June 2005 Vol. 2, No. 3 www.the-triton.com
U.S. Customs will require yachts to file electronic ANOAs By Lucy Chabot Reed Beginning Oct. 4, all commercial vessels regardless of size or flag will have to file their advanced notices of arrival to U.S. Customs and Border Protection electronically. CBP has updated its requirements for Advance Passenger Information System messages, requiring them to
be filed electronically to facilitate a central database and enhance security measures. The electronic version of the forms has been voluntary for months. In a rule posted in the Federal Register in April, CBP makes them mandatory for commercial cargo vessels beginning June 6 and for commercial passenger vessels, including yachts, Oct. 4.
The U.S. Coast Guard has not made the electronic version mandatory, but is considering it, officials said. Both agencies operate under the Department of Homeland Security. Being able to file the electronic advanced notice of arrival or departure (e-NOA/D) requires having a sufficiently sized computer and the appropriate software (Microsoft’s
Infopath 2003). “They’ve got to get the infrastructure requirements in place to file their advanced notice of arrivals on the high seas or have someone on shore do it for them,” said Charles Perez, APIS program manager for CBP. After Oct. 4, CBP no longer will
See ANOA, page A13
Managing a successful crew begins with respect, authority
About 75 captains, crew members and marine business leaders attended The Fox Network and wine tasting with The Triton’s own Kristy Fox in May. PHOTO/KRISTY FOX For more photos, visit www.the-triton.com
In a room filled with captains whose average length of service was about 20 years, it seemed an appropriate time to ask for tips on managing crew. The topic was the suggestion of a young captain eager to motivate his crew without using threats of firing or other retribution. From the Bridge Several veteran Lucy Chabot Reed captains also have expressed frustration in the past few months of having to put up with crew members who don’t take their positions onboard seriously, leaving colleagues to pick up the slack. So we asked The Triton’s Bridge captains how they handle underperforming crew. How do they motivate
without threats? How do they make crew accountable? As always, individual comments are not attributed to any one person so as to encourage frank and open discussion. Attending captains are identified in a photograph on page A15. The conversation started seemingly off-track with a discussion about traditional behaviors that reinforced a captain’s standing on a yacht – and how they have fallen out of practice recently. One captain told of an owner – the best owner he ever had, he said – who respected maritime law and honored the captain’s role as the person in charge on a yacht. Friends for years, these men called each other by their first names off the boat. But on board,
See THE BRIDGE, page A15
Connection: Crew unwisely rely on yachts to protect their health The first thing to know about health insurance is that if you think you have it, you probably don’t. You’ll know you have it if you’ve signed some papers to that effect – and re-sign them each year – or if there’s an extra bill you pay each month. But in most cases, according to industry experts at The Triton’s recent Connection seminar and an informal poll of Triton readers, you The Connection don’t have the health insurance you Lucy Chabot Reed
Megayachts have a voice in Ft. Lauderdale politics, page A4.
think you do. The difference between thinking and knowing is subtle, but significant. Nearly all yachts carry P&I (Protection and Indemnity) insurance that covers crew while they are in service to the yacht. So if you fall down the stairs carrying a load of laundry and break an ankle, you’re covered. You even might be covered if you crash your scooter into a house on your day off, the idea being that you wouldn’t have been there riding that scooter had you not been working on that yacht.
When the yard gets stressful, the stressed go boating. Section B
But that’s not health insurance, the experts say. That’s accident insurance and it covers the yacht owner’s liability for his/her crew much in the same way workers’ compensation insurance covers a landbased business owner. If you get the flu or cancer, the yacht’s liability insurance will not pay for doctor’s bills or surgery expenses. Nor is it likely to cover you if you break a leg on a skiing vacation. And it does not exist for you
See THE CONNECTION, page A16
A bottle of red; a bottle of white. Meet the 60-second Wine Steward, page A25.
The Triton
June 2005
WHAT’S INSIDE Roscioli plans eight new sheds, page 23
In addition to new sheds on the west end of the yard, a two-story building will house project offices and a RENDERING COURTESY OF DESIGN TEAM WEST lounge.
Advertiser directory 42 Calendar of events 41 Classifieds 42-45 The Connection 1 Puzzles 40-41 Features Getting Started 10 The Afterlife 10 From the Experts: Body Business 32 Culinary Waves 34-35 Manager’s Time 32 Serve It Up 33
Up to Us 33 Wine Steward 37 Fuel prices 28 Horoscopes 39 In the Stars 39 News 4,6-8,12,14 Photo Gallery 18,31 Reviews DVD/Book 40 Taking Time Off 36 Technology Pull-Out: Getting Under Way 19-30 Write to Be Heard 46-47
June 2005
KRISTY’S COLUMN
The Triton
Captains find happiness in new commands, new roles, and on land Hello to all out there in Triton land. I am sorry not to report in our May edition, as I had a death in the family. But I’m back and looking forward to hearing from you. Ft. Lauderdale will be quiet this summer, so please stay in touch. Remember those pictures, too. Well now, first to report is Capt. Rob Zavisza, who Latitude recently upgraded Adjustment his license to Kristy Fox a 1,600/3,000ton Master All Oceans. Rob says it was a two-year process to get the needed sea time and then training, then finally to test. Rob just finished on the 76-foot Lazzara Andiamo, which he had captained for three years. Rob is freelancing while awaiting a position onboard a 100-135 footer as captain, or as first officer on vessels larger then 135 feet. Good luck, Rob. Next, Capt. Tim Cook, who was on M/Y Cie La Vie and S/F Proud Mary based in St Thomas for the past five years, has taken a position onboard the 100-foot Broward Insatiable as first officer/engineer. Capt. Craig Martin is at the helm. Tim and Craig are putting together what they call a perfect team to bring this yacht back to being one of the top charter boats in South Florida. The yacht plans to charter the Bahamas and Florida this summer, maybe New England, too, and then the Caribbean for winter. Hey Tim, we wish you good luck in this new endeavor. Capt. Greg Gaus and mate/ engineer Mike Treanor are gearing up for a busy summer aboard the M/Y Lori Sue. The 106-foot Westport has been undergoing a cockpit extension at Rolly’s Marine in Ft. Lauderdale since Greg and crew delivered his owner’s new yacht from Seattle last fall. Greg and Mike are anxious to get their Florida owners onboard for some cruising in the Mid-Atlantic and New England. The yacht plans to be at the Newport charter boat show in June. We look forward to seeing you both and the boat in Newport this summer. Capt. Bill Harris recently took command of the 106-foot Westport Via Kasablanca, which will be renamed Just Lucky II. Good luck Bill. Let us know where you go. Capt. Rick Ackerman and his former engineer, Mike Wilson, have rejoined M/Y Conquest II, now with new owners and a new name: M/Y Caribbean Sparkle.
Rick says the owners seem like great folks. They were scheduled to depart June 1 for a two-month tour of the Bahamas. When they return, they will join the charter fleet of International Yacht Collection. Who knows a vessel better then her old captain? Best of luck to you both. We must say goodbye to another captain who is hanging up his chamois after 13 years. Capt. Peter Van Houweninge, who helped with the build of S/Y MITseaAH at the Pendennis yard in England, is going home to South Africa.
Peter had handed in his resignation back on New Year’s Day but stayed onboard till the yacht found a great captain to take over. It finally did, and now Capt. David Burns is at the helm. Peter says he’s looking to start a business on the coast near Cape Town where he just bought a house. Bye-bye Peter, we wish you lots of happiness. Another captain has come ashore. Capt. Gianni Brill, former captain on M/Y Forty Love for three years, is now working at Esprit Nautics, the factory showroom for Novurania in Ft. Lauderdale.
Gianni has transited the Panama Canal six times, and in 2003, he brought the 125-foot S/Y Tosca III from Las Palmas to St. Lucia in the ARC race. Most recently, he was onboard M/Y Sandy Jo last summer. But the closest Gianni gets to crossing an ocean now is on weekends when he takes his 36-foot Cheoy Lee, sloop Moonshine out into the Atlantic. Keep that sunshine in your smile Gianni. Send news of your career or personal accomplishments to Kristy Fox at kristy@the-triton.com.
The Triton
NEWS
June 2005
Megayacht captain named to Ft. Lauderdale marine post By Lucy Chabot Reed
Capt. John Terrill is chairman of the city’s Marine Advisory Board. FILE PHOTO
A former megayacht captain has been chosen to lead the committee that advises the city of Ft. Lauderdale on marine issues. John Terrill was elected chairman in May of the city’s Marine Advisory Board, a 14-member group that meets monthly to advise the mayor and city commissioners about boating and waterway issues. Terrill, whose last command was in 2001 of the 145-foot Natanya V, is now a Realtor with IntraCoastal Realty in Ft. Lauderdale. That mix of megayachts and real estate makes Terrill a unique chairman, said Ft. Lauderdale Mayor Jim Naugle. “I’m pleased that someone with his background is chairman,” Naugle said. “The marine industry has now
surpassed the tourism industry as the No. 1 economy in Ft. Lauderdale and it’s good to have someone who understands that.” Over the course of his 20-year yachting career, Terrill also skippered the 142-foot Feadship Fiffanella (which was later Cakewalk and now Silver Cloud) and was five years at the helm of the historic presidential yacht Sequoia. “I think the megayacht industry is incredibly important to Ft. Lauderdale,” he said. “Every citizen here, regardless of their occupation, benefits from the megayachts that visit Ft. Lauderdale. That’s something we need to keep a very close eye on and protect.” Being chairman is “a big part of what I’d like to do here, and that is to keep the yachts coming back to Ft. Lauderdale. … The potential is there to fumble the ball if we’re not careful.” Though Terrill stays involved in Ft. Lauderdale’s yachting community, he said he is open to hearing from visiting captains and yachts about city issues that impact them. Contact him at intlyacht@aol.com. Contact Editor Lucy Chabot Reed at lucy@the-triton.com.
CORRECTIONS The 87-foot M/Y Noble Monarch II was built by Johnson Yachts. A cutline in May’s Photo Gallery indicated otherwise. The Oil Pollution Act of 1990 is also known as OPA-90. An article on the front page of May’s issue reported otherwise. Rupert Connor of Luxury Yacht Group was retained as spokesman for M/Y Summerwind. An article on page 8 of the May issue indicated otherwise.
The Triton
New Megayacht Dockage in Midcoast Maine ... Wotton’s Wharf offers all the amenities of a top-of-the-line facility including new floats, ample power, bulk fuel, wi-fi access and a team of factory trained mechanics and technicians that can facilitate all types of refits and repairs for any type of yacht. • Dockage for vessels up to 350’ LOA and 16’ draft • Incredibly easy access for vessels not wanting to maneuver through busy harbors • A private location, yet walking distance to shops and restaurants • Outstanding service in a fastidiously clean facility
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Boothbay Harbor, Maine Tel 207.633.7440 • Fax 207.633.7290 • www.wottonswharf.com
NEWS
June 2005
‘Active’ Atlantic hurricane season begins, but rain may shield Florida Hurricane season in the North Atlantic began June 1 and early predictions call for another active season. The National Oceanic and Atmospheric Administration announced in May that the United States’ East and Gulf coasts could expect more-than-average are likely to see 12 to 15 tropical storms, seven to nine of which may becoming hurricanes, with three to five having sustained winds of at least 111 mph, said Conrad C. Lautenbacher Jr., NOAA director. The season ends Nov. 30. The eastern and central Pacific are expected to have a lighter-than-normal season, NOAA said. The eastern Pacific can expect 11 to 15 tropical storms, six to eight hurricanes, and two to four of them major, Lautenbacher said. Two or three tropical cyclones are projected for the central Pacific. A meteorologist with the National Weather Service in Miami told the South Florida Sun-Sentinel newspaper he suspects a link between a wetterthan-normal May and a decreased likelihood of a hurricane hitting South Florida. When rainfall in May falls below the regional average of 5 inches, NWS meteorologist Jim Lushine said the
opposite is also true: the likelihood of a strike increases. A study of May rainfalls bears him out. Last May turned out to be a dry month, with just 2 inches of rain. May 2003 dumped a whooping 14 inches of rain on the area. And there were 16 named storms that year, only Tropical Storm Henri bothered Florida, and just barely. May 1992, the year Hurricane Andrew leveled much of south MiamiDade County, was the second driest on record, producing 0.9 inches of rain. The driest May, with 0.6 inches of rain, Lushine found, came in 1965, the year Hurricane Betsy, a major Category 3 storm, swamped the upper Keys. Plotting 75 years worth of May rainfall data, Lushine found the probability of a hurricane striking South Florida almost tripled after a very dry May. Conversely, the chances of a hurricane striking South Florida after a wet May were three times less. It was raining in Ft. Lauderdale as The Triton went to press. To help Floridians prepare for the season, state legislators instituted a sales tax holiday from June 1-12 for storm-related items, including weatherband radios and generators. – Staff report
June 2005
NEWS
The Triton
17th Street icon moves off prestigious street to bigger store By Natalie Moravek
In May, Bluewater Books and Charts in Ft. Lauderdale closed the doors of its prestigious 17th Street storefront and reopened them in a new, bigger location. Owners Vivien Godfrey and John Mann are not concerned about losing their esteemed address. Because it is one of the few stores dedicated to maps and charts, business flow should pose no problem. “Bluewater is a destination store,” Godfrey said. “Customers will seek us out.” Lars Molin, first mate on M/Y Asteria, agreed. “It’s a specialty store, there is no competition,” he said. “Other stores like Barnes & Noble just aren’t as in depth.” Bluewater has been a staple in the marine community for nearly 20 years, as it is a leading provider for nautical books and charts. Five years ago, Godfrey and Mann purchased the company and have made constant improvements and expansions to the business since, resulting in a need for more store space. The new store will offer a bigger sales floor, providing 40 percent more selling space. Also, customers can expect growth in both the chart department and the electronic services section. These sections will feature more space, more products, and more room for demonstrations. There is also plenty of parking at the new store, something that has “proven to be a difficulty especially in season,” Mann said. The lease at Bluewater expired at the end of April. Although Godfrey and Mann tried to work out space issues in the building to avoid a move, an agreement could not be reached with the landlords. Thus, the company decided to pack up, but the owners were not sad to go. “We get to lay out the [new] store just as we want it, start from scratch,” Godfrey said before the move. Customers will have places to watch DVDs and videos, try out electronic products, and sit and read in new chairs and furniture. The company was expected to close for three days to facilitate the move, May 19-21. The anchor store in Southport plaza, an aging Publix, moved to a new shopping center across 17th Street behind Embassy Suites. Though tucked away off the trendy thoroughfare, Godfrey and Mann said they hope Publix will continue to draw business. Advertising for the move began a few months ago when the business posted the announcement on its Web site, put fliers in shopping bags and posters in the store. The owners purchased Bluewater in February of 2000 after leaving successful careers in the corporate world. But the pair was not new to
the marine industry. Godfrey’s family has been making nautical charts in England since 1853. She received a degree in geography at Oxford University, following in the footsteps of much of her family. Mann hails from Gloucester, Mass., a town with a deep connection to the boating community. Godfrey viewed the acquisition as a way to take her business knowledge and “get back to her roots.” She specializes in the cartography, while Mann’s forte is the actual sailing and handling of boats. Contact intern Natalie Moravek at editorial@the-triton.com.
Bluewater owner Vivien Godfrey, tucked amid her store’s wares on the right, says she’s not sad to leave 17th Street for more space. PHOTO/NATALIE MORAVEK
The Triton INDUSTRY NEWS BRIEFS
June 2005
Norwegian cruise ship tangles with yacht in Bermuda channel A cruise ship in Bermuda nearly pulled the M/Y Serengeti underwater May 12 when it struck the anchored yacht and possibly got entangled in its anchor chain, according to a story in the local newspaper, Royal Gazette. The cruise ship Norwegian Majesty apparently hit the yacht, which was moored in Powder Hall anchorage, as it entered the channel. Witnesses reported wind gusts of up to 33 knots, making the entrance through the Town Cut tricky. “There was a yacht moored on the south side of the channel, almost inside the channel, and it looked like the yachts’ anchor chain got tangled in the cruise ship’s propeller,” the newspaper quoted Gary Brangman as saying. Brangman is dockmaster at St. George’s Dinghy Club and saw the incident, the newspaper reported. Serengeti appeared to lurch at a 45-degree angle as though it would be sucked under the cruise ship, he said. Eventually, the yacht seemed to bounce back to the surface and float away, the paper reported. The incident was under investigation.
Revisions pending for spill plans Megayachts over 400 tons that have an approved Shipboard Pollution Emergency Plan (SOPEP) can use that as a starting point when drafting their Non-Tank Vessel Response Plans, according to U.S. Coast Guard Lt. Cmdr. George Zeitler, chief of inspections in Sector Miami. But a SOPEP will not suffice to meet the VPR regulation, he said. “There are some additional requirements that exceed what is normally contained in a SOPEP: points of contact, local responders, consistency with regards to area and national contingency plans, etc.,” Zeitler said.
