photo contest - Yacht Essentials

YACHT 

USED YACHTS: 

Better Than Buying New? 

Top Yachting CHARITIES 

The Art of Being a 

GOOD CHARTER GUEST 

2011 • MAY / JUNE

www.yachtessentials.com 

MAY / JUNE 2011 

Publisher Chris Kennan 

publisher@yachtessentials.com 

Editor Brad Kovach 

editor@yachtessentials.com 

Art Director Amy Klinedinst 

amyk@allatsea.net 

Contributing Editors Andrea Bailey 

Carol Bareuther 

Jeanne Craig 

Capt. Warren East 

Beverly Grant 

Louay Habib 

Jan Hein 

Blair Kearney 

Nick Marshall 

Doug Mitchell 

Capt. Jan Robinson 

Steve Rosenberg 

Andy Schell 

Capt. Ted Sputh 

Anita Valium 

Advertising CARIBBEAN REGION: 

Guy Phoenix 

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ST MAARTEN: 

Nick Marshall 

nick@allatsea.net 

Minerva Brown 

minerva@allatsea.net 

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Yacht Essentials 

Owned and 

Published by Kennan Holdings LLC 

382 NE 191st St #32381 

Miami, Florida 33179-3899 

Phone: (443) 321-3797 

Fax: (815) 377-3831 

This spread: Jack tending to the Main on the 

141’s SY This is Us during the 2011 Antigua Super 

Yacht Challenge. Photography by Chris Kennan

YEMay 

/ June 2011 

Cover: The Crew of the 141’ SY This is Us bringing 

down the Spinnaker in the 2011 Antigua Super 

Yacht Challenge. Photography by Chris Kennan 

4 YACHT ESSENTIALS 

OWNERS 

Strength of the 

Used Yacht Market 

SPOTLIGHT 

page 20 

Fantasy Island 

PORTS OF CALL 

page 24 

Do Unto Others 

INDUSTRY BUZZ 

page 30 

CAPTAINS 

Land of the Gods 

EARTH TREK 

page 44 

The Trash Man 

page 50 

More Criminal Activity 

page 54 

CREW 

Shipyard Survival 

page 62 

International Yacht Training’s 

Berth Control 

page 66 

Daniel Varrone 

PROFILE OF A CHARTER CHEF 

page 68 

Judi Gilman 

WHERE ARE THEY NOW? 

page 34 

Budget Marine Party 

page 38 

Being a Good Guest 

CHARTER CHAT 

page 40 

What Direction 

Are We Moving? 

page 56 

Breaking Into 

the Business 

page 60 

A Practical Power Solution 

ENGINEER’S CORNER 

page 72 

Super Yacht Challenge 

page 76 

Meet Hayley Clark 

STEWARDESS OF THE MONTH 

page 80 

When Chefs Face Off 

THE STRAIGHT DOPE 

page 84 

Need a Valium? 

ANITA VALIUM 

page 96

THE DENTIST AND THE WHALE 

The photo above was taken at the entrance to Katlian Bay at the end of the road in Sitka, 

Alaska. The whale is coming up to scoop a mouthful of herring (the small fish seen at the 

surface around the kayak). The kayaker is a local Sitka dentist. This is what he had to say 

about his experience: 

Yep, that is me in the picture. Yep, that is a whale that was just around the corner from the ferry terminal. 

“Paddle really fast” is the only thing I could think of at the time. Also thinking that I don’t look like a herring, 

don’t smell like a herring, but with the same herring instinct of “get the hell out of the way of that big mouth!” 


LETTERS TO THE EDITOR 

Hello, 

I am the second stewardess on M/Y 

Serque. Here are some of the photos 

taken of my surroundings while working 

on various yachts in the Bahamas 

and Caribbean. I hope you enjoy 

them. Thank you for taking a look! 

Kind regards, 

Kalessin Morejohn 

How do you 

get into YE Mag? 

CONTRIBUTE! 

Email thoughts 

or images to editor@ 

yachtessentials.com 

– Dr. Richard Kraft, Sitka, Alaska 

YACHT ESSENTIALS WANTS TO HEAR FROM YOU! SEND YOUR CORRESPONDENCE BY EMAIL TO EDITOR@ 

YACHTESSENTIALS.COM, OR MAIL LETTERS TO: YACHT ESSENTIALS, 382 NE 191ST ST. #32381, MIAMI, FL 33179-3899

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YACHT 

NEWS 

△ WINTER BOAT SHOWS 

SUGGEST BRIGHTER TIMES AHEAD 

The marine industry shows signs that it is beginning to 

emerge from rough waters. February’s Miami Yacht & 

Brokerage Show built on the success of January’s Boot 

Dusseldorf, with Ferretti Group, Sanlorenzo and others 

reporting new sales and new models. In addition, GE 

Capital Commercial Distribution Finance (CDF) released 

the findings of a survey on the health of the market, with 

encouraging results.

“The marine industry is starting to see signs of recovery 

as we move past the recession,” said Jeff Malehorn, 

president and CEO of CDF. More than one-third of the 

responding marine dealers and manufacturers (38%) 

expect sales to increase up to 5% this year, and 54% 

said that the best time for dealers to increase inventory 

levels is now. 

Ferretti Group logged its most new models introduced 

at the Miami show with 22, including four debuts for the 

Americas. “We had an outstanding show for each of the 

brands across the board,” said Ferruccio Rossi, country 

manager for Ferretti Group North America. “While attendance 

was consistent with last year, we saw a considerable 

increase in the amount of visitors from Latin 

America and the Caribbean, in addition to an increase in 

European visitor traffic.” 

Sanlorenzo reported the sale of two yachts at Boot Dusseldorf, 

a SL62 and a SL82, as well as a SL72 and a SL88 

on the other side of the Atlantic during the Miami Yacht 

& Brokerage Show. The builder is now third in the annual 

Global Order Book (yachts over 80 feet); it listed 38 hulls 

in 2010, and in 2011 it maintained that level of orders 

with 37 units. 

“In 2009, the worst-ever year for the yachting industry, 

Sanlorenzo was the black swan,” said Mario Gornati, 

marketing manager. “While the main European and 

American groups were showing 30 to 40% turnover reduction, 

Sanlorenzo was able to limit its turnover reduction 

to 9%. The lower profit was due to the depreciation 

of the trade-in boats that in 2009 was estimated between 

20 and 25%. 

“Sanlorenzo has been able to increase its 2010 budget 

by 5%. This result was achieved by delivering 19 motor 

yachts built by the Ameglia Division and nine composite 

and metal motor yachts built by the Viareggio Division. 

It’s important to underline that Sanlorenzo didn’t 

resort to an aggressive discount policy, but chose to 

keep the prices stable, to guarantee and preserve the 

owners’ investment. 

“As well as improving quality and service — a consideration 

that may be banal but also effective and indispensable 

— it is necessary to research new products characterized 

by more understatement, lower running costs 

and reduced fuel consumption. 

“Boat construction firms will have to run down their 

manufacturing capacity or merge in order to reduce 

the number of competitors; in other words, apply the 

same strategy adopted some time ago by the automobile 

industry. In times of crisis, in the same way 

as they turn to collectibles, customers look to those 

brands of longer tradition, greater solidity and consolidated 

experience.” 

—Nick Marshall 

www.YachtEssentials.com 9

Yacht News 

LVMH ENTERS THE SUPERYACHT SECTOR 

Following the acquisition of UK-based Princess Yachts 

in 2008, LVMH is now entering the superyacht sector 

with the launch of the first of its new M Class vessels. 

The $11 million 32M, unveiled at the London Boat Show 

in January, is a long-range cruising yacht. Next year will 

see the arrival of the 40M, a 130-foot, tri-deck vessel 

and new flagship for the company. 

▽ KIK JOINS WHISPERPOWER 

Beschier Kik has joined the board of WhisperPower BV 

as commercial director and, in cooperation with general 

director/owner Roel ter Heide, will put his efforts toward 

helping the company develop into a global player in the 

field of power and propulsion systems. 

After a technical and managing career at Bolnes Diesel 

Motoren and Yanmar Europe, Kik held various positions 

at Vetus NV before becoming CEO in 2000. After leaving 

Vetus in 2008, Kik spent two years as a key consultant at 

various companies in the Netherlands and abroad in the 

field of commerce and management. 

Established in 2007, WhisperPower has been serving 

the maritime market with an extensive range of advanced 

power systems. The company now has 50 employees 

in the Benelux region, the UK, Spain, Germany, 

Australia and China, and its products are sold in more 

than 50 countries. 

HEESEN OPERATING ON A HIGH 

Heesen Yachts YN 15250, christened M/Y Satori, was 

launched recently at the company’s shipyard facilities in 


WHAT’S NEW IN ELECTRONICS? 

AAdaptiv Technologies has added touch-sensitive controls 

and optically bonded LCD panels to its range of 

bridge monitors, which are designed to suit operations 

in the superyacht world. 

The touch-sensitive system has all the controls built into 

the monitor’s “edge-2-edge” front glass, maintaining 

the clean lines of a true glass bridge. The LED touchsensitive 

controls offer ease of operation for key functions 

such as power, backlight brightness, signal source 

and the OSD menu. 

The displays are watertight, made with 6mm laminated 

safety glass, and have rear connections at the bottom 

rather than through the back, reducing their depth. 

With standard AC/DC power input, the monitors are 

available in four sizes to provide the best scale formatting 

(including widescreen) and even have the ability to 

interface with slow-scan legacy signals if being use with 

older systems after a refit. 

The monitors are certified for recreational and commercial 

vessels, and are supported by a service network in 

Europe, the US and Austalasia. 

Oss, Netherlands. With a gross tonnage of 499 and a 

top speed of 24 knots, she is among the world’s fastest 

50-metre yachts. Satori can accommodate 10 guests in 

a master suite and four guest cabins. 

Heesen currently has 16 yachts under construction for a 

total length of 773 meters, all of which will be delivered 

to their owners by 2014. The Dutch shipyard posted an 

enviable total of seven vessels signed in 2010, and the 

first sale of 2011 — YN 15850, a 50-metre, aluminum, 

semi-displacement vessel — was completed in January.

Amels shipyards, Fraser Yachts, Burgess, YCO, International Yacht Collection, etc... and yachts such as 

marc paris yacht photography 

france: +33 (0)6 8128 0813 • italy: +39 333 1460 600 

marcparis6@orange.fr • marcparisphoto@gmail.com 

skype: studiodeerparis 

Lady Moura, Lady Anne, Lady Lola, Bel Abri, MY Shanti, Princess Mariana, South. Hokulani, etc...


△ PALMA GEARS UP FOR SUPERYACHT CUP 

At press time, preparations were well underway for the 

2011 Superyacht Cup to be held from June 22 to 25 in 

Palma de Mallorca. Sixteen yachts had registered for the 

event, including five brand-new entries that had never 

before competed in the event. Space at the Muelle Viejo 

allows for a maximum of 20 to 22 entries. 

Now in its 15th year, the Superyacht Cup is the longestrunning 

superyacht regatta in Europe and is a favorite 

event with owners and crews at the start of the summer 

season in the Mediterranean. 

