October 2004

Vol. 1, No. 7

The 150-foot Trinity Nova Spirit suffers engine room fire.

Page 4.

If you missed Athens and the Olympics, read page 26.

Captains allege unfair dockage rates in hurricanes

Boat shows give captains chance to see, fix things

For hurricane Frances, Roscioli Yachting Center on the New River took in 125 boats, twice the number it normally docks. PHOTO/LUCY REED

In Ft. Lauderdale for the boat show? Find out

what to do in our visitor’s guide, page 15.

California tax bill may steer more megayachts to Mexico

With the world’s largest boat show set to kick off this month in Ft. Lauderdale, we asked eight captains gathered for our monthly Bridge luncheon what they think of boat shows. The answers surprised us.

As always, individual comments are not attributed to any one person so as to encourage frank and open discussion. The attending captains are identified in a photograph on page 5.

FROM THE BRIDGE

LUCY CHABOT REED

See THE BRIDGE, page 5

By Jean Quist

In polite company, yacht brokers and admiralty attorneys call the bill that closed California’s use tax loophole for megayachts “bad legislation.”

Among their own at San Diego’s YachtFest in mid-September, however, they called it disastrous to the state’s growing megayacht market.

California residents used to be able to avoid paying the state’s 7.75 percent use tax on yachts by keeping their vessels out of state for 90 days.

For a $5 million megayacht, that equates to a one-time tax of $387,500.

Effective Oct. 1, however, they must keep their megayachts out of state waters for a year to avoid the use tax.

“How can I describe the chaos this bill will create?” said William Dysart, a San Diego admiralty attorney and staff commodore of Southwestern Yacht Club. He spoke to brokers, owners, crew and boatyard operators about the bill’s ramifications at YachtFest.

Expecting an exodus

The initial effect of the bill would be to drive California-resident owners who purchase vessels out-of-state to park their yachts in marinas along Mexico’s Baja Peninsula for 12 months, Dysart said, sending repair and tourism dollars ordinarily spent in San Diego to Ensenada, Cabo San Lucas and other Mexican ports.

The impact on captains and crew will be a significant increase in the amount of paperwork required to prove the yacht’s homeport residency and alternate situs, sailing time, and

Under California’s new sales and use tax law, more megayachts may fly a foreign flag from places such as the Cayman Islands. PHOTO/JEAN QUIST

See CALIFORNIA, page 11

By Lucy Chabot Reed

Ft. Lauderdale dodged four bullets in six weeks as a barrage of hurricanes aimed at Florida missed the yachting capital in late August and September.

Megayachts and boatyards up the New River, Ft. Lauderdale’s safe harbor from Atlantic storms, reported little to no damage as hurricanes Charley, Frances, Ivan and Jeanne smashed into practically every other part of the state. [See related story on page 13.]

Although Ft. Lauderdale missed a direct hit, the city and its yachting community still suffered a severe hurricane-related problem – allegations of price gouging at boatyards.

At least two price-gouging complaints against boatyards on the New River were filed with the Florida Attorney General’s Office, which has operated a price-gouging hotline since Hurricane Charley blew into Southwest Florida on Aug. 13.

None of the captains interviewed for this story wanted their names

published for fear of retribution from the yards that they must continue to work with. All were known to The Triton to be honorable skippers.

Their reports of higher prices did check out, with some yards charging flat rates of up to $750 a day and $25 a foot for three days.

For captains accustomed to docking a 150-foot megayacht in a yard for $1 a foot a day, a bill of nearly $4,000 for six days’ dockage during Frances raised eyebrows and ire.

“If twice the rate is required, OK,” one captain said. “That may include extra workers, insurance, preparations, etc. But we don’t want to see this yard charge six times its regular rate, regardless of supply-and-demand forces, to make a few dollars once every 10 years.”

Several boatyard managers insist they did not make money during Ft. Lauderdale’s trying time. A state investigator who looked into one of

See HURRICANES, page 12

2 The Triton October 2004

PublisherDavid Reed

david@the-triton.com

Advertising/Business Development

Kristy Foxkristy@the-triton.comsales@the-triton.com

Business Manager/Circulation

Margaret Soffenpeg@the-triton.com

DistributionRoss Adler

National Distribution Solutions

The TritonP.O. Box 22278

Fort Lauderdale, FL 33335(954) 525-0029

FAX (954) 337-0702

www.the-triton.com

EditorLucy Chabot Reedlucy@the-triton.com

editorial@the-triton.com

Contributing EditorLawrence Hollyfield

ContributorsJames Barrett, Julie Blankenship, The Bridge, Capt. Alex Greenson, Don Grimme, Amanda Hacking,

Sue Hacking, Lisette Hilton, Jack Horkheimer, Lisa H. Knapp,

Sandy Lindsey, Capt. Herbert Magney, Jeff Ostrowski,

Steve Pica, Jean Quist, Rossmare International, Michael Thiessen, Capt. Wendy Umla, Marty Ward

Vol. 1, No. 7. The Triton is a free, monthly newspaper owned by Triton Publishing Group. Copyright 2004 Triton Publishing Group Inc. All rights reserved.

Making connections, page 6

WHAT’S INSIDE

Advertiser directory 32Calendar of events 30-31Classifieds 32-33Crossword puzzle 31Crossword answers 13From the Experts: Body Business 24 Manager’s Time 24 Setting Sail 17Fuel prices 24Horoscopes 29In the Stars 28In the Yard 15

Letters to the Editor 6,13,35Monaco Yacht Show 8News 4,9,10Opinions 34-35Photo Gallery 14,23Profile: Ruling Angel 25Reviews: DVD 28 Product 19Technology Pull-Out: Getting Under Way 15-22Travel: Taking Time Off 26Triton Connection 6

IYC’s Graeme Lord, left, and Pier 66 dockmaster Steven Carlson network at The Connection. PHOTO/KRISTY FOX

4 The Triton October 2004BREAKING NEWS

Seven crew and 11 passengers were evacuated from the M/Y Nova Spirit on Sept. 26 after an engine-room fire, according to a report in the Edmonton Sun.

The 150-foot (45m) Trinity tri-deck was returning from a fishing trip off British Columbia’s Sunshine Coast where the megayacht was cruising at about 9:30 a.m., the newspaper reported.

The Canadian Coast Guard responded and extinguished the fire, taking those on board to Vancouver on a hovercraft, the newspaper reported.

The megayacht was towed to Vancouver.

Owned by Canadian billionaire Jimmy Pattison, guests on the private yacht included former British Columbia Premier Glen Clark and Time CEO Ann Moore, according to the newspaper.

The aluminum hulled megayacht can hit a top speed of 20 knots, according to the Trinity Web site.

This is the 10th fire to damage or destroy megayachts around the world since The Triton began researching the issue in March.

Fires destroyed the 136-foot Janie II

and the 90-foot Argus V.Engine-room fires damaged the 123-

foot Caprice and now the 150-foot Nova Spirit.

Other megayachts hit by fire this year include the 157-foot Newfoundland Explorer, the 191-foot Alyssa M II.

CORRECTION

The company of Joey Ricciardelli and Darren Coleman was incorrect in a photo caption in the August edition. The men own Yacht Entertainment Systems in Ft. Lauderdale.

150-foot Trinity Nova Spirit suffers engine room fire, all OK

Nova Spirit was returning to Vancouver when the fire occured. PHOTO/WWW.TRINITYYACHTS.COM

October 2004 The Triton 5

Tip to brokers: Escort potential buyers onboard yachts, please

Captains at The Triton’s September Bridge were, from left, Herbert Magney, Warren Koehler, Dale Smith, Philip Hodshon, Gunnar Watson, Bernard Charon, Rick Lenardson and Pete Gannon. PHOTO/LUCY REED

This month’s Bridge captains have a big-picture perspective of boat shows. Sure, they are a pain to prepare for, and yes, sometimes brokers can be unreasonable. But overall, the shows do an important thing, and that is to keep people interested in boating.

“It shows by how many people go there how well they do,” a captain said. “A lot of people are just looking, and that’s normal, but maybe some of those people are buying smaller boats, and those smaller boats lead to bigger boats, which lead to yachts sooner or later.”

And not all those folks strolling the docks are buying their first boats. Multimillion-dollar yacht buyers also take in the shows.

“They might not buy at the boat show, but they definitely go to look and get ideas,” a captain said.

“My boss saw our boat at a show and bought it six months later,” another said.

“I’ve been to three Ft. Lauderdale shows and two Miami shows in the past five years,” one captain said. “I enjoy doing them, though my crew don’t. It is a bit of a dog-and-pony show. My only gripe is when the broker gets lazy and doesn’t pre-qualify people.”

Most captains agreed with that, and added one other complaint: the unescorted guest.

“What you can do is say before the show that you want people escorted on board,” a captain said. “I’ve had people lie on the beds, go through the drawers, use the heads. …”

“I’ve had someone steal something out of the closet.”

“… You want someone there to say, ‘you can’t do that’.”

The shows are valuable if for no

other reason than to give out-of-the-area brokers a chance to see the yachts. While putting a megayacht in a show is expensive – easily tens of thousands of dollars – it is cheaper than doing familiarization trips or taking the yacht across an ocean.

“To get the number of brokers to see it as you would at a boat show, you’d have to do 20 [fam] trips,” one captain said.

“European brokers put their clients from Europe on these boats in winter,” another said.

Perhaps the best part of boat shows, for these captains at least, is the ability to check out the latest gadgets and technology, and to trouble-shoot.

“I like to go to boat shows every two years to see what’s new,” one said. “As captains, we’re often confined to our boats. When we go on a new boat, we get new ideas on how to handle things.”

“And you can deal one-on-one with the people who are building the equipment you’re buying,” another said.

“Every manufacturer is there,” said another. “If you’re having trouble, it’s a good place to get them, by the neck, and stand in their booth and say, ‘are you going to fix it?’ It’s a great place for problem solving, even if your boat’s not in the show.”

The captains conceded they have little pull in deciding which shows to attend. Brokers pressure owners to make those calls, depending on where the yacht is in relation to the show and how motivated the owner is to sell or charter it.

But most of them agreed they’d be headed down island to this winter for shows in the Caribbean.

Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

BRIDGE, from page 1

FROM THE FRONT

6 The Triton October 2004TRITON CONNECTION

Speaker: Adhering to ISPS simple, doesn’t have to be expensiveBy Lucy Chabot Reed

The International Ship and Port Facility Security Code is law and it’s easy to abide by, if captains and owners take reasonable measures to make sure their vessel is as safe as it can be.

That was the message from Rupert Connor, president of the yacht management company Luxury Yacht Group and speaker at September’s Connection seminar at Hyatt Pier 66.

While the complexity and newness of ISPS have been a hassle for management companies and the captains who work with them, abiding by the law isn’t difficult, Connor said.

“It’s surprisingly simple [to comply], although the rules do require some reading,” he said. Megayachts larger than 500 tons that engage in international trade must do a risk assessment of their vessels, write a plan, train crew and get their plans approved.

The ISPS Code sets the regulations for security issues in and around ports and went into effect July 1. Each country that is part of the International Maritime Organization drafted laws to enforce those issues. In the United States, that legislation is the Maritime Transportation Security Act, which is enforced by the Coast Guard.

One problem has been that the United States interprets ISPS

differently than most other countries, leaving globe-trotting captains baffled by who needs to comply, when and how.

“The U.S. is probably, among all nations, the one taking it most seriously and has shown the least tolerance with vessels that don’t comply either with their advanced notice of arrivals or having the appropriate certification,” Connor said.

Details of that law are in 33 CFR 101-106, with Chapter 104 concentrating on vessels, 105 on facilities.

The bottom line for megayachts, though, is security, Connor said. Is the vessel secure? Does it challenge boarding by unauthorized people? Does it have a plan to keep its guests and crew safe?

“If a port state control officer comes by your boat, knocks on the hull, no one answers, sees the passarelle down, strolls up on board and meets the captain in the wheelhouse drinking a cup of coffee, you’ll have a problem,” Connor said.

At that point, the officer has determined there’s “clear grounds” that the ship’s security plan isn’t working, he said, because no plan would allow a total stranger access to the bridge.

The answer isn’t a 24-hour watch over the passarelle. Instead, hang a sign that says “Private yacht, No boarding.” Lock doors to the salon or bridge to hinder access.

The requirement is that someone be challenged. The moment someone tries to step aboard, have a crew member ask for identification, even if the person looks like a Coast Guard officer, he said.

“You don’t have to invest thousands in security cameras and technology such as lighting system,” Connor said. “Make the crew mess door the only off-hours access point, and keep all other doors locked. That’s acceptable and cheap.”

A module for ship security officer is expected to be incorporated into STCW by 2006, he said.

Several captains indicated they weren’t impacted by the law, which the Coast Guard enforces on commercial vessels larger than 500 tons. The Coast Guard considers vessels that carry SOLAS-equivalent certificates commercial.

“There’s a large amount of discrepancy over the Coast Guard’s interpretation as to whether a private yacht that is able to charter and comes to the U.S. as a private yacht and wants to get a cruising permit, which

specifically says it is not engaged in trade,” Connor said. “There are a lot of issues with that right now on whether they apply.”

Concerns are heightening in South Florida as the yachting community prepares for the Ft. Lauderdale International Boat Show at the end of the month.

By mid-September, none of the marinas scheduled to handle boats

Luxury Yacht Group’s Rupert Connor, left, spoke with Patrick Estebe of the security company AffAirAction. Estebe won the Connection door prize, a tropical bouquet from Boat Blossoms of Ft. Lauderdale. PHOTO/KRISTY FOX

Your article [“ISPS-compliant yacht turned away from non-compliant marina,” page 12, September 2004], contained a substantial amount of incorrect information. I am sure this is unintentional and simply founded on a clear misunderstanding of the ISPS Code and MTSA, the interpretation of which should be left to lawyers.

First, your article begins with the statement that, “At more than 500 tons and foreign flagged, this megayacht must comply with the [ISPS Code].” This is absolutely incorrect. The 500 gross ton qualifier for ISPS Code compliance applies only to cargo vessels. A yacht is not a cargo vessel.

Second, the vessels must be “engaged on international voyages” for the Code to apply. The flag is immaterial.