Pending revisions to the USCG’s interim VRP guidelines have not yet been issued, though they were expected May 1. Beginning Aug. 9, all megayachts over 400 tons must carry plans that detail how their crews will respond to an oil spill or the threat of an oil spill. The Coast Guard will create a database of all the approved plans, listed by vessel. It will verify that a yacht has a plan on file whenever it files an Advanced Notice of Arrival. Based on that verification, the Coast Guard will then decide whether to board the vessel, Zeitler said. Yachts that are required to have plans but have not prepared and submitted one prior to Aug. 9 will not be allowed to operate in U.S. waters. For more details, read The Triton’s front-page story in the May edition at www.the-triton.com. – Lisa H. Knapp
Britain faces chill as current slows Climate-change researchers have detected the first signs of a slowdown in the Gulf Stream, the mighty ocean current that keeps Britain and Europe from freezing. According to reports in The Sunday Times of Britain, researchers have found that one of the “engines” driving the Gulf Stream – the sinking of supercooled water in the Greenland Sea – has weakened to less than a quarter of its former strength. The weakening, apparently caused by global warming, could herald big changes in the current over the next few years or decades, the newspaper reported. Paradoxically, it could lead to Britain and northwestern and Europe undergoing a sharp drop in temperatures. Peter Wadhams, professor of ocean physics at Cambridge University, used
ships to take measurements across the Greenland Sea. “Until recently we would find giant ‘chimneys’ in the sea where columns of cold, dense water were sinking from the surface to the seabed 3,000 meters below, but now they have almost disappeared,” he said. “As the water sank it was replaced by warm water flowing in from the south, which kept the circulation going. If that mechanism is slowing, it will mean less heat reaching Europe.” Such a change could have a severe impact on Britain, which lies on the same latitude as Siberia and ought to be much colder. The Gulf Stream transports 27,000 times more heat to British shores than all the nation’s power supplies could provide, warming Britain by 10-15 degrees F (5-8C).
Marshall Islands has 3-year deal The Marshall Islands Yacht Registry has begun a program where private yachts can register for three years without yearly renewals. The program reduces costs over annual payments, registry officials said. Similarly, a Marshall Islands owning entity may also be created with all payments made at formation to cover an identical three-year period. “This is to accommodate the average yacht turnover period of about three years and is part of our continuing efforts to give the yachting industry meaningful options,” said Gene Sweeney, manager of maritime development in Ft. Lauderdale. “Additionally we are in the same position as the yacht owner; less paperwork is better for everyone.” Since introducing Bikini as a hailing port option 18 months ago, about 85 percent of all registrants have opted for this port, Sweeney said. “While we don’t expect this high a
percentage for the three-year option, we do believe a good number of new registrants will take this easier and more efficient option.” For more information, contact Sweeney 954-763-7775.
Boating plan to assess water access Charged with the goal of increasing access to water for recreational boaters, NMMA has created a new Water Access Task Force to compliment the industry’s Grow Boating Initiative. Tom Errath, manager of Water Access at Brunswick Marine, will serve as the Task Force chair. “Access to America’s waters is integral to our Grow Boating efforts and trends toward diminishing access continue to be a primary threat to our success in this endeavor,” NMMA Chairman George Bellwoar said. “We need to turn our attention and resources to creating a strategic planning process for preserving, promoting and developing boating access facilities including marinas, launch ramps and other contact points to the water.” The Grow Boating Initiative is a cooperative effort among all segments of the recreational boating industry to increase participation in boating. The task force will develop a plan to inventory boating access sites, identify potential threats to boating access and strategies to combat them, and focus on opportunities to increase water access and the availability of recreational boating experiences. The Water Access Task Force invites diverse representation from the recreational marine community including manufacturers, dealers, marina operators, developers, regulators and academics. Anyone interested in participating on the Task Force should contact NMMA Director of Marinas and Boating Access, Jim Frye at (202) 737-9773; jfrye@nmma. org. Frye also serves as president of the Association of Marina Industries.
Boating industry booming New boat retail sales grew more than 7 percent to $10.7 billion in 2004, according to the 2004 Recreational Boating Statistical Abstract. Sales were up 4 percent in the first quarter of 2005, according to InfoLink Technologies. Total boating retail expenditures reached $33 billion in 2004, an 8 percent increase compared to 2003. Sales of aftermarket accessories increased 14 percent. More boats were on the water in 2004 than in 2003, continuing a trend that dates back nearly a decade. There were more than 17.6 million boats in use in 2004. Exports increased by 43 percent in 2004, to $1.55 billion. For more information about the abstract, visit www.nmma.org.
10 The Triton GETTING STARTED/LIFE AFTER YACHTING
June 2005
School, megayacht captain taught this sailor the ropes By Capt. David Hare My first memory is of standing with my grandfather on my family’s wooden sailboat Good Ol’ Summertime. I was 3 or 4 years old with the yellow slicker on, throwing up, and telling him, “Faster, Granddad, faster.” I’ve been sailing all my life, turning to it when I needed an escape from the corporate world or a soured marriage. I’ve made a dozen trips teaching people to sail by doing it – preparing their boats and taking them, one at a time, from California to the South Pacific. I’ve delivered sailboats and yachts around the world and completed two circumnavigations of my own. But I never bothered to get a license or consider yachting as a career until I met a megayacht captain. I was 47 and had a captain’s job on White Knight, a Swan 651 docked in Sausalito, when the 156-foot Benetti Shamwari pulled in beside me. I made friends with the captain, Charles Hacker, and he gave me a tour. I asked him, “How do I get from there to here.” Over dinner and a singlemalt whisky, he told me to take six tests and get my license. I took the courses and realized there was more to learn. Two years, 26 courses and $30,000 later, I’ve got my 500-ton ocean
masters. With 103 more days of sea time on boats over 100 feet, I’ll have my 1,600-ton. A lot of people in yachting start as deckhands and work their way up, but Hare Hacker helped me to see there was another avenue to take to get here. I’m always asked if I’m bitter about the cost of schooling. I’m not. I took out loans to study and get my license, but so does a doctor or a lawyer. Licensing requirements will increase safety and bring out the best in the industry. My father and grandfather used to build wooden boats and I remember them saying, “Study hard so you don’t have to do this.” I did. I went to college and got my degrees. I was the vice president of a telecommunications company in Silicon Valley with 103 people reporting to me. But after my marriage fell apart, I went back to sailing. I studied hard again and had the good fortune to meet someone who showed me the way. How did you get your start in yachting? Send your story to lucy@the-triton.com. Who knows? You might inspire someone.
Double duty as estate manager helped captain switch to land By Lisa H. Knapp Capt. Steven Carlson caught the yachting bug about 15 years ago when he started running tour boats and yacht charters off Captiva Island and South Seas Plantation on Florida’s west coast. Then he became master of M/Y Daydream. “I put my hours in, and worked my way up,” said Carlson, now dockmaster at Hyatt Regency Pier 66 in Ft. Lauderdale. Carlson did yacht delivery work in the Keys and the Bahamas, in between running Daydream and M/Y Crown Legacy, a 94-foot Lazzara. “That was the start of something big,” he said. The yacht owner needed someone to oversee his Naples estate, giving Carlson experience managing people, time and homes. “It was certainly a stepping stone to here,” he said, adding that his job today is all about his ability to understand captains and their needs. Then Carlson got married. “I like the set hours now, with occasional weekends off and vacation time.”
Carlson started at Pier 66 as assistant dockmaster, a position he served in for seven months. “Overall, it was a pretty smooth transition,” he said. “I gave myself a year Carlson to get in the door and prove my worth.” He also took a cut in pay. “When you leave the yacht, be prepared for [another] year of hard work,” Carlson said. “Apply the time.” Carlson has been dockmaster at Pier 66 for four years. The marina he runs is required to reach revenue goals for the hotel, and he is busy getting the marina permitted for new fixed, concrete docks. Construction of the new docks are planned to begin in the summer of 2006, he said. The downside to a shore-based life is, of course, missing the water and travel, Carlson said. So he still makes time for a little delivery work. The yachting bug just won’t leave. Contact freelance writer Lisa H. Knapp at lisa@the-triton.com.
June 2005
FEATURE
All about Bobs: Yachting connects, reconnects two men and their sons By Lucy Chabot Reed Like the gears in an engine, people in yachting have a way of coming back and intertwining with each other. In 1963, Bob Roscioli was a 21-yearold day laborer cleaning boats in Ft. Lauderdale. He wanted to learn to sand and paint them, but his bosses wouldn’t teach him. When he asked for a nickel raise, they fired him, forcing him to learn how to refinish boats on his own. He picked up day work at Anchorage Marine, now Cable Marine, but was laid off when the season slowed. But Steve Powell, one of the owners of Anchorage, introduced him to Capt. Robert Loveall. Loveall was skipper of the 105-foot Reverie, one of only three 100-foot boats on the U.S. East Coast in the early 1960s, Roscioli said. Loveall had just completed a major refit that included replacing much of the wooden yacht’s planking and had docked her on the New River for a bit more work. The young Roscioli was there on the dock when she pulled in. Capt. Loveall gave him some day work to do. “I watched you for about a week,” Loveall said as the men reminisced at Roscioli Yachting Center recently. “He was the first guy working for me that I could take off and leave the boat with.” That was no small thing to Roscioli. This boat had spent two years in Europe, making her one of the few at the time to cross the Atlantic on her own bottom. Loveall confessed that he’d crossed with just one of its four 671 engines running. But because he had converted the U.S. Navy Air and Sea Rescue boat to a yacht, he trusted her to hold up well. She did, for that trip and many others.
He was on that boat 26 years. Roscioli eventually sanded and painted the whole boat, and that first big-boat job launched a 40-year refinishing career. “He was tough,” Roscioli, now 62, recalled of Loveall, now 82 and long retired. “I remember From left, Bob Roscioli, Capt. Robert Loveall, Robbie one time I was sanding forward and Roscioli and Capt. Rob Loveall on the aft deck of M/Y PHOTO/LUCY REED he came up and said, Annastar. ‘You’ve been slacking.’ her name from Lady Larsa to Annastar. And I said, ‘Well, we’ll just pick it up.’ Robbie Roscioli, now 33, is head “Do you remember that Cap?” of the paint department at Roscioli Roscioli asked, still calling the skipper by his title. “He was paying me $3.50 an Yachting Center and greeted Loveall. “When we were doing the deal [to hour. I said to myself ‘I can’t lose this buy the boat] through Burger, they kept job.’ It was the best job I ever had.” talking about how they do all their The two men would work together boats here, so there was no question on another boat, the converted 90that we bring it here,” Rob Loveall said. footer Stella Mara, and remain friends Though Rob and Robbie likely for years. But Loveall’s career would won’t influence each other’s lives the take him far from South Florida, and way their fathers did, there is already Roscioli’s career kept him rooted there. They both married and had sons named a history there. It’s not one of those dreaded family histories, though. It’s Robert who apprenticed under them. one both sons choose to live. Young Robbie Roscioli worked “The marine business is very summers learning to sand and paint important to Broward County and to with his dad. Young Rob Loveall worked summers future generations here,” Roscioli said. running boats with his dad, learning to “We have to protect it and grow with it.” Capt. Rob Loveall is taking Annastar keep a boat in good condition. to New England for the summer but Though the fathers would be out of will be back to Roscioli’s in the fall for touch for 25 years, they remembered a full paint job. He wouldn’t think of and respected each other. So when taking her anywhere else. Capt. Rob Loveall pulled into Roscioli’s on an 85-foot Burger in April, he Contact Editor Lucy Chabot Reed at noticed. At 38 now, this Capt. Loveall came in for a bottom job, and to change lucy@the-triton.com.
The Triton 11
12 The Triton CARIBBEAN NEWS
June 2005
Brokers, boats find success at spring charter show in BVI By Carol M. Bareuther Rain didn’t stop St. Thomas’ recent Carnival celebrations. Nor did cloudy skies and intermittent showers halt the 14th annual Spring Charteryacht Show at the American Yacht Harbor Marina.
American Yacht Harbor Marina in St. Thomas was busy despite rain for the 14th annual Spring Charteryacht PHOTO/DEAN BARNES Show in May.
The sunny side to this year’s event was a cooperative effort between clearinghouses in the U.S. Virgin Islands and the British Virgin Islands as well as Newport, R.I., which led to a sizable number of yachts and crew participating. “Spring is an ideal time to show for yachts that have arrived after the fall shows, or made crew changes, or made major revisions and upgrades in the yard, or are a new boat to the fleet,” said Dick Schoonover, who manages Charterport BVI on Tortola. The latter is true for Canadians Pierre Boudreau and Adele Pare who have moved to the Caribbean to put their Beneteau 45 Honiara I in charter. Serendy, a 71-foot catamaran, is also a new boat to the fleet. “We arrived just after the fall show,” said yacht manager Erik Selness, who
runs the boat with three other crew for a private owner. “The benefit of the show to us is getting to meet the brokers directly. This is our first year and we’ll be here for the summer. So far, we’ve had a good response and started to fill up our calendar.” The crew and owner of Serendy relax during the show. Traditionally smaller than the From left, Eric Selness, Capt. Alan Suprin, owner Charles fall shows, this Van de Vord and Mate Matt Opozda. PHOTO/DEAN BARNES year’s spring show boasted an attendance of 32 yachts general manager at the St. Thomaswith 42 brokers from the Caribbean, based clearinghouse Flagship, “We United States and Europe viewing the had all our eight-passenger boats fully fleet, which represented a 50-50 mix of booked for New Year’s week. Clients are monohulls and multihulls along with a now back in the mindset of knowing few power yachts. they need advanced reservations.” Though the show’s timing competes Ed Hamilton, a broker veteran and with similar events in Europe, including owner of Ed Hamilton & Co. in Maine, the Genoa Yacht Show, it does offer agreed. an opportunity for Caribbean-focused “Last November, we already had 80 brokers to line up bookings in advance percent of our winter bookings,” he of the traditionally slow summer as said. “Bookings are now on the average well as the winter season. back up to six to nine months in “I’m definitely looking for boats advance. May is the time when people that will be available in August and are planning their winter vacations.” September,” said Sue Russel, owner broker of the St. Thomas-based Carol M. Bareuther is a freelance Caribbean Soul Charters. writer living in St. Thomas. Contact her Last year by July, said Carter Wilbur, through editorial@the-triton.com.
June 2005
FROM THE FRONT
The Triton 13
Penalties could be steep for yachts that fail to file electronically ANOA, from page 1 accept notices of arrival by phone or fax. If yachts arrive without filing electronically, “it’ll cost them a pretty penny,” Perez said. The penalty provisions of this new regulation have not yet been written, he said, but they likely will be similar to those in place for aircraft. Penalties will be placed on notices that are absent key data. For aircraft, once a notice of arrival drops below 97 percent complete, the fines are $5,000 per passenger not to exceed $75,000 per arrival or departure, he said. Until Sept. 11, 2001, megayachts had to contact the captain of the port by phone, fax or e-mail 24 hours before arrival. Since the terrorist attacks, however, the National Vessel Movement Center was established to keep track of vessels entering U.S. ports and the filing time changed from 24 hours to 96. Notices continued to be accepted by phone, fax or e-mail and then entered into a central USCG database by hand. The new electronic version imports data automatically and keeps forms on file so they can be updated and reused, according to the NVMC Web site. Perez said that after Oct. 4, there will be only two acceptable ways to electronically file a notice of arrival to CBP: Either use an electronic uplink to a satellite (which some yachts may find prohibitively expensive based on the time linked) or purchase Infopath2003 (listed for $199 on Microsoft’s Web site), download the electronic form from the NVMC Web site, complete it electronically and return it by e-mail. Directions on how to use the electronic system and links to download a free trial of Infopath2003 can be found at www.nvmc.uscg.gov. The NVMC Web site reports that the e-NOA/D application is secure and conforms to all DHS and USCG security instructions. “Any transaction made with the NVMC is protected and cannot be viewed by anyone else on the Web,” the site reads. The purpose of the electronic form is two-fold: to minimize the redundancy of form filing for vessels, and to begin making it possible for all government agencies to share information for better security measures. Officially, the rule is filed as Customs and Border Protection’s Electronic Transmission of Passenger and Crew Manifests for Vessels and Aircraft; Final Rule (8 CFR Parts 217, 2313, and 251, and 19 CFR Parts 4, 122, and 178). The portion appropriate for commercial passenger vessels is 19 CFR Part 4, specifically 4.7B and 4.64, Perez said. What is still unclear, however, is the exact definition of commercial passenger vessel. CBP classifies as commercial “any vessel for hire or other consideration,” Perez said. When asked whether foreign-flagged megayachts – which cannot charter in U.S. waters –
should be considered commercial if they are only in private use while here, he deferred to the Coast Guard. The Coast Guard has considered such yachts commercial in nature, but many captains argue that should not be the case because the yachts do not carry passengers for hire in U.S. waters. The Triton posed that question to USCG Lt. Kim Anderson, the agency’s point person for ANOA issues at the NVMC, but did not receive an answer by deadline. Contact Editor Lucy Chabot Reed at lucy@the-triton.com.
How to learn more: The U.S. Coast Guard produced an 81-page manual to help mariners master the electronic notice of arrival procedure. To download it in a pdf format, visit www.nvmc.uscg.gov/forms/ eNOADUserGuide.pdf For questions, the NVMC 24 hours a day, 365 days a year:
on the Web at www.nvmc.uscg.gov by e-mail at sans@nvmc.uscg.gov by phone at 800-708-9823 by fax at 800-547-8724
14 The Triton
INDUSTRY EVENTS
June 2005
Dozens of captains and yachting executives gathered in France in April for PHOTO COURTESY OF BENETTI the fifth annual Yachtmasters gathering.