CYPRUS MARINA LAUNCHES 

Karpaz Gate Marina, a new luxury marina based in the 

Turkish Republic of Northern Cyprus (TRNC), has appointed 

Captain Deniz Akaltan to the position of harbor 

master ahead of the marina’s forthcoming completion 

and soft-launch. 

Akaltan was previously harbor master at Atakoy Marina 

in his native Turkey. Itay Singer, director of Sea-Alliance 

Group, owners of the marina, said: “It is an ex- 


citing time at Karpaz Gate Marina, and we are thrilled 

that Deniz has joined the team. Together, we are looking 

ahead to a bright future; not only for Karpaz Gate 

Marina, but also for the TRNC as it becomes an established, 

first-class yachting and sailing destination in 

the eastern Mediterranean.” 

KONGSBERG SYSTEM HITS 3K 

Kongsberg Maritime announced that unit number 3,000 

of its AutoChief C20 was delivered to Hyundai Heavy 

Industry (HHI) for use on a large, two-stroke engine 

aboard Seaspan build H2180. HHI has been an important 

part of the AutoChief C20 story, having been the 

first customer to shop-test the system, on a Sovcomflot 

vessel in 2004. 

AutoChief C20 is the 15th generation of Kongsberg’s 

propulsion control system, which was originally launched 

in 1967. The system has undergone several major redevelopments 

in order to support the advances made by 

engine manufacturers and automation technology, but 

its prevalence points to a history of dependable, consistent 

engineering.

Welcome to San Diego... 

• Refit Center of the Western Hemisphere 

• Three Outstanding Refit Yards 

• Reliable Contractors 

• Deep Water Port 

• Year-Round Sunshine 

America’s finest city. 

Visit us online at www.sdsuperyacht.org to learn more. 

Yacht photo taken by Carlos Deza. 



RACE CREW GET WEBSITE 

Race yacht crew retention website www.STRBRD.com 

has launched to offer a new solution to race yacht owners 

and skippers when organizing and communicating 

with their crew. Designed for owners with race teams 

of up to 30 crew, the site has been developed to help 

skippers manage a lively hub to maximize crew interest 

in the lead-up to regattas and races, so that everyone 

is on board for the start of every race. Members 

can invite crew to participate in upcoming regattas 

and races, keep them informed of race information, 

updates and results. 

ONDECK RAISES THE BAR 

The UK’s Maritime and Coastguard Agency (MCA) has 

issued Antigua-based Ondeck with approval to run the 

STCW 95 Basic Safety Training Week after a recent visit 

to assess the facilities and course components. The training 

week is the only one of its kind in the Caribbean, 

other than Trinidad, that has been awarded the stamp of 

approval from the MCA. 


WHAT’S NEW IN YACHT GEAR? 

Straight from Milan, the Magboat is a 9-meter runabout designed 

to carry a large number of people in comfort and 

offer high performance in varying weather conditions. Four 

boats have been built, and according to the company, the 

first has already accumulated more than 2,000 hours of operation 

in three seasons. 

The company has recently introduced a Picnic version 

(above) for a customer who wanted to reallocate the space 

and seating offered in the normal version. This new Mag- 

Ondeck has invested more than $200,000 US in the program, 

including a new firefighting facility and equipment. 

“It is an extremely exciting time for Ondeck and Antigua,” 

said Peter Anthony, chairman of Ondeck. “With 

this new facility, we are looking forward to raising the bar 

for superyacht training and local safety training in the 

Caribbean. I hope this will enable many more people to 

realize their dreams within the maritime industry.” 

PLB / MOB TECHNOLOGY GROWS 

Global marine safety equipment provider Mobilarm is joining 

forces with Europe’s largest Personal Locator Beacon 

(PLB) manufacturer and pioneer, Marine Rescue Technologies, 

the company behind Sea Marshall. The result will be 

the formation of the world’s largest technology company 

dedicated to marine safety and man overboard technology. 

“Sea Marshall and Mobilarm have been working towards 

the same goal, from opposite sides of the globe,” said 

David Marshall, founder of Marine Rescue Technologies. 

“There is today a definite awareness of the role that PLBs 

boat features the same infusion-molded hull and deck, but 

the layout was changed to provide a large sun bed area, a 

semicircular sofa and a head below the foredeck. 

A true picnic platform, the boat includes two fridges, an 

ice machine, stereo and a canopy that can cover the entire 

deck. The Magboat Picnic is scheduled for launch this 

spring and will have a 225-hp Volvo Penta D4 engine with 

an Aquamatic drive. A completely electric version is also 

in the works.


can play in saving lives. The market opportunity is vast, 

potentially each and every life jacket should have a PLB 

fitted, and after years of creating an awareness of the 

need to protect mariners by the inclusion of a locating 

device, governments under Health & Safety rules are 

finally demanding their carriage. Mobilarm is perfectly 

positioned to support this market growth.” 

△ DELTA ANNOUNCES POLYNESIAN PARADISE 

Delta has started construction of a new 50-meter, fulldisplacement 

motor yacht, the sixth built to its proven 

hull design with large tank volumes and extended range 

needed for transoceanic cruising. The 750-gross-ton vessel 

has a Polynesian-inspired tropical hardwood interior 

and room for 12 guests plus owners. The yacht will be 

equipped with twin Caterpillar 3512B engines that will 

give her a cruising speed of 14.5 knots and a maximum 

speed of 16 knots. She will carry 21,900 gallons of fuel 

and have a range of more than 5,000 nautical miles. 


SANLORENZO WINS NAUTICAL DESIGN AWARD 

At the 23rd edition of the Miami Yacht & Brokerage 

Show in February, the Italian Trade Commission, in 

collaboration with UCINA (Italian Marine Industry Association) 

awarded Sanlorenzo with the Nautical Design 

Award. The builder was chosen for the award due 

to the development of the Sanlorenzo brand in foreign 

markets, in particular the American market after 

founding Sanlorenzo of the Americas. The Nautical 

Design Awards is instituted by the ADI (Association for 

the Industrial Design), which has a leading role in the 

development of the industrial design as a cultural and 

economic phenomenon. 

▽ TRINITY GOES LONG 

Trinity Yachts is pleased to have launched its longest 

build to date: the 198-foot, aluminum Areti. The superyacht 

will be delivered this summer following final refitting 

and will cruise the Bahamas and Mediterranean. 

Areti’s draft can be reduced to less than 8 feet, allowing 

access to Bahamian islands and harbors. The yacht can 

accommodate 13 guests in seven staterooms and 18 

crew in nine cabins, and features a two-person elevator 

with access to all decks. Cruising range is around 3,500 

nautical miles.

WHAT’S HAPPENING? 

Anguilla 

05/06/2011 – 05/08/2011 

ANGUILLA SAILING FESTIVAL 

Sailing Regatta 

www.anguillaregatta.com 

regatta@sailanguilla.com 

Antibes, France 

06/08/2011 – 06/12/2011 

LES VOILES D’ANTIBES 2011 

Classic Yacht Regatta 

www.voilesdantibes.com 

infos@voilesdantibes.com 

+ 33 (0)4 93 34 42 47 

Cowes, UK 

07/16/2011 – 07/23/2011 

COWES PANERAI 

BRITISH CLASSIC WEEK 


www.britishclassicyachtclub.org 

info@msjevent 

management.co.uk 

01983 245 100 

Cuba 

06/06/2011 – 06/11/2011 

61ST ERNEST HEMINGWAY 

INTL BILLFISH TOURN. 

Deep Sea Fishing 

yachtclub@cnih.mh.tur.cu 

Newport, RI 

06/26/2011 

TRANSATLANTIC RACE 2011 


www.transatlanticrace.org 

sailingoffice@nyyc.org 

401-845-9633 

06/15/2011 – 06/19/2011 

J-CLASS REGATTA 

Superyacht Regatta 

www.jclassyachts.com 

+011 44 1590 645082 

Palma de Mallorca, Spain 

06/22/2011 – 06/25/2001 

THE SUPERYACHT CUP 


www.thesuperyachtcup.com 

info@thesuperyachtcup.com 

+34 971 402 553 

Porto Cervo, 

Sardinia, Italy 

06/04/2011 – 06/06/2011 

DUBOIS CUP 2011 


www.duboiscup.com/ 

CatherineNeal@ 

duboisyachts.com 

+44 (0) 1590 626666 

Porto Santo Stefano, 

GR, Italy 

06/16/2011 – 06/19/2011 

ARGENTARIO SAILING WEEK 


www.ycss.it/argentario 

sailingweek.htm 

raceoffice@ycss.it 

+39 346 0427423 

Puerto Rico 

05/27/2011 – 05/29/2011 

CLUB NAUTICO DE FAJARDO 

PUERTO RICO VELA CUP 


www.puertoricovelacup.com 

787-960-3902 

St. Maarten / St. Martin 

05/14/2011 – 05/15/2011 

7TH ANNUAL 

CAPTAIN OLIVER’S REGATTA 


www.coyc-sxm.com 

coyc@domaccess.com 

6/24/2011 – 06/26/2011 

SMYC OFFSHORE REGATTA 


www.smyc.com 

info@smyc.com 

Tortola, BVI 

05/27/2011 – 05/29/2011 

37TH ANNUAL FOXY’S 

WOODEN BOAT REGATTA 


www.weyc.net 

mcmechanics@surfbvi.com 

284 495-1002 

Virgin Gorda, BVI 

07/17/2011 – 07/20/2011 

2011 BVI BILLFISH TOURN. 

Deep Sea Fishing 

www.beyc.com 

binfo@beyc.com 

800-872-2392 

Worldwide 

06/18/2011 

11TH ANNUAL 

SUMMER SAILSTICE 


www.summersailstice.com 

john@summersailstice.com 

415-412-6961 

POWERING THE INDUSTRY FOR OVER 60 YEARS 

LATITUDE: 28° 80" N, LONGITUDE: 41° 70" W. 

AND NOT A WORRY 

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It’s not one thing we do that sets us apart, 

it’s everything we do. That’s what makes us 

the most trusted name in marine electric. 

SERVICES 

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Fire Surveys Panel Production 

EQUIPMENT SALES 

AC Generators Transformers 

Battery Charging Equipment 

Panel Meters & Gauges 

Switches Wire/Cable/Fuses 

Cathodic Protection Systems 

Converters/Inverters 

Shore Cords & Adapters 

Lamps & Lighting 

Overcurrent Protection 

HEADQUARTERS 

617 S.W. Third Avenue 

Fort Lauderdale, FL 33315 

Phone: 954.523.2815 

Toll Free: 800.545.9273 

Toll Free Fax: 800.297.8240 

WEST PALM BEACH 

999 West 17th Street • Unit #3 

Riviera Beach, FL 33404 

Phone: 561.863.7100 

Fax: 561.863.7008 

Se Habla Español 

WWW.WARDSMARINE.COM 



PHOTO 

CONTEST 

WINNER

CONGRATULATIONS TO THE 

FOR CREW, BY CREW PHOTO CONTEST WINNER: 

Bryan Williams 

Crew Member & Bar Tender Extraordinaire 

Sailing on the 53’ Gold Coast Yachts Sailing Catamaran Sweet Liberty 

Congratulations and thanks for reading Yacht Essentials! 