Third, and perhaps most important from a megayacht perspective, the Code applies to all “passenger ships” engaged on international voyages. It is the passenger ship label that brings megayachts under the Code, not the 500 gross tons, and there is no size limit. A 50-foot yacht carrying one passenger that engages on an international voyage must comply.

It is essential to understand the difference between the ISPS Code and the MTSA; it is the MTSA that applies in the United States. There are a number of differences between the two. For instance, the MTSA applies to non-SOLAS vessels of 100 gross tons and above in addition to SOLAS vessels. [ED NOTE: So far, the Coast Guard

has not enforced the MTSA on smaller vessels.]

Your article states that the USCG prevented a megayacht from docking in at least one marina because “ISPS says compliant vessels can only dock at compliant facilities.” This is not correct.

The Code contains specific provisions to ensure that vessels docking at non-compliant ports be allowed to enter subsequent compliant ports by executing a unilateral Declaration of Security.

When a facility is not in compliance, it must request a waiver from the Coast Guard. If it fails to do that, or if the waiver is not granted, then the Coast Guard can shut it down.

It therefore behooves captains and management companies to ascertain before the yacht arrives whether the facility is allowed to operate. It would also be a good idea to insert a guarantee in the docking agreement that the facility is in compliance with the MTSA and that if it turns out not to be the case, the facility agrees to indemnify the yacht and pay all monetary damages, including attorney fees, that the yacht suffers as a result not being allowed to dock.

Miami attorney Kenneth Gale Hawkes is a board-certified admiralty and maritime trial attorney. He served as a consultant to the IMO in 2002, and continues to consult with the American Bureau of Shipping. Contact him at (305) 373-3434 or kgh@sealawyer.net.

Coast Guard, Triton interpretation of MTSA/ISPS wrongSee CONNECTION, page 7

TRITON CONNECTIONOctober 2004 The Triton 7

for the show had approved plans in place, though most expected to gain approval by show time. Without them, the largest megayachts would not be permitted to enter.

“We have a number of vessels scheduled to be here for the boat show with alternate plans in Freeport in case we can’t get dockage,” Connor said of some of the 20 yachts his firm manages.

One possible solution for secure dockage was to turn the largest megayachts to boatyard, which are exempt in the United States from complying with the MTSA.

A question from the audience of more than 30 captains and shore-based support professionals generated a discussion about the genesis of the MTSA, which originally was intended for vessels larger than 65 feet, said Taff Weaver, company security officer at Luxury Yacht Group who also spoke with Connor. The Coast Guard is considering applying the code to vessels over 100 tons, he said.

Several in the audience suggested captains talk to their bosses about influencing decision-makers in Washington.

“We know enough influential people that the laws can be changed,” one

yacht manager said. “We can lobby as far as we need to lobby. If we need to lobby the IMO, so be it.”

“The ISM code took seven years to produce,” Weaver said. “This [the ISPS Code] was knocked out in 18 months. There are going to be hiccups.”

All this talk makes lawyer Gale Hawkes crazy. He insists that the megayacht industry’s handling of the law is incorrect – mainly because the Coast Guard’s interpretation of the MTSA is incorrect, he said. He urged captains and owners to challenge Coast Guard officers when they refuse a yacht entry to facilities or begin issuing fines for non compliance.

The MTSA permits the CG to administer fines up to $25,000 for each violation per day. With several infractions onboard, a vessel can quickly accumulate hundreds of thousands of dollars in fines.

“The whole deal is a question of interpretation and enforcement,” said Gale Hawkes, a maritime attorney from Miami who has served as a consultant to the IMO on security issues. “The code is written so sloppily. We’re not going to know what a lot of it means until we get in front of a federal judge.”

Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

CONNECTION, from page 6

Speaker: Adhering to ISPS is easy, doesn’t have to be expensive

8 The Triton October 2004MONACO YACHT SHOW

By David Reed

Two panels of tax, customs and legal experts gathered during the Monaco Boat Show in late September to discuss a variety of financial and management issues critical to the Mediterranean charter season.

Chief among them was a meticulation tax that Spain charges to make up the difference between what it used to collect through its VAT and the lower VAT it now charges as part of the European Union.

That one-time special tax equals about 12 percent of the value of the hull and is in addition to the 14 percent

Value-Added Tax it charges as part of the E.U.

The taxes apply to vessels that charter through Spain. The breakfast panels, hosted by The Yacht Report, gathered to discuss how to avoid the expensive meticulation tax and what might be done to change it.

Several lawyers and management company executives on the panel suggested charter vessels continue to pick up and drop off guests outside Spain, similar to the procedure megayachts have used when cruising around Greece.

But Tony Allen, a lawyer with Hill Dickinson, advised the breakfast crowd that Spain is attempting to prosecute at least one megayacht for trying to avoid the tax while cruising in Spanish waters.

The answer, at least for now, is to weigh the charter versus what might result.

“[It’s] risk assessment, not black and white,” Allen said.

Allen and other lawyers said they are working with the Spanish government to make concessions for megayachts to charter through Spain without being subject to the high tax. One possible solution might be to pay a tax on the value of the Spanish portion of the charter instead of a tax on the vessel.

“There are many shades of gray and more than one answer,” said Steve Malley with the marine and aviation services division of MeesPierson Yachting, a part of financial giant Fortis.

Contact Publisher David Reed at david@the-triton.com.

Finance, management experts talk tax avoidance in Monaco

Attendees of the 14th annual Monaco Yacht Show stroll the red carpet in late September and eye some of the world’s largest and most luxurious megayachts. PHOTO/DAVID REED

One of the most interesting new products at Monaco was an old product.

U.K. furniture makers Martin J. Dodge are remaking round wooden tables that can grow from a diameter of 60 inches to 84 inches by means of a capstan and arms.

The table is sliced into eight segments. When the apron is rotated, the arms throw out the leaves to

allow parallel leaf inserts. The design was invented by Robert Jupe in the early 19th century and made for nearly a century.

For details, visit martindodge.com.

October 2004 The Triton 9NEWS BRIEFS

The world’s largest single-masted sailing yacht was being checked over in the South of France after being stuck on the rocks near Nice for two days.

The 247-foot Mirabella V ran aground near the entrance of Beaulieu sur Mer harbor on Sept. 16 after dragging anchor in strong wind, according to news reports.

By Sept. 18, she was underway under her own power, Yachting World reported. At press time, she was docked in La Ciotat near Marseille.

According to Yachting World, which provided the first reports of the grounding over the Internet, the 206-foot M/Y Big Roi and the 282-foot M/Y Ecstasea stood by Mirabella V soon after her grounding, trying to help.

A metal gantry was erected on the deck of Mirabella V on Sept. 17 to support a 150-ton lifting keel, the magazine reported. A small launch and the yacht’s tender helped to “wiggle and waggle” the yacht off the beach.

An equinoctial tide provided about 8 inches of extra water to help free the yacht. She then motored away under her own power, the magazine reported online.

Yachting World is preparing a full report on why MirabellaV ran aground and exactly what was entailed in her rescue for its November issue, due out early this month.

– Staff report

Yacht transporter to go high-speed

Yacht transporter Dockwise Yacht Transport plans to construct a new high-speed yacht carrier that will cut in half the time it now takes to transport a megayacht across the Atlantic Ocean.

Expected to begin service in summer 2006, the 674-foot (205m) carrier will travel at 18 knots, making regular monthly trips between the Mediterranean and Florida/Caribbean in 8 days instead of 15, the company said.

For more information, contact DYT at (954)525-8707 or www.yacht-transport.com.

IBEX raffles include Harley

Milsco Manufacturing Co. will raffle off a 2004 Harley Davidson XL883C Sportster Custom motorcycle from its booth at the International BoatBuilders’ Exhibition & Conference on Oct. 27 in Miami Beach.

The raffle is open to all attendees at IBEX who stop by the company’s booth (272). Exhibitors are not eligible. The winner need not be present at the noontime drawing to win.

Also being raffled off is a Sirius satellite stereo with a one-year subscription, offered by Audiovox Specialized Applications in booth 2113.

Company creates guest safety DVDs

Superyacht Media has developed a guest safety DVDs for the 141-foot S/Y Red Dragon and the 147-foot S/Y Timoneer.

The ISM code requires yachts to brief passengers on safety. Red Dragon Capt. Ben Marshall wanted a simple way to fulfill the requirements for crew and guests and to minimize his liability should a safety incident occur, said Superyacht Media Managing Director Robert Gleed.

For more information, contact Bryan Evans at Superyacht Media, +64 21 666 263 or bryan@superyachtmedia.com

New location for tool business

Marine Industry Tool & Supply moved into new offices in August, more than doubling its space from 2,000 square feet to 5,000.

The new store is at 3001 S.W. 3rd Ave., Bay 8, in that Ft. Lauderdale neighborhood behind Lester’s Diner. Company owner Ed Brillinger said he’ll carry more inventory and expand services into yacht chandlery.

World’s largest sailing yacht hits rocks in the Mediterranean

10 The Triton October 2004NEWS

Dudley Hart SavageJune 1963-August 2004

By Julie Blankenship

The day was bright and clear, light to moderate breezes. The phone rang early and I checked the caller ID to see the number of my friend Capt. Dudley.

“How would you like to go sailing?” he launched right in, never one for small talk.

“I would love to,” I said, before the nagging little voice in the back of my head took over, “but, I have some things I have to take care of today.”

“What better things do you have to do on a Saturday than go sailing?” he asked, with a slight hint of his New England accent that came out when he was adamant about something.

“You know,” I started, “just stuff.” Never one to take “no” for an answer,

Dudley offered a barrage of reasons why I should go. But I didn’t. I wish I had.

Dudley Hart Savage grew up on Martha’s Vineyard. For most of his career, he was a sailing instructor and loved to introduce newcomers to the sport. His favorite stories were about teaching children to sail and, of course, do it his way.

He never had a problem telling the

parents of some spoiled 12-year-old that unless their kid changed his attitude, he’d not only be kicked out of class, but the kid would be a loser for life.

He went to St. Maarten to run Cap II , a 76-foot CNB sloop, for a previous owner, until some crew changes could be sorted out. He called Aug. 25.

“I’m getting ready to head down to St Lucia,” he said, not exactly sounding like himself.

“What’s wrong?” “Nothing,” he said flatly. “I just want

this trip over with.” There was a pause. “Going down by yourself?”“Yeah,” he sighed. “Hey listen, I’ll see

you guys on Wednesday for coffee. The usual right?”

On Sunday, Aug. 29, Cap II sat at anchor in the harbor in St Lucia. Dudley’s body lay in the cockpit. The local authorities attributed his death to respiratory failure. He was 41 years old.

I figure he died as he would’ve wanted: on a boat with the light trade winds blowing across the bow and the familiar gentle rocking motion, carrying him home.

Julie Blankenship became friends with Capt. Dudley while working at Crewfinders. Owner Linda Turner is planning a memorial service for him in November. For info, call (954)522-2739.

Friends to mourn captain who died aboard Cap II in St. Lucia

October 2004 The Triton 11

By Jean Quist

Shelter Island Marina on San Diego Bay was, once again, the site of YachtFest San Diego, now in its fifth year and showing no signs of slowing.

The number of megayachts on display at the September in-water event has more than doubled since 2000 and gate sales have grown more than 30 percent each year, according to show organizers. YachtFest ‘04 included 33 vessels from ports around the world, valued from $1 million to $8 million.

The show’s success indicates the growing market in Southern California for megayachts and San Diego’s attraction as a port of call, said show Chairman David Roscow of Fraser Yachts Worldwide.

“Each year, we invite the yachting public to view the array of boating supplies and services, restaurants, tourist attractions, theaters and outdoor activities offered on San Diego Bay and nearby, as well as the boats themselves,” he said. “Owners, those chartering and the captains and crew can all appreciate the ease of sailing south to Mexico and Latin America, or north to Seattle and Alaska from here.”

To gain a larger share of the megayacht market, Roscow and other waterfront businessmen – among them Tom Driscoll of Driscoll’s Boat Works, where megayacht repair and maintenance is a growing segment of the business, and Doug Sharp of Sharp Designs Naval Architects – formed Pacific Super Yacht Promotions (PSYP) in 1999, a non-profit organization whose mission is to boost San Diego as a base of operations for megayachts cruising the Pacific.

“With our deep water, climate and

location, San Diego has the potential to become a much larger presence in the luxury boating industry,” Roscow said.

The waterfront is expanding its megayacht resources in other areas as well. The Maritime Institute in Point Loma, which has offered U.S. Coast Guard licensing classes for years, has recently partnered with International Yachtmaster Training of Ft. Lauderdale to offer IYT’s classes locally. During a seminar at YachtFest, nearly 80 people gathered to learn about careers as megayacht captains and crew. IYT owner Mark Fry told them his company is adding training sites as quickly as possible to meet demands for well-trained crew.

Captain Gui Garcia and chef Cristina Jones, both of M/Y Kakela, a 120-foot Christensen tri-deck on exhibit at the show, were also on hand to provide personal perspectives of

life aboard a megayacht.Farther down the bay, Knight &

Carver YachtCenter in National City is finishing a refit of the 302-foot M/Y Tatoosh, and is investigating purchase of a dry-dock to handle vessels over 155 feet. In the meantime, the yard has teamed with its commercial boatyard neighbor Southwest Marine to handle megayachts.

Roscow said he hopes PSYP and YachtFest will inspire the Unified Port of San Diego to increase facilities catering to megayachts, especially in an area that many see as San Diego’s one drawback as a megayacht port – berthing capabilities. Several marinas and boatyards are planning to build dock and slip space to service boats over 100 feet.

Jean Quist is a freelance writer living in San Diego. Contact her through editorial@the-triton.com.

Megayacht presence grows at YachtFest San Diego

The 130-foot Christensen Pacific Eagle (background) dwarfed the other 32 yachts at YachtFest September. PHOTO/JEAN QUIST

repair and maintenance confirmations. Deliveries to California may also turn into long-term babysitting jobs as yachts are docked elsewhere for 12 months.

While legislators hope the tax code revision will generate additional revenue for the state’s stretched budget, analysts and critics of the reform believe it will actually cost the state revenue, as brokers and owners move to register their purchases in other states and offshore.