Azimut-Benetti captains gather for skiing, fun in French Alps The Fifth Azimut-Benetti Yachtmasters took place at Grand Hotel des Alpes in Chamonix, France, in April. Eighty-five guests, including dozens of captains, flew in from around the world to enjoy camaraderie, competitions, conferences and meals. Capt. AndrĂŠ Buhagiar of M/Y Idyllwild (currently under construction at Benetti in Viareggio) won the ski competition. Capt. Thomas Jones of M/Y Blind Date won the snowboarding competition. The next Yachtmasters is scheduled for late winter 2006 in Fano or Livorno, Italy, so captains can visit those new Benetti facilities. The event was co-sponsored by
Asea, Boero Yacht Paint, Caterpillar, Club 328, Dockwise Yacht Transport, EGP, Sebago, The First Call and VT Naiad. They all expressed their desire to co-sponsor again next year. For details, contact Benetti’s Alex Guillard at aguillard@benettiyachts.it Benetti also announced a partnership with Simpson Marine to represent the yacht line in the Far East market (Hong Kong, Macau, The Philippines, China, Malaysia, Singapore, Thailand, Brunei, Taiwan and Indonesia). Simpson Marine will be the sales and marketing agent for the Benetti Tradition line (30m/100 feet) and the Benetti Classic line (35m/115 feet and 37m/120 feet).
June 2005
FROM THE FRONT
The Triton 15
Bridge: Bad attitude, work ethic not worth coaching effort THE BRIDGE, from page 1 this owner called the captain “captain” and was called Mr. So-and-So in return. Several captains reminisced about the days when yacht crew uniforms didn’t include a T-shirt, when crew wore dress whites whenever guests were on board and when captains were invited to dine with the owner as the guest of honor. “They [everyone, including owner, guests and crew members] should call you captain on the boat,” one captain said. “If they don’t, you lose respect.” And that loss of respect, these captains agreed, was part of the reason some newer captains struggle to deal with lackluster crew. “We’re lucky because the owner and his wife use the boat the way it’s supposed to be used,” one captain said. “They have fun and their guests have fun and they know the captain is in charge of the boat. And they respect the crew. They always say ‘Can I please have…’ and ‘Thank you.’” The industry no longer understands how boats operate, a few of these captains said. Under maritime law, the captain is in charge. For a crew member to refuse an order or to under-perform a duty is tantamount to mutiny and can result in that person being arrested or held at the next port. Several younger though veteran captains in the room scoffed at the idea of bothering the U.S. Coast Guard with a crew matter, but one older captain insisted that the military nature of the Coast Guard would respect the hierarchy on board and support a licensed captain in that way. Still, most captains in the room admitted they take a different approach to yachting in the 21st century. Some hand out detailed job descriptions that new crew members must sign, and refer back to them if duties are shirked. Others who aren’t so enamored with procedure and paperwork have standing orders about which each new hire is educated. When they don’t perform, these captains said they give crew members two chances. On the third, they let them go. “Tell him once, tell him twice, tell the new guy,” one captain said. Another approach is to coach the crew member along, one captain suggested. Start with a clear job description and do evaluations, every month if necessary. But several captains said they don’t have the time to coach someone who doesn’t care enough to do a job right the first time. Attitude, they agreed, was the most important prerequisite for good crew. Those with a bad attitude aren’t worth the effort, no matter how short-handed it makes the crew. “You hold on to these people, but you know in your heart you aren’t going to change them,” one captain said. “It’s
Attendees of The Triton’s June Bridge lunch were, standing from left, Greg Clark of M/Y Mystic, Mark Howard of M/Y Huntress, Keith Moore of M/Y Lady Sheridan, Paul Canavan of M/Y Aspiration, David Peden formerly of M/Y Southern Breeze (Robur IV, Patagonia); and seated from left, Bernard Charon of M/Y Mirage and David Black of M/Y Solace IV. The luncheon was held in the offices of the Marine Industries Association of South Florida and catered PHOTO/LUCY REED by yacht chef Shaunarae Hawkesworth. like a cancer. You have to cut it out.” “You can’t make somebody care,” another said. “Fire them.” But what can captains do when the threat of being fired doesn’t work because the next job is just a yacht away? What we can do is check up on the people we hire,” one captain said. “We encourage that [yacht hopping] because we don’t call on their references. I rarely get called.” “If you go down the resume, look at the jobs and look at the references,” another said. “Call the captain that isn’t listed as a reference.”
There was some discussion as to the legality of offering a bad reference, but the captains agreed that only one question needs to be asked or answered: Would you rehire this person? “I get the feeling that many times, no calls are made, that people are being hired on the basis of the interview and the resume,” a captain said. “We’ve got to do the research.” “But isn’t that what you’re paying the [crew placement] agencies to do?” one captain asked. “Yeah, but you can’t rely on the agencies to do your job.” “I had a guy who was an alcoholic, so
I had to fire him,” one captain said. “I warned the agency, ‘Beware of this guy.’ I told them that I fired him and why. The next day, that agency had placed this guy. The next day.” All the captains agreed that crew turnover is an expensive, timeconsuming process that isn’t good for the remaining crew, the owner and his guests, or the boat. “But you’ve got to be careful,” one said. “If you get a friendly crew and you lose one, you lose a string of them.” The problem can be eliminated by hiring good crew to begin with, several captains agreed. Take time in the interview phase to determine what kind of person it is. Is he or she compatible with the crew? With the owner? “I interview for the owner first, then for the crew,” one captain said. “I’ve interviewed 25 people in the last two weeks and I find now that I’m being interviewed,” another said. Several captains said they rely on their first mates and first officers to help a lot with crew retention. “It’s important to have an ally, like the first mate,” one captain said. “You have them take the temperature, have them talk to [under-performing crew]. That way it’s not like you’re coming down on them all the time.” An older captain shook his head at that. He didn’t see the need to be politically correct or careful when running a yacht. The captain is responsible for the safety and wellbeing of everyone on board, not to mention the vessel. Period. “A boat is not a democracy, it’s a dictatorship.” Contact Editor Lucy Chabot Reed at lucy@the-triton.com. If you are a hired yacht captain and are in Ft. Lauderdale at the beginning of the month, contact us for an invitation to our Bridge luncheon. Space is limited to eight.
16 The Triton FROM THE FRONT
June 2005
Experts: Crew would be wise to carry individual health plans THE CONNECTION, from page A1 between jobs. “The yacht policy is not health insurance,” said David Allen, senior vice president of Alliance Marine Risk Managers Inc. and a speaker at The Allen Connection. “The yacht policy is only going to cover you if there’s an accident or occurrence. It does nothing for you to monitor your health.” Health insurance does. It covers annual doctor visits for things such as a physical or pap smear, or to find out what that pain in your side really is. In many cases, the insured pays a co-pay and meets some level of a deductible; then the insurance pays the rest. About half of yachts provide health insurance for their crews, according to The Triton’s poll. Forty-three captains responded to the poll; 56 percent of their yachts (24) offered health insurance and 44 percent of yachts (19) did not. (For more poll results, see related story, page A17.) Some yachts that don’t provide health insurance pay a little extra each month for crew to buy their own and some make the commitment to crew – at least to senior crew with longevity – that their medical expenses will be paid should something serious happen. But Maria Karlsson, an independent insurance broker and a speaker at The Connection, urged crew not to let a yacht owner determine health insurance coverage. “An individual plan is the best,” she said. “No one can take it away from you. If you leave the boat, you pay the premium and it stays with you. When you get on a boat, you can negotiate with the owner to reimburse you.” Karlsson represents about a dozen insurance companies and said plans exist to cover just about anyone, foreign or American. Foreign crews are easier to insure because there are fewer limits on their itineraries, she said. U.S. crew can get good insurance for Karlsson about $120-$150 a month if they leave the United States within 30 days of signing up for the plan and then are out of the country for six of the next 12 months. Allen agreed that maintaining a personal, individual plan was best. Though Allen is not licensed to sell health insurance, he has been in yachting most of his life and in the insurance industry for 25 years.
“Have your own insurance,” he said. “You relieve yourself of a lot of these issues.” Allen said he has the same advice for crew as he does a yacht owner: Carry a big deductible but protect your assets. “The question is: How do you get a corporate owner to pay these premiums?” he said. Many crew wonder why they should bother with health insurance at all, considering they are young and healthy, and the yacht will cover any accidents.
‘The yacht policy is only going to cover you if there’s an accident or occurrence. It does nothing for you to monitor your health.’
— David Allen Senior vice president Alliance Marine Risk Managers
Karlsson told the story of a 24year-old crew member who broke his back on the job. He was evacuated by airplane from the Caribbean to a hospital in Canada. The expenses for months of hospitals and doctors were all covered until he was well. Now, however, he is uninsured with a back that could be a problem again. “I’m having trouble finding him affordable coverage now,” Karlsson said. “Get it before something happens to you. Get it while you’re healthy.” Years ago, the Association of Yachting Professionals researched and organized a professional yacht crew health insurance policy. According to several attendees of the May Connection, the once-affordable premiums have grown to unaffordable amounts. One captain said he’s paying five times more than the original $150 a month and was looking to change. Karlsson said bumps in annual premiums are common. She suggested crew periodically switch insurance companies as new enrollees are offered lower rates. As long as you stay healthy, moving around to different plans won’t hurt your coverage, she said. One captain who took The Triton’s health insurance poll advised against that, however, as some benefits such as mammograms are only covered after a person has been insured a certain length of time. Plan-hopping can cause you to lose those benefits, and preexisting conditions often aren’t covered for the first 24 months of enrollment. “I encountered a problem a few years ago when I went from my personal policy to a group policy for all of the crew of a yacht I was captain of,” this captain reported. “We had the
See THE CONNECTION, page A17
June 2005
FROM THE FRONT
The Triton 17
Triton survey: Half of megayachts pay for insurance By Lucy Chabot Reed
THE UNINSURED
The captain of a 180-foot megayacht who could not attend The Connection event on health insurance wondered how many of the world’s yachts provided health insurance for their crews. So The Triton polled its captain readers to sample the industry. The poll is not scientific and under statistics protocol cannot be extrapolated to the industry as a whole since it was not random. Still, results from the 43 captains who responded were interesting: 56 percent (24 yachts) offered health insurance or paid premiums on personal plans for the crew; 44 percent (19 yachts) did not. Of the 19 captains whose yachts did not pay for insurance, 13 bought it on their own, leaving about a tenth of responding captains uninsured. (It was unclear how many crew remained uninsured, however.)
Of the yachts that did not offer health insurance, the most common reason noted was the cost – or the perception of the cost – being too high (nine yachts). Other reasons noted were that the benefit was not needed to retain crew (two yachts), turnover was too high to merit it (two yachts) and crew salaries were high enough to cover premiums should crew members want to get it on their own (three yachts). One interesting result was that eight captains said they never had worked for a yacht that had offered the benefit, prompting one captain to proclaim: “I’m scared to death of getting sick or injured and having no insurance.” Yachts that didn’t offer insurance also were mixed evenly among size and use. They ranged from 85 to 180 feet, tended to be charter (seven charter versus four private) and again were mostly foreign-flagged.
THE INSURED
UNOFFICIALLY INSURED
Of the yachts that offered health insurance, the benefit was most likely to be all-encompassing. Twothirds of them (16 yachts) paid 100 percent of the premium for the entire crew. The group was pretty evenly mixed on when the benefit kicked in; Ten started it immediately upon hire, one after 30 days, eight after 90 days and two after 180 days. (Not every responding captain answered every question.) These yachts also were mixed regarding size and use. They ranged from 65 to 205 feet, tended to be private in nature (nine private vs. seven charter) and were mostly foreign-flagged.
Some other interesting data emerged. At least two captains said they believed yacht owners would cover them should some health issue arise for which they were not covered. Three others said that though the yacht did not offer insurance, the owner reimbursed them up to 80 percent for the cost of premiums, in effect creating yacht-backed health insurance. In follow-up conversations with several captains about the issue, they agreed the best way to get coverage was to obtain an individual policy and then negotiate reimbursement from the owner. One captain said that’s the only way he could justify the
Reimbursing for private plans a ‘better’ deal for yacht owners THE CONNECTION, from page A16 same benefits but it was slightly less expensive per person. “When I left the yacht and wanted to go back on the personal policy, [the insurance company] was going to void all of my grandfathered benefits that took me over 24 months to get. I put up a big stink and they gave me back my benefits. “I recommend that crew keep their own personal health insurance policy and ask that the yacht reimburse them for the expenses,” this captain said. “I have not had a problem doing this.” While being costly for the owner, several captains said they believed crew health insurance to be a wise expense. “Compared to the overall operating cost of the boat for the year, cost of the health insurance for each crew was minimal and aids in retaining good people,” said one captain who now works with a yacht management company. “Well worth the investment.” Captains should take this issue seriously and “have serious conversations with the owner about” getting insurance premiums reimbursed for the crew under his/her command, Allen said. “It’s a no-brainer for the owner,”
he said. “Tell them to call the legal department of their corporations and they’ll tell them it’s better to reimburse rather than riding them on their corporate policy.” Anita Warwick, a health insurance broker who specializes in yacht crew policies, agreed that yacht crew should obtain their own health insurance and seek reimbursement from the yacht. Doing so would likely benefit the owner, she said. “Many crew medical insurance plans are primary – they pay first – to what coverage the boat may have on its P&I and can minimize the vessel’s premiums and large deductibles,” she said. “It can be in the owner’s interest for crew to have their own primary policy.” Warwick, who was traveling and could not attend The Connection seminar, also advised crew to be aware of their policies and keep in touch with their agents. “One of the biggest challenges I have found insuring yacht crew is locating them every year to make sure they have received their renewal forms,” she said. Contact Editor Lucy Chabot Reed at lucy@the-triton.com.
expense to the owner. “If someone’s got it [insurance] and wants the premium reimbursed, I’m more willing to go to bat for that guy,” one busy charter captain said. “But I won’t if they just want something for nothing and aren’t willing to pay for it themselves.” Another captain offered this advice to crew: “If you don’t have health insurance, you’re stupid.” Contact Triton Editor Lucy Chabot Reed at lucy@ the-triton.com.
TAKE THE SURVEY
Captains and crew are welcome to take the poll. Send replies to lucy@the-triton.com. Results will be posted on www.the-triton.com as they come in. 1. Does your yacht offer health insurance benefits for crew? 2. If YES: a. Are premiums covered 100 percent? 50 percent? Some other percentage? b. Is every crew member covered or just senior officers? c. Is there a time lag before the benefit kicks in? 3. If NO: a. Do you know why (cost, availability, etc.)? b. Do you have health insurance on your own? c. Have you ever worked on a yacht that offered health insurance? 4. To help distinguish statistical groups, please tell us who you are (captain or crew), how big your yacht is, how many crew are onboard, whether it is charter or private (or both), and which flag it flies.
Getting Under Way Technical news for captains and crews
Know dangers, limits of working with diesel fuel Many people working in the marine industry might not be familiar with the new regulations regarding diesel fuel on board a vessel. If you have ever had a spill in the bilge or a leak inside your vessel, you probably noticed an odor and, after a period of time, you might have noticed possible respiratory Safety Matters irritation or even Blair Duff, CMC headaches. There are limits to how much diesel vapor and aerosol you can be exposed to while working on a vessel, whether it is in the shipyard, docked or even while under way. Permissible exposure limits (PELs) are set by the U.S. Occupational Health and Safety Administration. Threshold limit values (TLVs) are determined by the American Conference of Governmental Industrial Hygienists (ACGIH). In 2002, the ACGIH adopted a new exposure limit of diesel fuel. According to a seminar presentation by the Marine Chemist Association (MCA) last year, the new TLV for total diesel hydrocarbons (vapor and aerosol) for an eight-hour time-weighted average (TWA) is 100 milligrams per cubic meter (mg/m3). This is equivalent to 15 part-permillion (ppm) diesel vapor. TLVs are among the world’s most widely used and respected guidelines for controlling workplace exposure to potentially toxic substances. They are designed to function as recommendations to control health hazards. They are incorporated by reference in many state, federal and international regulations. Many employers base their safety and health programs at the most conservative recognized standard. The ability to monitor the diesel concentration in fuel tanks, engine rooms and other confined spaces is limited to a few analytical field instruments. The two most widely used are the photo-ionization detector (PID) and the colorimetric detector tube. Before a worker can enter a space See SAFETY, page 24
June 2005 Pages 19-30
PULL-OUT
Marinas may warn: Dock at your own risk By Lucy Chabot Reed As hurricane season begins in the North Atlantic, marina and boatyard operators across South Florida have been making plans to avoid a repeat of last year’s hectic August and September. One precaution they are considering is warning boat operators and owners that they dock at their own risk. “The law says the mooring has to be adequate for its intended use; that’s in ordinary conditions,” said Andrew Anderson, an attorney with Houck, Hamilton & Anderson in Miami. “In hurricane conditions, you could warn them that they are staying at their own risk. “I’ve not tested that, but my initial reaction is that would be a prudent thing to do,” he said. “If surface winds at the marina exceed 50 mph, I don’t think it would be unacceptable to warn people that you don’t warranty the adequacy or safety of your docks or mooring appliances.” Speaking to the marina and boatyard group of the Marine Industries Association of South Florida in May, Anderson advised marina and boatyard operators how to limit their liability during hurricane season, starting with including specific language in dockage contracts. “You can’t exculpate yourself to no damages, but you can limit your damages,” said Anderson, noting that a large
boatyard on the Miami River limited its damages to $75,000 in a contract. Despite a $14 million yacht being damaged, a judge determined that $75,000 was enough of an incentive for the yard to do everything reasonable to avoid damages. “Add a provision in the contract that owners must use ropes and cleats, and hold you harmless from any storm damage [even] if they use the ropes and cleats you specified,” he said. “If they fail to, you can take steps to properly moor their vessel and require that they pay you for those services and equipment, you can have a lien on their vessel for those services and equipment, and you are still not responsible for any damage.” His other suggestions were to require boats to have “the right kind of insurance in the right kind of amount,” including liability insurance of $300,000 or the amount of the vessel, whichever is more. “Make sure it covers dock damage and wreck removal,” Anderson said. “That’s what you’re looking for.” A few marina operators were concerned about their responsibility to provide safe harbor during a hurricane. There is no legal provision that requires a marina or boatyard to take a boat, he said, but there is a common law obligation not to steer someone away to peril at sea.
