y Aladdin. S/Y Vent D’Est will be renamed S/Y Koo.

New to CNI’s central agency listings for sale are the 170-foot (52m) M/Y O’Neiro built by Golden Yachts Athens, the 86-foot (26.5m) S/Y Liberty II, and the 79-foot (24m) S/Y K2wind built by Wally Yachts.

CNI added two yachts to its charter fleet, the 138-foot (42m) M/Y Oxygen built by Baglietto in the Western Med, and the 87-foot (26.4m) M/Y Ocean Glory built by Yarrow & Co.

Polish builder Sunreef Yachts has signed a deal to build an 82-foot, double decker sailing catamaran with a 35m flybridge for a European client.

This is the builder’s first superyacht built of composite materials, according to a company statement. It is scheduled for launch in June 2012.

Sunseeker destroyed by fire after yard period in England

B� June 2011 www.the-triton.com The Triton

The award for motoryacht of the year at the sixth annual World Superyacht Awards was shared between two yachts: the 162.5m M/Y Eclipse, built by Blohm and Voss with an interior by Terence Disdale Design, and the 50m M/Y Exuma, built by Pichiotti/Perini Navi with an interior by Perini Navi/Daria Nabokov.

Each yacht also won its category: Best Displacement Motor Yacht of 3000 tons and above for Eclipse, and Best Displacement Motor Yacht below 500 tons for Exuma.

Sailing Yacht of the Year was awarded to the 50m Zefira, built by Fitzroy Yachts.

Zefira also won its category, Best Sailing Yacht 45m and larger. Zefira has naval architecture by Dubois and an interior by Rémi Tessier,

More than 500 superyacht owners and senior members of the industry gathered in London in early May to celebrate the finest sail and motor yachts delivered in 2010 and received their silver Neptune trophies. Nineteen awards were given.

Other winners include:the 68m M/Y Sycara V, built by

Nobiskrug with an interior by Pure Detail, for Best Displacement Motor Yacht of 1,300-2,999 tons;

the 60m M/Y Mary-Jean-II, built by ISA with an interior by Mark Berryman Design, for Best Displacement Motor Yacht of 500-1,299 tons;

the 42m M/Y Calliope, built by Holland Jachtbouw with naval architecture by Bill Langan Designs and an interior by Rhoades Young, for best Three-Deck Semi Displacement or Planing Motor Yacht;

the 45m M/Y Framura 2, built by Codecasa with naval architecture by Studio Bacigalupo and an interior by Gozzi/Della

Role, for best Two-Deck Semi Displacement or Planing Motor Yacht.

Best Sailing Yacht in the 30m-44.9m category was awarded to the 44m S/Y Imagine, built by Alloy Yachts with naval architecture by Dubois and an interior by Alloy and the owner.

The 39m S/Y Angel’s Share won for Best Refitted Yacht. Built by Lurssen, the yacht has naval architecture by Owen Clarke

Design and an interior from Eidsgaard Design.

The Best Rebuilt Yacht award went to M/Y Attessa IV, the 101m yacht refit at Washington Yachting Group, with naval architecture by Diana Yacht Design / Gregory C. Marshall and interior by Glade Johnson Design.

The annual ceremony also awards the Voyager’s Award, which recognised an owner who has made extensive use of his yacht in long-distance voyaging and exploration.

This year, the award went to M/Y Dione Sky, a 46m expedition yacht, whose route drew a figure eight around both North and South America and crossed both the Arctic and Antarctic Circles.

This year’s Legacy Award, recognising an individual who has made an outstanding contribution to the superyacht industry over many years, was awarded to Elizabeth E. Meyer for her role in the restoration of the J-Class Yachts, beginning with her own 130-foot sloop Endeavour in 1983, and the founding of the International Yacht Restoration Society in 1993.

World Superyacht Awards name co-yachts of the year

BOATS / BROKERS

B10 June 2011 www.the-triton.com The Triton

can be created by any qualified party, but preferably one experienced in towing operations. In developing these procedures, it must be remembered that the nature of an emergency does not allow time for deliberation. Furthermore, it is recognized that not all yachts will have the same deck equipment, so there will be limits to possible towing procedures. Because of these known factors, the intention is to predetermine what can be accomplished, and provide this information to the yacht’s crew in a

ready-to-use format (booklet, plans, poster, etc.).

The owner, through the captain, should ensure that the yacht is inspected and its capability to be towed under emergency situations is evaluated. Both equipment on board and available procedures should be reviewed. The ability of the yacht to be towed from bow and stern should be included. Items to be considered are the line handling procedures; layout, structural adequacy and safe working loads of connection points (fairleads, chocks, winches, bitts, bollards); anchor chains; shackles; stoppers; tools; and

line throwing apparatus. The availability and characteristics of radio equipment should be identified in order to enable communication between deck crew, bridge, and the towing/salvage ship.

Following the shipboard evaluation, documented procedures should be developed for inclusion in the Emergency Towing Booklet. The IMO-issued guidelines recommend certain topics be included, such as:l a quick-reference decision matrix

summarizing options for emergencies, such as weather conditions (mild, severe), availability of shipboard power (propulsion, on-deck power), imminent

danger of grounding, etc.;l organization of deck crew

(personnel distribution, equipment distribution, including radios, safety equipment, etc.);l organization of tasks (what needs

to be done, how it should be done, what is needed for each task, etc.);l diagrams for assembling and

rigging bridles, tow lines, etc., showing possible emergency towing arrangements for both fore and aft. Rigged lines should be lead such that they avoid sharp corners, edges and other points of stress concentration;l power shortages and dead ship

situations, which must be taken into account, especially for the heaving across of heavy towing lines;l a communications plan for

contacting the salvage/towing ship.All of these evaluations and

assessments need to be documented in a clear, concise, and ready-to-use format (booklet, plan, poster, etc.). This Emergency Towing Booklet should include yacht-specific data, including the yacht’s name, call sign, IMO number, anchor details (shackle, connection details, weight, type, etc.), cable and chain details (lengths, connection details, proof load, etc.), height of mooring deck(s) above base, draft range, and displacement range. Comprehensive diagrams and sketches of the assembly and rigging, towing equipment, strong point locations, and safe working loads (SWLs).

A copy should be kept at hand by owners and/or shoreside management to facilitate transfer of information to the towage company as early as possible in the emergency. A copy should also be kept in a common electronic file format, which will allow faster distribution.

The IMO requires that a minimum of three (3) copies should be kept on board and located on the bridge, the forecastle space, and the ship’s office.

While the SOLAS amendment does not state that a formal approval is required, it will be at the discretion of the yacht’s flag of registry if a copy must be submitted for review. Regardless if the new emergency towing booklet required formal approval or simply verification of its existence, it will certainly be a new item on the flag surveyor’s checklist come 2012.

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-state administrations. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.

RULES, from page B1

Evaluate yacht’s capability to be towed under emergency situations

officials and engineers to explore alternatives that would get the current practice of painting yachts into the code.

“If we can’t meet the code, we have got to exceed requirements in other areas of the code to compensate,” he said.

That could mean increasing inspections by the shipyard competent person (SCP), someone trained by a marine chemist to monitor levels of volatile particles in the air.

That could mean creating an exit point in the shrink wrap that meets the code’s requirements for egress should there be a fire.

“It’s a unique opportunity of us to sit down and work with him [Raines],” said Pablo Munoz, owner of Southern Cross Boat Works, which creates temporary paint tents in South Florida. “We can comply with some things, some we cannot.

“For example, he wants 20 feet distance between boats being painted,” he said. “We can’t do that. It would cut the square footage of space in a shipyard in half. Not even Rybovich can do that.

“When I told him that, he said he was willing to consider other options,” Munoz said. “The fire marshal is cooperating and the solutions are there to grasp. This is not a huge obstacle to overcome.

“The economic impact of doing these things to the total cost of a paint

job is irrelevant, 3 percent, 5 percent,” he said. “Inspectors, fire extinguishers, exit signs, exits, filtration and exhaust system, all together, on a big boat, it’s about $5,000, in an $800,000 paint job.

“I think it’s doable, but people have to work together.”

Shipyards in Dania Beach, including Derektor Florida and Dania Cut Super Yacht, may soon confront similar issues. The Broward Sheriff ’s Office took over responsibility for Dania Beach earlier this year, and is aware of what Ft. Lauderdale has been going through.

“We understand this process [of painting under temporary tents] has to continue,” said Bob Arrighetti, fire marshal for the Broward Sheriff ’s Office, who also attended the recent MMA meeting. “We can make it safe. We can create a reasonable alternative to the fire code.”

Raines is designing an eight-hour class for shipyard competent people in Ft. Lauderdale to train them to provide inspections throughout the paint application process and is working with shipyards to get a core group of 25-30 people trained. Greg Poulos from Rolly Marine, a shipyard on State Road 84, is compiling that list and sponsoring the training.

“We’re veering significantly away from the fire code,” Raines said. “I need to get the marine industry involved.”