Increased paperwork for crew

Even non-California residents are affected by the legislation. Vessels brought into the state for repairs, retrofits or modification during the 12-month period are exempted from the use tax if their owners or captains can prove the vessel is only in the state for repair, that no more than 25 hours of “sailing time” are logged in California waters moving the vessel to the yard and that the vessel left the state immediately upon work being completed.

“It is obvious from the bill’s language that it was originally written for aircraft ownership,” Dysart said. “We don’t ‘retrofit’ yachts, and very few private yacht owners keep detailed logbooks.

“And the 25-hour clause is wide open to interpretation,” he said. “Does it include the time from when a vessel enters California waters to when it arrives at a boatyard for repairs? In terms of sailing time, 25 hours gets me about halfway to Catalina.”

Dysart recommended that new owners consider foreign-flag registration, such as the Cayman or Marshall islands, since offshore registration is the only factor the bill does not address. He also suggested using an out-of-state hailing port, because a California port on the stern will raise a red flag with local assessors.

Sunset in 2006

The bill is set to expire June 30, 2006, though it is believed it will be amended to remain in force and may be revised to include details on how foreign-flagged vessels might be affected.

“I think we will see some refinement in the language,” Dysart said, “but as it stands now, it’s going to drive nearly all big-boat business out of the state.”

Jean Quist is a freelance writer living in San Diego. Contact her through editorial@the-triton.com.

CALIFORNIA, from page 1

Law’s effect on foreign vessels is still unclear

FROM THE FRONT

12 The Triton October 2004FROM THE FRONT

Yards: Hurricanes stop billable work, cost money in lost jobs

two complaints filed against Roscioli Yachting Center said no gouging existed in that instance.

“Look at the liability we had,” said Bob Roscioli, chief executive officer of Roscioli Yachting Center. “These boats could tear our sheds down” in a storm.

“People don’t realize that our yard was completely shut down for two-and-a-half to three weeks” during Frances, he said. Frances was the largest of the hurricanes and the first of two that threatened Ft. Lauderdale. The complaints of unfair dockage rates began soon after she hit Florida Sept. 5.

“For a storm like Frances, it takes us three to four days to get ready, a week for the storm to pass, and three to four days to get everyone out,” Roscioli said. “We can’t haul out during that time; we’re just a safe harbor. My employees are working 12-15 hours a day but they can’t work on boats. We don’t make any money.”

Roscioli’s sign-in contract states normal dockage of $1 a foot a day, with $2 a foot a day during hurricanes. That rate was charged to regular customers and yachts already in the yard, he said.

For other megayachts that called as the storm approached, Roscioli said his crew verbally advised captains as they entered the yard that dockage in the turning basin would be a flat rate commensurate with their size – $250 a day for boats smaller than 50 feet, $500 a day for yachts from 50 to 100 feet and $750 a day for megayachts larger than 100 feet.

“I’ve been going to Roscioli’s for years,” one captain said. “I just spent $50,000 there a couple months ago. I still got charged the [flat] rate. I was shocked. I don’t want to bash them because they are my shipyard, but it’s wrong.”

The flat rate at Roscioli was not

on the sign-in contract, and several captains complained that they were arbitrarily charged a price nearly triple the normal rate. For six days of dockage at Roscioli during Frances, a 150-foot megayacht saw a bill of about $4,500. The $2 rate works out to $1,800.

An investigator with the State Attorney’s Office said Roscioli did not break the law.

“From our experience, the higher-priced contracts are put in place for those people who are not regular customers of the [yard],” she said. “And that’s OK. Any business can charge whatever they want. For the purposes of price gouging, the price cannot change within 30 days of a hurricane.”

On average, the higher hurricane rates Roscioli and other yards charged were about the same and had been in place for years, she said.

The captain of the boat that filed one of the complaints against Roscioli insists the rate is outrageous. He said he was never told he would be charged a flat rate until he was ready to leave.

“They screwed me before, so when I got the contract, I circled the $2 rate and initialed it,” said the captain, who did not want to be identified until his complaint is resolved. “When the girl showed up with the bill, I just told her it was wrong, and she said, that’s what Mr. Roscioli wants.”

“Our rates are more than fair,” Roscioli said. “We’re half the other yards. You have to charge that because it costs money to take all those boats in here.

“We had three weeks of getting boats in and out of here, and no work,” he said. “During the hurricane, we didn’t bill not 10 percent of our normal billing.”

Greg Poulos, general manager at Rolly Marine Service also on the New River, took a similar financial hit during the stretch of hurricanes. An audit of

the five active weeks of the hurricane season thus far has Rolly registering $354,000 in unbillable labor for its 55 employees, he said. He has billed about half the number of hours his crew has actually worked, about a quarter the week Frances hit.

“I can bring in $800,000 to $1 million a month at this yard,” Poulos said. “For the last week of August and September, I’ll be lucky to break $350,000. That’s the direct loss, never mind all the ropes and plywood and batteries we supplied to boats that I didn’t charge for.”

For boats already at Rolly, Poulos said no additional charges applied. For yachts that came in just for hurricane dockage, the yard charged $25 a foot for three days. For a 150-foot megayacht, that works out to $3,750, which includes electric as long as it is available.

If the bridges weren’t open after

three days, yachts could stay at no additional charge, he said. For Frances, that meant six days of storage for the same price.

“It looks like a big price gouging, but it’s not,” he said. “Our rates are posted on our contract, on our Web site. If they think it’s too rich, they can go someplace else. This is what we do based on a survey of 20 years in this business.”

Once the bridges are open, boats that remain at Rolly are charged $25 a foot a day until they move.

“If anybody in the marine industry has any better ideas how to handle this, I’d be open to them,” he said.

Jones Boat Yard on the Miami River handles hurricane season a little differently, though no cheaper. That yard charges 50 cents a foot a day for the full 183 days of the hurricane season, payable at the beginning of the season. So a 120-foot yacht – the largest the yard can dock in a storm – would pay $10,980 to reserve hurricane space.

Boats that wanted storage but hadn’t paid the contact before the season were charged the same rate, with a portion of it credited to any yard work done within 60 days, said Brad Bean, Jones’ general manager.

“We found it worked to their advantage,” Bean said. “Charley came, and everybody scrambled and came to the yard. Then a few days later Frances came, and they kept their boats there. Now it’s five weeks, and they still have dockage. It’s value for their money.”

At least one shipyard did not implement higher hurricane rates. Fort Lauderdale Shipyard President Rick Roughen said his yard on the New River continued to charge its regular off-season rate of $1 a foot a day, despite the extra work and risk involved.

The newest yard on the river,

HURRICANES, from page 1

Some megayachts chose to weather hurricane Frances in marinas, such as the M/Y Aspiration, which tied up to the floating face dock at Bahia Mar as well as several old trees inland. PHOTO/LUCY REED

See HURRICANES, page 13

FROM THE FRONTOctober 2004 The Triton 13

Roughen said he doesn’t have the client base of his competitors, but he was worried about something else.

“They’re going to chase these boats out of Ft. Lauderdale,” he said. “These captains want a way out, and we’re giving it to them.”

Roscioli was surprised anyone wouldn’t charge a higher rate, considering the added liability.

“You’re taking in a multimillion-dollar investment and all that involves for a couple hundred dollars?” he said. “It doesn’t make any sense.”

Roscioli acknowledged that he should have had his non-customer hurricane rates in writing, and that he would do so next time. Then he paused, and noted that he likely won’t take so many boats next time.

“I’ve worked too hard for too many years in this industry with top-notch owners and captains,” Roscioli said after Frances. “I guarantee you, if we get another hurricane, it’s going to be a lot different.”

“We’re to the point where we’re not going to stack them up in the basin anymore,” said John Slate, yard manager at Roscioli. “We’ll give them [the yacht that complained] their money back, but I’ve already told my crew, don’t let that boat back in the yard. And it’s not just here. Just like captains talk, boatyards talk.”

As The Triton went to press, Jeanne had just blown ashore about 100 miles north of Ft. Lauderdale, and tropical storm Lisa was still in the Atlantic.

“I’m not dealing with it anymore,” Slate said after Frances. “I’m appalled that I’m even accused of gouging. Let

them pay thousands to run away from the hurricane. We lost money by letting people come in here, helping people. Why would we ever do that again?”

Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

South Florida was reeling from the effects of three major hurricanes about the time I first realized something was wrong in the marine industry.

One bewildered captain after another hustled into our offices begging for a slip that would provide safe harbor for their vessels. Some suggested that price gouging had raised its ugly head, but it was apparent to me that “grinding” appeared to be the order of the day.

I will not soon forget my frustration after the fourth or fifth long-time captain judged our facility guilty by association. Throwing his wallet onto my desk before asking if we had any space available, and then opening our conversation by calling us all “a bunch of damned pirates” was upsetting, to say the least.

The captain’s disparaging comments helped me realize that his long-term association with the local yachting community had left him feeling used.

“Fair-weather friends are a dime a dozen around here,” he said. “After spending tens of millions of dollars at numerous facilities over the past decades, who do you think wanted to give me a fair shake in my time of need? Nobody. I’ll point my bow north after this and never come back.”

Whether it is dockage rates, sheets

of plywood, medical supplies or donuts, is it possible that our industry may be so short-sighted as to grind our customer base with inflated prices at a time when it seeks our assistance most? If so, then what might that say about the manner in which we operate our businesses? And what might that indicate about our future?

It is clear that in spite of what South Florida has contributed to the worldwide yachting industry explosion, we have no guarantee that our reign will continue. With the diminution of waterfront maritime facilities to condos, those facilities that remain have an increasing responsibility to represent the industry well.

Gouging cuts holes into a solid base, but grinding rips away at its foundation. To those who elected to grind our customer base by charging exorbitant rates at a time when we should have all pulled together to emulate a sense of fair dealing, you should rethink your actions. Not only have you hurt yourselves in pursuit of a short-term gain, but you’ve left an opportunistic image that the rest of us will have to endure.

We dodged a bullet this time as the storms flew past us in every direction, but watch all those captains heading back down river as they shake their

heads and vow to take their business elsewhere. Their options are expanding and the noose will continue to close around the marine industry here unless a much-needed change takes place.

Leaders in this industry need to stand up, do the right thing and avoid a short-sighted perspective. There are many customers and there will remain an abundance of business to benefit the entire industry if it is willing to do so. Otherwise, a continuance of short-sighted opportunistic impressions will grind away the delicate foundation that has taken the South Florida marine industry so many decades to build.

Rick RoughenPresident

Fort Lauderdale Shipyard

Answers to puzzle on page 31

Charging higher hurricane rates hurts reputations of us all

While Ft. Lauderdale was spared much damage from hurricanes so far this year, other parts of Florida and the Caribbean were not so lucky.

Marinas along Florida’s Treasure Coast in places such as Stuart and Ft. Pierce were completely destroyed by Frances and then punished again by Jeanne three weeks later.

The Vero Beach Press Journal reported that the Fort Pierce City Marina, one of the largest facilities in Martin, St. Lucie and Indian River counties, lost more than 65 percent of its 240 floating and fixed dock spaces during Frances.

It was unclear how it fared under Jeanne.

“All I can tell you right now is the industry was pretty well devastated,” Vera Locke, executive director of the Marine Industries Association of the Treasure Coast, told the paper.

Capt. John Dial of Stuart Harbor said his wooden docks, as well as the docks at nearby Allied Marine, were completely destroyed by Frances.

Word from the Caribbean was harder to obtain, as power and phones were blown out in several of the islands hit. Some reports indicate Granada, Jamaica, Cuba and the Cayman Islands were severely damaged by Charley and Ivan, while the Bahamas were thrashed by Frances and Jeanne.

The Web site www.stormcarib.com posted messages from islands around the Caribbean as the storms blew in. To read more, visit the site and click on the left side for info about that storm. Scroll down for direct reports from the islands affected.

Despite widespread damage to Jamaica during Ivan, The Marina at Port Antonio reportedly withstood 100-mph winds.

“Its back to normal with just limited vegetation damage,” said John Louis, regional manager of Westrec, which manages the marina. “Navy Island shields the harbor from the north and creates a protected environment, even during a storm like hurricane Ivan.”

– Staff report

Complaints cause yards to reconsider dockage

Rest of Florida, Caribbean not so lucky

HURRICANES, from page 12

Getting Under WayTechnical news for captains and crews

Oct. 2004Pages 15-22

PULL-OUT

PYR paints a pretty picture in perfection

Hey crew, welcome to Ft. Lauderdale

See IN THE YARD, page 21

By James Barrett

The San Diego-based yacht painting company Pacific Yacht Refitters (PYR) is soon to complete the painting of the 65-foot Tango Amore.

The yacht entered South Bay Boat Yard for minor mechanical work and a complete repaint in early July. It was hauled out with a 70-ton travel lift and was covered using scaffolding and shrink wrap. According to Daniel Cummins, president of PYR, this is the optimum method if an environmentally controlled facility is not available.

The initial proposal supplied to PYR was solely for paint work, however while inspecting the vessel to provide a fixed price, delamination in the deck was discovered. A section of about 25 feet of the balsa-cored deck on the starboard side was cut out. The edge of the cut was feathered back to a ratio of 3-to-1 and fiberglassed wood supports were installed around the edge.

The void was replaced with treated marine ply and five layers of fiberglass were built up on top of the ply. Supplied by Diversified Materials, a polyester resin system was used for the repair in conjunction with Dynaglass filler and high-build epoxy to level the area prior to painting.

Low VOC (volatile organic compound) high-build and finish primers were used before a guide coat was applied. A guide coat uses enamel spray paint to highlight depressions or irregularities in the surface that is being prepared for the final coat. This helps to ensure the surface is fair and smooth before application. A Sterling acrylic paint system was used for these top coats.

“We chose acrylic for several reasons,” Cummins said. “One reason was that unlike non-linear polyurethane paints, it can be buffed. No one wants to buff new paint, but sometimes, it’s your best option. The intricate and difficult parts to paint are often susceptible to airborne contaminates and the paint is sometimes thinned out too much, which can make it dull.”

Perhaps the most interesting part of the project was the attention to quality assurance. Before any paint preparation took place, the hull was mapped for dry film thickness (DFT). Three measurements are taken

Pro finds younger replacement, perfect chemistryBy Lucy Chabot Reed

For 23 years, Pete Rimmel has been the man to call in southern Florida for safety inspections before starting hot work.