See DOCKAGE, page 29
Bradford’s boo-boo boats band together By Lucy Chabot Reed When crew are stuck in the shipyard for months at a time, the creative ones figure out ways to pass the time. At Bradford Marine in Ft. Lauderdale, which sees its share of insurance-claim repairs, the crews of infamous boats banded together this winter to ease the yard period. Stuck in the yard after their boats suffered accidents or incidents, the crews invited The Triton on what has become a regular cruise down the New River in electric-powered boats. Stocked to the gills with snacks and beverages, more than 20 people gathered on that particular Friday in April to escape the fiberglass and blue tape of their existence. None of the crew wanted to be named, and they asked that the names of their injured boats be left out of the news as well. Suffice it to say that nearly every big yacht that has suffered an accident in the past year has wound up at Bradford’s. “We’re really good at getting jobs done on time,” said Paul Engle, president of Bradford Marine. “Time is what people don’t have much of anymore.” As the sun began to sink upriver, crews and yard employees gathered
Yard and yacht crew often unwind together at the end of the workweek PHOTO/LUCY REED at Bradford Marine. on the dock behind Marina Bay. Two electric boats were “fired up” and ready for their passengers. Two by two they came, as though to Noah’s Ark, to leave behind the stressful yard life for a few hours of adventure and friendships. Music blared and breezes blew as the boats set off. Passengers
nibbled on a snack spread that only a yacht crew knows how to lay out, laughing about the day’s or week’s yard incidents. Soon, though, once the yards were out of sight, they turned their eyes to shore, admiring the houses on the New River and the boats docked behind them, dreaming
See BRADFORD, page 22
20 The Triton
IN THE YARD
June 2005
The 108-foot Princess Hannah was extended two feet to move crew quarters, PHOTO/CAPT. PAUL PRATT add a VIP suite and improve the interior
Despite delays, Westship yard refits 13-year-old megayacht By Lucy Chabot Reed After a decade of minor updates including a cockpit extension, the 110foot Crescent Beach Princess Hannah went into the yard for the first time last summer for a $1 million major refit. A Westport hull, the megayacht basically had her insides ripped out at the Westship yard in Tampa. After nine months, the yacht was reborn in March with an added VIP suit, new frameless windows, new electronics, completely new interior furnishings, and a new paint job. “It was a three-stateroom boat and the owner thought that would be enough, but the owner has too many friends,” Capt. Paul Pratt said. Now the yacht has more room and added guest amenities, including a Jacuzzi and plasma televisions. The hull was lengthened 2 feet and the cockpit was removed to make way for new crew quarters. The aft deck
was lengthened to allow for more entertainment space. Crew quarters were moved under the aft deck and their space forward was changed into a large VIP stateroom. The flybridge deck was stretched to add the Jacuzzi, the galley was completely renovated, and the décor was changed with new wall coverings and ceilings. This was the yacht’s first serious refit since its launch in 1992, Pratt said, noting he was unsure where the yacht would cruise this summer, but thought Cancun might be on its itinerary again. The yacht had to cancel its winter cruising schedule because of added projects at the yard. Originally the refit was to be minor, but during the project, the owner decided to “go all the way.” “Westship did a great job transforming the yacht from the look of yesterday into the look of today,” Pratt said. Contact Editor Lucy Chabot Reed at lucy@the-triton.com.
June 2005
INSURANCE NEWS
Be aware of insurance limits when shipping megayachts By David Allen If the yacht you command will be carried as cargo this year, you and the yacht’s owner are advised to “know before you go.” All of the leaders of the megayacht insurance industry are now using policies or Cover Notes that have been revised in the past 18 months. The primary intention of these policy revisions is to broaden coverage with enhancements that include higher limits and additional coverages specific to the real-world use of large yachts. In doing so, the product becomes more competitive in the market and more attractive to the consumer. When insurance companies go to the trouble of rewriting their insuring contracts, that real-world focus also allows them to review and clarify the use of certain controlling language so their intentions are accurately conveyed to the policy holder. In our review of the predominant policies in use for the insurance of large yachts, we have noticed a pattern that deserves comment and perhaps the admonition “know before you go.” One of these insurance policies contains the following wording:
“We do not cover any loss to your yacht that results while your yacht is being loaded, unloaded or transported aboard a cargo vessel.” Another states: “This policy applies to any loss occurring while your yacht is afloat on it’s own bottom and within policy navigation limits or when your yacht is stored or transported on land.” And the third: “Coverage hereon is suspended in its entirety from time of commencement of loading operation on to cargo vessel and while being shipped; coverage reattaching after completion of safe unloading operation …” In the course of arranging freight and insurance for the ocean transport of a yacht, you may be advised to “refer to your yacht policy” or “do not suspend your yacht policy during transport.” A careful reading of the clauses above illustrates the different philosophies and intentions of the leaders of the yacht insurance market. David Allen is senior vice president of Alliance Marine Risk Managers Inc. in Ft. Lauderdale. Contact him through editorial@the-triton.com.
The Triton 21
22 The Triton FROM THE TECH FRONT
June 2005
With no crocs to hinder him, a Bradford Marine executive climbs back on PHOTO/LUCY REED board after freeing his boat’s prop of this blue tarp.
River cruise builds friendships, eases shipyard tensions for crew BRADFORD, from page 19 a little. “That’s what I’d have, a house like that with a tiki hut on the water,” one yard employee said. “There’d be happy hour every Friday and people could just stop by after work.” Passengers on one boat dreamed about a social establishment at Bradford’s. They’d call it Brad’s, they decided, and it would be on a floating barge at the edge of the yard. There’d be music and dancing, and lots of drinks. (Not a chance guys, Engle said. The liability is just too high.) Before long, one electric boat began to lag. Then it stopped. One passenger used the flag pole to poke around near the propeller. Communication between the two boats was over the directconnect function on a couple cell phones, sounding horribly muffled and basically useless. “There are no crocs in this water,” said one passenger from central Africa. “Why doesn’t someone just jump in?” Suddenly, a senior Bradford executive peeled off his shirt and jumped into the river. He came up a moment later with a small piece of blue tarp, then disappeared again. He resurfaced with the rest of the tarp, which had gotten tangled in the boat’s prop. In an instant he was back on board, drip-drying and putting on his shirt. He waved to the other boat as if to say “All in a day’s work.” The boats pulled in to Shirttail Charlie’s and their passengers took over the entire west end of the dock, ordering drinks and telling stories. Two men – one from the yard, one from a yacht – retold the bar-based story of how they met and became great friends. Most everyone had heard the story before but there are few new faces
around the tables and it was such a good story that they were encouraged to tell it again. Everyone laughed as though hearing it for the first time. In the twilight of dusk, the group settled up with the waitress and prepared to motor on. There was an exchange of music and a partial swap of bodies as the boats prepared to shove off. Once under way, one boat realized it had run out of beer so an in-transit exchange in the flood light of a nearly full moon was arranged. Success. When the boats hit the Intracoastal Waterway, all eyes turned to M/Y Apogee and other megayachts in town to prepare for a trip to the Mediterranean. They slow to get a better look and passengers trade stories about these yachts. Most of the crew know these boats intimately, either as crew or as friends of crew, current or past. Everyone, it seems, knows someone who knows something about nearly every yacht in the water. Most of it’s good; all of it’s interesting. They tied up again at Florida Tap Room just north of Bahia Mar and filed into the bar. For a city crisscrossed with waterways and inundated with multimillion-dollar yachts, it was curious to notice that 30 people stepping off two little electric boats still drew attention from the bar’s patrons. More beers, more stories, more laughter, more unwinding. Passengers eventually would travel back upriver to the yard and resume their work, weekend or not. In the end, the few hours away was just a trip down the river. But in those few hours, new friendships were made, old ones endorsed and the tensions of the shipyard period forgotten. Well worth the time. Contact Editor Lucy Chabot Reed at lucy@the-triton.com.
June 2005
Roscioli to add 8 sheds, amenities Roscioli Yachting Center in Ft. Lauderdale is planning a $10 million expansion that will add eight sheds with workshops and a captain’s lounge. The expansion “has been a long time coming,” said center CEO Bob Roscioli. The yard bought 5.5 acres on its west side about 15 years ago and has spent more than a decade getting state and federal permits to build, he said. “We’re going to give them [clients and crews] a different look to a shipyard,” Roscioli said. “We want to make it much more pleasurable, like a showroom for Mercedes. We want them to have all the amenities associated with having an expensive car.” Three sheds will be 108 feet in length and five will stretch to 130 feet, about the yard’s hauling capacity. Each will be 50 feet high and 48 feet wide, according to architectural drawings from Design Team West of Bradenton, Fla. Each will have its own workshop and restrooms. The sheds will be available for lease, a first for the mostly full-service yard, he said. Larger projects will have access to one of six private offices on the second floor of the new building. That floor also will include executive offices and an owner’s reception area. The ground floor will house a captain’s lounge, a computer area, a workout room and a commissary with things such as free breakfast for crew Roscioli said he expects to break ground in July or August and finish by next spring. This is the latest renovation to the yard that has seen all new sheds in the past decade, new electronics and new docks on its west side, Roscioli said. “We’ve got to start doing these things for our clients or we’ll start losing them to other yards.” – Lucy Chabot Reed
SHIPYARD NEWS
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24 The Triton FROM THE TECH FRONT
June 2005
Know threshold levels of vapors before entering confined space SAFETY, from page 19 that contains or has contained diesel fuel, the concentration in the atmosphere must be determined. You need to know if you are below the TLV, and if not, you need to know the concentration to determine how long you can safely be in the space, if respiratory protection is needed, or if the space is not safe. The employer needs to know the concentration to determine what the exposure is to the employee for the entire time they are working in the space. They need to make sure the employee is never in a situation where overexposure can occur. The new diesel fuel TLV has caused shipyards to reassess engineering controls such as ventilation and hazard isolation associated with work in and around diesel fuel tanks. Yards also have to know the limitations of personal protective equipment (PPE) and potentially institute administrative controls such as work schedules to reduce exposures. It must be stressed that workplace experience, safety and industrial
hygiene practice holds that when protecting employees from potential workplace hazards, there is a priority used when applying appropriate protective measures. To mitigate hazards, employers are to use engineering controls (ventilation or hazard isolation) first, administrative controls (adjusted or limited work schedules) second, and turn to PPE as the last alternative when the first two measures aren’t sufficient, are impractical or not feasible. PPE should never be used as the primary control method. Therefore, when working with diesel-contaminated workspaces, mechanical ventilation is expected to be the first and most important tool in mitigating exposure and protecting workers in marine enclosed and confined spaces. The use of PPE, especially respiratory protection, must be applied in compliance with OSHA regulations. Respiratory protection used in the marine workplace must follow 29CFR1910.134 and applicable sections of 29CFR1915, Subpart I. See SAFETY, page 25
June 2005
FROM THE TECH FRONT
Keep track of time to protect workers from over exposure SAFETY, from page 24 Employers need to have a written respiratory protection program in place, issued respirators must be selected to mitigate the hazards recognized and measured in the workplace, employees must be trained to use and maintain the equipment properly, and employees must be fit-tested to ensure the respirators will do the job. Industrial hygienists, marine chemists and toxicologists call a limited exposure over the recommended TLV or PEL “an excursion.” The limitations of excursions are clearly defined by ACGIH when using the TLV. In the absence of other guidelines, ACGIH limits the excursions of TLVs to three times the TLV for periods of up to 30 minutes and at no time can the excursion exceed five times the TLV. For diesel’s TLV, this would mean at no time can the worker enter a space without respiratory protection at levels exceeding an average of 45 ppm for more than 30 minutes, and the level can never exceed 75 ppm.
A fuel tank at room temperature containing diesel fuel will establish an atmosphere of between 2,000 and 3,000 ppm, depending on volume, shape and size of the tank. The lower explosive limit (LEL) of diesel fuel is 0.6 percent, which equals approximately 6,000 ppm. Ten percent is 600 ppm and is used to classify the space as being Immediately Dangerous to Health and Life (IDLH). No one should ever enter a fuel tank containing more than 600 ppm of diesel. Proper ventilation, atmospheric monitoring, time restrictions and PPE all are important when working with diesel on board vessels in confined and enclosed spaces. Blair Duff is a marine chemist in South Florida. Contact him at 305469-7594 or at marinechemist@gmail. com. For the full report on the Marine Chemist Association 2004 seminar presentation, visit www. marinechemist.org/special. The Diesel Fuel Exposure Matrix can be downloaded in a PDF format.
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26 The Triton KEEPING CLEAN
June 2005
Use special care, products to clean vinyl enclosures By Randy Bouffler Across the world boat owners and crew are preparing their pleasure craft for the season. One of the many concerns for conscientious operators is how to properly care for their clear vinyl enclosures. If you do a search on the Internet for Strataglass cleaner, you will find that there is a lot of information out there – some good, some obsolete, and some just downright wrong. Improper care can actually harm the product rather than keep it looking new for years to come. What is the correct way to maintain Strataglass? If you check the official source, www.strataglass.com, the manufacturers of Strataglass and Crystal Clear 20/20 have only one recommendation, IMAR Strataglass Protective Cleaner and IMAR Strataglass Protective Polish. The polish is micro-abrasive, meaning it will clean and polish without scratching or blurring the surface while still being strong enough to remove pollutants. It does the actual “work” of protecting your enclosure by adding a UV inhibitor to the surface and providing a molecular bond to the scratch-resistant coating that has made Strataglass famous. The best thing about using the polish is that it will not build up and dull over time like wax. The more you use it, the better it protects. The manufacturer recommends polishing the vinyl every two to three months (more often in areas of high pollution or sun exposure). Between polishing, use the IMAR Strataglass Protective Cleaner. The cleaner does an excellent job of cleaning while at the same time enhances the properties of the polish. The cleaner is gentle enough to be used daily. Before using either product, it is recommended that the full enclosure be thoroughly cleaned and dried using a gentle soap. IMAR produces an excellent Yacht Soap Concentrate (3 oz. per gallon) that is gentle enough for waxed surfaces
yet strong enough to remove fish blood. This or any equivalent gentle soap will work. Avoid harsh detergents as these can cause damage to clear vinyl and strip the wax from the boat. Once washed, completely dry the enclosure. Swobbit has a product called the Quik-Dry Waterblade made of surgical-grade silicone that works great. When the enclosure is clean and dry, it is time to either clean or polish. The secret to a good finish is to use a small amount of product (a little bit goes a long way). The polish should be applied with a soft applicator, soft terry-cloth towel or T-shirt. Polish one panel at a time. When the polish dries to a white haze, carefully wipe off and buff. With the cleaner, apply the cleaner to a soft terry-cloth towel or T-shirt and wipe the surface. It is not necessary to use the cleaner directly after polishing. A few precautions concerning the care of Strataglass: n Don’t use Rainex or Pledge. They will build up and cause hazing. n Don’t touch Strataglass with suntan lotion on your hands. Suntan lotion will damage the surface. n Don’t leave the curtains rolled up for an extended period of time. Once Strataglass is damaged or cloudy, it cannot be repaired. Some surface cloudiness may be removed by the IMAR Strataglass Protective Polish, however. So now you know how to clean and polish Strataglass, but where do you get the products? The line is relatively new and retail outlets are picking it up slowly. The best way to find the products is through an Internet search for IMAR Strataglass Cleaner. There are many online outlets and you should be able to find something convenient. Ask your canvas fabricator or boat detailer if they carry it, as many do. Randy Bouffler is the Internet sales manager for Scalise Marine, www. scalisemarine.com. Contact him at scalisemarine@bellsouth.net, or 954-5251820 and toll free 866-470-8829.