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

FIRE, from page B1

Goal is to create ‘a reasonable alternative to the fire code’

With a dearth of paint sheds in South Florida, an industry has blossomed that builds temporary sheds out of scaffolding and shrink wrap -- in water or out. Fire marshals are concerned they don’t meet state or national safety standards. PHOTO/FILE PHOTO

FROM THE TECH FRONT: Rules of the Road

The Triton www.the-triton.com June 2011 B11

can be created by any qualified party, but preferably one experienced in towing operations. In developing these procedures, it must be remembered that the nature of an emergency does not allow time for deliberation. Furthermore, it is recognized that not all yachts will have the same deck equipment, so there will be limits to possible towing procedures. Because of these known factors, the intention is to predetermine what can be accomplished, and provide this information to the yacht’s crew in a

ready-to-use format (booklet, plans, poster, etc.).

The owner, through the captain, should ensure that the yacht is inspected and its capability to be towed under emergency situations is evaluated. Both equipment on board and available procedures should be reviewed. The ability of the yacht to be towed from bow and stern should be included. Items to be considered are the line handling procedures; layout, structural adequacy and safe working loads of connection points (fairleads, chocks, winches, bitts, bollards); anchor chains; shackles; stoppers; tools; and

line throwing apparatus. The availability and characteristics of radio equipment should be identified in order to enable communication between deck crew, bridge, and the towing/salvage ship.

Following the shipboard evaluation, documented procedures should be developed for inclusion in the Emergency Towing Booklet. The IMO-issued guidelines recommend certain topics be included, such as:l a quick-reference decision matrix

summarizing options for emergencies, such as weather conditions (mild, severe), availability of shipboard power (propulsion, on-deck power), imminent

danger of grounding, etc.;l organization of deck crew

(personnel distribution, equipment distribution, including radios, safety equipment, etc.);l organization of tasks (what needs

to be done, how it should be done, what is needed for each task, etc.);l diagrams for assembling and

rigging bridles, tow lines, etc., showing possible emergency towing arrangements for both fore and aft. Rigged lines should be lead such that they avoid sharp corners, edges and other points of stress concentration;l power shortages and dead ship

situations, which must be taken into account, especially for the heaving across of heavy towing lines;l a communications plan for

contacting the salvage/towing ship.All of these evaluations and

assessments need to be documented in a clear, concise, and ready-to-use format (booklet, plan, poster, etc.). This Emergency Towing Booklet should include yacht-specific data, including the yacht’s name, call sign, IMO number, anchor details (shackle, connection details, weight, type, etc.), cable and chain details (lengths, connection details, proof load, etc.), height of mooring deck(s) above base, draft range, and displacement range. Comprehensive diagrams and sketches of the assembly and rigging, towing equipment, strong point locations, and safe working loads (SWLs).

A copy should be kept at hand by owners and/or shoreside management to facilitate transfer of information to the towage company as early as possible in the emergency. A copy should also be kept in a common electronic file format, which will allow faster distribution.

The IMO requires that a minimum of three (3) copies should be kept on board and located on the bridge, the forecastle space, and the ship’s office.

While the SOLAS amendment does not state that a formal approval is required, it will be at the discretion of the yacht’s flag of registry if a copy must be submitted for review. Regardless if the new emergency towing booklet required formal approval or simply verification of its existence, it will certainly be a new item on the flag surveyor’s checklist come 2012.

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-state administrations. A deck officer graduate of the US Merchant Marine Academy at Kings Point, he previously sailed as Master on merchant ships, acted as Designated Person for a shipping company, and served as regional manager for an international classification society. Contact him at 954-596-2728 or www.yachtbureau.org.

RULES, from page B1

Evaluate yacht’s capability to be towed under emergency situations

officials and engineers to explore alternatives that would get the current practice of painting yachts into the code.

“If we can’t meet the code, we have got to exceed requirements in other areas of the code to compensate,” he said.

That could mean increasing inspections by the shipyard competent person (SCP), someone trained by a marine chemist to monitor levels of volatile particles in the air.

That could mean creating an exit point in the shrink wrap that meets the code’s requirements for egress should there be a fire.

“It’s a unique opportunity of us to sit down and work with him [Raines],” said Pablo Munoz, owner of Southern Cross Boat Works, which creates temporary paint tents in South Florida. “We can comply with some things, some we cannot.

“For example, he wants 20 feet distance between boats being painted,” he said. “We can’t do that. It would cut the square footage of space in a shipyard in half. Not even Rybovich can do that.

“When I told him that, he said he was willing to consider other options,” Munoz said. “The fire marshal is cooperating and the solutions are there to grasp. This is not a huge obstacle to overcome.

“The economic impact of doing these things to the total cost of a paint

job is irrelevant, 3 percent, 5 percent,” he said. “Inspectors, fire extinguishers, exit signs, exits, filtration and exhaust system, all together, on a big boat, it’s about $5,000, in an $800,000 paint job.

“I think it’s doable, but people have to work together.”

Shipyards in Dania Beach, including Derektor Florida and Dania Cut Super Yacht, may soon confront similar issues. The Broward Sheriff ’s Office took over responsibility for Dania Beach earlier this year, and is aware of what Ft. Lauderdale has been going through.

“We understand this process [of painting under temporary tents] has to continue,” said Bob Arrighetti, fire marshal for the Broward Sheriff ’s Office, who also attended the recent MMA meeting. “We can make it safe. We can create a reasonable alternative to the fire code.”

Raines is designing an eight-hour class for shipyard competent people in Ft. Lauderdale to train them to provide inspections throughout the paint application process and is working with shipyards to get a core group of 25-30 people trained. Greg Poulos from Rolly Marine, a shipyard on State Road 84, is compiling that list and sponsoring the training.

“We’re veering significantly away from the fire code,” Raines said. “I need to get the marine industry involved.”

Lucy Chabot Reed is editor of The Triton. Comments on this story are welcome at lucy@the-triton.com.

FIRE, from page B1

Goal is to create ‘a reasonable alternative to the fire code’

With a dearth of paint sheds in South Florida, an industry has blossomed that builds temporary sheds out of scaffolding and shrink wrap -- in water or out. Fire marshals are concerned they don’t meet state or national safety standards. PHOTO/FILE PHOTO

FROM THE TECH FRONT: Ft. Lauderdale fire code

B1� June 2011 www.the-triton.com The Triton PHOTOGRAPHY: Photo Exposé

Photo exPosé

James schot

Welcome aboard photo enthusiasts. I recently received a call from Dorie Cox, reporter/associate editor for The Triton. She told me she had a couple

of Nikon cameras needing repair. I think one was the D70s and the other the D50, and one of those was already evaluated for a service charge of $250. The question was to know if it was worth the repair cost or should buying a

new camera be the best option.I have talked about www.dpreview

.com in previous columns and mentioned this as a useful Website not only to make a determination about repairing the old cameras, but also as the place to research buying a new model; comparing the old with the new and comparing a new Nikon to other new models.

Technology today is moving along much faster now than it was back in the days of film, when cameras worked with many more mechanical parts. Those cameras did not become obsolete quickly and retained good resale values over a longer period of time. Digital, with cameras now largely working on electronic circuitry, has changed all that. Advances with yearly upgrades in models make last year’s model primitive (so to speak), and they apply to both smaller pocket and more professional SLR cameras.

This doesn’t mean you still can’t take great photographs with your older cameras. The single greatest factor for great photography is you. Many of today’s digital pocket cameras have amazing and powerful capabilities, far exceeding what similar size cameras were capable of in yesteryear. If you know what you are doing you can capture great photographs even with an inexpensive pocket camera.

This is not Dories’ situation, she has two broken cameras unable to properly take photographs, so what should she do, repair or buy new? Using the dpreview Website we looked up exactly when her cameras were introduced to the market, and it happens both came out in April of 2005. In digital time this is an eternity. Looking at the specifications, enough of the more vital ones have dramatically advanced.

Another way to look at her situation is to see what her cameras are fetching on the used camera market, since they are no longer sold new. I made a quick check into this searching on the Internet for the D70s and the most recent search results for these cameras used were dated back in 2006. At that

time the sale price was around $550 for a camera that sold for about $650. Note this was five years ago, and you have to think the pricing has dropped significantly. Therefore, if the repair is around $250 I can’t see this being a wise investment, and I’d rather recommend she put that money towards a new camera.

What about buying used digital equipment in the first place? I’ve sold a few, but I’m an honest broker. One of my buyers lives here in Ft. Lauderdale, and was a friend so he did not have much to worry about. Another lived in California and he would have legitimate concerns. It was a few years back so I’ve forgotten how it was exactly handled, but it must have been contingent on a trial period.

This is something that has to be done if you are the buyer of used equipment. You have to make an arrangement were you can see and use the equipment to make sure it does not show obvious damage and that it functions perfectly in every aspect before the sale is finalized.

You may want to contact the manufacturer to see if there a way to establish the cycle count, i.e., how many photos has the camera taken, and get some other suggestions on checking things through. Have the serial number handy to see if they have a record of any repairs that match the number.