Email your images to contest@yachtessentials.com for a chance to win a new 

digital camera! Or mail to: Yacht Essentials, 382 NE 191st St #32381, Miami, 

FL 33179-3899. 


STRENGTH 

OF THE 

USED YACHT 

MARKET 

The sale of a superyacht was once a relatively 

quick transaction. After all, in the dot.com era 

and beyond, there seemed to be no shortage 

of newly-minted multimillionaires eager to 

own the ultimate status symbol: a big flashy yacht. Older 

moneyed folks were happy to oblige, putting their play 

toys on the market as fast as their new and bigger builds 

were launched. 

Today, the tide has turned. 

Bob Offer, the Ft. Lauderdale-based senior broker for 

Denison Yacht Sales, recounted a scenario indicative of 

the direction of this turn. “There’s a 200-foot, high-qual- 

The VAS submarine 

ity yacht built in the mid-1990s that the owner put on 

the market in early 2010 for $80 million. He received an 

offer of $48 million from a buyer in the Middle East and 

countered with $70 million. He never heard back from 

the potential buyer. A year later, he hasn’t had any takers 

and he’s dropped the price to $55 million.” 

Yes, it is indeed a buyer’s market. But why? What makes 

now such a great time to buy a pre-owned superyacht? 

“There’s never been more inventory, and more inventory 

drives prices down,” said Mark Elliot, St. Maarten- and 

Ft. Lauderdale-based broker for International Yacht Collection 

(IYC). “No matter how you look at it, per ton of 

steel or weight of aluminium, there’s currently some of 

the best pricing on used superyachts that we’ve seen in 

a long time. It’s all about supply and demand.” 


Spotlight 

BY CAROL M. BAREUTHER

OWNERS 

Sudami from All Ocean Yachts 


Spotlight: Strength of the Used Yacht Market 

Supply is bountiful, confirmed Offer. “Last September at 

the Monaco Boat Show, the docks were full of yachts in 

the 170- to 210-foot range, as well as smaller 140-foot 

yachts, and another 60 vessels were out in the harbor 

that couldn’t get into the marina. I have never seen 60 

boats in the harbor in Monaco, and I’ve been going to 

the show since 1991.” 

Depending on whom you ask, there any number of opportunities 

for buyers looking to get into a used superyacht 

while the time is right. “There are some 60 yachts 

available in the 130- to 160-foot range, and one sells 

every blue moon,” said Offer. “Bigger yachts are up for 

sale, too.” 

Added Michael Mahan, Palm Beach-based broker with 

IYC, “There are potentially good deals on both late- 


Clockwise from top: Zoom Zoom Zoom from 

IYC; Keiki Kai from Fraser Yachts; Lionwind 

from Denison Yachts. 

model European and US built superyachts in the 145- to 

165-foot range.” 

There are some 15- to 20-year-old yachts currently on the 

market and never before available that are an outstanding 

deal, offered John DeCaro, the Ft. Lauderdale-based 

president of All Ocean Yachts. “Their price has fallen to 

a greater extent relative to, for example, a five-year-old 

yacht. That said, there are some outstanding deals in 

two-year-old yachts, too.” 

Of course, there are pros and cons to purchasing an older-model 

yacht…even if the price is right. 

Older-model yachts, “built pre-2000,” seem to be plentiful, 

according to Michael Seltzer, sales broker for Fraser 

Yachts California in San Diego, and there’s an advantage

to buying a yacht that may need some attention. “It’s a 

great time to refit a yacht due to shipyards and skilled 

craftsman availability,” he said. 

“A Feadship or Broward built in 1990 sold for $2 to $2.5 

million a year ago and is priced right around $1 million 

now. These older boats were well built, and putting a 

half to $1 million into the refit will give you a high-quality 

yacht,” said Offer. “This is a value that didn’t exist 

before, and it isn’t necessarily so with later-model yachts, 

say built in 1999 or 2000.” 

On the con side, re-fitting an older vessel can be costly, 

said IYC’s Elliot. “For example, if you’re going to put in new 

zero-speed stabilizers, you might also need to upgrade the 

size of the generator and hoses. Electronics can be costly, 

too. Fifteen years ago SATCOM and fax were big. Today, 

VSAT downloads have taken a quantum leap and virtually 

eliminated the need for AV equipment. A newer yacht that 

already has these might be less expensive in the long-run. 

Have questions for the experts, or want to see one 

of the pre-owned superyachts pictured here? 

Contact the sources below: 

John DeCaro, President 

All Ocean Yachts 

Ft. Lauderdale, FL | 954-671-0107 

Mike Kiely, Sales Broker 

Denison Yacht Sales 


Bob Offer, Senior Sales Broker 

Denison Yacht Sales 


Michael Seltzer, Sales Broker 

Fraser Yachts California 

San Diego, CA | 619-225-0588 

Mark Elliott, Broker 

International Yacht Collection 

St. Maarten | +599 524 6006 

Ft. Lauderdale | 954-522-2323 

Michael Mahan, Sales Broker 

International Yacht Collection 

Palm Beach, FL | 561-844-2144 

“Ultimately,” concluded Elliot, “the old rule is that you 

get what you pay for. If the boat has been in mothballs, 

it might require a lot of work.” 

How much money can you expect to save by buying a 

used superyacht now? 

For superyachts, said Offer, “the amount can be 40 to 50 

percent off the price of a year or two ago. For vessels in 

the 130- to 140-foot range, those that sold a year ago for 

$11 to $13 million are all now under $10 million.” 

But don’t miss a good deal waiting for a great deal, 

the brokers said. “I think the deals are now, said Mahan. 

“The pre-owned market will tighten as the world’s 

economy gets better. The simple fact is there are only 

so many pre-owned vessels on the market, and with the 

downturn in new builds over the past three years, preowned 

vessels will be in greater demand until the new 

build orders can catch up again.” 

There will still be good buys for the next year or two, 

said Mike Kiely, Ft. Lauderdale-based broker for Denison 

Yacht Sales, “but as the inventory dwindles, prices will 

creep back up. We’re seeing new buyers now from Australia, 

Venezuela and Russia.” 

The bottom line is that the best deal is not only about 

price, but also one that suits the needs of the buyer, 

said Mahan. “A buyer needs to know how he or she 

would like to use the boat — i.e. size, budget, location 

of usage, number of guest cabins — and then find a 

qualified broker to go to work to find the best fit for a 

vessel for the client. 

“In addition, there’s the issue of whether or not the owner 

wants to engage the yacht in a charter program,” he 

continued. “If so, the accommodations, cabin configurations 

and a host of other amenities the yacht might have 

to offer to charter prospects come into play.” 

Buyers need to define their dream yacht, said Elliott, 

“then I suggest the buyer look at 10 to 20 boats that fit 

these specifications, put in an offer on one or two, and 

see what shakes out as a good deal.” 

Carol M. Bareuther, RD, is a St. Thomas, US Virgin Islands 

based marine writer and registered dietician. 



FANTASY ISLAND 

Ports of Call 

STORY AND PHOTOGRAPHY BY LOUAY HABIB

Abu Dhabi is a fanciful, cosmopolitan city located 

on an island jutting offshore from the 

Arabian Gulf and joined to the mainland by 

the Maqta and Mussafah Bridges. It is blessed 

with a superb climate for nine months of the year (May 

through September) and has maintained the quality of its 

pristine blue ocean. 

The city has also made amazing strides in recent years 

to develop its tourism industry, taking advantage of 

other precious natural resources besides oil. With more 

than 200 nearby islands, Abu Dhabi provides cruising 

grounds of great beauty, and some remarkable marinas 

have been developed to take advantage of these. 

The Emirates Palace Hotel is without doubt one of the 

most iconic locations. This grand and majestic setting is 

the chosen venue for foreign dignitaries as well as the 

Abu Dhabi royal family. Situated among 100 hectares of 

landscaped gardens, the Palace offers a mile-long, private 

beach and two swimming pools. The hotel has fabulous 

sports facilities — tennis courts and cricket, rugby 

and soccer facilities — that are often frequented by visiting 

sports stars. 

The Emirates Palace Hotel, a grand 

and majestic setting, is the chosen 

venue for foreign dignitaries as well 

as the Abu Dhabi royal family. 

The hotel is complimented by the Emirates Palace Marina, 

one of the most luxurious destinations for yachts 

in the world. It provides extreme privacy, overlooking 

the blue waters of the gulf, and can accommodate 167 

yachts ranging from 12 to 90 meters. Select services include 

a magnificent gym and spa. 

Abu Dhabi has a wide variety of other hotels with hugely 

contrasting styles. One of the most innovative and visually 

striking is the Fairmont Bab Al Bahr, which has a 

great party atmosphere but also has extensive business 

and conference facilities. It is located on the mainland 

and has become a hot night spot for nouveau-rich expats 

and Emiratis, and a venue for weddings and business 

conferences during the day. 

The Fairmont is a glass-fronted, futuristic building and 

has an amazing lobby where virtually all of the exter- 


Ports of Call: Fantasy Island 

The Fairmont is a glass-fronted, futuristic building and has an amazing lobby 

where virtually all of the external structure is glass. This gives an incredible 

feeling of space by day and by night makes the hotel “trip the light fantastic.” 

26 YACHT ESSENTIALS

nal structure is glass. This gives an incredible feeling of 

space by day and by night makes the hotel “trip the light 

fantastic.” Oscillating ceiling lights change the colour 

and mood of the great hall, whilst the reflective pillars 

and dividing walls create a dream-like environment. 

Accommodation varies, but the upper floors contain exclusive 

suites, sheer glass walls overlooking the gulf, and 

a decorative style and design not unlike those of a New 

York penthouse. The suites also enjoy an elite elevated 

restaurant for breakfast or brunch. 

The Fairmont has a good selection of dining establishments, 

featuring Frankie Detorri’s Italian Restaurant, 

a Michelin star celebrity restaurant by Marco Pierre 

White, and an excellent Lebanese Restaurant with indoor 

and alfresco dining options including a cool sheltered 

patio where visitors can enjoy a water-pipe and 

Arabic coffee. 

The Fairmont also hosts a very fashionable cocktail 

venue: The Chameleon Bar is small, but it is most definitely 

the place to be seen — frequented by the jet set 

of Abu Dhabi. There is an impressive range of cocktails 

and vintage champagnes, which are only surpassed by 

the outstanding beauty and dress sense of the clientele. 

Chameleon is a place for the best-dressed people 

of the Emirati. 

Each year, Abu Dhabi hosts many prestigious events 

in the motor-racing calendar, including the Formula 

1 Grand Prix. The venue for this is Yas Island, which 

also has a luxurious marina. Rock legends and popular 

bands play gigs at the marina, and the 18-hole golf 

course was recently voted the best in the UAE. Ferrari 

World is right next door; the park hosts more than 20 

rides and attractions for visitors of all ages and interests, 

not the least of which is the world’s fastest rollercoaster, 

Formula Rossa. 