June 2005
TECHNOLOGY BRIEFS
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British union warns of fatigue at sea, blames staffing levels Researchers working with a British labor union reported that 2 percent of masters and officers were clocking 16 hours a day, and 2.4 percent worked more than 100 hours a week. Almost a third could not regularly get 10 hours of rest every 24 hours, and almost 12 percent did not regularly get at least six hours of continuous rest every 24 hours. “Fatigue has been a problem for far too long, and it is appalling that there is no concerted effort to address the consequent dangers to shipping and the health of seafarers,” said Brian Orrell, general secretary of NUMAST, the National Union of Marine, Aviation and Shipping Transport Officers based in London. Ship owners are putting insufficient number of seafarers on their ships, and administrators are in competition with each other on the issue of minimum safe manning certificates, he said. The study showed a widespread perception that work and rest hour rules have failed to reduce fatigue, with more than 60 percent of officers reporting that their hours had increased over the past five to 10 years. Orrell said the union will seek a radical shake-up of the procedures for issuing minimum safe manning certificates and call for a concentrated port state control enforcement campaign. Union members are urged to submit evidence of the problem, in confidence, to hours@numast.org.
Self-contained jet drive performs Florida-based Sword Marine Technology has introduced a selfcontained engine and waterjet package called the JetPac. The 200-hp, International diesel JetPac drive system was recently used to power a 23-foot Zodiac SRO 700 over seas with a 1-foot chop and a south wind of 10 to 15 mph. At 2,600 rpm and on plane, the JetPac pushed the boat to about 20 mph. At 3,000 rpm, speed increased to 25.5 mph at a fuel burn rate of 6 mpg. The top speed was reached at 3,800 rpm, nearly 40 mph. Unlike conventional jet drives, the JetPac’s engine is mounted on top of
Answers to the puzzle on page 41
the jet and is coupled to the drive by a toothed Kevlar belt system. The largediameter jet is responsible for the unit’s high thrust and quick acceleration, and the entire assembly is removable as a single unit. Contact Sword Marine at 386-6767685.
Cape Fear Marina expands Cape Fear Marina in downtown historic Wilmington, N.C., has installed new docks to accommodate megayachts up to 200 feet. A hurricane hole on the Cape Fear River, the marina is part of the fullservice yard Bennett Brothers Yachts. It has almost a half-mile of waterfront and 5,000 feet of docks. Rates are $1 a foot a day. For more information, contact Paul Bennett at 910-772-9277 or by e-mail at paul@bbyachts.com.
Meridian moves into new offices Meridian Marine, a Ft. Lauderdalebased megayacht supplier, has moved into its 7,000-square-foot building. The facility has two truck-size loading bays to allow large equipment shipping and receiving, and about 1,500 square feet of office space. Located at 528 S.E. 32nd St., Meridian is between the airport and Port Everglades off Federal Highway. Contact Trevor Dewald at 954-462-9110 or visit meridianmarine.com.
Microfiber cleans electronics Microfiber makes quick work of cleaning marine electronics and The suede-like, lint-free cloths clean effectively but are gentle enough to use on LCDs and CRT screens. A dampened microfiber cloth can be used on the
housing, key pads and controls to remove grim. No chemicals are needed. For more information, call 561-5962085 or visit www.swobbit.com.
the company. For more information, contact Trac Ecological at 954-987-2722 or traconline.com.
Trac launches two new products
Matthew’s Marine goes to Newport
Trac Ecological Marine Products, the makers of Barnacle Buster, have developed two new products: PSR for drinking water and Sew Clean for sewage systems. Both products build upon the non toxic, biodegradable Barnacle Buster formula. They are safe to use on all types of material commonly found onboard today’s yachts. PSR rids the potable fresh water system of odors and discoloration. Sew Clean removes build up of uric or calcium-based scale in blackwater systems. It can dissolve clogs without having to remove piping. The products are in use onboard Lady Allison, Ronin, Te Manu, Mystique, Tamsen, Helios, Double Haven, Hilarium, Eagle and three 124foot USCG patrol boats, according to
Ft. Lauderdale-based Matthew’s Marine Air Conditioning is expanding its operation to Newport this summer. The office will service all marinas accommodating megayachts over 100 feet in Newport, Long Island and Connecticut coastal areas. Known for their excellence in marine air conditioning and refrigeration services, “We see this expansion into Newport as another way we can exceed our customers’ expectations by providing local service to locations they frequent during the summer season” owner Matthew Pinnell said. For more information, contact Matthew’s Marine Air Conditioning in Newport at 401-787-7087, or in Ft. Lauderdale at 954-761-3840 or at www. matthewsmarineac.com.
28 The Triton SYSTEMS TIPS
June 2005
Bigger A/C not always better By Daniel Treffery In the quest for comfortable indoor air, marine air conditioning consumers are often misguided into buying equipment that is larger than required. You may ask, “Well, bigger is better, right?” If you limited your travels to the Sahara, I would say “yes.” However, in the humid tropical climates of many popular destinations, oversized air conditioning systems have adverse affects on indoor environment. Specifically, they are not designed to dehumidify the conditioned air. Your next question is surely, “Won’t a bigger unit remove more moisture?” The opposite is true. When you turn on the air conditioner in your stateroom, warm moist air from the cabin passes over the cold coil forming dew. The unit will continue to remove moisture from the air until it reaches the temperature you have asked it to achieve. Subsequently, the unit shuts off and the temperature of the coil quickly rises above the dew point. Intuition tells us that the larger coil, which has more surface area to form dew, would remove more moisture. Intuition in this case is correct. However, as the size of the coil increases, the time it takes to satisfy the requested temperature drops dramatically. This decreased run time is what leads to the inability of oversized
systems to produce a comfortable humidity level. Consider a western Australian-built vessel whose oversized system was designed for the hot and dry climate. When this vessel, an 82-foot (25m) motoryacht, landed in Ft. Lauderdale, the owner was surprised to be greeted by 70-degree air as moist as an Amazonian rainforest. A heat load calculation showed an average air conditioning unit size that was 50 percent larger than required. In this case, the original system was designed with an arid climate in mind. The engineer did not have the foresight to design a system that would function in an environment different from what he was used to, a huge mistake in an industry dependent on versatility. With a properly designed air conditioning system, this vessel will maintain a satisfactory level of comfort regardless of the locale. So what can you do to ensure the air conditioning on your yacht is sized properly? Make sure the company rep can explain how he calculated the system size. Every boat is different so multiplying square footage by a magic number is not always a good method. Daniel Treffery is a mechanical design engineer with Cool-Temp Design Corp. in Ft. Lauderdale. Contact him at danny@cooltempdesign.com.
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.
Prices in US$ per cubic meter (1,000 litres) as of May 15, 2004.
Region Duty-free*/duty paid U.S. East Coast Ft. Lauderdale 451/483 Savannah, Ga. 460/NA Newport, R.I. 506/NA Caribbean St. Thomas, USVI 575/NA Trinidad 502/NA Antigua 585/NA North Atlantic Bermuda (Ireland Island) 556/NA Bermuda (St. George’s) 588/NA Cape Verde 490/NA Azores 554/NA Canary Islands 485/NA Mediterranean Gibraltar 449/NA Barcelona, Spain 503/1,100 Palma de Mallorca, Spain NA/1,048 Antibes, France 480/1,241 San Remo, Italy 602/1,267 Naples, Italy 593/1,273 Venice, Italy 587/1,281 Corfu, Greece 531/1,007 Piraeus, Greece 516/1,007 Istanbul, Turkey 446/NA Malta 506/NA Tunis, Tunisia 465/NA Oceania Auckland, New Zealand 453/NA Sydney, Australia 449/NA Fiji 550/NA
Region Duty-free*/duty paid U.S. East Coast Fort Lauderdale, Fla. 325/NA Savannah, Ga. 332/NA Newport, R.I. 377/NA Caribbean St. Thomas, USVI 432/NA Trinidad 350/NA Antigua 404/NA North Atlantic Bermuda (Ireland Island) 393/NA Bermuda (St. George’s) 443/NA Cape Verde 308/NA Azores 454/NA Canary Islands 364/NA Mediterranean Gibraltar 343/NA Barcelona, Spain 420/845 Palma de Mallorca, Spain NA/852 Antibes, France 391/1,089 San Remo, Italy 395/968 Naples, Italy 554/1,116 Venice, Italy 460/1,128 Corfu, Greece 444/863 Piraeus, Greece 416/844 Istanbul, Turkey 330/NA Malta 336/NA Tunis, Tunisia 380/NA Oceania Auckland, New Zealand 359/NA Sydney, Australia 354/NA Fiji 372/NA
*When available according to customs.
*When available according to customs.
June 2005
FROM THE TECH FRONT
Photos best way to limit liability DOCKAGE, from page 19 “But you can say you won’t take transients any sooner than 72 hours before a storm,” he said. “Post it. Put up a sign.” The proper time to address these issues is not in the 24 to 48 hours after a hurricane warning or watch has been issued but in dockage contracts before the season even begins. “If you’re not doing it, you’re missing out on a huge measure to protect yourself,” Anderson said. The strongest advice Anderson gave was to take photos of everything: of the marina or yard on clear days, of boats before a storm, of boats before and after yard-imposed measures are taken. “I can’t tell you how valuable it is to photo-document everything,” he said. After the hurricanes of 2004, boat owners and operators said they were relying on pilings and cleats to keep vessels secure, and that they failed, making the marina or yard liable. But Anderson said it would be OK to warn them otherwise. “Say something like ‘We’re concerned that this berth will be adequate. If a hurricane approaches, we recommend you vacate and find another mooring.’ The law says you can’t force them out but you can warn them of the adequacy of your slips for hurricane mooring. It seems
reasonable.” One marina operator suggested the MIASF draft such a clause for contracts that all facilities could use. Anderson said he thought that was a good idea, “as long as it’s not onerous, as long as you’re not all getting together to try to screw people. It’s acceptable. The insurance industry does it. Determinations of liability rest with negligence, whether an owner or operator properly moored the vessel. There comes a point, Anderson said, where everyone did everything practical to secure a vessel and an act of God ripped it from its mooring. “You can specify what you want,” he advised. “You can say everyone has to have six 50-foot lines, and at least six fenders of 2 feet by 18 inches. You can specify that and they have to do that. If they don’t, they failed to take proper precautions. “And you can say that by undertaking these precautions, the owner agrees to hold harmless the marina owner for any damages. “At the end of the day, it may be an argument if people took the proper precautions,” he said. “It’s very hard to anchor in any kind of storm. The first step is to get under way.” Contact Editor Lucy Chabot Reed at lucy@the-triton.com.
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32 The Triton FROM THE EXPERTS
June 2005
Add meaning to work to keep crew happy and around Job quality factors are what Frederick Hertzberg called “motivator” factors in his “Two Factor” theory. They include: achievement, responsibility, meaningful work, and advancement. These are internal to the work itself and are distinguished from external factors such as company policies, working conditions and salary. Manager’s Time The 1997 Don Grimme National Study of the Changing Workforce found that job quality factors have the greatest impact
on employee retention and are second only to workplace support in having a positive impact on job satisfaction and on performance. Whatever you can do to make your employees’ work meaningful, enhance their sense of achievement and responsibility, and provide them opportunities to grow and develop will increase their satisfaction, loyalty and performance and – most importantly – reduce turnover. Job demands are stress-inducing factors. As examined by the study, they include hours worked, nights away from home, overtime with no notice, and job pressures. They seem to have little negative impact on job satisfaction or retention.
However, the study found that such job demands do have a significant negative impact on performance, comparable to the positive impact of either job quality or workplace support. This is not good news. This first decade of the new millennium is the era of working smarter and harder. These very standards that demand high performance are having a negative impact on that performance. Fortunately, the study also found that workplace support appears to buffer or protect employees from the negative effects of job demands. We have three general suggestions for minimizing this negative impact on performance: 1. Do whatever you can to limit
these job demands. Be sure to include job burnout in your equation when assessing the relative merits of costcutting or “productivity-improvement” initiatives. 2. Redouble your efforts to provide no-cost workplace support such as recognition, feedback, coaching and mentoring 3. Implement stress management programs. (We’ll outline some tips for that next month.) Don Grimme is co-founder of GHR Training Solutions in Coral Springs, Fla. He specializes in helping managers reduce turnover and attract excellent job candidates. Contact him at dgrimme@comcast.net.
Don’t trust over-the-counter products to find youthful appearance Those who spend a lot of time in the sun have sun-damaged skin to show for it: wrinkles, sun spots and a leathery texture, which has all but replaced any remnant of “baby soft” skin. Baby boomers, some who have been five decades or more in the sun, are flocking to store Body Business shelves looking for Lisette Hilton
the miracle anti-aging cure. Dermatologists say the best way to prevent and slow the aging skin process is to protect your skin from the sun. To those in the yachting industry, this means applying sunscreen of 30 SPF or more and wearing protective clothing, including long sleeved shirts, hats and sun glasses. That doesn’t, however, address the damage we’ve already done. There are plenty of products that promise to “decrease the signs” of aging. But dermatologists warn that there’s a lot of
expensive hype out there, and it’s better to know what might work and probably won’t. Don’t expect miracles with any of the over-the-counter products, many say, because if you want dramatic results you have to take drastic steps, like surgery. As exciting as the so-called “cosmeceutical” products might be, many have yet to stand up to the true test: clinical trials looking at head-tohead comparisons of the new products versus those that are tried and true, according to Dr. Patricia K. Farris, a dermatologist in New Orleans and a clinical assistant professor in the department of dermatology at Tulane University. Experts say that products that have been proven to be good anti-aging agents are the retinoids, including Retin-A. But these can be irritating to the skin, as they exfoliate dead skin cells from the surface. The ones strong enough to make an impact on aged skin are prescription-only products, available through dermatologists and other doctors. Over-the-counter products feature a variety of active ingredients charged with making skin look more youthful. While the results tend to be subtle, Farris said there are a few that might have some promise. There is some evidence that vitamin C, applied topically, improves fine lines and wrinkles. It also lightens suninduced hyperpigmentation (darkerthan-surrounding skin spots) and has well-documented photo protective effects, she said. But not all vitamin C products are created equal. “Vitamin C is difficult to stabilize in formulation,” she said. “If the product turns brown in the bottle or tube, then throw it away. This is sign that the vitamin C has broken down.” Growth factor-containing products have taken the cosmeceutical market by storm and are receiving the nod
from dermatologists, according to Farris. “Dermatologists who use these products seem to have a lot of enthusiasm about them,” she said. One small study demonstrated improvement in the wrinkles around the eyes and some improvement in the strengthening of the skin’s upper layer with a topical agent containing growth factor, she said. But larger more objective studies are needed to confirm the benefits of these products. Pal-KTTKS, used in Strivectin and Oil of Olay’s new Regenerist product have made their way onto the cosmeceutical scene with a bang. Strivectin, in its “Better than Botox?” advertising campaign, has done some aggressive advertising, according to Farris. Studies indicate that the pentapeptide promotes collagen formation, without compromising the skin’s barrier. Procter & Gamble is promoting its peptide-based compound as being a gentler option to retinol for improving the effects of photoaging. “If a patient wants to use PalKTTKS, Oil of Olay is about half the price [of Strivectin],” Farris said. These just touch the surface of a new generation of cosmeceuticals. “It’s important for [people] to understand that none of these overthe-counter skin care products are going to give you a face lift in a bottle,” Farris said. “If you want more dramatic results then you need to turn to inoffice procedures like chemical peels and laser treatments. These procedures used in conjunction with good skin care products really can help you turn back the hands of time.” Do yacht crew have special health issues? Is there something you would like to know more about? E-mail Lisette Hilton, a freelance health reporter, at lisetteh@bellsouth.net.
June 2005
FROM THE EXPERTS
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Clear, dedicated vision needed to see big service picture Think of service as a giant TV screen and envision the guest or customer as holding the remote control, choosing which channels to watch or to use. As that guest clicks on each button, sometimes they find static, sometimes there is the most beautiful picture in the world. Sometimes the sound is off and sometimes what is Serve It Up supposed to be there Roberta Nedry is not. Sometimes it takes forever to find the preferred channel and sometimes, the controls do not work. That’s a great service analogy, especially in today’s time of economic flux and guest dissatisfaction. What a service opportunity for those who choose to plug into the big picture and
introduce service excellence. Clear vision and connectivity is essential to achieving this big picture of excellence. Many organizations set up customer care departments and guest service resources, yet they don’t equip their personnel with the service behaviors that support their roles. These companies may provide minimal training, but that only yields employees who end up taking orders instead of providing experience-based responsiveness. In the customer’s or guest’s mind, these service concepts may end up better named as the customer I-don’tcare department. Take, for example, a guest with questions about products or services already purchased for their megayacht experience. Does your crew have the knowledge and resources to answer questions and actually help? Or are they simply order takers and depend on
pre-existing scripts to get the answers? Do they have access to guest history information so they can immediately address a guest’s questions? Instead of “no,” empower them to say “I don’t know but let me find out.” Don’t let them place too much emphasis on efficient and productive answers while sacrificing responsive and solutionoriented guest service that is so essential to the big picture. Today’s primetime feature of service excellence depends on empathetic service personnel who guard the gates of service delivery. Empathy is hard to have when an employee cannot relate to guest expectations. Take the time to equip and sensitize employees to show empathy, apologize for any inconvenience, respect guest time and respond knowledgeably about all facets of the situation. Reduce anxieties by addressing concerns directly, and immediately come up with
solutions and answers. Some organizations that hire crew may not actually expose those new employees to what really happens in the guest’s mind. Employees may be trapped by a company’s procedures when in fact the yacht team has all the answers to solve the problem. Without better connectivity and a panoramic vision of what any guest is going through, the outcome is usually more costly for the company and less satisfying to the guest. Tune in to the big picture and make sure all channels are directed to awardwinning performances. Guest applause and in turn, their dollars, are worth it. Roberta Nedry is president of Hospitality Excellence, a Ft. Lauderdale-based firm that provides consulting and training on how to deliver exceptional service. Contact her at 954-739-5299 or roberta @hospitalityexcellence.com.