Required by most boatyards’ insurance policies, Rimmel authorizes that confined spaces are safe for workers to enter, and in the case of welding, that enclosed spaces have been properly prepared.

For all those years, Rimmel has been the only marine chemist from Cape Canaveral to Key West. But that changed this fall.

When he found Blair Duff working at Resolve Marine Group with a background similar to his own – chemistry undergraduate studies and a captain’s license – Rimmel took him under his wing.

Rimmel, 57, knew he wanted to retire one day, But with only 95 certified marine chemists in the country – many of them concentrated in the oil tanker regions along the Gulf Coast – he’d have to find and nurture his own replacement.

So he helped Duff pay for 400 hours of training around the country with the idea that Duff would return to South Florida and work in his business

And Duff has. He earned his certification Aug. 1 and now the two men work together.

“Pete’s such an easy-going person,” said Duff, 41. “He expects yacht-quality mentality when it comes to tank cleaning, and I agree with that. You can’t get sloppy.”

Rimmel and Duff uphold the tough standards of the U.S. Occupational Safety and Health Administration, the

U.S. Environmental Protection Agency and the National Fire Protection Association. It’s the NFPA that assigns the marine chemist designation, which Rimmel compares to a doctorate degree.

To get it, a person with a bachelor’s degree in chemical engineering (like Rimmel) or chemistry (like Duff) must have a minimum of 300 hours working alongside a certified marine chemist on a variety of vessels, including tugs, tankers and barges as well as yachts.

Then, of course, there’s the written thesis and oral exams, just like for a PhD. In fact, Rimmel said, marine chemists in Europe are regularly referred to as doctors.

The education and training are necessary though. Marine chemists are responsible for the safety of the people working on boats, and all that that entails.

“I’m never wrong,” Rimmel said. “The standards that marine chemists must hold the inspection to are solid. I go away knowing nothing can happen.”

Still, accidents can happen. Even with all the precautions in place, including his inspection, daily re-inspections, a fire watch and blankets,

a fire caused millions in damage to the 107-foot Emmerson in Ft. Lauderdale in May 2002.

“The fire had nothing to do with the tanks,” Rimmel said of the area he inspected. “The fire started all the way up in the fore peak. It was literally an accident. A spark got somewhere it shouldn’t.”

Such accidents have been few and far between on Rimmel’s watch.

“There are a lot of dangers that people don’t think about,” he said. “We’ve been very lucky down here. I’m forever walking around yards suggesting ways to be safer.”

Some say Rimmel is the reason for South Florida’s luck.

“I think the man is excellent,” said Greg Poulos, general manager of Rolly

Blair Duff, left, works with – and will eventually take over for – Pete Rimmel, who has been South Florida’s only marine chemist for 23 years. PHOTO/LUCY REED

See RIMMEL, page 20

By Sandy Lindsey

With 23 miles of beaches, great restaurants, a notable art scene, almost perfect weather, and lots of clubs and other fun options to choose from, it’s no wonder that yacht crew don’t usually mind “working” the Ft. Lauderdale International Boat Show.

Whether you’re looking to dance the night away, lean back and listen to some jazz, have a romantic evening on the beach, or simply eat outside and people-watch, there’s something in Ft. Lauderdale for everyone.

Las Olas Boulevard is nothing short of hot when it comes to evening entertainment. O’Hara’s Pub & Jazz Café features live jazz and blues. Mango’s Restaurant specializes in local R&B, soul, and classic rock performers. Pack your dancing shoes if you plan on stopping by the Samba Room, a Cuban bar and Latin café, on the west end.

Beach Place has revitalized nightlife along the beach. The 100,000-square-foot complex features shopping, dining and entertainment. Max’s Beach Place and Café Iguana are

running local favorites with Sloppy Joe’s tropical drinks and cuisine a real hit with those down from the north itching for the total tropical experience. Hemingway memorabilia abounds here, just as at the Key West Sloppy Joe’s. If you’re looking to pull up to the bar with a favorite drink, head to Fat Tuesdays. Just around the corner is the legendary Elbo Room for a drink and socializing. Just south on A1A, Pusser’s on the Beach makes yachties feel welcome with steel drum sound.

Downtown, the bars and clubs around the Riverwalk

area are hopping. Baja appeals to the young crowds looking to hip-hop until near-dawn. Tarpon Bend is just as festive as it sounds, while Rush Street is the place to go for martinis.

The traditional yachtie stomping grounds around Southeast 17th Street certainly won’t disappoint, with Quarterdeck, Waxy’s and Durty Harry’s all gearing up for your arrival.

If you’re willing to take a drive, you can find good laughs at Uncle Funny’s Restaurant and Sports Bar in Davie, which features HBO

See VISITORS, page 16

VISITOR’S GUIDE16 The Triton October 2004

and Comedy Channel performers.

RESTAURANTSThe average person eats 87,000

meals in their life. With 3,500 restaurants in South Florida, the ones you eat in Ft. Lauderdale should be anything but average.

It’s all here, from big name chains to small bistros, from alfresco waterfront restaurants to intimate cafes, just about everything from sushi to steak.

Some of Ft. Lauderdale’s most well-known restaurants among yachtsmen are, of course, on the water. Shirttail

Charlie’s serves a wide selection of fresh seafood overlooking the New River with dock space for boats.

At the southern tip of Bahia Mar is Bahia Cabana with a more casual menu of fish and burgers, even breakfast.

On popular 17th Street, Bimini Boatyard is a lively waterfront cafe offering diverse California cuisine.

Want something different? Try Sweet Sop, a supper club with live music and truly inspired cuisine with a Caribbean flair. The trendy Black Orchid Café offers generous portions at its sleek modern tables, and has a large wine list. If you are downtown, stop by Brasserie Las Olas, a comfortable spot known for big salads.

Off-site, Anthony’s Runway 84 presents a nostalgic homage to cuisine interpreted by generations of sons of Italy. Be forewarned: this place can be tough to get into if you’re not a regular so plan extra time to spend at the bar.

If you’re in the mood for kitsch, check out the 35-year-old landmark Mai-Kai Polynesian Restaurant, which offers a dinner show of fire twirlers and dancers from Tahiti, Samoa and Hawaii.

A bit north in Pompano Beach is Cap’s Place. Reportedly, “not a board’s been changed in this island beach shanty since it was frequented by FDR and Churchill during World War II.” Take Cap’s boat from the mainland to enhance your dining experience.

And if you’re looking for brand-name dining, the Oasis at Sawgrass Mills Mall has a large selection in one place with Hard Rock Café, Wolfgang Puck Café and Legal Seafood; an entertainment destination featuring GameWorks, Steven Spielberg’s virtual reality playground; and great discount retail shopping.

15th Street Fisheries 1900 S.E. 15th St., (954) 763-2777 Anthony’s Runway 84 330 State Road 84, (954) 467-8484

Aruba Beach Cafe Commercial Boulevard and A1A, (954) 776-0001

Bahia Cabana 3001 Harbor Drive, (954) 524-1555

Bimini Boatyard 1555 S.E. 17th St.,(954) 525-7400

Bistro 17, Renaissance Hotel 1617 S.E. 17th St., (954) 626-1701

Black Orchid Cafe 2985 N. Ocean Blvd, (954) 561-9398

Blue Moon Fish Co. 4405 W. Tradewinds Ave., (954) 267-9888

Brasserie Las Olas 333 E. Las Olas Blvd., (954) 779-7374

Cap’s Place 2765 N.E. 28th Court, (954) 941-0418

Casablanca Cafe 3049 Alhambra St. (on A1A), (954) 764-3500

Charley’s Crab 3000 N.E. 32th Ave., (954) 561-4800

Chima 2400 E. Las Olas Blvd., (954) 712-0580

Downtowner Saloon/Waterfront Steakhouse 10 S. New River Drive E., (954) 463-9800

Durty Harry’s Raw Bar 1368 S.E. 17th St., (954) 524-7263

El Tamarindo233 State Road 84, (954) 467-5115

Grille 66 & Bar 2301 S.E. 17th St. (at Pier 66), (954) 525-6666

Himmarshee Bar and Grille 210 S.W. Second St., (954) 524-1818

Islamorada Fish Company at Outdoor World, (954) 927-7737

Jackson’s Steakhouse 450 E. Las Olas Blvd., (954) 522-4450

Mai-Kai Polynesian Restaurant3599 N. U.S. 1, (954) 563-3272

Mango’s 904 E. Las Olas Blvd., Ft. Lauderdale (954) 523-5001

Max’s Grille Beach Place, 17 S. Atlantic Blvd. (A1A), (954) 525-5022 Las Olas Riverfront, 300 S.W. First Ave., (954) 779-1800

River House 301 S.W. Third St., (954) 525-7661

Shirttail Charlie’s 400 S.W. Third Ave., (954) 463-3474

Shooter’s Waterfront Cafe U.S.A. 3033 N.E. 32nd Ave., (954) 566-2855

Shula’s on the Beach 321 N. Atlantic Blvd. (A1A), (954) 355-4000

Sweet Sop2761 E. Oakland Park Blvd., (954) 566-4449

Tokyo Sushi1499 S.E. 17th St., (954) 767-9922

VISITORS, from page 15

See Princess Di, ‘Oklahoma!’, foreign films while in Ft. Lauderdale

Ft. Lauderdale is becoming known as one of the most active cultural spots in the southeast. One of the reasons for that is the Riverwalk Arts and Entertainment District, which holds most of the city’s cultural attractions including five museums and nine historical sites as well as more than 100 shops, 80 restaurants and four parks.

The Broward Center for the Performing Arts is probably best known for its touring productions of blockbuster Broadway shows. It also has classical music, opera, ballet, and pop concerts.

The Broward Center is the cultural hub of downtown Ft. Lauderdale on Southwest Second Street.

The nearby Museum of Art has recently come into the spotlight with the well-attended Vatican exhibit last fall and the recent Dalai Lama visit.

Opening Oct. 10 is the U.S. premiere of “Diana: A Celebration,” a tribute to England’s beloved Princess Di.

For those who want a more hands-on experience, there is the Museum of Discovery and Science, and the 300-seat Blockbuster IMAX 3D Theater.

The museum recently installed an 11,000-square-foot Everglades nature trail for its “Living in the Everglades” exhibit, as well as an aerospace exhibit “Runways to Rockets.”

The five-story IMAX theater screen is best described as a “fusion of sight and sound.”

Football and hockey are in season with the Miami Dolphins playing at Joe Robbie Stadium about 15 miles south and the Florida Panthers skating at Office Depot Center 15 miles west.

IMAX (Movies change every 10 days, so call 954-463-IMAX for current info)

Scheduled for October showing: “Space Station 3D,” the first-ever 3D

space film“NASCAR 3D”“Forces of Nature”

Broward Center (954)462-0222; www.browardcenter.org

October shows:“Oklahoma!” Oct. 5-17The Ahn Trio (classical music), Oct. 8Legends of Pop (50s music), Oct. 20University of Miami Jazz Band, Oct. 21Michael Flatley’s “Lord of the

Dance,” Oct. 22-23Warren Miller’s “Impact” (adventure

film), Oct. 23

Museum of Art(954)525-5500

“Diana, A Celebration,” Oct 10-Dec. 31

Film Festival(954)760-9898

19th Annual Fort Lauderdale International Film Festival, Oct. 14 - Nov. 21, various locations.

Historic walking tour11:45 a.m., first and third SundaysReservations: (954)462-4431

Stranahan House(954)524-4736Historic trading post

If you’re in town and are part of a crew (or trying to be), come celebrate with us at The Triton’s launch party, Oct. 19 from 8-10 p.m. This is an invitation-only event for captains and crew who want to network. For an invitation, contact Kristy Fox at kristy@the-triton.com.

Ft. Lauderdale’s downtown arts and entertainment district offers a variety of events and venues for visitors and regulars alike.

October 2004 The Triton 17

I was inspired to write this column by a tragedy on Chesapeake Bay this spring. A water taxi carrying adults and children flipped in a severe squall. Lives were lost.

This weather-related accident can happen to anyone. We have all not listened to our gut when it said, “Better change course,” or “Better batten down the hatches, now.”

But this accident highlights that the most relevant weather to our pleasure and safety is the weather that is close at hand. All the sophisticated devices aboard ships aide in anticipating weather, but forecasters are not with you in that particular spot, on that

body of water, at that particular time. The water taxi captain might have

looked up at the darkening, swirling sky and decided not to leave the dock, or he could have turned back before the 60-knot squall hit his vulnerable vessel.

There are some basic “observation weather” concepts that can assist you in predicting weather.

Just like unfriendly, angry-looking people, or those that appear one way but really are another, clouds also let us know that we need to prepare ourselves for stormy times. If the clouds don’t look friendly – dark, menacing, swirling, multi-colored – they aren’t. A storm is brewing.

When you see those huge, puffy white clouds that look like you could sit on them, they are deceiving you. They are thunderheads.

And just like gangs vying for turf, the

more confused the sky – like one with different kinds of clouds – the more dangerous the punch of the weather.

Predicting local weather is quite simple. In the delightful book “Weather Wisdom,” Albert Lee says, “Weather is nothing more than the result of collisions between huge blobs of air, called air masses. … There are really only two kinds of air masses: warm and cold. These two do not mix, and when they meet, they fight for control.”

Prediction Tip No. 1: Those air masses get around by being blown by the wind. Wind is created by a contrast is temperature – warm against cold or cold against warm. Something you have probably noticed but may not have thought much about is: In winter, we have cold night, cold

day – no wind. In spring, cold night, warm day

– wind. In summer, warm night, warm day

– no wind. In fall, cold night, warm day

– wind.During the day, wind velocity can

change even as the sun and clouds do their dance. Cloud cover affects the velocity of the wind because it creates a contrast in temperature.

On a hot day with the sun out, there tends to be little wind. When a cloud covers the sun, the air cools and the wind picks up. Likewise, when it is cold and clouds cover the sun, when the sun comes out, it warms the air and the wind increases again.

Prediction Tip No. 2: The importance of the wind is that wind brings the weather. To know where

Just look up to forecast the local weather; it could save your life

SETTING SAIL

MARTY WARD

See SETTING SAIL, page 18

18 The Triton October 2004

the wind – and therefore the potential weather – is from, turn your head until you can feel the wind on both your ears and your nose.