There are few marinas in the world that can match the 

glamour of Yas, and it is the only marina where it is possible 

to watch a Formula 1 race just a few metres from 

the moorings. Yas is a state-of-the-art superyacht marina 

with outstanding facilities that can accommodate vessels 

ranging from 10 to 70 metres on an annual basis (with 

prior warning the marina can handle visiting yachts of up 

to 150 metres). Yas has 143 berths offering a very high 

standard of service, including 24/7 security, transportation 

by limousine and exclusive crew lounges. 

Just outside Yas are mangrove forests and Abu Dhabi’s 

complex of 200 untouched islands, which are all within 

easy reach, and a wide variety of boats are available for 

charter from the marina. Greater flamingos are a common 

sight, as are cormorants and cranes and aquatic 

life featuring the rare dugong and the hawksbill turtle. 

Thirteen different species of dolphin live in the waters 

here, and recently a bottlenose dolphin was sighted in 

Yas Marina during the Abu Dhabi Grand Prix. Obviously, 

Flipper was a race fan. 

Abu Dhabi is a thoroughly modern city with exotic urban 

architecture, lush green gardens and breathtaking 

fountains. It bursts with dazzling business and leisure facilities, 

including cutting-edge convention centres, luxurious 

hotels, spas, designer golf courses, theatres and, 

SAADIYAT ISLAND 

Just 500 metres off the coast of Abu Dhabi is Saadiyat 

Island, which is poised to become a truly remarkable 

waterside location. Construction is fully under way, 

and the impressive plans are designed to attract a 

huge variety of residents and visitors. 

Saadiyat Island will provide a business hub, waterfront 

homes, a magnificent cultural district and a worldclass 

resort area. The development boasts some 

truly dazzling architectural designed by five individual 

Pritzker prizewinners. Central to the development is 

Saadiyat Marina, which will provide more than 1,000 

berths, a boutique hotel, luxury apartments, a New 

York University Campus and a maritime museum. 

The Saadiyat Island visitor centre has recently opened 

and is well worth a visit. “The Saadiyat Story” is on 

permanent display and provides an interactive narrative 

on the history and cultural vision behind the 

island. Once the development is completed, the 

centre will encompass four major galleries, including 

the Guggenheim Abu Dhabi by Frank Gehry and The 

Louvre Abu Dhabi by Jean Nouvel. 


Ports of Call: Fantasy Island 

There are few marinas in the world that can match the glamour of Yas, 

and it is the only marina where it is possible to watch a Formula 1 race just 

a few metres from the moorings. 

very soon, some of the world’s most famous museums. 

The palatial malls and indigenous souqs make for a great 

shopping expedition. Gastronomic treats abound, from 

cool and sophisticated cafes, clubs and restaurants to 

traditional Arab fare. 

Tourism guides often point visitors to ancient buildings, 

but a visit to the Sheikh Zayed Grand Mosque is much 

more than just a day trip. Foreigners of every religious belief 

(or none at all) are encouraged to visit this monumental 

structure capable of housing 41,000 people. The mosque 

has 82 domes, all decorated with white marble, and it is 

a far from somber place. Natural minerals were chosen 

for much of the design, and there are beautiful details in 

gold, semi-precious stones, crystals and ceramics. 

Sheik Zayed bin Sultan Al Nahyan is considered the father 

of the United Arab Emirates, and he is buried at the 


Grand Mosque. His family has ruled Abu Dhabi since the 

18th century, but the country was just desert until the 

discovery of oil in 1958. This brought radical change to 

the land and its people, and Sheik Zayed was a strong 

leader, incredibly popular and a guiding light. The Grand 

Mosque was not designed as a mausoleum but as a celebration 

of the Emirati way of life. 

On a visit to Abu Dhabi, one of the most marvelous, 

ambitious and exciting cities in the world, there is much 

to celebrate. 

Louay Habib is a freelance journalist and broadcaster 

based in the UK. With 30+ years of international yacht 

racing experience, he has visited more than 40 countries 

around the world.

Whilst Mark Drewelow doesn’t see anything 

wrong in the saying that “charity 

begins at home,” he certainly doesn’t 

advocate it. In fact, the former captain 

from San Diego spends much of his waking day arranging 

for medical and educational supplies to be delivered 

to communities in each corner of the globe. 


DO UNTO OTHERS 

Industry Buzz 

BY SUZANNA CHAMBERS 

Mark and his dedicated team of helpers at YachtAid 

Global (YAG; www.yachtaidglobal.org) are just some of a 

growing number of admirable sailors who have decided 

to put their love of yachting and experience at sea to 

extraordinary use. YAG was founded in 2006 after years 

of soul-searching by Mark, a yachtie with more than 20 

years of experience.

“I sailed a quarter of a million miles on luxury yachts 

around the world from 1984 to 2004. Most of this time 

was spent in remote and undeveloped areas of Mexico, 

Central America, South America and Southeast Asia,” he 

said. “One of the common themes during those years at 

sea was that the local people always provided help to 

the best of their ability no matter what their economic 

situation. It didn’t matter if I was looking for provisions 

ashore in Roti, Indonesia, seeking medical aid in Cabo, 

trying to locate a ride to the airport in the Anambas or 

looking for fishing information in Niue, in the South Pacific. 

The local people were always there to help.” 

In 2003, Mark moved ashore to the west coast of America 

and set up a port agency business in San Diego called 

C2C. It was here that he had his epiphany. “I had a great 

desire to stay connected with communities that I had visited 

during the years at sea,” he said. “One morning in May 

of 2006, I woke up with a solution to what I was seeking 

and the perfect name. YachtAid Global was born. Our tag 

line is ‘Changing the world without changing course.’ 

“The original idea and the current key concept work: 

Move school and medical supplies around the world uti- 

YachtAid Global delivers provisions to impoverished countries (opposite and above). 

lizing luxury yachts. This simple concept satisfied the two 

key missing elements: my need for corporate responsibility 

and to help out the communities that I know.” 

Over the last five years, YAG has organized deliveries 

of supplies to countless countries, including Costa 

Rica, Nicaragua and Bali. YAG sources and purchases 

the goods for donation from their headquarters in San 

Diego and uses a growing fleet of willing yachts to distribute 

the supplies. 

“I now realize that the greater power in all of this is for 

YAG to be a catalyst to get people thinking and to take 

action,” said Mark. “You don’t have to be part of a formal 

process and structured environment, although we 

are here to help out to whatever level that needs to be 

done to. If you put your mind to it, there’s really no limit 

to what you can achieve.” 

As Yacht Essentials reported last issue, the owners and 

crew of Slojo recently put Mark’s comments to the test 

and completed an onboard triathlon. They raised a staggering 

$53,100 by biking, running and rowing on deck 

for 24 hours a day over 12 days. 


Industry Buzz: Do Unto Others 

Meanwhile, on the other coast of America, another 

outstanding individual has created a benevolent organization 

to help the disadvantaged children of Miami. 

Shake-A-Leg (www.shakealegmiami.org) was founded 

in Newport, Rhode Island, by Harry Horgan after he was 

paralyzed in a car accident in the late 1980s. Then a 

young and active 22 year old, Harry was horrified at the 

rehabilitation programs offered to disabled people like 

him, so he quite simply decided to set up his own. 

Toe in the Water helps military service personnel who have 

sustained traumatic injuries. 


Shake-A-Leg Miami now runs a long list of activities and 

courses to help improve the health, education, independence 

and quality of life for individuals with physical, developmental 

and economic challenges. 

Harry said: “The old adage ‘build it and they will come’ 

is a well-echoed sentiment. At Shake-A-Leg Miami, it is 

a testament to will and ambition on a grand scale. The 

Shake-A-Leg Miami Aquatic Center and Marine Academy 

has been built, and the people are coming!” 

Shake-A-Leg Miami is now one of the largest adaptive 

water sports facilities in America, and has a wellearned 

reputation for excellence and innovation. “To 

witness a child who has never before been in a boat 

get into a Shake-A-Leg boat and become an active 

participant of the crew is a sight that is a supreme delight,” 

Harry said. 

Another inspirational sailing charity is the Ellen MacArthur 

Cancer Trust (www.ellenmacarthurtrust.org), which 

gives young cancer and leukemia patients the opportunity 

to experience the thrill of being under sail on the 

water. The British charity was launched more than eight 

years ago by Dame Ellen MacArthur, who has for the 

moment retired from competitive sailing to dedicate her 

time to charity and environmental work. 

Through Ellen MacArthur Cancer Trust, scores of children 

and young adults are taught how to sail. The trust now 

works with every young person’s primary cancer care 

unit in the UK. “For these young people, they’ve been 

though cancer and they’ve been treated differently because 

of that,” said Dame Ellen. “They’ve become quite 

isolated, and people don’t know how to talk to them. 

“The really good thing the trust does is it takes these 

young people away to almost help them forget what 

they’ve been through,” she continued. “They’re sailing 

with people who have been though exactly the same 

thing, so they don’t have to talk about it. There’s no need 

to explain what they’ve been through or what they’re going 

through. Everyone understands, and it’s an unsaid 

thing, and everyone just gets on and has fun. That in 

itself helps build confidence.” 

The trust recently received a boost when Sunsail announced 

it was to join forces with the charity this summer. 

The company will provide up to three brand-new 

Sunsail F40s at a reduced fee for upcoming sailing trips.

MARINE INDUSTRY CARES SPIN-A-THON 

The Marine Industry Cares Foundation is a new non-profit organization in Ft. Lauderdale that will officially launch with 

the third annual Spin-A-thon, a fundraising event benefitting Kids in Distress (KID). 

“We saw great enthusiasm in the marine industry for helping causes, which provided us with an opportunity to build 

a bridge between the maritime community and local charities benefitting children and families,” said Peter Hult, 

vice president of MHG Insurance Brokers and a director of Marine Industry Cares. 

The first two Spin-A-Thons provided abused and neglected children with more than $100,000. This year, Marine Industry 

Cares plans to triple the involvement and raise more than $250,000 for KID. 

If you’d like to participate in this event, you can organize your own spin team or become an event sponsor. Visit www. 

marineindustrycares.org for more information. 

“Sunsail is proud to be working with The Ellen MacArthur 

Cancer Trust and to be able to help the trust enrich 

the lives of young people who have been through 

so much,” said Cheryl Powell, Sunsail’s chief operating 

officer. “Not only is it good to be able to give something 

back, but it is a real pleasure to be able to introduce 

young people into a sport that we at Sunsail are 

so passionate about.” 

In the same way that The Ellen MacArthur Cancer Trust 

helps young cancer sufferers gain confidence through sailing, 

the Toe in the Water (www.toeinthewater.org) initiative 

hopes to inspire military service personnel who have 

sustained traumatic injuries, including the loss of limbs. 

The charity was set up in 2008 by Captain Holly King 

and Tanya Brookfield, who has a background in running 

professional yacht racing teams. The team now consists 

of Wo2 Royal Engineer Lloyd Hamilton and army doctor 

Tom Wood, who work hand-in-hand with specialist 

complex trauma physiotherapists Jane McLenaghan and 

Kate Sherman from the Defence Medical Rehabilitation 

Centre at Headley Court. 