Watch, track and enjoy marine mammals safely this summer Many of us will have the pleasure of seeing whales and dolphins this summer. This month I would like to give a guide to captains and crew of megayachts on how to safely view these beautiful mammals. Many whales, dolphins and porpoises are at risk and are often injured or even killed by vessels either from a direct Up to Us collision or from Carol Benbrook propellers. Marine mammals are highly intelligent and are easily distressed when vessels get too close for too long. We all want to view these beautiful creatures and more than often, guests want us to get close enough to take good photographs. So what is a safe distance and time period for viewing? The Whale and Dolphin Conservation Society publishes a simple guideline for watching marine mammals: l Keep your distance. Never go closer than 330 feet (100m), or 660 feet (200m) if another boat is present. l Never drive head on to, or move between, scatter or separate dolphins.
Bottlenose dolphins love to play and are one of the marine mammals you’ll most likely spot. PHOTO/DONOVAN BENBROOK
If unsure of their movements, simply stop and put the engine into neutral. l Spend no longer than 15 minutes near the animals. l Special care must be taken with mothers and young. l Maintain a steady direction and slow, no-wake speed. l Never try to swim with these creatures for your safety and theirs. l Do not dispose of any rubbish, litter or contaminants at sea. If they approach the boat to bowride, maintain a slow speed and course until clear. They should never be chased or harassed in an attempt to make them bow-ride. When watching dolphins, always let them decide what happens. There are more than 80 species of whales, dolphins and porpoises around the world, known collectively as cetaceans. If you do spot some, you can help with research by identifying the type using an ID key, which you can get from the Whale and Dolphin Conservation Society’s Web site, www.wdcs.org. Information from these ID key charts may also help you answer those difficult questions from guests: “What type of whale is that?” or “How big do they grow?” If you record the position and time of your sighting, you can log it on the WDCS Web site. Go to the “Sightings, Strandings and Expeditions” link and enter the type of whale or dolphin, and the time and position of the sighting. Those are the most important factors, but other useful information includes: how many, any young, what sea birds where present, which direction they were travelling, etc. All of this information can be used to help conservation societies learn
more about migration paths and behavioral patterns of these amazing mammals, which otherwise could only be found from expensive conservation expeditions. To help in your watching, here are some of the maximum time and dive depths of a few dolphins and whales:
Bottlenose dolphin, 10 minutes, 535m; killer whale, 15 minutes, 250m; humpback whale: 20 minutes, 150m; and sperm whale: 140 minutes, 3,000m. Carol Benbrook is a working megayacht captain. Contact her at captaincarol@mac.com.
34 The Triton FROM THE GALLEY
June 2005
Staying creative: How chefs do it every day Have you ever drawn a blank when it came time to figure out what your main course or dessert was going to be and you only had an hour or two to prepare? Have you ever had those prearrival jitters when you don’t have a clue what to serve the new owner and guests to make that first impression? I have. Not long ago, I found Culinary Waves myself standing in Mary Beth my galley with my creative juices frozen Lawton Johnson like a piña colada. What happened? Why did I have such a hard time figuring out what to prepare for lunch? Where did my culinary artistry juices go? I had my menus in place for the week, but they didn’t excite me. Was I burned out? I checked out the professional guides collecting dust on my bookshelf, but they bored me. The recipes looked institutional, too restaurant-y, too normal. Anybody can have normal; my job was to find something for lunch that was over the top. I have come to find out that this feeling that overwhelmed me, that made me feel totally worthless as a
professional chef, is normal. “It happens,” said Chef Darryl Leathart of the 143-foot M/Y Royal Eagle. “It is hard to stay continuously creative. “When it comes to being creative and having problems with what to fix, I basically rely on my experience,” said Leathart, who was a chef in restaurants for many years. “Calling on my knowledge of items done and reinventing ways to do it again keeps the creative juices flowing. “I also try to get out to restaurants when I have time to see how others are keeping abreast and ahead of the times,” he said. “I do look at magazines and try to go to the fresh produce markets before the guests awaken so that I can scope out the fresh items for the day. This really helps to see what is out there. “The other side to the creative process is that if you happen to work on a yacht that has a food budget then it’s unfortunate because you are limited to what you can use and that limits your creativity,” he said. “In order to keep up on the trends and stay creative, you have to have that kind of upscale food to use to stay ahead of your competition.” Chef Beverly Gail Young, a Florida Culinary Institute graduate, has been a charter yacht chef since she first stepped into the industry in 1997. She has worked on numerous well-known yachts, always staying busy. I caught up with her by telephone to ask her how she stays creative. “Before the guests even arrive I already have an idea of what foods they like and what they don’t,” she said. “I send out a questionnaire that asks their food preferences. I pretty much have my menus in place after that. “With a yacht that is privately owned, you tend to carry the same things with new items thrown in because the owner likes his food a certain way or he and the guests have a diet to contend with, or the chef has a food budget to overcome,” she said. “Stocking a multitude of items on a private yacht is sometimes not feasible. “On a charter yacht, the meals vary each week as do the guests but I have a way to simplify this. I tend to carry basically the same or similar items on every charter – high-end foods – but I do them differently each week since doing the same thing gets boring. “You want to serve the best the charter guests’ money can buy so you have to stay on top of what’s happening in the industry,” she said. “I watch the Food Channel and get inspiration and ideas from other chefs and incorporate their ideas into my menus. “I also look for the magazines that are unique and offer professional chefs that creative edge and flair that most culinary magazines for the home cook do not.
“I pull my inspiration and ideas from other restaurants as well. I love to eat out and gain a taste of what is new and happening on the culinary scene. “Also, going to different markets and finding new food products is a must in this industry. I buy them and take them home and experiment with them before I serve them to a guest. “Having a mental block happens to the best of chefs,” she said. “We just have to have the tools to get around it, pull from our knowledge and use it for our benefit as well as the guests’ and owners’ benefit.” [See Beverly’s recipe for Rack of Lamb, next page, and suggested wines, page 37.] There are a few culinary magazines that I subscribe to that might help other yacht chefs having problems with creativity. These magazines show the cutting-edge trends, current “hot chefs,” recipes, and new products and equipment. A few are subscription only but well worth the money. A few are free to professional chefs. Produce Concepts is free to the professional chef or executive in the food and beverage industry. It offers new recipes and culinary briefs of what’s happening in the produce industry. www.produceconcepts.com Santé has been around for some time and offers everything a professional chef could want: wine pairings, new wines available, food, news, etc. www.santemagazine.com Journal du Patissier is extremely expensive and in French. It’s fantastic to keep you informed of the events and happenings in the confectionary, chocolate and pastry world. It’s a must-have to see what the top names in pastry are doing in France and in Europe. www.journaldupatissier.com Chef Magazine is devoted entirely to the professional chef. It features stories about famous chefs and recipes, and is only by subscription. www. chefmagazine.com National Culinary Review is by subscription or membership through the American Culinary Federation. It’s a valuable tool for continuing-education points, recipes, notes and newsworthy events. www.acfchefs.org If you have any ideas on how to stay creative in this industry that is so demanding, please e-mail me. Also, if you have a noteworthy recipe and would like to be featured in a future column, let me know. Include a little bio about yourself and your culinary education as well as what yacht you are on. Mary Beth Lawton Johnson is a certified executive pastry chef and Chef de Cuisine. A professional yacht chef since 1991, she has been chef aboard M/Y Rebecca since 1999. Contact her through editorial@the-triton.com.
June 2005
FROM THE GALLEY
Beverly’s Rack of Lamb in a Demi-Glace For the lamb:
(Serves 8 with one chop left for tasting) 3 Frenched racks of lamb, 2 lbs each, 8 ribs per rack, cap off, trimmed of fat with some fat reserved 1 bottle Grey Poupon Dijon Mustard 4 cloves fresh garlic, minced 3 T fresh rosemary Lemon juice to taste (one lemon) Olive oil for drizzling Preheat oven to 450 degrees. Mix the mustard, garlic, rosemary and lemon juice in a bowl. Season lamb with salt and pepper and bump the lamb on the counter so it will stand straight up. Lather the mustard over the lamb. Let sit for one hour or more to marinate. Stand the lamb up, interlocking the bones, in roasting pan. Place in the oven, covering the trimmed tips if necessary, for 20-25 minutes for medium rare. While roasting, drizzle with oil and demi-glace. Remove and let stand for 15 minutes. Slice the lamb chops into individual chops. Hold for service.
For the demi-glace:
1 quart beef stock, any good quality Lamb fat for rendering Fresh rosemary Render the fat in a hot pan. Remove from heat and add to the beef stock with any pan drippings. Add the rosemary and reduce until thick. Strain and reserve. Keep warm for service. Add salt and pepper to taste.
Try this lamb dish to kick the creative blues. PHOTO/RICHARD ELLIOT JOHNSON
For the Portobello mushrooms:
2 lbs of smoked Portobello mushrooms, cleaned and sliced (Or use 1/2 t Wrights Hickory Seasoning Liquid Smoke.) 2 T salted butter Saute mushrooms in butter and add liquid smoke if needed. Make mashed potatoes, add horseradish to taste. Cook any seasonal produce for accompaniment.
Plating:
Place mashed potatoes in center of plate. Place three chops on circumference of potatoes, interlocking the bones so they stand up. Place some mushrooms on the plate with the vegetables and drizzle the demi-glace over the lamb. Garnish with a tall sprig of rosemary.
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36 The Triton TAKING TIME OFF
June 2005
Taking a breath of the ‘freshest air’ in Alaska By Adam Stockholm We spent a summer season in southeast Alaska – better known as the “Inner Passage” – cruising from Ketchikan up toward Juneau and back down to Sitka. We actually found that the route that captured Alaska to its fullest for our charters was from Petersburg up to Tracy Arm (Sawyer Glacier) and back down to Sitka for departure. The best anchorages along the way were at Whitney Island, Tracy Arm, Pybus Bay, and Red Bluff. These areas encompass every aspect of Alaska from caffing of ice and whale/ bear/eagle watching to the greatest salmon/halibut fishing one could imagine. It was just amazing. America’s last frontier is truly untouched and such a breath of the freshest air. The secret fishing spots for the biggest 200-pound halibut are at the “Five Fingers” and “The Brothers” island, which lie smack dab in the middle of our charter route. The photo with the iceberg was taken in the Tracy Arm where you can view the north and south ends of the Sawyer Glacier. This picture is a direct shot of the
north end. You can actually see that a huge, probably 500-ton chunk of ice has caffed off. We took about 20 photos capturing the whole event from start to finish. (This is the “before” shot.) Other than that, we saw seals in Pybus Bay and shot photos of whales in the main channel of the Fredrick Sound, though the whales were everywhere, even in the coves we anchored in at night. We also saw tons of humpback whales, orcas and killer whales as well. Adam Stockholm wrote this story last fall when he was second mate on M/Y Big Easy, which cruised Alaska under the command of Capt. David Sloate. The yacht sold back to its previous owner and has returned to the East Coast. These photos were taken by Stockholm, former Big Easy First Mate Don Vogt and Chief
CALL FOR STORIES Have you been somewhere interesting this season? Have you had a new experience? Share it with your yachting brethren. Send stories to Editor Lucy Chabot Reed at lucy@the-triton.com. Don’t forget to send photos. Stewardess Michelle Trueblood. Since last season, Stockholm has taken a mate’s position on M/Y Seven J’s. Trueblood has also joined that yacht. Vogt is now 1st mate on M/Y Affinity. Contact Stockholm through editorial@the-triton.com.
June 2005
FROM THE EXPERTS
Try dry California, French red with roasted rack of lamb 60-second Wine Steward A.J. Jacobs
As a general rule, most dry reds go well with lamb. The choice of ingredients in Beverly’s recipe would go well with a good California Pinot Noir or French red Burgundy. My choice: David Bruce 2002 Sonoma Coast Pinot Noir Longtime producer of superior California Pinots, the current 2002 has ripe forward fruit and soft round tannins. It has a touch of oak and a nice, focused finish. You can find it in better wine shops. Estimated retail price: $27. An alternate choice is a good red burgundy from the 2002 vintage. One of the best vintages in 30 years, the top producers made wines that are elegant and fresh with ripe fruit, good acidity and well balanced. More pricey than their California counterparts and not as widely available, this is one vintage that merits finding and trying.
Pairing Wine & Food Whether it’s picking that right bottle of wine with dinner for yourself, that next charter or even more important, for the owner of the yacht, the choice of wine can make a good entrée great and
a great one memorable. The general rule of white wine with white meat or fish and red wine with beef will still get you by without initiating a visit from Baccus, the God of Wine. That said, though, there are other truths about how wine can react with food that are not as widely known. When in doubt, pair certain cuisine such as California with California wine, or Italian with Italian wine. A wine that is tannic (such as big California Cabs or young Bordeaux) mated with a food high in tannins (like walnuts) will render the wine almost undrinkably dry and astringent. Proteins tend to soften tannins, so a tannic wine might be glorious with rare beef. Wines that have high acidity taste less acidic with salty or sweet food and can offset oily foods. Salty foods mute the sweetness and enhance the fruitiness of sweet wine. With these points made, remember that any combination that makes a meal better is a good one. A.J. Jacobs is the yacht provisioning specialist at Inlet Fine Wine and Spirits/ Ft. Lauderdale. He has been a wine and spirits merchant in South Florida for the past 10 years. Contact him at 954-3180060 or aj@inletliquors.com.
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June 2005
HOROSCOPES By astronomer Michael Thiessen
GEMINI (May 22-June 21) Don’t
hesitate to talk to your partner about rekindling your relationship. You will not impress others by being foolishly generous. You may find that someone at work hasn’t been trustworthy. CANCER (June 22-July 22) Don’t let your emotions take over. Valuable knowledge can be gained if you listen. Your personal partner may be less than willing to accommodate you this month. Travel will be exciting. LEO (July 23-Aug. 22) Work quietly on your own and you will forge ahead. You may blow situations out of proportion when dealing with the one you love. Your high energy will enable you to enlist the help of those in a position to back you. VIRGO (Aug. 23-Sept. 23) Loans will be attainable and legal matters easily taken care of. You must refrain from overspending on entertainment. A passionate party for two might be just the remedy. LIBRA (Sept. 24-Oct. 23) Take courses that will help you understand yourself. You will have opportunities to advance, but you may have to make changes and possibly a move. Put your money away for a rainy day. SCORPIO (Oct. 24-Nov. 22) You’ll be prone to tears if your mate is harsh with you this month. They will jump at the chance to do something without you if it sounds like more fun. SAGITTARIUS (Nov. 23-Dec. 21) The battle continues. Don’t get into fights that will lead to estrangements. Take time for friends or relatives you don’t see often. You spend too much on your home or entertainment. CAPRICORN (Dec. 22-Jan. 20) Your temper may get the better of you if a colleague has tried to ruin your reputation. Consider starting a small business on the side. Sudden changes concerning co-workers could be the cause of a dispute. AQUARIUS (Jan. 21-Feb. 19) Your best efforts will come through making changes in your home. You will be your usual charming self and the partners you attract may be adventurous. Partnerships could prove lucrative. PISCES (Feb. 20-March 20) Don’t hesitate to look for alternatives to raise the donations you need. Don’t be afraid to push your beliefs. Your ability to deal with others will help you get the support you need. Be careful not to take on other people’s problems. ARIES (March 21-April 20) Stick to yourself this month. Your unique contribution to the organization will enhance your reputation. Assist a relative or good friend by setting a budget for them. TAURUS (April 21-May 21) Real estate investments could be prosperous. Spending too much time talking to friends or relatives could easily turn into a debate that could lead to estrangement. Tell it like it is.