I am somewhat reluctant buying used equipment, partly because I depend on my cameras professionally, but fortunately I don’t have to buy used anymore. When starting out and poor it was something I had to do on occasion, but this was in the pre-digital days when cameras were far more mechanical in structure. Back then I would never buy a used flash, because they function more on electronics.

Digital cameras function almost exclusively on electronics, circuit boards, and when these need fixing it can be a bit more complicated and expensive. Keep in mind, at the same time, the fast pace of technological advances and upgrades. It all adds to my uneasiness in buying used digital equipment.

The bottom line on my advice is, if the used camera is not too old (when it was first introduced, and you know the seller, and you are given a chance to give it a field test, then consider it…you might get a good deal. Then all that is needed is your skill and talent to getting great shots. With that I’ll take permission to go ashore.

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

Repair or replace your digital camera? Research is required

The Triton www.the-triton.com June 2011 B1�

Palmas del Mar in Puerto Rico still improving

By Carol M. Bareuther

The 162-slip megayacht marina at Palmas del Mar Yacht Club in Humacao, on Puerto Rico’s southeast coast, continues to change. Officially opened in November 2008, its management was taken over by Island Global Yachting took in October 2010.

There’s also been completion of key facilities, new services added and an expanded calendar of events. Here’s the scoop on what’s new:

The three-story Yacht Club at the head of the main dock, a focal point to the marina, was near completion in May.

The Skipper Shop, a full-service chandlery, is on the first floor along with an indoor bar, outdoor pool and a Pusser’s-brand restaurant that specializes in fresh fish and lobster. A space for private parties, weddings and banquets occupies the second floor, and a meeting room is on the third.

Palmas del Mar is an upscale residential community with a tennis club (20 courts and a pro shop), golf club (two 18-hole courses) and beach club. Marina guests once had to purchase a monthly membership to use these facilities, however now, Palmas del Mar Yacht Club is a member and thus marina guests have free use. Provisioning services, with free dockside delivery, are now available as well.

The Palmas del Mar Yacht Club & Marina plays host to several nautical events annually including the Puerto Rico Heineken International Regatta in March, the Palmas del Mar International Billfish Tournament with $75,000 purse in mid-May, Vela Cup in late, and a new Wahoo Tournament set for Nov. 3. In addition, a monthly full moon party started in April with free entrance, live music and cash bar.

The marina is protected by a 12-foot stone breakwall. Depth in the outside channel is 20 feet, with 14 feet on the inside and 8-10 feet slipside. Each slip on the four fixed concrete docks has fueling, pump out, electricity (120/240 single phase and 208 three phase), water and wi-fi.

There’s also a public fuel dock. The marina can accommodate vessels up to 175 feet.

“We’re working on in-slip cable TV with DISH Network,” said marina manager Juan Boschetti. “That’s our next big project.”

For more details, visit: www.palmasdelmaryachtclub.com.

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

MARINAS: Puerto Rico

B1� June 2011 www.the-triton.com The Triton CALENDAR OF EVENTS

MAKING PLANSSept 6-1134th annual Cannes International Boat and Yacht Show, France

Before Monaco Yacht show and for smaller yachts. www.salonnautiquecannes.com

Sept. 21-24 21st annual Monaco Yacht Show, Port Hercules, Monaco

This year to feature 100 yachts from 25m to 90m, 500 exhibitors and 27,000 expected attendees. www.monacoyachtshow.org

June 20-216th annual Future of Superyachts Conference Palma de Mallorca, Spain Focuses on legal, financial, tax, crewing, registration, build and design issues, and regularly attracts an international audience of over 100 senior yacht executives. www.quaynote.com

EVENT OF MONTH

June 1 Networking Triton style (the first Wednesday of every month), 6-8 p.m. with Pioneer Linen at Bradford Marine. www.the-triton.com

June 2 The Triton Bridge luncheon, noon, Ft. Lauderdale. Our monthly captains’ roundtable for yacht captains only, please. If you make your living running someone else’s yacht, contact Associate Editor Dorie Cox at dorie@the-triton.com or +1 954-525-0029 for an invite. Space is limited.

June 3 11th PYA (Professional Yachtsmen Association) Open Golf Tournament, France. www.pya.org

June 4 10th annual Women’s Sailing Conference, Marblehead, Mass. The National Women’s Sailing Association’s event sponsored by BoatUS. www.womensailing.org, www.BoatUS.com/women or call +1 401-482-2064.

June 4 annual Great Chowder Cook-off, Newport Yachting Center, Newport, Rhode Island. +1 401-846-1600, www.newportfestivals.com

June 8 World Ocean Day. Communities around the globe celebrate the world ocean and raise awareness. www.WorldOceanDay.org

June 10-12 157th New York Yacht Club Annual Regatta presented by Rolex, the longest-running regatta in America. www.nyyc.org

June 11 Hall of Fame Marina National Marina Day, Ft. Lauderdale. Sea Scouts, beach clean-up, Coconut’s BBQ and

visits from fire, police, TowBoat U.S., FWC and U.S Coast Guard. +1 954-764-3975, www.halloffamemarina.net.For National Marina Day activities visit www.nationalmarinaday.org.

June 11-12 High Latitudes course, Edinburgh, Scotland. To prepare yachts considering trips to Antarctica, South Georgia, Patagonia, Cape Horn, Greenland, Svalbard, and Arctic Canada. www.highlatitudes.com

June 13-19 The U.S. Open Championship, Bethesda, Md. One of golf ’s majors tournaments. www.usopen.com

June 15 Newport to Bermuda Race. A 630-mile ocean race. www.bermudarace.com.

June 17 Jazz on the Pier and Ocho Rios Jazz Festival, Port Antonio, Portland, Jamaica. www.ochoriosjazz.com

June 20-24 29th annual Newport Spring Charter Yacht Show, Newport, R.I. www.newportchartershow.com.For details on U.S. Superyacht Association’s Captains’ briefing for captains and senior officers of large yachts, visit www.ussuperyacht.com.

June 20-July 3 Wimbledon, London. One of the four grand slam tennis tournaments. www.wimbledon.org

June 22-23 3rd Maritime Security and Anti-Piracy Conference, Athens, Greece with workshop on June 24. +1 202-536-5000 and www.new-fields.com.

June 23-26 21st The Rendezvous, Monaco, in association with The Superyacht Builders Association (SYBAss). Superyachts and social events. superyachtrendezvous.com

June 25 Nantucket Nectars Sunset Music Series begins. www.newportfestivals.com

July 6 Networking Triton style (the first Wednesday of every month), 6-8 p.m.. Stay tuned to www.the-triton.com for more details.

Plenty of yachting activities worldwide during the summer

The Triton www.the-triton.com June 2011 B1�

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

Triton Spotters

They get younger every day. Our newest Triton reader is Connor Clayton Magney, the new son of former Stew Tanya Magney and Capt. Herb Magney of the 145-foot Heesen M/Y At Last. We met Connor in the delivery room in Ft. Lauderdale, mere hours after his birth on May 17. Mom and dad are getting him started early onto his yachting career with vital industry news in The Triton.

SPOTTED: Ft. Lauderdale

We couldn’t help but spot this guy, The Triton’s No. 1 fan, Publisher David Reed, as he kicked off the third annual Spin-A-Thon. See more photos on page A10.

www.the-triton.com June 2011Section C

Junenetworking

C3-4With Pioneer Linens and Tess

Formalrequirements

Standardization for interior staff

Think about college tuition

Not always the best investment C12

Maynetworking

With Winterfest and V-Kool C2 C11

By Lucy Chabot Reed

This month’s survey comes at the request of a yacht captain looking for industry guidelines on towing tenders.

Turns out, there are commonalities on some things, but not all. More than 100 captains and crew completed our survey this month, most on vessels between 100-140 feet.

“Tenders are a great tool to have with the yacht, particularly largish tenders,” said the first officer on a yacht 121-140 feet. “However they do pose extra work, caution, stress and training particularly if having to tow one.”

We began the survey by asking

Do you tow?The vast majority, more than three

quarters of respondents, do tow a boat, whether it be a dinghy, tender, or fishing boat.

The largest group, about 44 percent, tows a boat 31-35 feet in length. Most of the rest tow smaller vessels. Only 14 percent of respondents towed anything bigger.

Why do you tow?The majority of respondents (57

percent) tow because they have to, either because there is no deck space for it or perhaps no crane.

“I am not a big fan of towing tenders in general but have to be honest in my admission that we do

occasionally tow, only during the day and only short distances,” said the captain of a yacht larger than 160 feet who tows a vessel less than 30 feet. “This is purely as a time-saving exercise when on charter.”

More than a quarter of respondents actually want to tow, noting that it’s easy enough and convenient.

“It is a fairly easy task once everyone knows their duties,” said a captain who runs a yacht less than 100 feet with three crew.

“Coming from commercial escort tugs, towing was second nature,” said a mate in yachting less than five

Some captains use plasma line; some use cable. Some hook up to one eye; some tie to two. Standards vary for towing tenders behind megayachts. PHOTO/DAVID REED

TRITON SURVEY: TOWING TENDERS

See SURVEY, page C8

Yacht standards for towing tenders vary

What is happening to yacht chef jobs today?