Tanya said: “The aim of the initiative is simple: to provide 

injured servicemen and women with a challenging, 

demanding environment in which they can compete on 

an equal footing with their peers.” The keen sailor explained 

that yacht racing remains one of the few arenas 

in which people with traumatic injuries can compete 

against able-bodied people. Sailing is ideal, not least of 

all because it offers a wide range of different physical 

and mental challenges. 

Toe in the Water works closely with the world-leading rehabilitation 

effort at Headley Court to give injured service- 

men the chance to compete in sailing at a high level whilst 

improving their self-confidence and outlook on life. 

To keep Toe in the Water afloat, the charity is entirely 

dependant on private contributions as well as volunteers 

from the military and civilian sailing communities. “However, 

the focus shouldn’t be on the hurdles for Toe in the 

Water or how we have overcome them,” Tanya said. “Any 

issues that we as an organization have faced pale into insignificance 

when compared to those that the injured men 

and women that are referred to us have to battle against. 

“It can be unnerving for an able-bodied, non-sailor to step 

on board a yacht, but compare that to an injured serviceman 

who only six months ago was fighting in the desert with the 

use of all his limbs and at the peak of fitness. For that man, 

who may have only recently learnt to walk again with a prosthetic 

limb, stepping onto a moving boat will put him into 

yet another totally unfamiliar environment which will require 

him to be both quick and dynamic with his movements and 

stability whilst also learning a new skill set. 

“In perspective,” Tanya added, “the hurdle that Toe in the 

Water presents in their rehabilitation pathway is relatively 

small, but crucially, it can be the turning point and a stepping 

stone to getting on with the rest of their life.” 

Suzanna Chambers worked for the Mail on Sunday, Sunday 

Express and News of the World before moving to 

the south of France in 2003. She is now property editor 

for US magazine France Today and writes articles for various 

news publications, lifestyle magazines and websites. 

Her love of yachts began went she went sailing with her 

father as a child in Poole Dorset, England. 


Over the past decade, many in the yachting 

community have wondered what happened 

to Judi and Dan Gilman and their 

71-foot Trumpy Capricorn Lady, which 

could so often be found at Nanny Cay in Tortola, BVI. 

Here’s what Yacht Essentials recently found out…starting 

at the beginning. 

Judi was born in 1940 in Rome, New York, to Elmer and 

Agnes Bauer. The oldest of three kids — she has one 

brother and one sister — she thrived on responsibility 

at an early age. Judi and her siblings were free to roam, 

so long as they were home by dinner. They spent a lot 

of time on the banks of a creek near their house, sit- 


JUDI 

GILMAN 

Where Are They Now? 

BY CAPTAIN JAN ROBINSON 

ting high in the branches of an ancient willow, building 

forts in the woods, even blocking the stream with rocks 

to make a swimming hole. 

In the fifth grade, Judi entered the Academy of the Holy 

Names, a private school with high standards and strict 

supervision, on a scholarship. She aspired to be a fashion 

designer of evening apparel. When Judi was in the 

10th grade, the Sister Superior called her parents in for 

a conference because drawings of her fashion designs 

had been found in her desk; they were considered inappropriate. 

Plus, Judi had been seen eating a hotdog on 

Friday! Her parents realized Judi’s free spirit and creative 

character were not suited for such a rigid environment.

After graduating from another high school, Judi attended 

the Utica (New York) School of Commerce. 

By 1960, at age 20, Judi was managing a company in 

Orlando, Florida, and working in fundraising events 

when she met Dan, co-founder of Roberts and Gilman 

Real Estate. They began working together, building the 

real estate business to 17 offices. “One morning, Dan 

called me and said to pack a bag and meet him at the 

airport,” said Judi. “He flew his Beechcraft Bonanza up 

to Georgia, and we got married in Kingsland.” 

“If I could choose to share the most 

shocking story of my life, it would be 

that I survived.” 

When economic clouds began to gather in the early 

’70s, Judi and Dan left the real estate business to pursue 

a life on the water aboard their 40-foot Newporter Ketch, 

Capricorn. I asked Judi if she would share an interesting 

story, to which she replied: “If I could choose to share the 

most shocking story of my life, it would be that I survived. 

One moonlit night in the Exumas, we were thrown out of 

our rubber Zodiac in Salt Pond Bay. The dinghy turned in 

a circle, and the propeller sliced Dan in the face, cutting 

under his eye and removing teeth. He pushed me down 

just before the boat hit, and on the second pass, it struck 

him again, cutting his leg and hand. 

“The tide was going out at 4 knots, taking us into open 

water. We couldn’t swim against it. Dan grabbed for the 

last possible chance of salvation. A native sailing sloop 

was anchored just outside the harbor, and a sail dangled 

down off the long boom into the water. He caught hold 

of the canvas with his left hand, and as I drifted close, 

he got my hand. We hung there, him bleeding and me 

screaming for help. 

“Every night, we saw sharks in that harbor, and they were 

big sharks. The crawfish boats cleaned and dumped their 

tanks there when returning after weeks of fishing, so no 

one would swim there. Finally, we were heard by one 

man on a schooner who, in his tiny rowing dingy, came 

to our rescue. 

“The natives on shore refused to touch Dan, saying 

he was a ‘dead mon.’ We wrapped his T-shirt around 


Where Are They Now? 

his head and were taken to Deadman’s Cay, where the 

doctor was drunk and couldn’t get the door of the 

clinic open. Long story short, a VISAR [Virgin Island 

Search and Rescue] flight took us to Nassau, where 

Danny had surgery — 160 some stitches in his face 

and head — but he lived. 

“Later, he grew strong again, his face slightly rearranged 

but still handsome, and we ventured into the Virgin Islands 

to find a new career.” 

When Judi and Dan arrived in St. Thomas in 1975, 

they were broke and Capricorn was a mess. “We had 

no idea what we were going to do,” Judi said. “We 

started our charter careers by picking up a couple in 

Caneel Bay for a 10-day Christmas charter given to us 

by Bob Smith.” The boat the couple had first selected 

had sunk, and Capricorn was all that was available. 

“When we worried about the condition of our boat, 

Bob said, wryly, ‘Well, it’s floating, isn’t it?’ 


“When I wrote my voyage books, 

I really wanted to share my memories 

of those days,” she said with a sigh. 

“Even though I am far from the 

islands, my heart is still there.”

“When we left for that charter, we had never been 

east of St. Thomas,” Judi said. The Gilmans ended up 

chartering for almost 20 years. They were instrumental 

in establishing the British Virgin Island Charteryacht 

League, worked with VISAR and left a positive, lasting 

imprint on the yachting industry. After selling their 

third yacht, Capricorn Lady — their second was the 

55-foot Capricorn Mistress, also a Trumpy — they returned 

to the US and traveled by “land yacht,” enjoying 

the country before “anchoring” in Leadville, Colorado, 

and Florence, Oregon. 

“Dan and I had 26 wonderful years of love and adventure 

before he lost his battle with cancer in 2003,” 

said Judi, who has written and published two books 

about her life at sea, Voyage of the Capricorn Lady, 

Lost at Sea with Daniel T and Voyage of the Capricorn 

Lady, The Shadow of His Smile. She is also a 

talented artist, having illustrated her books, and she 

has a line of greetings cards depicting some of her 

favorite subjects. 

Judi is now working in Colorado as general manager 

for White Mountain Snowmobile Tours and Continen- 

tal Divide ATV. She lives in a little cabin close to the 

Leadville office during the winter and relocates in the 

spring to her home in Florence, where she owns a 

bookstore named Captain’s Lady. “The work is challenging, 

exciting, and I love the mountains. Then, 

in the spring, I open my little bookstore, stroll the 

ocean beaches with my little Yorki dog, and enjoy my 

daughters, grandchildren and great grandchildren, 

who live there.” 

Judi has poignant memories of her life in the Caribbean 

with Dan and Capricorn Lady. “When I wrote my voyage 

books, I really wanted to share my memories of those 

days,” she said with a sigh. “Even though I am far from 

the islands, my heart is still there.” 

A native of New Zealand, Jan Robinson sailed the Caribbean 

on her 65-foot yacht for more than 20 years as a 

charter chef and yacht captain. She now divides her time 

between homes in the US Virgin Islands and Charlotte, 

North Carolina. Jan writes columns in Yacht Essentials 

and its sister publication All At Sea. 


This page, from top: Shiny, happy, face-painted people; a conga line led by carnival dancer Cynthia. 


BUDGET MARINE PARTY 

Each year, Budget Marine and 

Yacht Chandlers say thank 

you to clients with a Customer 

Appreciation and Mega Yacht 

Crew Party. Held on the grounds of 

the Budget Marine store in Cole Bay, 

St. Maarten, this year’s event featured 

a carnival theme with live dancers, 

moko jumbies, food, drinks, face 

painting and plenty of giveaways. But 

there was much more to this year’s 

event than having a good time: Revelers 

had the opportunity to give back 

by donating to the Youth Sailing Program 

held at the St. Maarten Yacht 

Club, and a total of $3,000 was raised 

for the program — a great result that 

will aid in the purchase of a new boat 

for the kids. 

PHOTOS BY MICHELE KORTEWEG

This page, clockwise from top left: Moko jumbies handing out party swag; Sebastian (right) 

and two of his friends; a carnival reveler happily flanked by Kenisha, Adina and Gypsy; 

Maaike, youth sailing instructor at St. Maarten Yacht Club, with one of her students. 


PHOTOS COURTESY OF CAMPER & NICHOLSONS INTERNATIONAL 

40 YACHT ESSENTIALS

BEING A 

GOOD GUEST 

Charter Chat 

BY SUZANNA CHAMBERS 

We’re all aware of the harsh adage that 

guests and fish are similar in the fact 

that both go off after three days. And 

when those guests happen to be on 

board a yacht, no matter how luxurious, there’s the 

potential for the whiff of discontentment to smell even 

more potent. 

But the encouraging news is that it doesn’t have to be 

this way. Some charter guests are so charming (and 

their tips so huge) that crew and brokers are genuinely 

delighted when they book again. Yacht Essentials 

spoke to a number of global charter companies 

and crew to find out what they considered to be the 

perfect guest. 

Chief stewardess Kate has been in the yachting industry 

for more than 25 years. A highly experienced 

stewardess, she has quite literally “seen it all.” 

“I’ve had all sorts of guests, and if you really want the 

truth, well, the ideal guest is the one that cancels,” she 

said with a smile. “Of course, I’m not being serious. I 

wouldn’t be in the industry if that’s what I really thought. 

“I’ve had some fantastic guests, but I’ve also had some 

very obnoxious ones. When it comes down to it, it’s all 

about the individual people.” 

Kate, who has worked on charters across the world, said 

it was almost possible to split guests into two camps: 

guests with old money, and guests with new dollars to 

spend. And, unfortunately, many of those with recently 

acquired wealth tend to think of themselves as pretty 

big fish, which means they are more likely to go off at 

a faster rate. 

“If they’ve had money for all their life, then they’re used 

to good service. They know what to expect but are appreciative 

at the same time. But the ‘nouveau riche’ are 

often more demanding. It’s new turf for them, and they 

don’t know when to stop. 

“What we like are people who are real and civil. Being 

civil doesn’t cost anything, and because someone has 

asked you to do something in a pleasant manner, then 

you want to please them and do as much as you can to 

make their charter a massively enjoyable experience.” 