From those kernels of knowledge – 1. wind is created by a contrast in temperature and 2. wind brings the weather – you can start to figure out what might be coming your way.

Prediction Tip No. 3: What Lee called “blobs of air” are fronts. Once formed, a front looks like a window shade pulled down, a mass of clouds with a flat smooth edge on the bottom. Some kind of excitement generally results: strong wind, rain, snow, and/or a big switch in temperature.

When the window shade has a rough edge on the bottom with trailing, swirling clouds dangling from it, there is a squall brewing. The more jagged the edge, the more swirly the clouds, the longer the tails dangling down, the stronger the wind.

The front on the day the water taxi flipped looked like a thick window shade of dark gray/black clouds mixed with translucent blue/black clouds (confused) that gradually covered most of the sky. More indicative of the impending weather were the front’s jagged edges with swirling, long-tailed clouds dripping down. High wind.

Generally, when there are jagged-edged clouds that scallop the bottom of the front, you can expect about a 30-35 knot squall. When there are long tails swirling below the edge, 40-60 knots might be expected. The more wind, the faster the front will move through.

Although prediction principles are the same, different waters bring different patterns of weather depending on the land mass the weather came across and how much heat was absorbed or lost.

Get to know the area you are charting by looking up and noticing what the clouds look like, find where the wind is from and take note of what happens next. Observe the clouds: When the clouds look like a bunch of wooly sheep, it indicates a cold front is coming and you might expect the temperature to drop, the wind to blow stronger and switch direction.

When you see wispy white clouds like a horse’s tail blowing in the wind, it indicates a warm front. You might predict that bad weather will come in about 12-24 hours.

Each day, look up, check the cloud formation, wind direction, temperature and note what happens next. One day, it may save lives.

Marty Ward is a yacht broker with Bollman Yachts in Ft. Lauderdale. She holds a 100-ton captain’s license and has been a sailor for 40 years. Contact her at marty@bollmanyachts.com.

SETTING SAIL, from page 17

Reading clouds takes practice

PRODUCT REVIEWOctober 2004 The Triton 19

One day while paying for fuel, somebody suggested I try Propspeed. The test bed was a 2002 75-foot Hatteras SDMY with 3412E Caterpillars pumping out 1250hp at 90 some odd percent of load. My wife and I have operated the vessel for the previous 18 months and had kept good records of all our passages.

We know that with a clean bottom, full fuel and water, fully provisioned, we achieve 26 knots in calm seas because we have done it many times. We applied Propspeed during our March haul out and bottom job at Associated Marine. We went out on sea trials and hit 28 knots into 10 knots of breeze and 1-to-2-foot chop. Very nice. Maybe we had some other influences affecting our speed, though not enough not to notice a significant change in the top end.

The next chance to really try out our theory was after a month in the slip. We had been through the Dry Tortugas and were returning to Key West, passing through the North Channel during slack tide, 6 to 8 knots of breeze on the beam, half fuel, full everything else and 30 feet of water under the keel.

We went from our cruise of 22 knots

at 70 percent load to full load. We watched the two DGPS units climb to 28.1 knots over ground and we verified with the Nobletech chart plotting software as to the status of local currents. We were at slack tide.

We continued for 15 minutes at 100 percent load, constantly over 28 knots. It was excellent to know we tried something and it made a difference.

It was two weeks later when we hauled the boat for survey and found all the surfaces that had been coated with Propspeed were still coated. Even the leading edges of the blades showed no sign of deterioration.

In this age of environmental awareness, it is important to know what happens when we put certain things in the water and how they work. Propspeed prevents marine growth from bonding to metal surfaces below the waterline. It works because it is slick, not because it is toxic.

Application is a two-step brushable process and a 1-liter kit covers about 50 square feet or the propellers and shafts of the average 100-foot motoryacht. When dry, thickness is less than 3 mils.

For more information, visit www.propspeedusa.com.

Contact Capt. Herb Magney at captainmagney@hotmail.com. To suggest other products for review, e-mail editorial@the-triton.com.

CAPTAIN’S CALL

HERB MAGNEY

Slippery prop stuff really works

FROM THE TECH FRONT20 The Triton October 2004

Marine Service in Ft. Lauderdale. “He’s going to be a hard one to replace.”

Rimmel is passionate about his chemistry. He knows the dangers of asphyxiation from entering confined spaces that may have been depleted of oxygen. Even if they don’t suffocate, they can pass out, land face down in the bilge and drown.

Rimmel is equally adamant that marine workers take their role in safety seriously and call him.

“I’ve seen guys think they are ready to start welding with diesel in the bilge,” Rimmel said. “Diesel has the same amount of energy as gasoline does; it’s just a little harder to start. Would they weld with gasoline there?

“I’ve walked onto a job with cans of acetone, alcohol, lying around. They can spill and get into hidden areas of the bilge, then you forget they are there. Even just the vapors can be explosive.

“My primary concern is for the safety of the workers, then of the vessel,” he said.

The boatyards that don’t hesitate to call him respect him for that.

“He hates people doing jobs without calling him,” said Douwe Schopanus, a project manager at Rolly whom Rimmel trained to re-inspect job sites. A marine

chemist’s safety inspection is good for 24 hours, so for longer projects, OSHA allows trained shipyard employees to handle daily re-inspections.

“A lot of companies skip out on calling him because they don’t want to pay the fee. It’s not the money that’s important to him, it’s the human side.”

Rimmel knows that money is the reason owners or workers don’t call him, and it bothers him.

“A lot of people wonder why we charge so much” Rimmel said. “When we go to a vessel and do an hour of work, we have a lot more time invested in that inspection than that.”

The biggest problem, Rimmel said, is people not knowing their responsibilities when it comes to working on their boats.

“I have never been on a fishing boat in the Keys in 23 years,” he said. “Anybody doing repairs needs to have a marine chemist inspect their site.”

On a good note, though, he said the megayacht sector of the marine industry is diligent about safety.

“Yachts call me a lot,” he said. “We’re cheap insurance. ... I always tell people: cheaper, safer, quicker. Pick two. You can’t have all three.”

Contact Editor Lucy Chabot Reed at lucy@the-triton.com.

Rimmel: Captains, crew must take role in safety seriouslyRIMMEL, from page 15

October 2004 The Triton 21TECH NEWS

within a one-and-a-half-inch circle, which then constitutes one spot measurement. Five spot measurements should be made for every 1,000 square feet of surface area.

During and after every application, wet and dry film thicknesses were taken. In order to conform to the paint manufacturer’s specifications, wet film thickness (WFT) measurements were taken to ensure the applicator was applying the paint correctly.

Once the paint had dried and shrunk, the DFT was then measured and compared to the WFT. The paint manufacturer’s specifications were then again examined to ensure that the shrinkage and the coating thicknesses were within tolerance.

A record is also kept with a variety of other relevant environmental information such as surface and ambient temperatures.

A digital hygrometer was used to obtain humidity, and both wet and dry bulbs readings are taken to establish the dew point. This record is kept to ensure that the specifications are adhered to and as proof of compliancy.

“We try to voluntarily comply with the appropriate institutions,” Cummins said. “If it is a steel boat we follow the Society of Protective Coatings guidelines. In this case, it was fiberglass so we worked as close as we could to an ISO 9000 equivalent standard.”

When asked what was most important when attempting a project such as this, Cummins replied “honesty, preparation and quality control.”

“If we are not happy with something, we say so,” he said. “Because we have process control procedures in place, we can – as can the owner – easily go back and see what went wrong and what was done to fix it.”

As with any project, preparation is key. This preparation, however, also extended to managing the owner’s expectations.

Owner education in these instances is vital to a successful project. Realistic results are a product of realistic appraisals. A yacht owner, like any one of us, wants to be able to weigh the cost against the service and then make a well-found decision.

“It is important that the owner

knows what he wants the end result to be and how that can be achieved,” Cummins said. “Before the project ever gets going, you must all be on the same page.”

Pacific Yacht Refitters works across Southern California. South Bay Boat Yard is a full-service facility and can accommodate yachts up to 240 feet in its marina. In January 2006, the yard is acquiring a 650-ton Marine Travelift with a 55-foot beam.

James Barrett is a director with Custom Yacht Consultants, which has offices in Ft. Lauderdale, London and St. Thomas. Contact him at james.barrett@custom yachtconsultants.com.

Fifteen measurements of dry film thickness were taken in each 1,000 square feet of Tango Amore’s hull be-fore painting ever be-gan. Wet film thickness measurements were taken as the paint was being applied to en-sure the applicator was applying the paint cor-rectly. PHOTO COURTESY OF

PACIFIC YACHT REFITTERS

IN THE YARD, page 15

Owner education vital to success of any paint job, yard says

Mackay Communications, the U.S. distributor for NERA, has begun offering satellite services through the use of a van that can come right to a yacht for operation or demonstration support.

The Nera Demonstration Van can drive to a home, business, yard or marina and offer live demonstrations of the Nera Fleet 55 and Fleet 33 products.

Satellite communication offers seamless communications with mobility to be located mostly anywhere in the world and be connected where conventional communication cannot reach.

For more details, contact Darryl Matfin at Mackay at (877)4-Mackay.

Sperry OK’d to survey radios Northrop Grumman Corp.’s Sperry

Marine business unit has been certified by the American Bureau of Shipping (ABS) to perform required annual surveys of radio installations.

The ABS approval authorizes Sperry service engineers to inspect and certify mandatory radio equipment, including Global Maritime Distress and Safety Systems, Automatic Identification Systems, and Ship Security Alert Systems. Sperry Marine is also qualified to provide FCC certifications aboard U.S.-flagged vessels.

For more details, contact Sperry at (434)974-2656 or sales_commercial@sperry-marine.com. Or visit www.sperry-marine.com.

Tools raffled at IBEX

Four IBEX 2004 attendees and their companies will take home thousands of dollars worth of trade-related tools, courtesy of DeWalt Power Tools, Proteus Engineering, and Robert McNeel & Associates.

The International BoatBuilders’ Exhibition & Conference will be held Oct. 25-27 at the Miami Beach Convention Center. The giveaway is open to attendees of the show.

Builders and repairers can win tools from DeWalt (booth 1299) including a DW746X 10-inch table saw for their companies, and a DC4KITA 8V Cordless Combo Kit, a DW708 Mitre Saw, and a DW933K Jig Saw Kit for themselves. Surveyors can win the same package for themselves.

Designers can win RhinoMarine, a customized version of the Rhinoceros design software, donated by Proteus Engineering (booth 2513) and Robert McNeel & Associates.

Register at DeWalt’s booth, where the drawings will happen at noon Oct. 27. Entrants need not be present to win.

New van delivers satellite training

Fuel pricesPrices for low-sulfur gasoil expressed in US$ per cubic meter (1,000 litres) as of Sept. 15.

Region Duty-free*/duty paidU.S. East Coast

Ft. Lauderdale 408/437Savannah, Ga. 384/NANewport, R.I. 402/NA

CaribbeanSt. Thomas, USVI 472/NATrinidad 400/NAAntigua 407/NA

North AtlanticBermuda (Ireland Island) 443/NABermuda (St. George) 498/NACape Verde 382/NAAzores 425/NACanary Islands 398/NA

MediterraneanGibraltar 385/NABarcelona, Spain 482/902Palma de Mallorca, Spain NA/888Antibes, France 444/1,146San Remo, Italy 481/1,182Naples, Italy 423/1,125Venice, Italy 443/NACorfu, Greece 463/NAPiraeus, Greece 437/NAIstanbul, Turkey 385/NAMalta 387/NATunis, Tunisia 390/NA

OceaniaAuckland, New Zealand 415/NASydney, Australia 406/NAFiji 423/NA

*When available according to customs.

24 The Triton October 2004

Get best out of crew with fair pay, respect, praise

Lost your glow? Don’t let job rob your skin of its youth

FROM THE EXPERTS

There are many ways to motivate and retain talented crew. For 10 general tips, see “Landing good employees isn’t always about the money” in the April 2004 edition of The Triton (at www. the-triton.com).

The top three ways deserve elaboration.

1. Pay employees fairly and well, then get them to forget about money.

The first part of this tip is rooted in Equity Theory. Simply stated, if you see yourself as more productive than a coworker, you expect to receive greater rewards. If you don’t, your morale – and, eventually, your productivity – will suffer.

According to a Towers Perrin survey of 2,500 private-sector employees, most do not believe that top performers receive more pay (in other words, they are not paid fairly).

“However,” reports the National Study of the Changing Workforce, “assuming that wages are competitive and fair, pay in itself does not appear to be related to job satisfaction, commitment, loyalty or productivity.”

But why do we urge you to “get them to forget about money?” Because money actually can be a de-motivator.

“Certain aspects of cash awards

are counterproductive at Hughes Aircraft,” reports Cecil Hill, manager of improvement programs at the company. “Cash awards would reduce teamwork as employees concentrated primarily on individual cash gains. Pay for certain types of intellectual performance tends to denigrate the performance.”

2. Treat each and every employee with respect.

Show them you care about them as people, not just as workers. Employees today are concerned with their job’s effect on their personal life. That issue ranked near the top in a study by the Families and Work Institute.

Many land-based employers attempt to address this concern with family-supportive policies such as childcare, flex-time, parental leaves, etc. Ironically, the same study found that employees are relatively unmoved by such policies, which ranked toward the bottom.

How can this be? We think it’s because formal programs are important only to some employees. More important to all employees is the informal relationship with their boss – how they are treated every day.

Here’s an example (from Bob Nelson’s “1001 to Reward Employees”):

“When Steve Peterson’s 3-year-old son had open-heart surgery and his wife was confined to bed with a high-risk pregnancy, his employer, Hewitt Associates, arranged for him to work

part-time for three months while maintaining his benefits and installing a computer at his home so he could be with his family as much as possible.

We doubt that such treatment was enumerated in any policy manual.

3. Praise accomplishments and attempts.

The rules for this are broad. Praise accomplishments and attempts both large and small, at least four times more than you criticize, publicly and in private, verbally and in writing, as soon as they are observed, and sincerely.

Human beings crave praise and hate to be criticized. But, paradoxically, we tend to receive four times less praise than criticism. Once you start to reverse this pattern with your employees, you’re likely to be staggered by the positive results.

Do make sure that it’s personal, specific and sincere, however. Generalized praise of “you’re doing a great job” or employee-of-the-month programs have little impact on motivation.