After more than 12 years on my previous yacht, I find myself in the job

market, looking for another long-term, full-time job. But what I have noticed is that recent postings for yacht chefs have dwindled from full time to seasonal or freelance.

On job interviews recently, I have received stares and jaw

drops when the owner or captain sees my longevity, as if it is unheard of. It isn’t. At least, it never used to be. What once was considered a full-time, live-aboard position is now being filled with “cook/stews.”

So, is this trend here to stay in yachting? Are full-time yacht chef jobs gone? I certainly hope not.

What it boils down to is:1. the economy2. the prevalence of culinary school

graduates3. your flexibility to go lower in salary

and/or accept more responsibility4. being patient to find the right fit on

that perfect yachtIt is not easy at all. This takes time.If you freelance, you can make a go

of it in yachting. But not knowing when my next paycheck is coming in frightens me, especially with mortgages and other financial responsibilities. I want another long-term, full-time position. I wonder if I, like many others, can make it much longer as a certified chef in an ever-changing industry.

One of the problems is that there are too many inexperienced cooks out there willing to do the job for less. I get that; the owner isn’t aboard that much, so

Full-time chef jobs getting hard to find

See WAVES, page C6

Culinary Waves

Mary Beth Lawton Johnson

The Triton www.the-triton.com June 2011 C�NETWORKING LAST MONTH: Winterfest and V-Kool

Winterfest hosted Triton networking on the first Wednesday in May at The Downtowner Saloon in Ft. Lauderdale. More

than 200 captains, crew and industry professionals joined in for the monthly gathering, excellent food and music.

Networking on the third Wednesday was with V-Kool at their new location across from The Triton office in Ft. Lauderdale.

Cajun music, lip-burning crawfish and cool beverages were enjoyed by professionals in the yachting industry. In June The Triton will host two more events, see pages C4-5 for more details.

PHOTOS/DORIE COX AND LUCY REED

C� June 2011 www.the-triton.com The Triton NETWORKING THIS MONTH: Pioneer Linens and Bradford Marine

Pioneer Linens is sponsoring networking on June 1, the first Wednesday of the month, from 6-8 p.m. All captains, crew, advertisers

and readers of The Triton are welcome to join us at Bradford Marine Ft. Lauderdale on 3051 W. S.R. 84.

In the meantime, meet your hosts, Alan Murphy, vice president of Pioneer Linens’

yacht division, and Jimmy Floyd, sales and marketing with Bradford Marine:

Q. Alan, tell us about Pioneer Linens.

Yachts today have a wide array of choices for fine interior soft goods, but people do business with people. Jay Crockenberg has worked with me for five years and was a mate and a chef on a few boats. Alicia Baumiller has worked for me for four years and has unique flare for fashion. Nicole Varallo has been with us almost a year now, but came to us from an yacht industry uniform company. All of my staff have an in-depth knowledge and a passion for their products, we don’t sell linens; we sell a good night’s sleep.

Q. Where are you located?Our main store is located in West

Palm Beach at 210 Clematis St., and the yacht division office is at 1338 S.E 17th St., Ft. Lauderdale. The store in West Palm Beach is our backbone and has a million dollars of inventory.

Q. How do you handle custom work, refits or new builds?

Very quiet and discreetly. We know discretion is a must for what we do. Domestically, we will come to the yacht and use our White Glove Service, which is hands-on, 24/7 communication and care. We have an understanding of time frames and budgets. Internationally, we FedEx samples and e-mail or Skype pictures. We are one of a few retailers in the U.S. that can drop ship our Italian and fine European linens within Europe to save time, money and sometimes a significant amount of taxes and duties.

Q. Anything special for crew?We offer the best crew sheets in

the business. With most of our yacht customers, we deal directly with the chief stewardess or purser. We watch them run themselves ragged trying to get the yacht perfect. We have a few vendors we work with that allow us to buy at deeper discounts so we can pass the savings on to the crew. One of our first coined terms when we started this division was “a well rested crew means

a well rested owner”.Q. How can Pioneer Linens have

been in business for 99 years?My great grandfather started

Pioneer Linens as Pioneer Hardware in 1912 in Lake Worth, Fla. We sold dynamite, axes, lanterns, chicken wire and tools. From that to furniture and soft goods. Toward the 1970s with the big box stores, my grandfather said that he would have to start his inventory where theirs ends and that is why we are the largest and most prestigious boutique linens store on the continent of North America.

Q. Anything else?At our event, I’ll be fundraising for

the Leukemia and Lymphoma Society of South Florida to raise funds for the kids on my www.supportmurph.com fundraising page. I am running for Man of the Year because my grandfather on my dad’s side died of leukemia.

Q. The event will be held at Bradford Marine Ft. Lauderdale. What should yachts know about your business, Jimmy?

Bradford Marine Fort Lauderdale is a full-service shipyard founded in 1966. We have expanded to accommodate yachts of all sizes. This includes opening a workshop at Lauderdale Marine Center, working at Dania Cut Super Yachts, and in-water service to

yachts in Port Everglades. In addition, our sister company, Bradford Marine Bahamas, has a 45 acre shipyard in Freeport with a 1200-ton floating dry-

dock and a 150-ton Travelift. It has a joint service venture with Grand Bahamas Shipyard to accommodate hauling larger vessels in Freeport. In addition, we have a full-service yacht sales and charter subsidiary,

Bradford Marine Yacht Sales; yacht towing in South Florida; and more.

Q. Why choose your yard?Bradford Marine has a tradition of

excellence which we zealously strive to maintain. Working with a full-service shipyard like us should be an enjoyable experience for captains and crews alike – a place where they can take advantage of all of the different trades available in-house and all of the services we have to offer.

For more information about Pioneer Linens visit www.pioneerlinens.com, 1 800-207-LINENS and Bradford Marine at www.bradford-marine.com, +1 954-791-3800.

Pioneer Linens to put on the spread at Triton networking

FloydMurphy

The Triton www.the-triton.com June 2011 C�NETWORKING THIS MONTH: TESS Electic

On the third Wednesday of June, join The Triton as we network with Tess Electrical Sales and Service (TESS) in Ft. Lauderdale. The company will

be showcasing its new service location with food and beverages at 2300 State Road 84/Marina Mile. Until then, learn more from General Manager Paul Salenieks:

Q. Tell us about TESS.

Tess Electrical Marine was started by myself in the 1980s and was incorporated in 1984. Back then we were a three-man company providing service for the yachting market. We had our office down in Merrill Stevens Dry Dock. In the mid to late 80s, Tess Electrical Marine formed an agreement with Imtech Marine and Offshore and became their warranty agent in the United States for Feadship installations. This relationship grew and we represented them in different ways from switchgear to switchboards to power management systems and alarm and monitoring systems.

Q. When did you come to Broward county?

In late 1995, Paul Engle, the general manager of Bradford Marine, had an opening for more electrical expertise and asked us to move to Broward County. A 15-year relationship was formed with Tess occupying office and work space inside of Bradford Marine. Electrical service and refit work was still our main bread winner up until 1999 when we began working in new construction. Our first project was the American-built 49m M/Y Gallant Lady, because of Joe Moore at the marine department of Southeast Toyota. We did the engineering and supply of the shore transformers, switchboards, power management system, alarm and monitoring systems. Next, the 156-foot M/Y Anson Bell in 2001 at Palmer Johnson and in 2003, the 72m M/Y Laurel with Delta Marine.

Q. What next?2006 was a big year for us, we opened

our sales and showroom location at 2860 State Road 84, Suite 115, and Imtech purchased a controlling interest forming Imtech USA / TESS.

In 2010 we were 20 employees strong with 14 service vehicles and quickly growing out of the space we had at Bradford Marine. Jointly a decision was made for us to move our service facility to a larger location and now we reside at 2300 State Road 84.

Q. What is your affiliation with the international Imtech?

Imtech USA is owned by Imtech

NV in Holland, which just celebrated its 150th birthday. It’s a European technical services provider in the fields of electrical engineering, ICT and mechanical engineering, with approximately 23,000 employees and an annual revenue of more than 4 billion euro. Imtech holds positions in buildings, industry and infrastructure/traffic markets and in the global marine market, which includes Radio Holland, Imtech Marine Germany, Imtech Schiffbau-/-Dockbau-technik, Van Berge Henegouwen, Royal Dirkzwager, Elkonand and, of course, TESS. Imtech serves more than 20,000 customers and we are U.S. distibutors for Gensys, Deif, Ricom 3500 and alarm and monitoring systems such as Free Technics.

Q. What do you offer to the marine industry?

Our motto is “Our strength is our commitment to service.” We believe if we supply great service it will promote all other products, not only by our experience but years of expertise. Our experience is in foreign and domestic marine electrical systems, switchboards, load banks, power management, alarm and monitoring systems whether they are new installations or retrofits, electrical engineering for new construction, or electrical surveys. If it is a marine electrical device, we can service it. Also we offer competitive pricing in product lines such as North Star Batteries, Ticino, Merlin Gerin, ABB, cable tray, IEEE cable products and all the day- to-day requirements of the electrical marine markets.