IN THE STARS
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June a great time to see Venus, Saturn, Mercury By Jack Horkheimer June 2005 will be an absolutely spectacular month for three planets: the brightest of them all, Venus; the most beautiful of all, ringed Saturn; and the most elusive of them all, tiny closest-to-the-Sun Mercury. Beginning June 7, face westnorthwest 30 to 45 minutes after sunset while there is still some twilight out. If you have a fairly unobstructed horizon, you’ll see the planet that is often mistaken for a UFO, brilliant Venus, also called Earth’s twin because it is the same size, 8,000 miles wide. If you have a really unobstructed horizon, look just below Venus to its right and you’ll see a slender sliver of a young crescent Moon. If you have a clear, flat, water horizon, you may even see tiny Mercury peeking just above the horizon. (If you can’t see it, don’t fret because it will be much higher in a couple weeks.) Next, look up to Venus’ left and you’ll see the planet we’ve been visiting with our Cassini spacecraft, the incredible Saturn, which still looks spectacular through a small telescope. On June 8, the crescent Moon will be easier to find because it will have moved up above Venus and will be slightly larger and breathtakingly beautiful. Then the next night, June 9, it will be parked right alongside Saturn. Don’t miss the nights of June 7-9 to get familiar with Saturn, Venus and Mercury because these are the planets that are going to absolutely blow you away toward the end of the month. In fact, mark the last week of June as the one week this year you have to go out every night just after sunset to watch an incredible dance of these planets. On Friday night, June 24, Saturn will have moved way down in the
heavens and Mercury will have moved way up and will join with Venus in a spectacular compact trio. They’ll be so close you’ll be able to hide them with your little finger tip at arm’s length. Then, for the next week, Venus and Mercury will be less than one degree apart and you can watch them as they come closer and Saturn as it drifts away. On Saturday, June 25, Mercury and Venus are closer still and then ta-da on June 26 and 27, they’ll be so close – only one-10th of one degree apart – that “The Old Farmer’s Almanac” claims they may even appear to merge into one star. They won’t be this close again until 2070. If you have a pair of binoculars, use them please because this is a sight you’ll see only twice in a lifetime. And to top it off, on June 27, 28 and 29 they’ll still be breathtakingly close. So start your Venus, Saturn, Mercury watch on June 7, 8 and 9 and mark the last of June as the week you must keep looking up.
How to begin Getting started stargazing is easy. Your first step in stargazing is to find the Big Dipper and the North Star. In the early evening facing north, you’ll see four stars directly in front of you that make a cup and three that make a handle. Early American pioneers called this the Big Dipper. It was very important to them because they could always use the Big Dipper to find the North Star, which is always due north. To find it yourself measure the distance between the two stars at the end of the cup, shoot an arrow through them five and a half times that distance. It will always land on the North Star, any hour of the night, any season of the year.
Jack Horkheimer is executive director of the Miami Museum of Science. This is the script for his weekly television show co-produced by the museum and WPBT Channel 2 in Miami. It is seen on public television stations around the world. For more information about stars or the museum of science, visit www. jackstargazer.com.
40 The Triton LITERARY REVIEWS
June 2005
What we’re watching, reading Tale of Algierian-French Wacky twists keep latest battle still powerful Hiaasen paperback fun “Battle of Algiers” Directed by Gillo Pontecorvo Four decades after its release, this classic account of guerilla war in the Casbah still packs the precision and power of a concussion bomb. Newly available on DVD, “Battle of Algiers,” with its images of torture and terrorism, raises uncomfortable questions about American military efforts in Iraq and Afghanistan. Shot in black and white by Italian director Gillo Pontecorvo, “Battle of Algiers” feels like a documentary film at one moment, and like propaganda the next. The film chronicles the Casbah uprising that led Algeria to overthrow French rule. Pontecorvo clearly sides with the Algerian rebels, who suffered daily indignities and brutal interrogation at the hands of their occupiers, yet he doesn’t gloss over the horrors committed by the rebels in their fight for freedom. In one haunting scene, Muslim women shed their burkas and head into the French district to plant bombs in cafes. These beautiful terrorists must face their civilian victims just before killing them. The dialogue, in French and Arabic, is sparse. Rebel leader Ali La Pointe speaks infrequently, and his nemesis, French Col. Mathieu, reveals himself only while pontificating to his troops or to the press. Pontecorvo fills the emotional gaps with expert shots of his characters’ faces and with a searing soundtrack. – Jeff Ostrowski
“Skinny Dip” By Carl Hiaasen Carl Hiaasen’s “Skinny Dip” (Warner Books, $12.95) is now available in paperback. Politics, unscrupulous villains and an environmental message are woven into the humorous mystery. Chaz Perrone is a marine scientist who has found a way to make water testing immensely profitable. Doctored results permit his benefactor to continue dumping fertilizer into the Everglades. When Chaz suspects his wife, Joey, has discovered his duplicity, he decides to protect the scam by shoving her overboard. Unfortunately for Chaz, he miscalculated a couple of critical factors – the direction of the Gulf Stream and the endurance of Joey. She stays afloat until she happens on a bale of pot and clings to it. She and the bale are hauled out of the water at the isolated island of former cop Mick Stranahan. Reporting the attempt on her life to the police would be the first act of most survivors. Joey is angry enough to decide that staying dead may be much more vindictive. In short order, Joey and Mick team up to taunt Chaz. Their antics play with Chaz’s sanity and his reactions to the trickery make his cohorts wonder if he should be cut out of their water scheme. Classic Hiaasen, “Skinny Dip” is great entertainment. – Donna Mergenhagen Well-Read, Ft. Lauderdale
June 2005
WHAT’S UP?
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On the Horizon in June June 1 The Fox Network (held the first Wednesday of every month), 7 p.m., hosted by The Triton’s own Kristy Fox. Come this month to Inlet Fine Wine & Spirits on 17th Street just east of US1.
June 21-23 Project USA, Seattle, Wash.
June 1-4 Island Fishing Tournament, Bimini. Sponsored by the Bahamas. $695 includes entry in tournament, five nights at resort and dockage. 305-253-9548, www.islandfishingadventures.com
More than 200 leaders in the industry will gather in the Bell Harbor International Conference Center to discuss and debate yachting’s future. Delegates will look at how they can sustain demand and deliver the required quality and management capacity in the United States. Hosted by The Yacht Report magazine. www. theyachtreport.com
June 4 24th annual Great Chowder Cook-off, Newport Yachting Center, 11 a.m.-6 p.m., $15, 401-846-1600, www. newportfestivals.com June 4 Fourth annual Women’s Sailing Conference, sponsored by BoatU.S. and organized by the National Women’s Sailing Association, Corinthian Yacht Club, Marblehead, Mass. $110 for NWSA members, $145 non-members, plus $15 late fee. www.BoatUS.com/women and click on Training/Seminars, 866-631-6972 June 5 SunTrust Sunday Jazz Brunch (first Sunday of every month) at Riverwalk from 11 to 2, Ft. Lauderdale. Free. www.fortlauderdale.gov June 10-12 AVP Pro Beach Volleyball Tour, Mariner’s Point, San Diego. This is the fourth tournament of the 2005 series featuring more than 150 of the top athletes in this sport. Qualifier on Friday (free), main draw competition on Saturday ($15), men and women’s finals on Sunday ($15). www.avp.com June 11 17th annual Reef Sweep and Beach Cleanup, Ft. Lauderdale, 9 a.m. to noon, followed by a BBQ. Organized by Ocean Watch Foundation, 954-467-1366, www.oceanwatch.org/reefsweep05.htm June 13-25 JVC Jazz Festival-New York featuring 300 artists in 100 concerts in 30
July 4 Essence Music Festival, New Orleans in the Louisiana Superdome. Scheduled perfomers include Alicia Keys and The Wailers. www.essence.com
EVENT OF THE MONTH
venues across Manhattan and Brooklyn, including Harry Connick Jr., Branford Marsalis and Béla Fleck. 212-5011390/1393, www.festivalproductions.net June 15-19 Bahamas Summer Boating Fling to Bimini, departs from Bahia Mar, Ft. Lauderdale. Limited to 30 boats. $75, first-come, first served. www.bahamas. com, (954) 236-9292 or (800) 327-7678 June 20-July 3 Wimbledon, London. One of six grand slam tennis tournaments with more than 5.8 million pounds in prizes. www.wimbledon.org June 22-July 1 Bahamas Summer Boating Fling to Chub Cay/Nassau/ Andros, departs from Bahia Mar, Ft. Lauderdale. Limited to 30 boats. $75, first-come, first served. www.bahamas. com, (954)236-9292 or (800) 327-7678 June 22-23 11th annual South Florida Hurricane Conference, Broward County Convention Center, Ft. Lauderdale. $50, includes 12 training sessions and 15 workshops on debris management, FEMA assistance and meteorology. 954-831-3900.
Find answers on page 27
June 23-26 ShowBoats International Rendezvous, Monaco. Includes the 15th annual ShowBoats Awards at the Grimaldi Forum, the Bal de le Mer Gala dinner at the Hotel de Paris, and the Costume Dinner Dance at the Salle des Etoilles. www.robbreport.com June 24-July 3 Eighth annual Sunset Music Festival, Newport Yachting Center. Line up ioncludes Guster, Dionne Warwick and Anna Nalick. 401-846-1600, www.newportfestivals.com June 25-July 30 Starlight Musicals, Ft. Lauderdale, Holiday Park at U.S. 1 and Sunrise Boulevard. Every Saturday, 7-10 p.m., free. Music styles vary. www. fortlauderdale.gov
July 4-10 Campbell’s Hall of Fame Tennis Championships, Newport, featuring top men’s players in the only lawn-court tournament played in the United States. www.tennisfame.com July 6-10 Bahamas Summer Boating Fling to Port Lucaya, departs from Stuart and Bahia Mar. Limited to 30 boats. $75, first-come, first served. www.bahamas. com, 954-236-9292 or 800-327-7678 July 8-10 AVP Pro Beach Volleyball Tour, Belmar, NJ, 4th Avenue at Ocean Blvd. This is the seventh tournament of the 2005 series featuring more than 150 of the top athletes in this sport. Local qualifier on Friday (free), main draw on Saturday ($15), men and women’s finals on Sunday ($15). www.avp.com July 13-17 Fifth annual Bermuda Big Game Classic, www.bermudabig gameclassic.com, 407-571-4680 July 14-17 The Open Championship, St. Andrews, Scotland. Formerly the British Open, one of golf ’s majors tournaments. www.pga.com July 15-17 Newport Bucket, Newport Shipyard, Rhode Island, www. newportshipyard.com
July 1-9 Regatta Time in Abaco, Bahamas. Five races from Green Turtle Cay to Marsh Harbour. 242-367-3202, www.bahamas.com
July 28-Aug. 2 Syndey International Boat Show, Sydney, Australia. www. sydneyboatshow.com.au
July 3 Sunday Jazz Brunch, Fort Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov
If you know of other events that should be included here, contact us at editorial@ the-triton.com.
42 The Triton
ADVERTISER DIRECTORY
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GET A JOB
June 2005
Classifieds
Crew Needed Client needs a mate for a three-month cruise in the Caribbean that also has the ability to pilot a 76’ Ferretti when captain not on deck. Prefer someone that has some knowledge of the Caribbean. Owner has captain and stew. rmartin@arbmg.com Seeking qualified engineer for full time position aboard U.S.-flagged, 120’ highspeed waterjet M/Y. Must have strong background on electrical and diesel engines. Good salary to qualified individual. Cruise mainly Bahamas and New England. Vessel berths in Daytona Beach, danielpwebster@ bellsouth.net
108’ US-flagged M/Y seeks full-time chef/steward. Non-live-aboard while in Palm Beach. Available June 20. Fax resume to 561-6253787 or call 561-358-7935.
Captain with solid Med experience needed for new large Azimut M/Y. Job starts in the Western Med ASAP. Send CV, photo, cover letter to mark@c2conline.net.
Looking for self-starter to work unsupervised performing boat towing and salvage tasks for fastpaced marine response company. Must have current USCG captain’s license (near coastal or oceans) with towing endorsement. Mechanical background and diving certification a plus. Willing to work varied shifts (nights and weekends). Benefits include health/ dental, vacation and sick leave. Fax resume to 954-7839009, tina@offshoremarine towing.com.
Licensed chief engineer with yacht experience needed for 50m M/Y based between Panama and Alaska. Must be MCA compliant or equivalent. Send CV, photo and cover letter to mark@c2conline.net
Crew Available British/Canadian chef with a Green Card and American stewardess actively seeking a team job. Looking for a longterm position or freelance charters. Hard working,
creative, detail oriented. cole_crew@hotmail.com Chef, 10 years in hotel/ restaurants, 10 years on yachts and in estates. Team player, accomplished over 75
Isn’t this copy of The Triton great? Don’t miss the next one. Subscribe online with PayPal at www.the-triton.com, then click on subscriptions. For U.S. addresses*, mail $25 to:
757 S.E. 17th St., #1119, Ft. Lauderdale, FL 33316
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0605
June 2005
Classifieds
Add or view up-to-date classifieds free at www.megayacht.org weeks of charter. Available individually or will team with stew partner. 305-778-6592, miludka@cs.com
Entry-level stewardess. Two years as a waitress/bartender, 6 years as a personal assistant/secretary. Neat, love to travel, team player. charlottevdw1@hotmail.com
Professional yacht chef available for freelance or full time. Comfort food to 5-star capabilities. Neat, clean, organized. STCW-95. David Widdas, 954-401-8278, davidwiddas @aol.com Chef with 20 years restaurant experience, culinary degree, sommelier and serve-safe certificates, US passport, real estate and cosmetology licenses. Worked on 100’ M/Y. Adaptable, organized, upbeat. luckyc25@aol.com Chef available for charter or private, estates and special occasions. Cuisines include Med/European, American and more. chefrjbateh@tanjarha.com, www.tanjarha.com Captain/chef available. Solo or team player. Sportfishing and diving experience. Clean cut and organized. Four-star cuisine and big fish. Property management. jbarrettjr@ hotmail.com
The Triton 43
Freelance stew, US passport, 12 years experience on M/Y 72-176’. Available for shortterm work: 2 days to 3 weeks. ddk1509@hotmail.com
Looking to crew first time. 27, New Yorker, with CG underway experience. Hoping to change careers. Robert, 917-513-9586, rob.b@ surfside3.com 42 years old, two years on yachts, six years as U.S. Navy boiler tech. Worked a lot on Persings, but have had my hands on many different yachts. Looking to go right to work. 561-620-2928, jfelvis238@aol.com STCW, freelance, deliveries, charters, short or long term. Chef/Stew/Mate/Deck. Available individually or
team. 954-812-2641, 305-7313199, mtnsoul11@aol.com First officer/mate. US license with a CEC- MCA, Cayman, Marshall Islands. Looking for a boat pref. under 50m. Experienced, detail oriented, organized, good work ethics. Familiar with Med and FL/Bahamas. Contact kristy@the-triton. com and mention Hobie Cat. Seeking a position as a deckhand on a private or charter M/Y, STCW 95, B1/B2. Hard worker, non smoker. 954-736-0403, pacoveron@hotmail.com
MCA master 200t/00W 500t; ex-US Army Officer/Ranger/ Special Forces; Resourceful & reliable skipper. Special experience providing close protection and discrete security to executives and families in remote locations. kent_cassels@hotmail.com Seeking electronics, diver, deck position. 32, communications & electronics officer (cruise ship experience), ship security officer, diver, quartermaster, English and Spanish, non-smoker/nondrinker, looking for motor or sailing yacht for multi-jobs. bencosta73@yahoo.es Professional Kiwi captain, MCA Class IV 3000Gt with 25 years experience, available for immediate start, private
Specialized classified listings are $15 per column inch. or charter, power or sail, any location. Seeking command of a vessel greater than 100’. Experienced project manager with boatbuilding/painting background and excellent electrical/engineering skills. Keen diver and fisherman. Also available as team with highly experienced chief stew. CVs available. captain_ paulb@hotmail.com
seeks re-entry into yachting on an upscale, teamoriented motor or sailing yacht. Specialties include Med, Asian and Pacific Rim cooking. Will consider a massage therapist position in combo with sous chef/ cook or stewardess on a larger boat. Previous yacht experience. Open to travel. lbc87878@hotmail.com
Looking for freelance, relief crew and/or daywork in Ft. Laud. 13 years experience on private and charter yachts. Will consider stew/cook positions on smaller boats. steffinaylor@yahoo.co.uk
Captain, prefers year-round yacht in Ft. Lauderdale or Miami. Sail and power experience. Loyal and trustworthy. Excellent references available. 954-629-2481, mjjmonty@bellsouth.net
Freelance stewardess available, green card, STCW, 10 years experience, charter & private. 954-205-0347, kbyacht@msn.com USCG captain available for any delivery position, including care-taking your yacht if she is riding on a transport ship. scott@ outerspaces.com, 715-7799854, cell 612-369-0624 Chef/massage therapist with 20+ years experience including culinary degree and ownership of restaurants
Need crew now? Check out our up-to-date classified listings any day on www. megayacht.org. Listings are free and we have far too many to list here. Go ahead. Check it out.