Charter Chat: Being a Good Guest 

For Tandy Althoff, charter broker at Camper & Nicholsons, 

the key to achieving “ideal” guest status is to 

provide as much information as possible to the charter 

company before the holiday begins. 

Tandy, who has more than 15 years of experience as a 

broker, gave passports as a prime example. “It’s helpful 

for guests to give us all the passport details before the 

start of the charter, so that we have them all together. 

If not, then before leaving port, the captain will have to 

collect them all, take them to the port authorities and 

that will take time.” 

Other crucial “lists” that should be passed on to the 

broker before leaving home are preference sheets with 

dietary requirements for each passenger, itinerary plans, 

and the names of visitors that the guests would like to 

invite on board. 

“Before a charter, the savvy guests will provide us with a 

list of what they want to eat and drink, so we can provide 

everything at the most economical price. It’s also important 

to know how much they drink. For example, if they 

want a certain amount of bottles of rosé each day, and 

we don’t buy them beforehand, they’re going to be disappointed. 

Likewise, if we make provisions for a certain 

number of bottles each day and the guests are teetotal, 

they might be offended.” 

Strict regulations on the number of people on board 

yachts also mean it’s wise to alert the crew to any plans 

for a party during the charter. “Communication is very 


HOW TO BE A GOOD GUEST: 

• Choose your fellow passengers carefully. 

Even a 50-metre superyacht is not large enough 

to escape bickering couples with spoilt children. 

• Choose a yacht that fulfills your expectations. 

• Plan your itinerary carefully, but be flexible 

and always listen to the captain’s advice. 

• Fill out preference sheets for each guest. 

• Pack in soft-sided luggage that can be easily 

stowed during the charter. 

• Be considerate and understanding of the crew. 

important to avoid any unpleasant surprises,” Tandy 

said. “Nobody likes unpleasant surprises.” 

Not least of all the captain. And one of the worst surprises 

that can be sprung on a captain is a demanding 

itinerary handed to the crew on the way from the airport 

to the boat. 

“The itinerary should be discussed in advance,” Tandy 

said, adding, “The more experienced clients also know 

that an itinerary might have to be changed once in a 

while, due to Mother Nature. 

“Clients have to be flexible, but the most frustrating 

situation is where people turn up for the charter without 

discussing the itinerary and expect to get berth in St. 

Tropez, for example. That would be incredibly difficult 

to arrange. Sometimes we might be able to manage it, 

but not always.” 

The ideal guest will also be someone who is understanding 

when an emergency occurs. “The biggest problem 

I’ve experienced, and I’ve only experienced it a few times 

in my career, is when the boat breaks down,” Tandy said. 

“Some clients take it in stride; that’s their personalities. 

But others are not so understanding. A lot of our clients 

are in business, and they lead very stressful lives. Their 

holiday time is precious, and if the boat breaks down, 

it makes them understandably angry. We’re sympathetic 

to their plight and try to sort it out for them, but not always 

as quickly as they would like.” 

Angry guests make for hard work, said stewardess 

Lucy, who has worked for five years in yachting. 

“The ambiance on board a yacht can differ 

so much depending on the guests, and obviously, 

it’s preferable for the crew to have happy guests 

on board. 

“It’s fantastic when you know people are having the best 

time of their lives, and that the charter is exceeding their 

expectations.” 

Lucy said she prefers having families on board, but acknowledged 

that this is very much dependent on the 

behaviour of the children. “Families tend to be easier 

guests, and if the kids are happy, then mum and dad are 

happy,” she said. “You have to use your initiative to cre-

ate fun things to do with the kids, but for a big child like 

me, that’s what I love doing.” 

The least problematic guests, according to Lucy, are 

those that make it clear from day one what kind of relationship 

they expect to have with the crew. 

“Some guests want interaction with the crew, and others 

want complete privacy. And we, of course, respect their 

wishes,” she said. “It can be quite hard to gauge what 

they want, and what they expect, but it’s vital to do that 

from the start. 

“I prefer participation,” Lucy added. “It’s more fun, and 

it makes the job more interesting and enjoyable.” 

And the very best guests of all? “Those who give 

thoughtful tips,” Lucy said, with a grin. “It doesn’t have 

to be a big amount. The most memorable thank yous are 

personal ones where the client has really thought about 

us as individuals.” 

Suzanna Chambers worked for the Mail on Sunday, 

Sunday Express and News of the World before moving 

to the south of France in 2003. She is now property 

editor for US magazine France Today and writes articles 

for various news publications, lifestyle magazines and 

websites. Her love of yachts began went she went sailing 

with her father as a child in Poole Dorset, England. 

PHOTOS COURTESY OF CAMPER & NICHOLSONS INTERNATIONAL 



LAND OF 

THE GODS 

Earth Trek 

STORY AND PHOTOGRAPHY BY 

CAPTAIN WARREN J. EAST 

If you’re planning a trip to the Greek Islands and aren’t 

sure which islands to visit or how to go about navigating 

through them, I hope this article will be of some 

assistance. I’m basing my recommendations of places 

to visit on two scales: one for how easy it is to get to 

and from the island and then find a safe and comfortable 

place to anchor, and two on the positive or negative responses 

from our charter guests. 

A route I’ve done many times and also very much enjoy 

is through the Corinth Canal. Starting in Lefkada (Lefkas), 

which is about 40 miles south of Corfu at the top of the 

Ionian Sea, one can cruise very comfortably between or 

around these outcroppings of land in calm water with 

fantastic winds. Dropping into the Gulf of Patras, you 

can come across some sturdy head-winds that accelerate 

through this amazing valley that separates northern 

and southern Greece. The Admiralty Pilot says it’s better 

to favor the northern side when heading east and the 

southern side when going west, but the best thing to 

do is wait until the wind subsides, and you’ll enjoy every 

minute of it. 

Once you’ve made the Rion-Andirrion suspension 

bridge, which, incidentally, you should call ahead and request 

permission to pass, you’ll find life just gets better 

and better. Passing underneath this huge structure that 

spans the two mighty coastlines of northern and southern 

Greece is inspiring, and once through, you’ll be in 

the Gulf of Corinth. 

It’s impossible to make the Corinth Canal in one day from 

the Ionian Sea, and S/V Wonderful only has about 8 feet 

on either side, so traversing it by night is a out of the 

question as its poorly lit. Besides that, it’s an amazing 

thing to do early in the morning after the sun comes up; 

the pictures we got last time were awesome. With that 

in mind, I always make for a tiny little anchorage about 

halfway along the gulf on the north side called Kallithea. 

Then, I get up nice and early the next day so we get to 

the canal by lunch. The Corinth Canal authorities require 

you to stop at the Athens end and pay, but once you’re 

clear of that, you’re running free in the Aegean Sea.

There are dozens of islands to visit here, and you could 

probably spend a couple of years doing so if you wanted 

to find your favorite. We usually head for Mykonos to 

start off, with an occasional stop for the night in Kithnos. 

Ormos Kolona and Ormos Apokriosis are situated at the 

northern end of the island and can be entered easily at 

night. The typical winds blow hard from a northerly direc- 

CAPTAINS 

tion in the summer, so an itinerary taking you anywhere 

south of east or west is my recommendation. 

Mykonos is for me a center point in the Greek Islands from 

which we can operate. It’s one of the only islands we’ve 

found that offers the services we need within a reasonable 

distance from a very protected anchorage. It has a rea- 


Earth Trek: Land of the Gods 

sonably-sized airport that can land large commercial and 

private jets, and it’s a truly amazing place to spend some 

time. From night clubs to high end shopping, Mykonos 

has it all, not to mention it’s one of the most photogenic 

towns I’ve ever been to. My favorite anchorage there is 

Ornos, where you’ll be well protected from the prevailing 

wind. If north easterlies kick in, there’s an anchorage just 

south of the main town’s harbor that makes a great alternative 

and puts you just outside all the action. You’ll find a 

great laundry service, fish monger, bakery, pharmacy and 

supermarket just to the south, at the foot of Ormos Korfos. 


I could spend a month anchored here just for photography. 

The atmosphere is energizing, and the local people 

are very friendly and happy. 

From Mykonos, we usually head for Paros. It’s a large 

Island and offers good protection from most wind conditions. 

The town of Naousa to the north is very practical; I 

especially enjoy it there out of season, as it has a peaceful 

feel to it but is no less charming than Mykonos. It 

has good services, and within the bay there are plenty of 

places to anchor depending on the weather.

Another good place to head, especially if you’re heading 

straight to Paros from Corinth, is Paroikia on the western 

side of the island. I don’t like arriving here at night, but 

it’s a lovely place to stop and is home to the finest church 

in the Aegean, which is well worth a visit. 

From Paros, I generally head south to Thira, one of the 

most amazing places I’ve ever been. It’s truly fascinating 

in every sense. I remember the first time I arrived 

inside this great volcano: It was about 5 p.m., and there 

weren’t too many daylight hours left. We entered the rim 

of the giant crater from the north and stood in amazement 

as we looked skyward at the white capped cliffs. 

The first thing that sprung to mind was, “How are our 

guests going to get to the boat?” I noticed a zigzagging 

line carved into two areas of the almost vertical cliffs and 

then a convoy of donkeys carrying people up and down. 

I called our guests, who were flying in later that evening 

and explained the situation. They laughed and asked me 

to go anchor off the ferry terminal, and we would meet 

there. Little did they know it’s impossible to anchor in 

150 feet of water for a boat the size of Wonderful — es- 


Earth Trek: Land of the Gods 

pecially considering the arrival of a Meltimi (strong northerly 

wind). We had a terrible night! 

I decided to check out the south shore and exited the 

main crater through the southern entrance, passing 

the two giant heaps of jet black solidified lava that are 

thought to be plugging the volcano. Much to my surprise, 

I found at least five good anchorages and a tiny marina 

that allowed us to pull alongside another yacht so we 

could pick up our guests. Aside from that, we were witness 

to some of the most amazing typography we’d ever 

seen. The rocks changed from black to red to white, then 

brown and back to red. A huge white rock resembling a 

crystal thrust high into the sky seemed to be the center of 

attention as several small day-tripper boats would stop at 

its foot. Just around the corner from this was a beach at 

the foot of a scarlet cliff. The blue-and-white umbrellas 

that were perfectly placed along the water’s edge made 

a great subject for photography. 

My guests decided to stay on Thira for the four days they 

were aboard, returning to the southern shore anchorages 


every evening. We took a taxi from the marina up to Santorini, 

which seems to be precariously perched atop the 

volcano rim 300 meters up. I cannot begin to explain the 

wonder that we all felt as we strolled around. I’d highly 

recommend at least three days on the island, as it’s most 

certainly a highlight of the Greek Islands. We’ll certainly be 

returning in 2011. If you see us, come by and say hello. 

I recommend studying the Greek Waters Pilot by Imray 

before taking on the Greek Islands. And if you’d like to 

ask any questions before you go, feel free to email me at 

charter@wonderfulcharters.com. 

Captain Warren J. East has completed more than 300 charters 

around the world and has sailed close to 180,000 miles. 