Q. Who is your target market?Our customer base is yachts

above 40 meters with emphasis on foreign-built yachts. We do everything from service calls to retrofits to new installations to new construction and believe that a working relationship with our customers will build trust, team spirit and competence, which will deliver excellence in our quality.

Q. What’s coming up next for your company?

With the acquisitions of Radio Holland (www.radiohollandusa.com) and Van Berge Henegouwen (www.bergehenegowen.com), Imtech USA (www.tessllc.com) will strive to become the one-stop shop for all electrical, electronic, ICT and audio/video products with turnkey installations in the Caribbean and U.S. along with maintaining our high level of service.

The company has two locations on S.R. 84/Marina Mile. Networking will be at the service location at 2300 State Road 84 and the sales department is at 2860 State Road 84 #115, Ft Lauderdale, Fla. 33312. And find them at facebook.com/tess.imtech.

New service center of Tess Electric to host networking

Salenieks

C� June 2011 www.the-triton.com The Triton IN THE GALLEY: Culinary Waves

Homemade Two-Cheese TortelloniBy Mary Beth Lawton Johnson For the pasta250 grams whole wheat flour250 grams durum wheat flour5 eggs at room temperature

Pour flour into bowl and add the eggs in the middle.

Using a fork, mix the eggs with the flour in circles until the eggs are fully mixed in.

Knead the dough on a floured board with your hands until it is smooth and consistent. If dough is too tacky, add some flour. If too dry, add some water. Do not add salt.

Cut the dough into small pieces and either roll out by hand (as the older women still do in some regions of Italy) or use a pasta machine. If using a machine, be sure to pass through roller several times until the pasta is thin, sprinkling flour each time it rolls out and especially if stacking pasta sheets on top of one another.

Cut out in desired shape. For tortelloni, cut into squares.

For the filling1/2 lb goat cheese1/2 lb ricotta cheeseSalt to tasteFresh herbs to taste

Mix well and pipe onto squares of pasta. Spritz pasta with a little water.

Fold into triangles. Press edges to seal. Take the pointed two ends and bring

together at the top. Pinch to seal and fan out the edges.

Fill and fold all the squares. Any mixture left over can be used to

make lasagna, manicotti, or save for

later when you make more pasta.

To prepare al denteBring enough water to a boil, with salt.Once boiling, add the tortelloni. When it rises to the top, remove and

serve immediately with sauce of choice.

The Homemade Two-Cheese Tortellini cook quickly; once they rise to the top of the boiling water, they’re ready to be plated. PHOTO/MARY BETH LAWTON JOHNSON

he’ll just hire a chef for the two or three trips a year and save all that salary.

But who suffers? We career chefs do, but so do employers and the rest of the crew. If employers hire someone who doesn’t know sanitation, they will get what they pay for. I have seen it many times; stuck in a foreign port, owners get sick, the crew gets sick, trip ruined.

So what do we do about this? Well, for one, those of us who seek full-time jobs should make it clear on our resumes and known to the interviewer. If that is not what they want, don’t waste the interviewer’s time or yours.

Secondly, don’t think just because you went to a fine culinary school it will get you the job. The captain or owner is first and foremost looking for a person who will blend in well with the rest of the crew. Go with a humble attitude. Humility is one of the greatest virtues you can have, especially in a job market crowded with culinary degrees.

Be a better match. If your food is high-end and the yacht is a family boat, tweak your resume and menus to showcase some buffets or family-friendly meals.

Be ready to negotiate. What once was a $8,000 a month job has just turned into a $6,000 a month job, if you can find it. Don’t over inflate your worth

but don’t sell yourself short. What can you live with comfortably if an offer is presented? Does the job come with benefits? Do the benefits make up for the cut in salary?

Also, don’t overemphasize your demand when it comes to pay. Do you think just because I write a column and speak at events that everyone wants me as their chef? No, they don’t. My food is not for every yacht; neither is yours. It has to be a perfect match.

After a number of failed interviews, it might be worth it to look at what you may be doing wrong. Are you talking too much? Or not enough? Are you showing too much ego? Maybe your menus are uninspired. It could be what you are wearing. Have someone in the industry look at exactly how you are dressed, how you look, at your resume and see what you might be doing wrong.

Don’t give up. For every yacht, there is a chef. For every chef, there is a yacht. You have only one shot to make that first impression, so do it right and perhaps that long-term job you seek is sitting right in front of you at the next interview.

Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine and has worked on yachts for 20 years. Comments on this column are welcome at editorial@the-triton.com.

Culinary degree is no guaranteeWAVES, from page C1

The Triton www.the-triton.com June 2011 C�

Sprinkle basil over pasta. Stir dill into egg salad. Snip leaves from a sprig of thyme and stir into scrambled eggs.

Herbs have been used since early times as flavorings for food. The ancients knew these aromatic ingredients could serve medicinal purposes, too.

Two of the best known examples of this are the Inquiry Into Plants and Growth of Plants, both written

about 320 BC by Greek philosopher Theophrastus.

Today, we know that many herbs provide essential vitamins and minerals. Food scientists have also discovered that culinary herbs contain health-protecting substances called phytonutrients or plant-based nutrients and these contribute to an herb’s double-whammy ability to provide good taste and good health.

Here are five herbs and how they can help keep you sound and satisfied.

Basil - This member of the mint family boasts many varieties and is used in cuisines from the Mediterranean to the Mideast to India and the islands of the Pacific.

Health wise, basil contains flavonoids that can protect chromosomes from radiation and oxygen-based damage. Basil contains volatile oils such as estragole, eugenol and limonene. Research reveals that these oils have anti-bacterial properties and can halt the growth of harmful bacteria responsible for food infection.

On the culinary side, the oils in basil are volatile so it’s best to add this herb near the end of cooking for maximum flavor. Basil compliments garlic, olives and olive oil and pairs well with eggplant, tomatoes and zucchini.

Enjoy basil with cheeses such as Parmesan, feta and mozzarella; with chicken, lamb, pasta and rice; and even stirred into ice creams and syrups.

Rosemary - The health-promoting potential of this pungent herb lies in its rosmarinic and caffeic acids. According to a 1999 article in the “Indian Journal of Experimental Biology,” these two plant-based acids can help treat bronchial asthma, peptic ulcers, inflammatory diseases, atherosclerosis, ischemic heart disease, cataracts, cancer and poor sperm motility.

In the kitchen, rosemary flavors roast pork, lamb and game. It also is excellent paired with potatoes and mushrooms. Use sparingly as its flavor can be over-powering.

Parsley - This common green herb is often ignored as garnish. But it boasts many nutrients as well as flavonoids, including apiin, apigenin, luteolin and crisoeriol. Scientific studies, especially of luteolin, show

that it’s a powerful antioxidant that can help prevent cancer. Like basil, parsley contains oils, particularly myristicin. This oil has been show to prevent tumors, especially lung tumors, in animals.

Parsley pairs nicely with salads, especially tabbouleh, and sauces. Add parsley to pesto to add more texture.

Thyme - Delicate looking with a heady fragrance, thyme contains several flavonoids including apigenin, naringenin, luteolin and thymonin. These substances give thyme its potent antioxidant capabilities, to help protect against cancer and heart disease.

Leaves of common thyme are best used to season soups and stocks. They also add a wonderful flavor to pasta sauces, scrambled eggs, bean dishes and poached fish. Lemon thyme especially tastes good when used in salads and with chicken, veal and fish.

Dill - The health benefits in this wispy herb come from flavonoids, including kaempferol and vicenin, and substances called monoterpenes, including carvone and limonene.

What all these hard-to-pronounce substances share in common is to protect the body against cells going wild and causing cancer. In addition,

the volatile oils in dill can help protect against carcinogens found in charcoal grill smoke. This makes a doubly good reason to season grilled fish with dill.

In addition to cooking fish, raw dill is excellent when chopped and stirred into plain yogurt along with some chopped cucumber to make a refreshing vegetable dip. Dill also pairs well with chicken, eggs, potatoes, leeks, cabbage and carrots..

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

NUTRITION: Take It In

Aromatic herbs add flavor and essential vitamins, minerals

Take IT In

Carol Bareuther

C� June 2011 www.the-triton.com The Triton TRITON SURVEY: Towing tenders

years. “I did find there are more corners cut in the yachting industry for the sake of time or lack of training.”

A tad more than 5 percent prefer towing to shipping the vessel or driving it to its destination.

A large portion of comments for this survey centered on the stress and manpower issues of towing. Many of the respondents said they dislike it in all cases.

“I hate towing this tender,” said a captain in yachting more than 20 years who runs a vessel 141-160 feet. “It takes crew away from the big boat when you need them most. I have to make arrangements to ship it back and forth to/from the Med, and that’s a major hassle. Then in the Med we have to find a berth for it and sometimes pay a separate berth reservation charge for it. Had I known this yacht towed a tender, I wouldn’t have taken the job. I’ll never do it again.”