For the other seven tips to motivate crew, visit www.Employee-Retention-HQ.com/#top10head.

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.

MANAGER’S TIME

DON GRIMME

When we’re young and spend all day boating, sunning or playing sports, we get that “healthy glow.” But as we hit middle age, the sun, air and other elements of the great outdoors begin to turn our skin into a leathery mess.

People in yachting tend to be particularly vulnerable to the outdoor elements’ effects on skin. Still, your future as a leather good is not inevitable.

Dr. Leslie Baumann, chief of the division of cosmetic dermatology and associate professor in the department of dermatology at the University of Miami in Florida, says there are simple, inexpensive things you can do to keep your skin healthier.

There are several culprits to damaged skin, including sun, salt water, cold air and wind.

According to Baumann, sun exposure not only causes wrinkles and skin cancer but immunosuppresses you, making you more likely to get sick.

“Think of the fever you feel when sunburned,” she said. “It has to do with the sun’s effect on the immune system. Sun also inhibits enzymes

needed to make substances that moisturize your skin.”

Salt water hurts your skin’s barrier so that it cannot retain water as well. Salt water also makes the skin more susceptible to allergy, including allergy to nickel. For example, Baumann says, if you travel to Europe, the new euro coins contain a lot of nickel.

“When your skin’s barrier is impaired from salt water exposure or other reasons, you are even more likely to develop a nickel allergy and may react to these coins,” she says.

Cold air has less humidity so leads to dry skin. Wind strips the skin of moisture.

These outdoor elements temporarily dry skin, making it more susceptible to irritation. Unfortunately, temporary becomes permanent when it comes to being at an increased risk of skin cancer and wrinkles.

Sun exposure increases your risk of getting brown flaking moles, called seborrheic keratosis, that you see on the faces of older yachtsmen, Baumann says. The exposure also increases broken blood vessels on the face.

Here are some easy tips to protect yourself from dry skin: Avoid soaps that foam. These

contain detergents that strip protective fats from the skin. Moisturize frequently. It’s

best if you use a moisturizer with sunscreen. “I like Purpose Dual Treatment Moisturizer. To wash I like Dove cream cleanser or Neutrogena extra gentle sensitive skin cleanser,” Baumann says. If the air is really dry where you

are, consider applying a night cream. Men, this means you, too. Wear sunscreen. Baumann says

the very best sunscreen is not available in the United States (unless it is sold illegally). But you can find it in Europe. It is called Anthelios XL SPF 60. “I like the Fluid Extreme formulation because it is not oily. Men will like it. Apply it every [morning]. If in the sun for over an hour, reapply,” she says. Consider sun-protective clothing.

Baumann says that a good resource for sun-protective clothing is Solumbra.com. And wear a hat.

For overall protection, including keeping your hair in better shape, Baumann says to eat lots of fruits and vegetables to get antioxidant protection. And drink green tea.

“Some studies show red wine and coffee and chocolate are protective too, so enjoy yourself,” she says.

Do you have a health issue you would like to know more about? E-mail Lisette Hilton, a freelance health reporter, at lisetteh@bellsouth.net.

BODY BUSINESS

LISETTE HILTON

October 2004 The Triton 25CREW PROFILE

By Sue and Amanda Hacking

We first saw Ruling Angel, an 80-foot Richard Lazarra-designed sloop, when she appeared like an apparition out of a squall and dropped the hook off Ha’afeva Island, in central Tonga.

Like us, Ruling Angel was seeking protection from a South Pacific winter front that had switched light northerlies into 44-knot southerlies over the course of 10 minutes, and raged for three hours.

Elsewhere in the world we might not have been surprised to share an anchorage with such a fine yacht, but these reef-strewn islands see no more than a dozen cruising boats at any time, even at the height of cruising season. We made radio contact with Ruling Angel, and arranged a rendezvous.

Ascending the port boarding ladder we were greeted by Jack and Barb Hoag and their Trinidadian deckhand, Kyle Valadere. Ruling Angel is no run-of-the-mill cruising boat doing the coconut run from North America to the South Seas. With her 115-foot mast, and her 65-foot waterline on an 80-foot LOA, she cuts a fine profile against the palm trees of the Tongan islands. Her 325hp Caterpillar made easy work of motoring into the teeth of the gale to find shelter between the reefs.

Now 10 months into her open-ended cruise of the South Pacific, she had recently cruised the Vava’u Group of northern Tonga and was on her way to the capital of Nuku’alofa en route to New Zealand. Most boats by-pass the treacherous Ha’apai Group. When we asked how it was that the pair decided on the less-traveled route, Barb said, “We decided not to be afraid of having adventures.”

Married 44 years, the Hoags have owned and raced sailboats on the Great Lakes and out of Houston, Texas. Jack has made Atlantic Ocean passages. But they always dreamed of cruising the South Pacific in their own yacht.

Five years ago they began their search for the “perfect” retirement-cruising yacht. Ruling Angel, designed and built in Ft. Lauderdale by Lazarra in 1985 and named for a champion Canadian race horse, caught their eye shortly after the search began in 1999.

That Lazarra designed primarily power boats was obvious with the spacious, full-width salon below the pilothouse. But with the addition of grab rails, the Hoags knew they could make it work, even heeled over under sail. Not yet ready to sell their wholesale business, they put the yacht in charter in the Virgin

Islands for a few years.After selling their home and

business, they set out to make their dream a reality. Like most yachtsmen, entrepreneurs and people over the age of 16, the Hoags are fiercely independent. They decided to find crew on their own.

After moving aboard Ruling Angel in the Virgin Islands, they found a potential deckhand on the Internet and sent him a ticket. When he arrived, they noticed that when he was working on the engine, his hands shook constantly. A few days later when he was alone on watch, the owners found him by the helm having a grand mal seizure. They gave him a ticket home.

Stung, the Hoags sailed alone to Trinidad in April 2003. With Jack’s 50 years of sailing experience and the efficient systems on their new Lazarra beauty, they had no problems. But they didn’t want to face the South Pacific short-handed.

While hauled out in Peake’s Boat Yard for a cosmetic refit, they put word out that they were looking for crew. They didn’t want anyone with a captain’s license. They’d already tried and rejected having two captains on board while Ruling Angel was in charter. They wanted a deckhand.

The yard manager recommended Valadere, who was working on the power yacht next to Ruling Angel. At 21, Valadere had several American Sailing Association courses under his belt and had been charter crew throughout the Caribbean. Jack was able to contact his previous captain to get the true story on this young man’s skills and attitude. He was given glowing recommendations.

Leaving the large-yacht-friendly Caribbean in January, they weren’t content to sail from Panama directly to the Galapagos. Instead, they spent time in Las Perlas Islands, then returned to the mainland of Panama and navigated their way up a river in the Darien Province to the village of La Palma. From there, they headed west, with a stop in the Galapagos for the allotted three weeks.

They made the big jump from the Galapagos to French Polynesia – a trip

that spans 3,200 nautical miles – in 17 days to arrive in the Marquesas Islands. Having 300 feet of anchor chain on a 105-pound plow allowed them to secure the boat each night in the steep-to anchorages that characterize these lush, volcanic islands.

While many boats continue on to Tahiti, Ruling Angel spent time in what was once called “The Dangerous Archipelago,” the Tuamotus Islands of French Polynesia. In these low-lying coral atolls one needs sharp wits, sharp eyes, good charts, and a tide table to be able to enter or exit a pass at favorable tide.

Ruling Angel continued her adventures all through the Society Islands to American Samoa and south to Tonga. The Hoags chose to formally enter the Kingdom of Tonga not at the popular Vava’u Group, but 200 miles north, on the small island of Niuatoputapu. Here they were befriended by a local family and given personal insight into the customs of this small South Pacific country.

Like all cruisers, the Hoags’ long-term plans are as variable as the weather, but for now they are heading

south to New Zealand for the 2004-2005 cyclone season. Leaving for an indeterminate cruise is hard. The Hoags have left behind three adult children and nine grandchildren.

Next year may see the Hoags in Fiji, Vanuatu and New Caledonia on a course toward Australia. One thing is certain, though: the most likely place to meet Ruling Angel is in the less-visited anchorages.

Sue and Amanda Hacking, a mother/daughter writing team, are cruising the South Pacific with Jon ( father) and Chris (son) aboard the family’s 45-foot Wauquiez catamaran, Ocelot. Contact them through editorial@the-triton.com.

80-foot sloop Ruling Angel on course across the South Pacific

Ruling Angel

Cutter Rig, Center Cockpit Pilothouse Sloop Sail Area: 3,528 sq ftWater: 850 gallonsFuel: 800 gallonsLOA: 80.8 feetDraft: 8.5 feet

Caterpillar 3208 325 hp diesel engine Cruising speed under power: 9 knots Cruising range under power: 1,800 nm

Jack and Barb Hoag run their own 80-foot sloop around the South Pacific. PHOTO/SUE HACKING

26 The Triton October 2004TAKING TIME OFF

By Capt. Alex Greenson

During my 15 years in yachting, I have travelled all over the world, including many trips to the Eastern Med, in particular the waters of Greece.

I have had many experiences in Greece, both good and bad. This year, I returned to Greece on charter for the end of the summer Olympics.

I was delighted and a little surprised by the success of the XXVIII Olympiad, but a little dismayed by the apparent price gouging occurring on the waterfront.

My first experience cruising the waters of Greece was in the early 1990s while skippering a 1939 Camper & Nicholsons classic ketch called Aile Blanche.

During that summer, I gained respect for the prevailing Meltemi winds that blow in July and August, and I experienced firsthand the ins and outs of dealing with the Greek authorities.

It was during this summer that I learned that obtaining a cruising permit and clearing in and out of Greek waters could be an exhaustive affair.

With the formation of the European Union, things were supposed to get less complicated. But I have found on my return trips to Greece that the Greeks not only have their own alphabet, but their own way of doing things, which is why I find it helpful to employ an agent

while there.Last summer, I was hired on board

a yacht in Piraeus at the Zea Marina. The yacht had already hired the well-known agency A+, based in Piraeus. I was happy with everything they did for us, particularly with the personal and efficient service of Mike Brewer.

Before we left Greece, I spoke at length with him about a possible return for the 2004 summer Olympics. He emphasized the need to book early, or risk not being able to get berthing during the Olympics. My return with that yacht was not to be, however, as she was taken out of service and put seriously up for sale.

During my stay in Piraeus last summer, I went to all the obvious places one visits when in Athens and spent time in a popular area called Plaka souvenir shopping and eating Greek food.

I thoroughly enjoyed the time I had ashore, but was totally convinced Athens would never be ready in one year to host the Olympics. This was the impression I had after just a couple of taxi rides around the city, a full year before the Games.

This spring, I was not at all surprised by the news that Athens was grossly unprepared and very much behind schedule on many construction projects that were critical to the success of the Olympics. These stories

continued through the spring and into the summer, until the opening ceremonies Aug. 13.

In late July, the manager of a well-known charter yacht contacted me about coming on board for a charter starting in Corfu and ending in Athens from Aug. 17-29.

The family wanted a relaxing cruise in the Ionian, around Peloponnesus and into the Aegean, ending in Athens. They had tickets for some of the events, including the closing ceremonies.

I accepted the job offer and was excited at the idea of being in Athens for the Olympics, partly just to see how things had changed in the past year.

Most of the arrangements for dockage had been done prior to my arrival. The charter broker had selected an agent to handle all of the particulars necessary for cruising Greek waters, and for obtaining berthing in Athens during the Olympics. The agency

chosen was not A+, but another one that was highly recommended.

One of the items that became an issue before the charter began was the high price tag for dockage in Athens. Our agent, who had made all of our arrangements, told us that in order to secure dockage during the last three days of the Olympics, we would have to pay for the entire month’s dockage.

Returning to Athens in time for the Games

The author at the Acropolis in August, with a view of Athens behind him. Just above his left shoulder is Olympic Stadium. PHOTO COURTESY OF ALEX GREENSON

See OLYMPICS, page 27

October 2004 The Triton 27TAKING TIME OFF

This necessitated a request to the client for additional APA money, by the broker, because the dockage was going to consume more than 30 percent of the funds.

This detail was handled by the charter broker, and didn’t seem to be a problem for the client, who wanted to be there at any cost. The dockage wasn’t the only item to consider, as we still had a bill to settle for the agent’s services.

We arrived at the entrance of the Flisvos Marina late in the afternoon on Aug. 26. Prior to arriving, we e-mailed photographs of the entire crew and passengers, as well as copies of all passports, all part of the heavy security that surrounded the Olympics.

We arrived before 1800, as instructed, to allow time for a team of divers to dive on the hull for a security inspection. Having found no bombs attached to our hull, they allowed us to move to our 8,000-euro berth.

After securing the yacht, with the aid of divers and a tug we did not require, we noticed that the marina had more than half its berths available. Not only did we notice this, but the client noticed as well. The tug, even though

not needed, was mandatory, and a charge for it was on the final marina invoice.

Once we were secure to the dock, crew and passengers were free to leave and return to the marina anytime they wanted, provided they carried their passport.

The marina entrance had a command post, complete with metal detectors and X-ray machines. The marina was patrolled by armed military personnel who carried machine guns. Security was visible everywhere you looked.

Our charter guests thoroughly enjoyed the events they attended. To them, it was worth the inconvenience and the extra money just to be there. They left us on the morning of Aug. 29, the day of the closing ceremonies. I took advantage of the time off and went up to the Acropolis to see how things were in the city. Everything exceeded my expectations.

If you weren’t there, you may have seen on television how well the Greeks hosted the Olympics. I didn’t go to any of the events; the thrill of being there was just as good.

Contact Capt. Alex Greenson at capt_adgreenson@hotmail.com.

Marina overcharged for half-empty berthsOLYMPICS, from page 26

28 The Triton October 2004IN THE STARS

Know something before popping this two-hour-plus adventure flick into your DVD player: “Hidalgo” is a big, gooey wad of Hollywood cheese.

“Hidalgo” purports to be the partly true tale of Frank Hopkins’ attempt to win a grueling horse race across the Arabian Desert. But don’t expect a documentary look at 1890s horse racing; the big-budget stunts and outlandish twists mark this as fiction.