He holds a commercially-endorsed 3000 tonnes (class 4) 

license awarded by the Maritime Coastguard Agency and 

now stands at the helm of S/V Wonderful, which he was 

commissioned to design and project manage in 2001. Visit 

his website at www.wonderfulcharters.com.

Photography by Warren East | www.digitalillussions.com


THE TRASH MAN 

BY ANDY SCHELL

Dominica’s shoreline is awash in trash. Four times 

a day, the ebb and flow of the tide washes a 

distinct line of waste closer to shore, further 

from shore, closer to shore, further from shore. 

You can practically navigate by it. 

The newest additions to this man-made tide line are 

black plastic grocery bags, the kind that might have 

THANK YOU 

THANK YOU 

THANK YOU 

THANK YOU 

THANK YOU 

printed on them if they weren’t so black. Among the 

bags are Styrofoam takeaway containers and plastic, 20ounce 

soda bottles. And diapers. 

Conversely, mangoes literally fall from the sky. An inconceivable 

number of exotic fruit grows everywhere and 

freely on the island. Fresh, life-giving water flows from 

365 rivers (“one for each day of the year,” the locals are 

fond of saying) down mountain slopes that Columbus 

once described by crumpling up a piece of paper and 

tossing it onto the table. You can drink your belly full 

while going for a swim in the highlands. On Dominica, 

snacks come in their own wrappers — grilled plantains 

hot and fresh off the coals at the Roseau market, pieces 

of local bread wrapped in banana leaves, coconut water 

in its own cup. 

And yet in a place where it would be so easy to be 

“green,” the island is threatened with environmental 

ruin. My favorite eatery, the Fish Pot, just south of Roseau, 

now serves your choice of the fresh catch, only 

hours from the ocean, fried or steamed, on a Styrofoam 

plate to be eaten with a disposable plastic fork 

and thrown in the gutter when it’s empty. It’s hard to 

blame the locals — oftentimes, the “third world” will 

adopt the wastefulness of the “first,” and by the time 

we’ve become enlightened (long after we’ve ruined 

our own lands), they’re just getting started. 

But not everyone contributes negatively. Peter Horner 

has been working in the yachting industry for years, 

and in one position as mate onboard a 130-foot private 

schooner, Pete was in charge of the garbage. He 

dubbed himself, appropriately, the “trash man.” They 

first set off from Newport, Rhode Island, sailing south 


The Trash Man 

towards the Panama Canal, stopping off in Bermuda 

and the Caribbean en route. In the Pacific, they called 

at the Galapagos and Tahiti, sailing so far as New Zealand 

before turning north again for Hawaii, Alaska and, 

ultimately, San Diego. 

He was proud when I asked him how they handled 

their debris: “We did a lot. On ocean crossings, we 

separated all of our garbage so that we could recycle 

once we arrived. We only threw organics — food waste 

and paper — overboard, and only once out of sight of 

land. Bilges were always clean, so there was little or 


no oil going overboard when bilge pumps ran, and we 

even had a Hamann waste treatment plant on board 

so our black water was clean enough to pump directly 

into the sea.” 

Pete’s trash scheme was motivated by an overarching 

green philosophy that I suspect had its roots in the 

simple fact that the yacht was a sailing boat. The owners 

were on board nine months of the year, so they ran 

a tight, clean ship. “A lot of countries wanted to see 

our garbage on arrival,” said Pete. “So, separating it 

kept it clean and not so stinky for when we arrived.”

The crew drank filtered water, saving on the masses 

of plastic that accumulates with bottles. They used far 

less diesel than a similar sized motor yacht. 

The yachting industry as a whole is by no means green, 

often at odds with the pristine cruising grounds we 

explore. Even Pete’s well-run schooner will never truly 

be green on a fundamental level. It can’t be. From the 

building of a superyacht down on through to its daily 

maintenance and provisioning requirements, a substantial 

amount of resources, human and industrial, 

monetary and mental, go into it. A truly green yachting 

industry could never exist in the first place. Unlike 

plantains, yachts do not come with their own biodegradable 

packaging. 

And yet in a place where it 

would be so easy to be “green,” 

the island is threatened with 

environmental ruin. 

But it’s not a lost cause. In the Caribbean, Dominica 

represents perhaps the starkest example of a thriving 

natural environment and the sad consequences of its 

neglect. Before-and-after photographs of the island are 

not necessary to make the point — one simply need to 

glance towards the coast to get a perfect picture of both, 

and simultaneously. But it hasn’t been ruined yet. For us 

in the yachting world, the island is an untapped resource, 

a gorgeous cruising area rife for exploration; we are precisely 

the ones who can destroy it, and interestingly, the 

ones who can save it. 

As Pete’s experience has shown, we can set the tone, not 

just for other yachts to follow, but also for the people in the 

places that they visit, right on up through the governments 

and the regulations they set. It’s a fine line, but a walkable 

one. In many places, Dominica especially, the environment 

is still salvageable. Let’s not ruin the view. 

Andy Schell is a professional yacht captain and freelance 

writer. He and his new bride, Mia Karlsson, are setting 

sail across the Atlantic, bound for Sweden in their yawl 

Arcturus, before returning to the Caribbean next winter 

to continue working on yachts. Visit his website at www. 

fathersonsailing.com. 

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Shelter Island Marina: 619 223 0301 

Island Palms Hotel: 619 222 0561 

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As voiced in my article “Criminal Activity” 

(March/April), it’s my belief that most of the 

superyacht fleet worldwide is operating with 

inadequate crew to do so safely and legally. 

In fact, I would estimate that 95 percent of the “fleet” 

breaks the law on a daily basis because captains simply 

do not have the crew numbers they need to ensure 

that their commands are run within the laws and regulations 

laid down by the Maritime and Coastguard Agency 

(MCA), Flag States, Classification Societies and International 

Maritime Organization (IMO). 


MORE CRIMINAL ACTIVITY 

BY CAPTAIN SUE DENIM 

The continued short-crewing of yachts also manifests itself 

in anchor watches not being stood, in contravention of Rule 

5 of the International Rules for Prevention of Collisions at 

Sea 1972. And no, deck crew washing down the exterior of 

the yacht throughout the hours of darkness does not constitute 

compliance with Rule 5, so please don’t fool yourself. 

FOR THE RECORD, RULE 5 STATES (WITH NO AMBI- 

GUITY): “Every vessel shall, at all times, maintain a proper 

look-out by sight, hearing and all available means in order to 

make a full assessment of the situation and risk of collision.”

THE MCA IN MGN 315 (M) EXPANDS ON THIS 

WITH: “8.2 The look-out must be able to give full attention 

to the keeping of a proper look-out, and no 

other duties shall be undertaken that could interfere 

with that task. The duties of the look-out and helmsman 

are separate, and the helmsman should not be 

considered to be a look-out except in small vessels 

where an unobstructed all-around view is provided at 

the steering position and there is no impairment of 

night vision or other impediment to the keeping of a 

proper look-out.” 

The above two paragraphs are not open to interpretation. 

They are law. Unless you have a suitably qualified 

crew member on the bridge with radars operating “at 

all times,” then you are breaking the law and not only 

endangering the yacht, the crew and passengers under 

your command, but also all other vessels, personnel and 

the environment in your area. 

There was an incident in the anchorage off St. Tropez during 

the 2010 Mediterranean season where a large Feadship 

dragged anchor, colliding with another anchored 

motor yacht. This is an all too common incident, and it 

occurred because all crew were engaged with guests 

and owners (there was a party aboard) and no one was, it 

has been revealed, available for anchor watch. 

My argument remains that there is an endemic design 

fault in the majority of yachts that not only results in insufficient 

crew numbers to fully comply with obligations 

toward maritime law but also does not allow crew members 

to fully provide the resort-like services their guests/ 

owners quite rightly demand. 

CASE IN POINT: There is a well-known Dutch shipyard 

that builds semi-custom yachts in the 47-metre range 

that is equipped with bunks for eight crew — nine if the 

captain is part of a couple. This model is built to and 

complies with the MCA LYII Code. How can the MCA or 

the Flag States think a captain can operate a yacht of this 

size with this number of crew and do so legally while also 

providing crew with the required hours of rest? 

The MCA, Flag States and Classification Societies have 

never considered the problem we have, nor have they 

fully investigated what numbers of crew are required 

to operate a yacht to acceptable standards in all areas 

and departments. A yacht has to be greater than 500GT 

before authorities decide to even issue a Safe Manning 

Document. This is as ludicrous as it is unprofessional. 

Most yachts, and hence their captains and crew, simply 

do not operate legally. Whilst some (and I stress “some”) 

yachts are operated legally and professionally, they are 

the minority, and typically over 3,000GRT and commanded 

by a Master Class 1. 

The MCA’s standard comment has been, “Captains and 

companies must ensure the rules and regulations are 

complied with,” which is an over simplification of a very 

difficult problem — and quite simply a cop out on their 

behalf. The time has come when this industry has a long, 

hard look at what we deem acceptable, and how endemic 

and continued illegal activity can be deemed acceptable 

as “a part of yachting.” 

The only way to ensure that yachts are designed and built 

to accommodate and carry sufficient crew to operate legally 

is through legislation, and this push must come from 

industry-representative bodies such as the Professional 

Yachtsmen’s Association (PYA). The International Labor 

Convention’s Maritime Labor Convention 2006 is an excellent 

start. Sadly, the yachting industry and the PYA in 

particular have attempted to dilute this convention, leaving 

captains and crew with no alternative but to operate in 

violation of basic maritime law and regulation. 

I come from a commercial background, and the unprofessional 

thread of “acceptable behavior” I see throughout 

the yachting industry is horrifying. Whilst no one 

wants to see “the big one” happen to anyone, I cannot 

help but feel that a catastrophic accident involving a superyacht 

may not be too far away. 

Captain Sue Denim has more than two decades of experience 

in the marine industry and has been an instructor 

at a leading maritime institution. She has completed four 

new build projects up to 70 meters and has run superyachts 

all over the world. 

Unless you have a suitably qualified crew member on the bridge with radars 

operating “at all times,” then you are breaking the law. 


True north and magnetic north are rarely the 

same. In the early 1900s, magnetic north, a 

point at the top of the Earth that determines 

compass headings, was moving at approximately 

9 miles per year. Since 1989, magnetic north 


WHAT DIRECTION 

ARE WE MOVING? 

BY CAPTAIN TED SPUTH 

“The great thing in this world is not so much where we stand, as in what 

direction we are moving…We must sail sometimes with the wind, and 

sometimes against it…But we must sail, and not drift, nor lie at anchor.” 

— Oliver Wendell Holmes 

began shifting at a rate of 25 to 40 miles per year. The 

reason for this increase in speed is the Earth’s outer 

core of hot molten iron and nickel continually ebbing 

and flowing and forming a giant dynamo or electromagnet. 

This reacts with the Earth’s rocky mantle,

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What Direction Are We Moving? 

which is also shifting and results in an ever-changing 

magnetic field. Over the past 100 years, magnetic 

north has moved 685 miles or 1,100 kilometers from 

Arctic Canada toward Siberia. 