What distances do you tow?The most common response was to tow

coastal distances (up to several hundred miles), but the next largest group of captains towed their tenders bluewater

distances (up to several thousand miles).“We only tow to the Bahamas,” said a

captain in yachting more than 20 years. “We would ship up north or south to the Caribbean to avoid the hassle of bad weather and the possibility of losing the boat. It’s just safer that way.”

“We have just completed four-and-a-half months cruising in the Bahamas and would tow the tender between anchorages,” said a captain in yachting more than 30 years. He runs a yacht of 141-160 feet. “If we were crossing a large body of water such as Exuma Sound and the seas were rough, we’d put the tender back aboard in its cradle.”

What hardware do you use?The answers here were as varied as

they could be, from single eyes and lines to redundant duplicate systems of bridles and eyes.

“Use as little metal in the towing harness as possible, have all loops rigged together instead of using shackles, etc.,” said a captain in yachting more than 10 years. “Measure bridle to yacht and have loops put in ends so they can go over bits on yacht. A float where the bridle attaches to the main line is handy to keep it floating

when the boat slows down.”Most captains use Spectra tow line, or a

combination of Spectra and nylon in their harness. Several used Dyneema or Amsteel instead of the plasma line, but most suggest the flexible nylon to absorb shock. Yet others have other ideas.

“We started out using Spectra and stainless fittings, both of which broke on a few occasions,” said the captain of a yacht of 140-160 feet that no longer tows. “We switched to single braid and galvanized test shackles and solved the problem.”

Responses were fairly evenly split on one eye or two on the tender, but most use two bits on the yacht.

[Captains offer more detailed lists of hardware in an accompanying story online at www.the-triton.com.]

Do you tow with the engines up or down?

We offered only an “up” or “down” answer, but apparently there is an in-between response. Most, more than three quarters, responded that they tow with the engines up, but that might not reflect what they actually do.

“Engines up but skegs dragging slightly in flat water,” said the captain of a yacht

larger than 160 feet that tows a tender of 31-35 feet.

“Engines are down just enough to put skegs in water to help with tracking,” said the captain of a yacht 141-160 feet that tows a tender of 21-25.

“In following seas, having the engine down and locked in the center position helps with fishtailing,” said a captain in yachting more than 30 years who pulls a tender of 26-30 feet behind a yacht of 101-120 feet.

Do you tie off the steering wheel?Most, about 70 percent, don’t.Who usually runs the tender in and

out of port? For 80 percent of respondents, the lead

deck crew member (40 percent) or another member of the deck team (39.8 percent) handles this maneuver.

When a deck team member wasn’t in the tender, it was a member of the interior staff (9 percent) or the captain (6 percent).

“We don’t run often enough or long enough to get my interior crew trained sufficiently to run the thing,” said the captain of a yacht less than 100 feet with a crew of three. “We run with a delivery mate who usually handles the drop off and

pick up.”“This is a smaller yacht, 112 feet, and

we only tow during the day and only if it is more convenient for short distances,” said a captain of a yacht 101-120 feet who handles tender duty himself. “We are also only four crew and that limits our towing only during daylight hours and only if are going to an anchorage, not to a harbor because we cannot spare a crew member driving a tender into a harbor.”

Who is responsible for tender ops when a crew member is running the tender?

It was a toss up between the captain (42 percent) and the lead deck crew member (41 percent).

“We tow a largish tender behind a not so user-friendly tender towing yacht,” said the mate on a yacht of 121-140 feet who is in charge of tender ops. “We have to consider many factors when under tow as well as retrieving the tow. When we come into port or anchor, we have at least three crew manning the aft deck to drop the tow, climb in, protect the aft end of the yacht, pull in the tow line, undo the

‘Towing this tender ... takes crew away from the big boat when you need them most’SURVEY, from page C1

See SURVEY, page C10

Some thoughts from captains about towing:

l l l

I would not tow unless circumstances made it unavoidable, and by circumstances I do not mean the owner’s whim.

l l l

Always adjust the tow length to accommodate your tail wake. Different speeds require different lengths. I ran a 30m yacht towing a 30-foot Contender; 1,800rpm and 1,900rpm had a major difference in the shape of our wake. You have to adjust otherwise it’s an ugly thing to watch.

l l l

We were towing a much heavier tender until this year. We felt that the extra weight was causing main engine issues as well as a serious threat to crew/guest safety so sold it and reduced to a smaller and much lighter tender. Hardly knew it was there over a just completed three-week Bahama cruise.

l l l

Use a good rigger (we can all do this ourselves, but they do it all the time). Make sure the rig is long enough and

that the vessel is sitting far enough back in the main vessel’s wake. Check bilge pumps are functioning prior to any tow, all hatches and gates are secured. I have a secondary line on all gates so they cannot come open in bad conditions. Always have water, food, foul weather gear in the tender, in case of loss and a crew member is need to drive the tender. Always keep the keys in the boat when towing; it’s something less to take if it is lost.

l l l

Our sport fish tows a fishing boat that is much too large for us to carry. Using this “tender” as a day boat significantly reduces the work load at the end of the fishing day and having the mother ship at dock allows the guests to split up for the day.

l l l

At regular towing speeds, ensure the tow line is long enough so there is sag of 95 percent. This is the best method for reducing shock loading on the tender or yacht. Ensure the tender sits in the front of a wake trough with the bow up.

l l l

We have written policy and

procedures, including deck crew wearing life jackets while making or breaking tow.

l l l

Replace shackles every year or when any wear shows. Same for line. Tow as close as possible to reduce yaw. Keep in mind the possibility of tow over-running the tow vessel when slowing down or in big following seas.

l l l

The most common issue: The tow line becoming tangled and or cut in the props.

l l l

Hooking and releasing are the most dangerous times, you need quality personnel who you have schooled in this procedure. It is too dangerous to just allow anyone to try and help with this operation.

l l l

Check the bilges are dry and that the bilge pumps run before beginning a passage. We avoid backing down on the tender, we manually pull it in and maintain slight headway. Annually, have

Different speeds require different tow lengths

Do you tow a boat (tender, fishing boat, etc.) now?

Yes – 78.6%

No – 21.4%

Why do you tow?

Have to (space, equipment conflicts) – 57.0%

Want to (easy and convenient) – 26.7%

Other – 10.5%

Prefer to – 5.8%

If you ever have lost a tender, how did it happen?

Other – 3.9%Improperly secured – 7.8%

Shackle/tow eye failed – 35.3%

Tow line parted, broke – 31.4%

Heavy seas – 21.6%

Trial and error – 65.3%

How did you learn about towing tenders?

Course work/study – 5.3%

From a captain – 29.5%

Do you have any security system for the tender?

AIS – 14.7%

None – 57.9%Tracking system – 25.3%

Security/motion alarm – 2.1%

What distances do you tow?

Less than 20 miles

Up to 100 miles

Several hundred

Several thousand

If so, what size (in feet)?

20 ft. or less – 13.4%

41-45 – 1.2%

21-25 – 8.5%

26-30 – 19.5%31-35 – 43.9%

36-40 – 11.0%

46 or more – 2.4%

See COMMENTS, page C10

The Triton www.the-triton.com June 2011 C�TRITON SURVEY: Towing tenders

years. “I did find there are more corners cut in the yachting industry for the sake of time or lack of training.”

A tad more than 5 percent prefer towing to shipping the vessel or driving it to its destination.

A large portion of comments for this survey centered on the stress and manpower issues of towing. Many of the respondents said they dislike it in all cases.

“I hate towing this tender,” said a captain in yachting more than 20 years who runs a vessel 141-160 feet. “It takes crew away from the big boat when you need them most. I have to make arrangements to ship it back and forth to/from the Med, and that’s a major hassle. Then in the Med we have to find a berth for it and sometimes pay a separate berth reservation charge for it. Had I known this yacht towed a tender, I wouldn’t have taken the job. I’ll never do it again.”

What distances do you tow?The most common response was to tow

coastal distances (up to several hundred miles), but the next largest group of captains towed their tenders bluewater

distances (up to several thousand miles).“We only tow to the Bahamas,” said a

captain in yachting more than 20 years. “We would ship up north or south to the Caribbean to avoid the hassle of bad weather and the possibility of losing the boat. It’s just safer that way.”

“We have just completed four-and-a-half months cruising in the Bahamas and would tow the tender between anchorages,” said a captain in yachting more than 30 years. He runs a yacht of 141-160 feet. “If we were crossing a large body of water such as Exuma Sound and the seas were rough, we’d put the tender back aboard in its cradle.”

What hardware do you use?The answers here were as varied as

they could be, from single eyes and lines to redundant duplicate systems of bridles and eyes.

“Use as little metal in the towing harness as possible, have all loops rigged together instead of using shackles, etc.,” said a captain in yachting more than 10 years. “Measure bridle to yacht and have loops put in ends so they can go over bits on yacht. A float where the bridle attaches to the main line is handy to keep it floating

when the boat slows down.”Most captains use Spectra tow line, or a

combination of Spectra and nylon in their harness. Several used Dyneema or Amsteel instead of the plasma line, but most suggest the flexible nylon to absorb shock. Yet others have other ideas.