There’s the requisite underdog:Hopkins rides a mustang, Hidalgo, who is a champion distance rider Stateside but whose questionable pedigree is sniffed at by Arabian horse snobs.

Hopkins is played with characteristic understatement by Viggo Mortensen, whose star shines a bit less brightly here than in “Lord of the Rings,” probably because the material is so much thinner.

Still, the movie’s sand storms and sword fights prove mostly good fun, if a bit long and predictable. And while some schlock is to be expected in any movie that stars an underdog horse in the title role, director Joe Johnston’s politically correct pretensions prove more problematic than does his well-worn storyline. Hopkins must bear dual burdens – genocide of Native Americans and sexism in the Muslim world. It’s a jarring contortion for an otherwise-lightweight film and a load even the hardiest mustang can’t carry.

– Jeff Ostrowski

What’s new on DVD

By Jack Horkheimer

When the seasons change on Earth, so do the stars overhead, thus the phrase “the stars of the season.”

That phrase refers to the major stars and star groups that reach their highest position above the horizon in mid-evening. With autumn just beginning, we should already see a change in the stars overhead.

If you look just west of overhead at about 10 p.m. any evening, you will see the three bright stars that make up the points of the Summer Triangle: the brightest being Vega in the constellation Lyra the Harp, the second brightest is Altair in Aquila the Eagle, and the third brightest is Deneb in Cygnus the Swan.

During the first week of summer, at the end of June, the summer triangle was just rising in the east at 10 p.m.

But if you went out at 10 p.m. each week all summer long, you would have noticed that the Summer Triangle was a little higher in the sky. At the end of August was almost directly overhead.

If you looked to the northeast at 10 p.m. at the end of August you would have noticed that the constellation Cassiopeia, a group of five stars that when connected look like the letter “w” on its side, was just rising.

If you looked just above and east of Cassiopeia, you would have also seen four dimmer stars that make a square called the Autumn Square.

And if you went out each successive week in September at 10 p.m., you would have noticed that the Summer Triangle was slowly beginning its descent toward the western horizon.

Go out and see for yourself how the heavens above have their own seasons just as Earth has below.

A total eclipse of the moon

Don’t miss the total eclipse of the Hunter’s Moon on Oct. 27, the last until 2007.

There is always some sunlight bent by Earth’s atmosphere into the shadow, so during the eclipse, the moon always turns some unpredictable shade of reddish copper orange.

The show begins at 9:14 p.m., and totality lasts from 10:23 to 11:45.

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

Shifting star patterns signal change to celestial seasons

October 2004 The Triton 29IN THE STARS

HOROSCOPESBy astronomer Michael Thiessen

LIBRA (Sept. 24-Oct. 23) Don’t push your opinions on others this month or you may find yourself in the doghouse. Someone you least expect may not have your best interests at heart. You can take advantage of opportunities if you are quick to make a move.SCORPIO (Oct. 24-Nov. 22) You can make money if you are careful not to let it trickle through your fingers. You may get upset with peers or relatives. However, you must not neglect your family. Start planning that vacation. SAGITTARIUS (Nov. 23-Dec. 21) You may need help with your financial situation. Be honest if you wish to solve the problem. Don’t delay; go to your doctor and get to the bottom of the discomfort. Be prepared to make compensations and adjustments.CAPRICORN (Dec. 22-Jan. 20) Situations you can’t change should be forgotten for now. That extra energy you have stored up might just be put to good use. You can get support if you will step out and voice your opinions. AQUARIUS (Jan. 21-Feb. 19) You will make new friends through physical activities. Do not be surprised if your partner doesn’t understand your needs. Your self confidence will attract members of the opposite sex.PISCES (Feb. 20-March 20) Look into some form of physical recreation. Work quietly behind the scenes. You have a tendency to think that no one else will

do things properly. Get busy doing all those things you have been putting off. ARIES (March 21-April 20) Don’t allow colleagues to hinder your ambitions. You will be able to contribute a great deal to groups you join. Older family members will make demands on your time. You may want to make changes that will not be to their liking. TAURUS (April 21-May 21) You need to get out if you want to meet potential partners. Exercise programs will be effective. Keep your feelings to yourself if you want to avoid embarrassment. Don’t argue with family. GEMINI (May 22-June 21) Try not to jump to conclusions. You don’t need to pay out in order to have fun. Keep busy and let them fume while you’re not around. You are best not to discuss your personal life with others. CANCER (June 22-July 22) Mingle with people you want to impress. You can bet that someone in a higher position is watching to see how busy you are. The great outdoors will allow you to teach youngsters some of the things you learned when growing up.LEO (July 23-Aug. 22) A little rest will do wonders. Don’t vacillate about asking for assistance if you need it. You must be careful not to trust just anyone. Be ready to meet new lovers. VIRGO (Aug. 23-Sept. 23) New emotional connections can be made through business contacts. Enjoy a quiet dinner for two and discuss plans for the future. Lack of cash might be partly to blame for problems at home.

On the Horizon in October30 The Triton October 2004WHAT’S UP?

Oct. 2 Rededication of the Busted Flush/Travis McGee literary landmark, Bahia Mar, Ft. Lauderdale, 10:30 a.m. Hosted by the Florida Center for the Book, several Florida authors are expected to attend, including James W. Hall and Randy Wayne White. Free. Reservations requested: 954-357-7401

Oct. 3 Sunday Jazz Brunch, Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov/festivals.

Oct. 4, 6 Engine installation, International Yacht Restoration School, Newport, RI. Plan the installation of a new engine in sail or

powerboat with diesel engine experts from Oldport Marine. $220. (800) 343-8294, dmeyer@oceanmark.com, www.iyrs.org

Oct. 5-12 Act 2 of America’s Cup racing, Marseille, France. Qualifying races continue for the 32nd America’s Cup Match in 2007 in Valencia, Spain. www.americascup.com.

Oct. 7-11 35th annual U.S. Sailboat Show, Annapolis City Dock and Harbor, Annapolis, MD. www.usboat.com.

Oct. 9-17 44th International Boat Show, Genoa, Italy, at the marina Duca degli Abruzzi. 1,500 exhibitors expected and nearly 2,000 boats on display. www.salonenautico-online.it

Oct. 14-17 Act 3 of America’s Cup racing, Marseilles, France. Qualifying races continue for the 32nd America’s Cup Match in 2007 in Valencia, Spain. www.americascup.com.

Oct. 14-17 33rd annual U.S. Powerboat Show, Annapolis City Dock and Harbor, Annapolis, MD. www.usboat.com.

Oct. 18, 20 Sail repair, International Yacht Restoration School, Newport, RI. Learn to make emergency repairs at sea with Aaron Jasper, including torn batten pockets, broken battens and inspecting your sail. $230. (800) 343-8294, dmeyer@oceanmark.com, www.iyrs.org

Oct. 19 The Triton launch party,

SAVE THE DATE:The first Wednesday of every month, 7 p.m., Max’s on Ft. Lauderdale beach for ...

THE FOX NETWORK

Kristy Fox, who handles business development and sales for The Triton, has made a name for herself in this industry by getting people together. The Triton is proud to sponsor Kristy’s signature socials. Come to network and make new friends. For more info, e-mail Kristy at kristy@the-triton.com.

October 2004 The Triton 31WHAT ‘S UP?

Answers on page 13

Ft. Lauderdale. Come celebrate our successful beginning. Invitations required. To get yours, contact kristy@the-triton.com.

Oct. 21, 28, Nov. 4 Project management, International Yacht Restoration School, Newport, RI. Learn the fundamentals of project management, including contracts and estimating labor costs. $295. (800) 343-8294, dmeyer@oceanmark.com, www.iyrs.org

Oct. 23 or Nov. 13 Diesel engine maintenance, International Yacht Restoration School, Newport, RI. Learn the common reasons for failure and how to prevent them. $125. (800) 343-8294, dmeyer@oceanmark.com, www.iyrs.org

Oct. 25, Nov. 3 Marine electrical wiring, International Yacht Restoration School, Newport, RI. Learn the basics of electrical systems, including direct current circuits, batteries and alternators. $395. (800) 343-8294, dmeyer@oceanmark.com, www.iyrs.org

Oct. 25-27 2004 International BoatBuilders’ Exhibition & Conference, Miami Beach, Fla., at the Miami Beach Convention Center. For trade only. www.ibexshow.com

Oct. 25-27 International Loran Association’s 2004 Convention and Technical Symposium, Tokyo, Japan. www.loran.org/events.html

Oct. 28 Superyacht Society’s annual

International Awards for Design and Leadership, Harbor Beach Marriott, Fort Lauderdale, 8 p.m.-midnight. www.superyachtsociety.com.

Nov. 4-6 30th annual St. Thomas Fall Charteryacht show, Crown Bay Marina. (800) 524-2061, www.vicl.org.

Nov. 6-7 Basic weather seminar, Maritime Institute of Technology and Graduate Studies (MITAGS), Linthicum Heights, Maryland. Study basic weather, atmospheric pressure and wind, mid-latitude highs and lows, forecasting, and weather communications. $325 plus lodging. (866)656-5568, www.mitags.org.

Nov. 6-14 43rd annual Barcelona

International Boat Show, Moll d’Espanya del Port Vell, Barcelona, Spain. Mediterranean Marinas Conference will take place during the show. www.firabcn.es

Nov. 7 Sunday Jazz Brunch, Ft. Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. Five stages including a variety of jazz types. www.fortlauderdale.gov/festivals.

Nov. 8-11 23rd annual BVI Fall Charteryacht Show, Village Cay Marina, Tortola, British Virgin Islands. www.bvicrewedyachts.com

Nov. 11-24 ShowBoats International magazine’s Rendevous at Fisher

Island to benefit Boys & Girls Club of Broward County. Sponsorships $10,000 and up. Invitations to private yacht owners and sponsors only. Contact Jennifer Harris at jennifer.harris@boysclubsbroward.org or call 954-537-1010.

Nov. 13-14 15th annual Nautical Flea Market, Pompano Community Park, 830 N.E. 18th Ave., Pompano Beach. www.nauticalfleamarket.com

Nov. 16-18 Marine Equipment Trade Show (METS) 2004, Amsterdam. Trade only. At least 900 exhibitors expected. www.mets.nl

Nov. 16-18 Project 2004, Amsterdam. During METS, hosted by The Yacht Report. Keynote speaker scheduled to be Jonathan Beckett, principal of Nigel Burgess Ltd. www.theyachtreport.com.

Nov. 18-21 St. Petersburg Boat Show, St. Petersburg, Fla. www.showmanagement.com

Dec. 2-7 43rd annual Charter Yacht Show, Antigua, www.antigua-charter-yacht-meeting.com. Dec. 5 Sunday Jazz Brunch, Fort Lauderdale, along the New River downtown, 11 a.m.-2 p.m., free. www.fortlauderdale.gov/festivals.

Dec. 7-11 St. Maarten Marine Trades Association Charter Yacht Exhibition, St. Maarten www.charteryachtexhibition.com. Trade only show.

EVENT OF THE MONTH

45th annual Ft. Lauderdale International Boat ShowOct. 28-Nov. 1, Ft. Lauderdale, Fla.

The Ft. Lauderdale boat show is arguably the largest boat show in the world. With more than $1.6 billion worth of boats and yachts in six locations, including Bahia Mar Yachting Center, Hyatt Pier 66, Marriott Portside Marina and convention center, it is certainly one of the largest. $16, one day. $25 two days, $60 five days. www.showmanagement.com

32 The Triton October 2004

ADVERTISER DIRECTORYCompany Page

All Phase Marine Electric 27Antibes Yachtwear 29Appearance Maintenance Systems 32Argonautica Yacht Interiors 11Bahia Mar Yachting Center 34Blue Synergy Lettering 33Boat Art.com 30 Boat Blossoms 33BOW Worldwide Yacht Supply 36Bradford Marine 27Camper & Nicholsons International 6C&N Yacht Refinishing 2Cape Ann Towing 10Comfort Marine Air 30Crewfinders 8Cummings Realty 32Deepsea Power & Light 20Dr. Zinc Diving 7Edd Helms Marine 7Elite Crew International 13EnviroCare Solutions International 20Erwin Marine Service 30Florida Marine 28Fort Lauderdale Marine Directory 21Fort Lauderdale Shipyard 9Global Satellite 17Global Yacht Fuel 28Gold Coast Diving Services 30Gold Coast Diving Propeller Services 33Gourmet Market Caves Village 12Hughes Power Systems Corp. 33Hydro-Tech General Industries 32Island Marine and Industrial Services 24Joanne’s Crew House 30Kerwin Naval Architects 32Lank Oil Co. 33Lauderdale Marine Center 10Lauderdale Propeller 26Lenny’s Sub Shop 33Light Bulbs Unlimited 13Luxury Yacht Group 5Marine Diesel Specialists 33Mary’s Crew House 30Mayra’s Personal Touch Catering 33Megafend 19MYD Ft. Lauderdale 3Nauti Tech 17Nuts and Boats Dockside Marine Services 33Ocean Marine Yacht Center 19Prop Speed 4Puerto Isla Mujeres 8Regency Travel 32Resolve Marine Group 4Rolly Marine Service 22Ronnie’s Custom Carpet Cleaning 33Rorys Marine Canvas 33Roscioli Yachting Center 20Rossmare International Bunkering 21RPM Diesel Engine Co. 29,30Sailorman 27Scalise Marine 30Smile Perfect 18Smith-Merritt Insurance 29Sunshine Medical Center 18Superyacht Solutions 18Tropical Marine Air Conditioning 33Virgin Islands Charteryacht League 21Visions East 30Water-play.com 32Yacht Entertainment Systems 30Yacht-Mate Products 9Yacht Productions 7Yacht Woodworking Systems 25

CREW NEEDED

Seeking a permanent captain with minimum of 150-ton license, and a chef and cook/stew for a 90-foot yacht. Provide resume, references to apply@goldquickline.com.