44 The Triton
June 2005
Classifieds Add or view up-to-date classifieds free at www.megayacht.org Professional captain/ engineer for full-time employment or deliveries. Was captain of 112’ Westport for 4 years, sold at Miami show. Currently on delivery. Will be available late June. 34, non-smoker, US resident, 200-ton masters/MCA Yachmaster Offshore/STCW, captjeffhoerr@aol.com, cell 636-259-6001 A fun, hard working chef/ stewardess team seeks a permanent, long-term powerboat position, charter or private. Able to bring great food and service to a boat. In Ft. Lauderdale and available for interviews. Current B1/B2 visas, Australian passports, STCW. donzlea@yahoo.com Experienced charter couple: Med, Caribbean, FL, Bahamas. Held first officer/chief stew last year on 130’ charter boat. Looking for captain/stew positions. American captain, 200-ton MCA yachtmaster, attaining USCG 500-ton. 9 years in yachting, professional,
hard working, fun, active couple together 3 years. Both PADI divers, both college educated. Available for permanent or freelance. Matt and Jodi, 786-316-8265, tomichville@hotmail.com Captain/mate and cook/ stew looking for positions on motor or sail. Hard working, safety conscious couple from Australia with B1/B2 and STCW-95. 954-319-6679, brettscott7@hotmail.com 200-ton master, 500-ton mate upon oceans. STCW 95 with ARPA, GMDSS. Available for deliveries. Have made deliveries from Florida to Massachusetts, chartered in the Bahamas, Caribbean. juancard2000@yahoo.com Professional captain with 25 years and 200,000 miles of experience available for full-time, deliveries, relief work and freelance. RYA/ MCA Yachtmaster Ocean w/commercial endorsement, USCG 100-ton, STCW. bill_reilly@compuserve.com, www.bill-reilly.com Professional captain, MCA master 4, 3000-ton, Australian Master 5. PADI dive instructor. 100,000
sea miles. East and West Med, Atlantic crossings, Carribean, Indian Ocean, Persian Gulf, Red Sea, Suez Canal, Asia, Australian waters. Looking for a M/Y any size or location. stuart_ carter34@hotmail.com USCG 1600/3000 Ocean captain looking for a new yacht 100-130’ or first mate’s position on a vessel 150’ or larger. 10 years, extensive business and mechanical background. Team player, great manager, excellent with owners and guests. 860-8880160, captvisa@earthlink.net 200-ton captain, scuba instructor and former Marine, prefers year-round South Florida-based yacht. Available for day work, charters, long term, manage yacht for out-of-town owner, etc. Excellent people skills, team player. Looking for a captain’s slot on a small to medium sized yacht or mate on larger vessel. 954-2141471, rocdiver@bellsouth.net. Captain/engineer with 3000-ton MCA dual license. 20 years on vessels up to 200’. Familiar with all coasts/ inlets of North America, Alaska, Great Lakes, Panama,
Caribbean. Non-smoker/ drinker. Good computer, management skills. glenn dickens@ mail2world.com American captain, USCG 1600/3000-ton license. 35 years, retired USCG. Private or charter. Experienced in sport fishing. Experience in Med, South Pacific, Australia, N.Z., Indian Ocean, South China Sea, East Coast US, Suez Canal, Red Sea, Caribbean, Bahamas, Gulf of Oman. 15 trans-Atlantics, 3 trans-Pacifics. No preference in size. 011-617-3209-5027, samharri@gmail.com American captain, USCG 500-ton license. 20 years experience. private and charter. Available for freelance, deliveries, project manager, mentoring, itinerary planning, weekly & monthly services. 954-6469661, kbyachts@msn.com Freelance captain, USCG master, 30 years experience, commercial and private vessel delivery, personalized instruction and private charters. Team available if needed. Atlantic, Gulf Coast, FL Keys, Bahamas. CaptDanm1@aol.com, 305451-8875
43, professional captain, 1st Class Unlimited, 25 years on M/Y and cruise vessels up to 440’. Power or sail, private or charter, any location. Ideally seeking command of vessel over 140’. Currently in Europe. +380 67 6920697, capt_sp@hotmail.com Canadian w/green card available for freelance/ relief work as chef, sous chef, cook or stew. 7 years experience, charter/private. Fran, roadtoshangrila@bigfoot. com, 954-584-1207 Charter Medics provides paramedics for your charter needs. Our medics are equipped with emergency medical supplies and communications equipment to arrange any logistical emergency transportation to a US hospital via air ambulance. 786-253-6686, chartermedic@aol.com
Other Pros Needed SeaRay and Boston Whaler dealer in the Caribbean seeks manager to manage boat, engine, chandlery and rental operation. At least 5 years experience in a similar position. Must be willing to
relocate. E-mail resume to paradise@candw.ag.
Specialized classified listings are $15 per column inch. Chapman School of Seamanship in Stuart, FL needs several instructors to teach powerboat handling. Must have experience with directed thrust and fixed thrust vessels, small craft categories. Current USCG license and great personality/people skills required. Prior teaching experience preferred but will train. Part-time with chance to grow. 772-283-8130, t.knighten@chapman.org Mobile service and installation company looking for an experienced, reliable marine tech. Must have a good driver’s license. Full-time, year-round work with established company offering good pay and benefits. We service and install stabilizers, thrusters, controls, appliances, etc. Electrical, hydraulic, plumbing and customer skills a plus. 954-463-7222, jmonroe@bowboat.com
June 2005
Established yacht service company needs an experienced marine diesel tech with strong electrical background for generator and propulsion system repair. Based in Ft. Lauderdale, may travel worldwide. Paid health insurance, holidays, vacations. Hourly pay with overtime dependent on experience, $15 - $25 per hr. Must supply your own basic tools. Full-time, long-term employment opportunity. 954-763-7141, atlanticmarine po@bellsouth.net Super busy crew agency seeks multi-talented, personable, computer literate, organized, and motivated person to coordinate our stewardess placements. Requires lots of Internet and phone work, and a genuine caring attitude. 9-5 M-F, $12/hr + commission, health benefits after 1 yr, 401K. Fast paced but casual environment. ami@crewunlimited.com Marine hardware wholesale company seeks dependable, independent, detail-minded team players. No selling, light shop reworking, or mechanical experience, customer service and
computer skills. Fax resume: 954.522.6903 Full-service yard in Ft. Laud. seeks experienced fulltime marine mechanic. Certifications helpful but not necessary. Full benefits including paid holidays and vacation, medical, dental. Salary negotiable depending on experience. 954-525-0174, info@pier17.net Seeking sales administrator to assist marketing director with telephone calls and database management. Need good communications and computer skills. Boating knowledge desired. Health/ dental, vacation, sick leave. Fax resume to 954-783-9009 or e-mail tina@offshore marinetowing.com Boat towing company seeks motivated dispatcher to monitor VHF radios, answer telephones and dispatch towboats. Boating knowledge desired. Weekdays, 32 hours/ week in Pompano Beach. Fax resume to (954) 783-9009 or e-mail tina@offshore marinetowing.com. Prestigious marina in Ft. Laud. looking for administrative assistant.
The Triton 45
Classifieds
Must be proficient in all aspects of office procedures. Customer service skills important, as are good organizational skills and knowledge of Word, Excel. Full-time position, open immediately. Top salary, benefits for right person. Confidential. E-mail resume to hr311@bellsouth.net
Prestigious marina in Ft. Laud. looking for receptionist/secretary. Seeking well-polished person to manage front desk with multiple phone lines and radio communication in yard. Must be proficient in Word, Excel and industry-related databases. MLS knowledge a plus. Excellent phone etiquette, customer service oriented and presentation a must. Top salary, benefits for right person. Confidential. E-mail resume to hr311@bellsouth.net Marine canvas installer needed. Experience preferred. Full-time position with health benefits and a 401K plan. (954) 784-0787, cworthycorp@aol.com Paint/fiberglass foreman needed to run paint/ fiberglass dept of busy Ft.
Lauderdale full-service yacht repair/refit facility. Yacht experience required. Competitive pay, bonus and full benefits. 954-585-1041 or fax resume to 954-585-1043. Looking for work? Since 1983 Aerotek has provided technical professionals to clients. Part of Allegis Group, the sixth largest staffing agency in the world, we serve technical and industrial staffing markets in the U.S. and Canada. 954-717-3544, carboled@aerotek.com
Other Pros Available Former yacht crew and tournament sportfishing captain has started a guide service to cater to the private or charter yacht looking for worry-free fishing or diving. Based in the Keys, will work from Ocean Reef to Martha’s Vineyard, Bahamas and Caribbean trips available in June. 203-982-5224, finandfly@hotmail.com
For Rent Clean, private, furnished efficiency. Includes A/C, electric, water, satellite TV, stereo. Nice yard, cathedral ceiling, new tile in shower,
new entry door, and fresh paint throughout. Close to Marina Mile. $700/month with lease. 954-253-5548, misschef@bellsouth.net Private rooms, short or long term. Large pool home in Ft. Laud. Easy commute to marinas, beaches. Furnished, washer/dryer and all utilities included. $650/month or $175/week. 954-587-8349 Store car or boat behind locked gate in Ft. Lauderdale. Minutes from marinas, ship yards, airport. Start at $65/ month. 954-294-0641 Houseboat, Las Olas area, newly remodeled, loft with skylight, 3 levels, no lease. Weekly or monthly rates. 954-646-9717
For Sale Completely equipped canvas shop in Riviera Beach, FL. Largest table in the business, several sewing machines. 508-241-9955, bgsykes@aol. com
Need crew now? Check out our up-to-date classified listings any day on www. megayacht.org. Listings are free and we have far too many to list here. Go ahead. Check it out.
46 The Triton WRITE TO BE HEARD
Carrying on when loved ones away at sea “Dislocation, maybe, is part of our uneasiness. It implants the feeling that nothing is ever really permanent.” Arthur Miller Having someone to rely on to get the mail and water the plants is important when your job takes you out of touch. But some things can’t be micromanaged Tied Up in Knots when you’re working Lisa H. Knapp and living on a boat, miles away. You have to trust and relinquish control to the people who care about you. My dad was a marine engineer for Lykes Brothers for 20 years. In the 1960s and 70s, there were no cell phones or e-mails, just slow-assnails postcards and Western Union telegrams. Once, Mom found and closed on a new house without Dad even seeing the place. We moved and Dad said he looked forward to seeing his new homestead and the old family, real soon. When Dad was at sea, Mom had lots of new responsibilities; some trickled down to me and my brother, Stan. Cutting the grass or washing the car
was a slice, but taking care of grandma was no cakewalk. Grandma Mae lived with my parents for 28 years until she died. Grandfather, a captain, died in 1949 so Dad felt obliged to look after her … forever. Grandma had Alzheimer’s. She was volatile and stressed the household. As a kid, I resented Dad for his occupation-enhanced escape powers. There was nowhere for us to go when she was “harder to love than usual.” We wanted dad home to deal with her. After all, she was his mother. When I was 15, we checked her into the hospital for tests. Within four days, she had a heart attack and died. There was no easy way of telling Dad, her only child, that she was dead. Mom, Stan and I made the arrangements at the funeral home. We called my dad’s relatives. Mom checked with my father’s favorite uncle for guidance to proceed with the funeral if we didn’t get in touch in time. After receiving the urgent message we left with Lykes, Dad finally called the night before the funeral, from Singapore. I answered the phone and handed it off, waiting for the bomb to drop. Dad was emotional as Mom said, “Johnny, your mother passed away unexpectedly.” Mom was shaking, and asked if we should proceed with the funeral
or postpone. Dad said to proceed. He noted the irony of calling from a phone booth in front of the Seamen’s Hospital in Singapore where his father died decades earlier after an onboard accident. It was eerie and my dad was all alone with his thoughts. It rained on the day of the funeral. As Dad’s relatives filed in to pay last respects to Mae, everyone felt the magnitude of the absence of her No. 1 mourner, who grieved alone on the other side of the world. Dad got back months later. I wasted a lot of energy being cynical as a teenager because I resented Dad for “leaving us.” Yet somehow, I don’t resent my husband, Kevin, for working on yachts and being away. I’m too preoccupied making his exits easier on him, whether it’s for a two-month gig or just a day charter. I know it’s my choice to be bitter or happy; I try to choose happy. Kevin needs to trust in my stability while he’s gone. I’ll never outgrow missing my guys. But that’s OK, because when you really love someone, you will always yearn to be together, not apart. Lisa H. Knapp is the wife and granddaughter of a captain and the daughter and granddaughter of a marine engineer. Contact her at lisa@the-triton.com.
June 2005
Triton’s online version just as great as the real thing
I have just started getting the online versions of The Triton and they are great. I wish I bothered to look at them before now. We are in France and do not get much crew reading. Your newspaper is so easy to download and print for all the crew. We are going to Russia again this year where it is impossible to get any news. Thanks to you, we can now keep up with what is happening. We are currently under new ownership and they are hesitating on the crew insurance issue. I’m very interested in any information that comes out of the meeting with David Allen. [See The Connection story, “Many yacht crew have no health insurance and don’t realize it,” on page 1.] I downloaded all the copies last month. It kept me reading for ages. I am looking forward to reading this one and printing it for the crew. We are off to the Back Sea this summer. (We did a five-month charter for a Russian crowd and they bought the boat.) I’m off now to read the latest edition. Capt. John Fitz-Patrick M/Y Renegade [ED’S NOTE: Find The Triton online at www.the-triton.com.]
June 2005
WRITE TO BE HEARD
The Triton 47
Cruising grounds not always honest about reef damage After reading the story about M/Y Summerwind [“Yacht hits reef in Belize, damage ‘tremendous’,” page 8, May 2005], I had to tell you what happened to me. In April, we were on our last charter in Turks and Caicos. Upon arriving on the western shore of Grand Turk, I motored to the designated anchorage area, clearly marked on the local charts and where three sailboats were anchored. While the guests were away for their day of diving, a small motorboat marked Environmental and Coastal Marine Dept. pulled up. A man contacted us via VHF and said he was going to dive down to check our anchorage. After about an hour, he asked permission to come on board. Once onboard, he indicated that we damaged the reef and that he would need to contact his superior and get back with us. He requested a copy of our ship’s papers, told me not to pick up anchor and that the captain was not to leave the vessel. He said he would get back to us that evening with an update. After he left, I had our mate dive down on our anchor. It was clear we had not done any damage to any reef. At 7 p.m. that evening, after not hearing from him, I contacted the man. He told me he would come out again the next day as he had not heard from his superior. The following day, we continued on with the daily routine of the charter. At this point I started making contingency plans to disembark the charter guests in the event the boat was still not allowed to leave the area. About mid-day, the officer came out and indicated that it was normally a $50,000 fine for damaging the reef. (That’s the same amount stated on our insurance papers.) I was polite and said that I found no evidence of any damage to warrant what he was asking. After more discussions that led nowhere fast, I indicated that because the Turks and Caicos government issued the chart I used – and the dive center on Grand Turk directed us to the designated area – we had no choice but to press countercharges against the agency. We finally came to an understanding of about $1,000. After he got his money, he gave me the green light to go. And go I did, never to return to Grand Turk. I don’t know if Summerwind hit that reef in Belize or not, but not all government agencies in the countries we cruise are upfront about their allegations. Capt. Mike Kleisler
Crew need to understand insurance limitations Kudos on the health insurance seminar. [See “Connection: Crew unwisely rely on yachts to protect their health,” page 1.] Maria [Karlsson] and I set out a year ago to have her be the guru of yacht health insurance because this wonderful little industry, full of brighteyed young people, needed someone to reach out to them and make them realize that there was a real need to have coverage and that just because they were a nice person, everything wasn’t necessarily going to be OK if they got hurt. The great thing that happened was not the turnout or if Maria sells anything out of it; it is that you got real members of the yachting community to talk passionately about this. Twice you had to do crowd control for people riveted to speak about the topic at hand. This is the first step in a movement to start getting this industry educated and to start looking after itself. No one else is going to do this for us. It will be a great day when everyone
Business Manager/Circulation Peg Soffen, peg@the-triton.com
Publisher David Reed, david@the-triton.com Advertising/Business Development Kristy Fox, kristy@the-triton.com sales@the-triton.com
Graphic Designer Christine Abbott, sales@the-triton.com Abbott Designs Distribution Ross Adler, zakad68@aol.com National Distribution Solutions
knows what the reality of health care for yacht workers is and that the vast majority is adequately covered, regardless of who they buy it from. Chef Neal Salisbury
IMG plan widely available I just wanted to make sure that you know that insurance brokers aren’t the only ones that sell crew health insurance. I sell a policy, for foreign or American crew, through IMG. The AYP [Association of Yachting Professionals] got it together about five years ago to address the issue. Ami G. Williams Managing Director Crew Unlimited
The Triton – gotta have it As the season begins here in the Northeast, crews and captains are showing up. They have your newspaper as being informative and a must-read Editor Lucy Chabot Reed, lucy@the-triton.com Contributing Editor Lawrence Hollyfield Contributors
David Allen, Carol Bareuther, Capt. Carol Benbrook, Eng. Donovan Benbrook, Mike Blake, Randy Bouffler, The Bridge, Blair Duff, Don Grimme, Capt. David Hare, Lisette Hilton, Jack Horkheimer, A.J. Jacobs, Chef Mary Beth Lawton Johnson, Richard Elliot Johnson, Lisa H. Knapp, Donna Mergenhagen, Natalie Moravek, Roberta Nedry, Jeff Ostrowski, Steve Pica, Capt. Paul Pratt, Rossmare Intl., Marc Staboli, Mate Adam Stockholm, Michael Thiessen, Daniel Treffery
for those on the docks. Please contact me about supplying our store with some for distribution. Louis Grignon Owner, Ship’s Store Sag Harbor Yacht Yard [ED’S NOTE: If you don’t see The Triton where you are this summer, let us know and we’ll get it there.]
You have a ‘write’ to be heard. Send us your thoughts on anything you read in The Triton or on other stuff that bothers you in the yachting world. Write to us at editorial@ the-triton.com
Vol. 2, No. 3.
The Triton is a free, monthly newspaper owned by Triton Publishing Group Inc. Copyright 2005 Triton Publishing Group Inc. All rights reserved.
Contact us at: Mailing address: 757 S.E. 17th St., #1119 Visit us at: 2301A S. Andrews Ave. Ft. Lauderdale, FL 33316 (954) 525-0029; FAX (954) 337-0702 www.the-triton.com