“We started out using Spectra and stainless fittings, both of which broke on a few occasions,” said the captain of a yacht of 140-160 feet that no longer tows. “We switched to single braid and galvanized test shackles and solved the problem.”

Responses were fairly evenly split on one eye or two on the tender, but most use two bits on the yacht.

[Captains offer more detailed lists of hardware in an accompanying story online at www.the-triton.com.]

Do you tow with the engines up or down?

We offered only an “up” or “down” answer, but apparently there is an in-between response. Most, more than three quarters, responded that they tow with the engines up, but that might not reflect what they actually do.

“Engines up but skegs dragging slightly in flat water,” said the captain of a yacht

larger than 160 feet that tows a tender of 31-35 feet.

“Engines are down just enough to put skegs in water to help with tracking,” said the captain of a yacht 141-160 feet that tows a tender of 21-25.

“In following seas, having the engine down and locked in the center position helps with fishtailing,” said a captain in yachting more than 30 years who pulls a tender of 26-30 feet behind a yacht of 101-120 feet.

Do you tie off the steering wheel?Most, about 70 percent, don’t.Who usually runs the tender in and

out of port? For 80 percent of respondents, the lead

deck crew member (40 percent) or another member of the deck team (39.8 percent) handles this maneuver.

When a deck team member wasn’t in the tender, it was a member of the interior staff (9 percent) or the captain (6 percent).

“We don’t run often enough or long enough to get my interior crew trained sufficiently to run the thing,” said the captain of a yacht less than 100 feet with a crew of three. “We run with a delivery mate who usually handles the drop off and

pick up.”“This is a smaller yacht, 112 feet, and

we only tow during the day and only if it is more convenient for short distances,” said a captain of a yacht 101-120 feet who handles tender duty himself. “We are also only four crew and that limits our towing only during daylight hours and only if are going to an anchorage, not to a harbor because we cannot spare a crew member driving a tender into a harbor.”

Who is responsible for tender ops when a crew member is running the tender?

It was a toss up between the captain (42 percent) and the lead deck crew member (41 percent).

“We tow a largish tender behind a not so user-friendly tender towing yacht,” said the mate on a yacht of 121-140 feet who is in charge of tender ops. “We have to consider many factors when under tow as well as retrieving the tow. When we come into port or anchor, we have at least three crew manning the aft deck to drop the tow, climb in, protect the aft end of the yacht, pull in the tow line, undo the

‘Towing this tender ... takes crew away from the big boat when you need them most’SURVEY, from page C1

See SURVEY, page C10

Some thoughts from captains about towing:

l l l

I would not tow unless circumstances made it unavoidable, and by circumstances I do not mean the owner’s whim.

l l l

Always adjust the tow length to accommodate your tail wake. Different speeds require different lengths. I ran a 30m yacht towing a 30-foot Contender; 1,800rpm and 1,900rpm had a major difference in the shape of our wake. You have to adjust otherwise it’s an ugly thing to watch.

l l l

We were towing a much heavier tender until this year. We felt that the extra weight was causing main engine issues as well as a serious threat to crew/guest safety so sold it and reduced to a smaller and much lighter tender. Hardly knew it was there over a just completed three-week Bahama cruise.

l l l

Use a good rigger (we can all do this ourselves, but they do it all the time). Make sure the rig is long enough and

that the vessel is sitting far enough back in the main vessel’s wake. Check bilge pumps are functioning prior to any tow, all hatches and gates are secured. I have a secondary line on all gates so they cannot come open in bad conditions. Always have water, food, foul weather gear in the tender, in case of loss and a crew member is need to drive the tender. Always keep the keys in the boat when towing; it’s something less to take if it is lost.

l l l

Our sport fish tows a fishing boat that is much too large for us to carry. Using this “tender” as a day boat significantly reduces the work load at the end of the fishing day and having the mother ship at dock allows the guests to split up for the day.

l l l

At regular towing speeds, ensure the tow line is long enough so there is sag of 95 percent. This is the best method for reducing shock loading on the tender or yacht. Ensure the tender sits in the front of a wake trough with the bow up.

l l l

We have written policy and

procedures, including deck crew wearing life jackets while making or breaking tow.

l l l

Replace shackles every year or when any wear shows. Same for line. Tow as close as possible to reduce yaw. Keep in mind the possibility of tow over-running the tow vessel when slowing down or in big following seas.

l l l

The most common issue: The tow line becoming tangled and or cut in the props.

l l l

Hooking and releasing are the most dangerous times, you need quality personnel who you have schooled in this procedure. It is too dangerous to just allow anyone to try and help with this operation.

l l l

Check the bilges are dry and that the bilge pumps run before beginning a passage. We avoid backing down on the tender, we manually pull it in and maintain slight headway. Annually, have

Different speeds require different tow lengths

Do you tow a boat (tender, fishing boat, etc.) now?

Yes – 78.6%

No – 21.4%

Why do you tow?

Have to (space, equipment conflicts) – 57.0%

Want to (easy and convenient) – 26.7%

Other – 10.5%

Prefer to – 5.8%

If you ever have lost a tender, how did it happen?

Other – 3.9%Improperly secured – 7.8%

Shackle/tow eye failed – 35.3%

Tow line parted, broke – 31.4%

Heavy seas – 21.6%

Trial and error – 65.3%

How did you learn about towing tenders?

Course work/study – 5.3%

From a captain – 29.5%

Do you have any security system for the tender?

AIS – 14.7%

None – 57.9%Tracking system – 25.3%

Security/motion alarm – 2.1%

What distances do you tow?

Less than 20 miles

Up to 100 miles

Several hundred

Several thousand

If so, what size (in feet)?

20 ft. or less – 13.4%

41-45 – 1.2%

21-25 – 8.5%

26-30 – 19.5%31-35 – 43.9%

36-40 – 11.0%

46 or more – 2.4%

See COMMENTS, page C10

C10 June 2011 www.the-triton.com The Triton

an expert inspect the line and bridle. Touch wood, nothing too serious yet, and I have been towing for nine years.

l l l

Safety, safety, safety. Most important is safety. Plan ahead, take your time, set up beforehand, do safety training, hands on by the captain overseeing everything, including safety.

l l l

Check with insurance company on size of tender they allow to be towed with your vessel and what areas are covered.

l l l

Make the tow rig as redundant as possible and be prepared to lose your tow. I hope I find your dingy out there, and I have. Yes, I called the nearest harbor department. You’re welcome.

l l l

Do not go cheap on the set up. Do it right and you will have no problems.

l l l

We tow about 100 or so feet astern, trailing her on the back side of the third wave.

l l l

Despite all available and reasonable precautions, unpredictable sea conditions can cause your tow to be compromised. You may then have to make a decision whether to risk

yourself/crew for a tender. Best advice is tow only on coastal voyages, and have a solid recognition with the owner that towing presents a potential loss scenario. It’s not if you’ll have an incident, rather when. Just like unexpectedly touching bottom.

l l l

Use a light to an aft bilge float switch to notify you of water shipping on. Use solar powered aux nav lights to keep battery available for bilge pumps. Drag 30 feet of chain behind the tow in a heavy following sea.

l l l

Prepare for the worst that could happen. Never put someone in the water to retrieve the tender. Always consider what weather the tender could handle if it were not being towed and only tow at or below that threshold.

l l l

Watch out for following seas, all things being the same that’s when the tender will disappear. Stay at about 11-13 knots. Yes, you can tow faster, but it’s only a matter of time before you lose it.

l l l

It is a bad idea to tow any non-outboard or jet drive tender. Regular shaft drives can have a problem with the shaft seal overheating, causing sinking.

l l l

Always tow with full tanks in case something happens.

COMMENTS, from page C9

Make tow rig ‘as redundant as possible’

shackles, etc. Everyone involved needs a clear, well-planned set of guidelines as to what to expect, when and how. Training is essential. Towing is not for anyone who has not had experience and or training.”

Do you ever hip tow in and out of port?

Most, 62.4 percent, have.“We put the skiff on the hip when we

come and go from port 99 percent of the time,” said the captain of a yacht of 121-140 feet that tows a tender of 26-30 feet. “The owner will run the skiff if we have to take it off the hip.”

“I try to leave port with the tender on the hip and drop out in the harbor,” said the captain of a yacht less than 100 feet with a crew of three. “The owner does the hook up if it is calm. Frankly, this is not the best and safest of operations with a limited crew and/or guests.”

Have you ever lost a tender?Most captains in our survey, a shade

more than 60 percent, have not lost a tender, but most of them (51.5 percent) agree it could happen any time. Just fewer than 9 percent were confident it would never happen to them.

Of those who have lost a tender (39.6 percent of respondents), nearly all said it was recovered. Just 4 percent said the

towed vessel was lost.Among those who lost a tender,

we were curious to know How did it happen?