CREW AVAILABLE

Team position wanted – US and New Zealand nationalities. Mate/deck and stew/cook looking for employment on a foreign-flagged vessel. Chris or Amanda, 954-478-9646, chrishilfer@yahoo.com

American captain, 1600/3000 tons USCG Master Ocean, MCA Class IV CEC, STCW 95. Experience on charter and private. Will work anywhere except Iraq. 34 971 402 414, 34 600 092 321, capt_adgreenson@hotmail.com

Skilled chiropractor available for private or charter. Specializing in chiropractic, neuromus-cular & sports massage, yoga, physical training and spa treatments. Licensed, certified. Dr. Tina, yogadoc@earthlink.net, 912-898-1988

Freelance chef or chef/stew available for charter or private. US citizen, STCW-95. Excellent references, professional attitude. Heidi, 954-298-5504, cailleux@excite.com

Experienced captain/mate, project manager, MBA. USCG 500-ton ocean/MCA Class 4. Reliable, solid references. Native English, Spanish & Portuguese. Capt. Jon, 954-292-1488, jlokay@global.t-bird.edu Australian couple, mate/engineer/deck and stew/deck. Master Class

5 & Marine Engineer Driver 2. STCW-95. Non-smokers, willing to travel. CV & photo available. jasandkenny@westnet.com.au

Chef/stew/mate, 10 years experience. Available full time or freelance, private, charter or delivery. Reliable, dependable and able to perform. Catherine E. Clement, 954-815-1025

Experienced captain and mate/stew team looking for a boat. Experienced project managers on a major refit, seeking same or new build, will travel.

Classifieds

October 2004 The Triton 33

References. 954-326-1661, alex@yachtequinox.com

Ft. Laud.-based freelance cook/stew team or separate. Smoke/drug free, US citizens. Available as yacht delivery crew. References. cookstewcrew@yahoo.com, 954-764-0686

Captain, off shore with 22 years experience. References. Mike Buzzi, mikegone2c@hotmail.com, 954-253-6302

Experienced American chef, broad culinary expertise, STCW 95. Full time, will freelance. Will travel. Reb, 828-399-0318, rebwingfield@hotmail.com

American stew with 14 years experience, extensive travels through the Bahamas. Dive master. Will cook for a family, detail oriented. Vicki Elwyn, 954-612-2503.

American, captain/mate/engineer, USCG 150-ton master, 200/500 mate, STCW-95. Knowledge of engine room, systems. Will travel. 619-223-2537, yachtdelivery@cox.net

1,600-ton licensed captains, 22 years experience, full or part time. Palmarine Yacht Management, deliveries, project management, new construction. 954-

684-5340, fax 764-8998

Freelance chef available for charter or private, and catering for yachts, homes and offices. Excellent references. Gail Murphy, 954-525-1398

Captain 1,600-ton, full time or part time, deliveries. Best prices to the Bahamas and the Keys. Tom, 954-925-7378

American chef or chef/stew. 13 years experience. Served Clinton, family. Full time or freelance. Kathy Bell, 954-965-2735, 954-609-7513

American chef, hospitality specialty

with 18 years experience. Permanent or freelance. STCW 95. 954-600-2069, cheforvis@hotmail.com

Captain, 100-ton. 25 years experience. Mate/stew also available. Power or sail. Non-smoker, non-drinker, single, excellent health. www.deweyswain.com, captaindewey@hotmail.com, 561-371-8091

OTHER PROS NEEDED

Marine propeller reconditioner, experienced in all phases of recon. Welding a plus. S. Fla., 954-894-8089 Tender/commercial diver for underwater maint. of

yachts. Must be strong, have c- card, dive gear and driver lic. 954-325-1189

FOR SALE

Sailboat – 25-foot Mcgergor 1988. Good condition, good sails. $4,000. Ben, 305-304-8937

SPACE FOR RENT

2-room eff., unfurn. Private yard, close to Harbourtown, $650, incl. utilities. DSL/satellite TV available. 954-921-9500

3-room duplex apt., Tarpon River area. For 1 or 2 adults. 612 S.W. 9th St., Ft. Lauderdale

34 The Triton October 2004WRITE TO BE HEARD

I grew up on the water, learning to drive a boat well before a car. From as far back as I can remember, it was drilled into my sister and me how important safety is. Life jackets were

always on, and we were always under an adult eye. One thing was constant: respect the sea.

That respect has followed me into my marine career. Calm as a lake

one hour, 40-knot gusts with 8-10 and building the next. Anyone who’s spent a season in the Med can relate. I’ve always considered safety issues a normality, not a formality. Safety is stressed in training. Safety is stressed by governing agencies (MCA, IMO, USCG). But is safety too “formal” for some of the older, seasoned captains of smaller boats?

I have recently considered going to smaller boats, away from the larger crews and larger issues. A yacht of 30-35m is not small to some, it’s a tender to others, comfortable to many. I found, quite surprisingly, that several of the captains I interviewed with thought that I might be too formal for their program. When asked to elaborate on what they meant, they typically referred to having to do fire or man-overboard drills, calling the owners Mr. or Mrs., filling in log books, things like that.

I talked with several industry friends about these issues to see if they had ever experienced anything similar. Some are captains, some first officers on larger boats or had recently come off of the “big girls.” One conversation in particular was with a friend who is a first officer on a 72m. He had heard of the same. What surprised my friend and I the most was that these are safety issues. The smaller boat captains saw them as an unnecessary formality.

It was then that we realized a few things:

1. They didn’t see drills or even log books as a priority.

2. There is a correlation between “perceived formality” and salary.

3. They thought that it would take away the fun of yachting.

4. In some instances, we had more training than the captain.

5. They thought that the guests would be scared away by the thought that something could ever go wrong.

6. They just didn’t realize that they were responsible for other people’s lives.

We have both found that captains approve of drills and training – in discussion – but only a few actually carried them out. When I was bosun on a large charter yacht, we had two fire drills in a six-month Med season, never did a man-overboard drill, and rarely briefed charter guests on safety. I’m still not quite sure how that got past the MCA, IMO or our DPA (Designated Person Ashore).

I won’t crew on a boat that doesn’t do drills. If I am interviewing for a mate’s position and the captain doesn’t do drills, but will “allow” me to, I think “do I really want this person responsible for my life and the lives of others?”

Drills create habit and habit allows us to react when our brains may be under stress, pressure or even fatigue. This is possibly what helped in some of the recent yacht fires. These crews knew reactively what to do simply because they’d done it before and before and before.

Wendy G. Umla holds a USCG 1,600-ton mate/100-ton master’s license. Contact her through editorial@the-triton.com.

FROM THE DECK

WENDY G. UMLA

Since when did safety training make a yacht crew too formal?

When ‘somebody else’ turns out to be your new friendHurricane Frances had everyone

in Florida on tender hooks. The huge, slow-moving storm interrupted everyone’s lives as she moseyed toward us. Where would she hit?

We always think the hurricane (or the cancer or the tax audit) will hit someone else. After my husband helped everyone secure their boats at our condo’s marina, we crossed our fingers and prayed for Frances to change course – just a little north.

I remember the last time I prayed “Let it be someone else, please.” I was in New Orleans, May of 2000. It was a year before my Dad died, and I relocated to sleep at the foot of his bed in the hospital for 40 nights, and to watch over him for Mom, who was also sick. Dad was paralyzed 10 years from a stroke, now experiencing massive heart

attacks and was aspirating. I had left Dad’s room to get a cold

drink, stretch my legs, when I heard “Code blue: 513. Code blue: 513.” My heart pounded. Dad was on that floor, in the next room. I thought it was him, just the wrong number.

“No. Let it be someone else, please. Not him, not now.” I started to run.

When I got there, Dad was OK. But the man next door was dying. I cried watching the CPR. I had passed his room every day, smiled and said, “Hello.” Critically ill people appreciate being told ‘hello.’

Sometimes it’s all you can say.I saw the doctor pronounce him

dead and his wife in grief, calling her children at 1 am. Besides the nurses, I was the only person who knew. I expected to feel relief that it wasn’t Dad. But I didn’t. I watched that family suffer. And I knew one day it would be my family.

As Frances’ rain pelted my window, the TV weatherman said she would hit 100 miles north of Ft. Lauderdale near

Stuart. I felt a jolt. Stuart?

I had toured the marinas in Stuart on Aug. 3. I reported a story on the planned renovation to the docks there. They were wooden, old and flimsy. A dock I stood on rose and sank from an obnoxious cruiser’s wake.

I thought about every person I met that day. The docks I had stood on were completely destroyed. The lives of the marina operators I had interviewed were completely changed.

And I thought, too, of that widow. I never knew her name, but I had gone into the hall that night, hung my head, and said, “I am so sorry. I will say a prayer for you all. I am so sorry.”

The words rang eerily familiar in my mind as I typed e-mails to my Stuart

contacts, the friends I had made there in my short visit: “I’m so sorry. I will say a prayer for you all. I am so sorry.”

Sometimes it’s all you can say.

Lisa Hoogerwerf Knapp is a freelance writer in Aventura, Florida. She is the wife and granddaughter of a captain, and the daughter and granddaughter of a marine engineer. Contact her at lisa@the-triton.com.

TIED UP IN KNOTS

LISA H. KNAPPFrances destroyed the old wooden docks at Stuart Harbor. PHOTO COURTESY OF LISA H. KNAPP

October 2004 The Triton 35WRITE TO BE HEARD

Story, feedback helped in aftermath of storm

We have all heard of the dramatic increase in the number of marine fires (nine megayachts in six months). Any fire is a terrible thing but add the marine environment to it and it becomes much more life threatening.

Most marine fires are so intense at inception that they are beyond the capabilities of onboard personnel to extinguish them. Fire is a panic situation where people do not think of react properly. That is why having a plan and training in advance can make a drastic difference in the outcome.

In a land-based fire, there are rules and the powers to enforce them, such as state and local fire marshals.

On the water, there are no marshals, nor are the rules clear. Who polices marine fire safety? No one – that is until you have a claim, and then an insurance carrier sets the rules.

Of course, we all read the fine print on our policies, which says “safety equipment must be maintained on a regular basis or in accordance with the manufacturer’s specifications.” This means annual inspections by a licensed fire equipment company. If this cannot be proven in writing, the insurance company has the right to deny the claim.

We inspect about 20 boats a month and our findings vary greatly between those that have professional, full-time crews and those that do not.

On the professional side, most vessels’ fire extinguishers and automatic systems such as the engine room or galley hood systems have been inspected annually, but some fire equipment companies are not licensed, trained or insured to do so. Check their credentials. Do they have a Class 3 fire equipment contractor’s license? What insurance coverage do they carry? Do they have longshoreman’s workman’s compensation insurance, which is now required for all sub-contractors?

Recently, we inspected four new boats of 80 feet and larger and found the engine room fire systems to be drastically undersized, not properly installed, with the engine shutdowns and alarms not operational. These systems would not extinguish a fire should it occur, and therefore were not certifiable. We are notifying the boat builder of our findings.

On the private side, the findings are worse. There’s an average of 3-5 years since the last inspection, some boats have never had an inspection. We find portable fire extinguishers that have lost pressure or are inoperable, or are undersized for the vessel.

Who’s in charge?Ed Tarrant

Marine salesAAA Fire Protection Systems

Ft. Lauderdale

Fire safety up to captains

After digging out of the remnants of hurricane Frances, I have the chance to write. A few weeks ago, I met Lisa Knapp as she was writing a story for you [“Stuart marinas prepare for megayacht growth,” page 1, September 2004].

As an avid reader and professional yachtsman, I was surprised to hear that your paper had an interest in Stuart. I met with Ms. Knapp and found her to be inquisitive yet trusting in her ability to make me feel that she was impartial and interested in our marinas and waterways here in Stuart.

It was a pleasure and a nice surprise to get a few phone calls over the past week regarding your story during such a difficult time.

Thank you, and thank you for Lisa. We all here in Stuart loved the article.

Capt. John DialManager

Stuart Harbor Marina

Being good isn’t about gender

I have known Capt. Linda Lupi for many years while she crewed aboard several Lazzaras. [“M/Y American Princess sparkles under hands of all female crew,” September 2004, page 10].

I was always impressed with her professionalism, knowledge and can-do attitude. She stands stride for stride with her male counterparts.

This proves what we’ve known all along: that it’s not the gender of the captain that matters, it’s the dedication, persistence and attention to detail that separate the successful ones from the unsuccessful ones.

Brad LazzaraChairman

Lazzara International Yacht Sales

Scuba gear not for survival

I was shocked to read the comments from a member of The Bridge [“In hurricanes, stick to plan, have a spare,” page 1] “... anchored out in about 20 feet of water and had the scuba gear ready. If things got really bad, the crew was ready to sit on the bottom and wait it out.”

I have never heard something more dangerous and idiotic, and from a captain at that.

Firstly, you should never get off the boat unless it sinks. Secondly, scuba equipment is not survival equipment; it is for recreation. Thirdly, a cubic 80 tank would probably last about two hours and hurricane conditions exist longer than that. What then?

Putting people in the water in this type of situation would be tantamount to manslaughter. Even if the crew made it safely to the bottom in the first place, they would have surfaced somewhere, scared and tired. On the surface they would have been quickly swept away.

As a dive master, I also suggest this captain read his training books again.

James BarrettDive master

Internet search leads to The Triton

My wife and I had a wonderful experience ship checking Queen of Diamonds in Cape Town over the 2000 Millennium celebrations, but we had lost track of Capt. Ian van der Watt. Conducting a Google search for his whereabouts, I found your newspaper. Very nice indeed. I’ve bookmarked your site and expect to become a regular visitor.

I go back a long way in yachting

– from early boatbuilding on Florida’s west coast as a young man to stints with Bob Derecktor and Ted Hood during my New England years. More recently, I’ve worked with Intermarine in Savannah and now here in North Carolina in sight of Grandfather Mountain. Wanderers, we sailors, eh?

Donald Ansley Director of Operations

Century Yacht Interiors DAnsley@centuryfurniture.com

No shortage of crew in Maine

I was intrigued by the article on the shortage of Americans applying for crew positions [“American crew shortage sparks concern, action,” August 2004, page 1].

During my tenure at The Landing School of Boatbuilding and Design, we have had a number of graduates take positions on yachts and even more inquire on how to enter the industry.

The Landing School attracts people from around the world interested in learning a new maritime trade. Most come with experience on and around boats, and all leave with outstanding skills obtained from one of our four 10-month courses in yacht design, boat building, or marine systems technician.

Glen ShivelAssociate director, The Landing School

Kennebunkport, Mainewww.landingschool.edu.

You have a ‘write’ to be heard.

Send your thoughts to editorial@the-triton.com