In just more than a third of cases, the tow eye or shackle failed. In just fewer than a third, the tow line parted or broke.

About 20 percent of respondents blamed heavy seas. About 8 percent acknowledged that the tender had been improperly secured.

“The crew being familiar with the procedure is the most important part,” said the captain on a yacht of 121-140 feet with a crew of eight. “The more you hook it up and unhook it, the easier it becomes. I would suggest practicing at anchor to get new crew members familiar.”

Do you have dedicated tow lights on yacht?

Captains were pretty evenly split on this one, with 52 percent saying they did have dedicated lights, 48 percent without.

“I installed a radar reflector on the tender,” said a captain in yachting more

than 25 years. “It makes it easy to watch on the radar screen and if it is on a long tow at night it shows up on other ship’s radar as a tug and tow signature.”

Do you tow at night?Most, 76.2 percent of respondents,

do.On night passages, do you

run a tender watch, or is that an additional duty for crew already on watch?

Most respondents, 93.5 percent, said keeping an eye on the tender is an additional duty for crew already on watch. About 6.5 percent add a crew member to the watch schedule to monitor the towed tender.

What does tender watch entail?In most cases, crew are asked to

monitor a camera trained on the towed vessel. About a third are required to take a visual of the towed vessel at least once an hour, but some as frequently as once every 15 minutes. Twelve percent require log entries about the tow.

Do you have a security system for the tender?

Most, nearly 60 percent, do not.

A quarter of respondents have a tracking system, and about 15 percent have had an AIS installed on the tender. Just 2 percent have an alarm.

How did you learn about towing tenders?

Most captains (65 percent) learned by simply doing it. About 30 percent learned from a previous captain. Just 5 percent learned by studying it.

We thought it might be interesting to learn how the captains who lost tenders learned about towing. The highest percentage of loss come from those captains who learned about towing from trial and error. Of the 62 captains who learned this way, almost half have lost a tender.

Among those who learned about towing from a previous captain, about a third have lost a tender.

Of those who learned from course work or study, just a fifth lost a tender.

Lucy Chabot Reed is editor of The Triton. Lawrence Hollyfield is an associate editor. Comments on this survey are welcome at lucy@the-triton.com. We conduct our monthly surveys online. All captains and crew members are welcome to participate. If you haven’t been invited to take our surveys and would like to be, register for our e-mails online at www.the-triton.com.

SURVEY, from page C9

Crew being familiar with procedure is ‘most important part’“The more you hook it up and unhook it, the easier

it becomes. I would suggest practicing at anchor to get new crew members familiar.”

TRITON SURVEY: Towing tenders

The Triton www.the-triton.com June 2011 C11

The Professional Yachtsman’s Association recently announced plans to develop a formal training and certification requirement for interior

yacht crew.This is exciting

news. There has not been much formal training available, and there are varying standards and objectives for the training that does exist.

One of the challenges of yachting has been

the lack of a training or competency standard for interior staff, unlike the deck and engineering departments. Interior staff are on the front line with owners and guests, and it is their responsibility to ensure that everyone on board is having a fabulous, stress-free vacation, so you would think that training would be vital.

This lack of a standard means that, on the one hand, crew may not know what is expected of them from one boat to the next, and on the other hand, owners may not know what they are getting from one crew to the next.

Maybe a training and certification requirement will sort everything out. I hope there will be a competency exam so that qualified and properly trained crew get credit for their experience and test out of the system without being required to repeat classes.

As business guru Peter Drucker says, “What gets measured gets managed.” Interior crew are at a disadvantage because we have little empirical data to measure. Much of our skill set is based on soft skills such as service or people skills, for which it is difficult to measure proficiency.

One solution is the use of checklists and task sheets combined with inspection and feedback to be sure expectations are being met. The importance of praise, correction and constructive criticism builds the framework for a system of measuring and managing soft skills.

The management of service skills can be challenging, because there is conflicting information and various methods are being taught in courses.

Many times, the solution to this dilemma means learning the basic rules and knowing the “correct” way to perform certain duties, but remembering that rules are meant to be broken. A large portion of our jobs is based on subjective experience.

In other words, we may know the “correct” way, (after all, we just took a silver service course), but, the right way for our particular boat is based on subjective interpretation. Whatever the owner or chief stew says is “the rule” determines the service we deliver.

In addition to mastering basic skills, it is important to learn the practical and historical significance of our job. Knowledge increases the level of interest and helps us understand the value of the things we care for.

For instance, the crystal glasses and stemware can cost hundreds of dollars apiece. It is wise to be aware of that and to know the proper way to care for them. If we understand the history and production process of various materials we work with, we can understand the value structure better.

There are several schools of thought on training on the job, and a mandatory standard may help resolve them. Some team leaders do not take the initiative or accept responsibility for training their staff.

Whether because they are insecure about their skills, or because they think someone is going to take their job, this

refusal to train staff leaves crew feeling deficient in their jobs.

Even worse, crew who are not trained are not given much responsibility, and this can demotivate, demoralize and intimidated.

The flip side of this issue is the claim that crew don’t want to listen or learn, which means they can’t be trained. There will always be that element of people who don’t want to work or have less than honorable intentions.

There is a huge social element in this industry and sometimes that is the reason people are on the job. Often their attention is focused on after-work activities more than the work at hand. When you try to show them how you want things done, they brush you off, with “oh, yeah, I know,” but then when you check on them, they are doing a poor job. Lots of people are willing to train, but crew have to be willing to

take instruction.The bottom line is that no one can

help you if you don’t want to learn, so maybe this is not the job for you. It’s not always easy. However, some of the best lessons of life come from the most difficult situations, and the right attitude and initiative can take you a long way in this industry.

Developing a formal training and certification requirement could be the best thing that ever happened to us. The best way to predict the future just may be to create it.

Alene Keenan has been a megayacht stew for 20 years. She offers interior crew training classes, workshops, seminars, and onboard training through her company, Yacht Stew Solutions (www.yachtstewsolutions.com). Comments on this column are welcome at editorial@the-triton.com.

STew CueS

Alene KeenAn

Interior crew training and certifications being developedINTERIOR: Stew Cues

C12 June 2011 www.the-triton.com The Triton PERSONAL FINANCE: Yachting Capital

Paying for kid’s college not the right route for everyone

I know it sounds a little unorthodox to say this, but there is a reason not to fund your child’s college education. Let’s me explain.

For college, there are funding options: loans, grants, scholarships. You don’t have these options when it comes to retirement. As a parent, we all wish to provide our children with a college degree,

but that does not always happen. Children may not desire college, and if they are not focused, they may end up in the party scene and wasting your money.

A solution to test the sincerity of your child’s interest in college is to focus on your retirement investment on a monthly basis. In other words, start putting away an amount of money that you can afford for that college investment consistently on a monthly basis.

Year to year, this should increase and builds into your monthly budget. Once you get to the time for college graduation, you should be comfortable putting upward of $1,000 a month away for your retirement. This will obviously vary based on family income.

During high school, let your child know you do not have the money for college and that they should look into scholarships, grants, and or work/loan programs. With this approach you will see their real interest in college.

Start the process early. The program I deal with starts working through the prep work in the student’s freshman year. There are many things to factor in when filing a Free Application for Federal Student Aid (FAFSA). Just as any other government filing, putting down the wrong information, omitting information, or giving too much information could disqualify you for aid. This is not just a one-time filling. This will need to be filed each and every year your child is in school and needs aid.

Some steps to keep in mind: Evaluation programs are available to help narrow down what major and minor your child should pursue. Once this is established, the next step narrows down the search of the best colleges for that area of study. The next complicated step is to understand how your income and assets affect

what each school will make available to you as far as work/loans, grants, scholarships or any combination of them.

Once you narrow that down to a handful, then you can pick the right colleges for your child to apply to that fit your budget.

By following this process, you may spend some money up front, but it can save you a lot of travel expense visiting colleges and unnecessary application fees to colleges that may not be right for you.

The best graduation present you can give your child is to take over the payment book for their student loan. You have already budgeted this into your monthly expenses (remember that monthly retirement savings?) so you just replace the dollar amount with what you are funding your retirement.

Hopefully, you are putting more away per month for your retirement than your new student loan payment. Your retirement value can continue to grow even if you don’t contribute

to it while you are paying off your child’s student loan. Once you have the student loan paid off, you can pick up again on your retirement investing.

Another plus to this is that you are helping your child build their credit. Additionally, you should be making a better return on your investment money than you pay on the student loan. If you qualify, you may have a zero percent loan.

I also recommend never putting money in a child’s name, even in a custodian account. Once the child turns 18, there is nothing you can do about them purchasing a new motorcycle, car, etc., with that money. Then the funds for college are gone. And, any money in your child’s name will lower the amount of aid your child qualifies for.

With this financial approach you have now taught your child some good lessons in responsibility and accountability. At the same time, you’ve given them what you wanted all along -- a paid-for college education.

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

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

YaChTIng CapITal

MArK A. Cline

Start the process early. The program I deal with starts working through the prep work in the student’s freshman year.

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