Throughout time, mariners have been instrumental in 

documenting the variations between true north and 

magnetic north. The first person known to have used 

a compass as a navigational aid was Zheng He (1371- 

1435) from the Yunnan province in China. He made seven 

ocean voyages between 1405 and 1433. Captain James 

Cook (1728-1779) was a British explorer, navigator and 

cartographer who measured and recorded for posterity 

magnetic fields from all over the world. 


The first reading of the north magnetic pole dates back 

to 1831, when Sir John Ross and his ship were searching 

for the Northwest Passage and became ice-bound. To 

pass the time, Sir John sent out a team with a compass 

to take readings. This team of mariners found a dipole, 

or an area with compass readings that pointed both to 

the north and to the south. They discovered the north 

magnetic pole located in what is now Nunavut, Canada. 

Magnet north and true north are also the same in a very 

narrow corridor in the Bermuda/ Devil’s Triangle. 

Normally, a compass points toward magnetic north. The 

difference between the two is known as compass variation 

by mariners and declination by land lovers. The amount of 

VARIATION 1940 TO 2011 NEW ORLEANS, LA – 29 93N, 090 07W 

YEAR VARIATION CHANGE IN VARIATION / YEAR 

1940 6 0 20’ E 0 0 1’ E 

1960 5 0 47’ E 0 o 3’W 

1985 2 o 52’ E 0 o 6’W 

2005 0 o 37’ E 0 o 7’W 

2011 0 o 14 W 0 o 7’W

variation or declination changes by as much as 20 degrees 

in the circumnavigation of the Earth. 

Mariners have also been influential in tracking the Earth’s 

movements through their charts. Portolon charts were created 

in the 1300s in Genoa by creating rhumb lines (or loxodomes) 

that radiated from the center of the chart in the 

direction of the wind or compass points and were used by 

mariners to plot their course from one harbor to another. 

These rhumb lines were the precursor to our compass rose. 

A chart from 1940, at left, shows that the variation in magnetic 

north in New Orleans was 6 degrees 20 seconds 

East with a change of 1 second per year. The annual increase 

or forward yearly variation in 1960 was 3 seconds. 

If the 1960 chart made an accurate prediction 41 years 

forward to 2011, the difference between true north and 

magnetic north should be 4 degrees 17 seconds West. 

The actual variation on a 2011 chart is 0 degrees 14 West, 

a possible error of 3 degrees 58 seconds, which translates 

to missing the New Orleans sea buoy on a 100 nautical 

mile trip North by about 7 miles. This is significant. This 

difference is a direct result of 2,890 to 5,150 kilometers 

of electrically-conducting molten iron that runs erratically 

with temperatures hotter than the surface of the sun. 

The drift of the magnetic North Pole has very little effect 

on most human life. But for anyone that depends on charts 

and a compass, this drift, if not calculated properly, can 

mean the difference between being adrift and on course. 

Global positioning systems (GPS) may fail through a lightning 

strike or in times of war, but a mariner’s knowledge of 

charts and compasses will always hold you in good stead. 

Practice your dead reckoning skills using a magnetic course 

with variations taking into account local disturbances (iron 

on the boat, etc.), your direction of drift, set and speed. 

Check your charts for accuracy of variation. That old chart 

from 1940 might not be the best backup system. Remember, 

the great thing in this world is not so much where we 

stand, as in what direction we are moving. 

Fair winds and calm seas… 

Captain Ted Sputh holds a USCG and MCA, 3000 Ton, 

Upon All Oceans with Sail license and has been a professional 

mariner for 33 years. He is currently doing relief and 

delivery work. Contact him at ted@captainteds.com. 


So, you’ve just learned about the yachting industry 

from a friend who’s been off living the dream and 

is back in your hometown for a quick visit before 

her next adventure. Either that or it’s a sibling, or 

your mum’s friend’s son’s girlfriend. Etcetera. The point 

is you’re at a time in your life when you’re thinking “it’s 

now or never.” You’ve been looking at how to get some 

travelling done, earn some cash and have some new experiences 

before settling down. 

You’ve probably just discovered that it’s a way bigger industry 

than you realized; people actually do work and 

make a living on those massive floating hotels out there 

cruising the world’s oceans. The question now is: What 

are you going to do about it? 

My reason for bringing this up mid-season is that normally 

we talk about how to get into the industry at the start 

of one of the seasons, but by then it’s usually a bit on the 

late side to get everything sorted. Now is the time to really 

get ready if you hope to break into the business. 

The best way to find your first job on a yacht is to get 

where the action is. This means arriving in the Mediterranean 

in the spring (March/April). Over in the Caribbean 

or Fort Lauderdale, the best time to aim for is autumn 


BREAKING INTO 

THE BUSINESS 

BY ERICA LAY 

(September/October). This is just before each season 

generally kicks off. 

If you’re going to the Med, you should base yourself in 

Antibes or Palma de Mallorca. On the other side of the 

pond, aim for Fort Lauderdale, Antigua or St. Maarten. 

Plan well ahead and make sure you have your vaccinations 

and visas sorted out. A bit of research before you go 

should give you an idea of the best (and cheapest) places 

to stay, be it a crew house, shared accommodation or, better 

still, a friend’s place. You’ll want to position yourself 

well and make friends and contacts as soon as possible, as 

jobs more often than not go through word of mouth. 

The fun part comes next: dockwalking. But before we get 

to that bit, you’ll need to be prepared pre-arrival. What 

will you need? To start with, a STCW 95. I’m still surprised 

when I meet people who’ve arrived in the Med “ready 

to work” without this very important safety requirement. 

Most yachts won’t entertain you without your STCW as an 

absolute minimum. It’s a four- to five-day course covering 

four modules: Personal Safety and Social Responsibility, 

Sea Survival, First Aid and (the fun one) Fire Fighting. 

I’ve heard a number of new crew telling me they’ll do the 

course “when” they find employment. The problem with

this approach is that without your STCW you likely won’t 

get a job. The yacht won’t wait for you to complete the 

course — they’re often only run once a month — so the 

eager beaver next in line who already has this certification 

will get your job. 

Step two: Think about what it is you want to do. If you’re 

going for stewardess positions, do you have a strong hospitality 

background? If not, look at a quick stew course to 

give you an introduction to the overall aspects of working 

the interior. Even if you have great housekeeping 

and fine dining experience, the reality of working on a 

yacht is rather different. 

If you’re looking at deck work, consider taking the Powerboat 

Level 2 course. This will allow you to drive tenders, which is 

fun as well as handy! If you’re considering engineering, do 

the MCA Approved Engine Course — your first stepping 

stone into the yacht engineer world. There are also lots of 

general deckhand courses to give you a taste of “life before 

the mast,” from varnishing and sanding to showing you how 

to tie various knots and when to fend on/off. 

Once the courses are done and the tickets are booked, you 

need to look at your CV. I won’t harp on too much about 

this topic because I’ve done it before and also because everyone 

you meet in the industry will have their own views 

on how to create that perfect resume. But please, indulge 

me for a second as I give you a few pointers… 

It’s important to have a good photo. The number of CVs that 

cross my desk with bad photos still surprises me. This goes 

for senior crew, too. If you were a captain, would you pick 

up the CV with the professional-looking photo, or the one 

with the snapshot of the mojito-swilling guy at the bar? Get 

someone to take a photo of you in a clean shirt, ideally outside 

and even better in a marina. And don’t forget to smile. 

As for the rest of the CV, keep it short and punchy. Use 

bold to draw the eye to the essential stuff (e.g. your work 

experience): Jun-Jul 09, M/Y Bigboat, 54M, Deckhand, 

Job Description. 

Try to avoid using too many buzz words. We assume 

you’re a dynamic team player — nobody writes “working 

with other people makes me grumpy” — so you don’t 

need to state the obvious. Think carefully about your 

wording; instead of long sentences like “I was responsible 

for managing a team of three people and leading 

them to focus on goals in order to meet expectations” 

use “Managed a team of three successfully to achieve 

sales targets for 2010.” Less fluff, more punch. 

If your previous experience is non-maritime, think about 

transferrable skills. A yacht captain probably isn’t too concerned 

about your telephone manner but will be interested 

to hear your proven track record in dealing with difficult 

situations, working under pressure and the like. Sometimes 

it’s good to get a friend to read your CV and cut out the unnecessary 

bits. It can be hard to summarize your own life. 

Have different CVs for different positions and focus on 

your strengths for each. If you’re going for a stew job, 

but your CV harps on about your deck skills, the captain 

might think you wouldn’t be committed to an interior 

role. Finally, include contact details for a few references 

and, very importantly, keep it to two pages. 

Before you leave on your trip, get yourself a seaman’s 

book. Register with agencies and keep them informed 

of your movements. Touch base when you arrive. If you 

have interviews, turn up on time and looking smart (a few 

white polo shirts never hurt anyone). Agents will be your 

representatives — if not now, then in the future — so first 

impressions are important. 

The hard fact of finding your first yacht job is that most of 

them will go via dockwalking. Hundreds of new crew arrive 

each season to walk the docks, and time-permitting, yachts 

will interview and trial people rather than pay agency fees. 

So, your best bet is to trawl the marinas, cap in hand. Ask 

for day work or longer-term work, and be happy to do 

anything they give you. This includes being squeezed into 

the bilges, cleaning things with cotton buds, and making 

the engineer cups of tea and handing him spanners. It’s 

all good experience, and it’s all good to put on your CV. 

Remember, at the start, everything counts! 

I hope this advice is helpful. Start now and you should have 

time to book your courses and write your CV before the next 

season starts. And you can always contact me for more advice, 

if you want it. Good luck, and happy dockwalking! 

Erica Lay is general manager of YCO Spain. Three years 

ago, she successfully set up YCO’s crew agency in Palma 

de Mallorca, where it is now firmly established, and she is 

currently opening YCO’s new headquarters there. Contact 

her at erica.l@ycocrew.com. 


Every crew member has or will experience one at 

some point. Some are long and arduous, while 

others short and sweet. They happen all over 

the coastal world and in some spots involve 

a lot of people at the same time. I’ve had a few of 

them myself, but can promise you that some people 

have had a lot more. Of course, I’m talking about the 

yard period. 


SHIPYARD 

SURVIVAL 

STORY AND PHOTOGRAPHY BY DOUG MITCHELL 

Whether it’s for routine maintenance or a major refit, 

spending some time in a shipyard is part of working 

in the yachting industry, and depending on what work 

needs being done, it can mean something quite different 

for all crew members. A stint away from the busy 

charter schedule can equate to some well-earned holidays, 

a visit home to see family and friends, or just a bit 

of R&R to recharge the batteries.

For some, it’s a chance to throw a few of those greenbacks 

or Euros around on whatever you’ve been dreaming 

about over the last few weeks while serving guests 

or driving tenders, while for others it presents the challenge 

of keeping them in the wallet now that you’re not 

working 24/7 — the latter being more difficult when surrounded 

by crew ready to let loose. 

The shipyard is usually a good place to catch up with 

friends from other boats, their presence there sometimes 

anticipated, sometimes a surprise, but always a good 

opportunity to share some laughs and stories of the past 

season. The facilities, some more than others, provide a 

good setting for the camaraderie among yachties to play 

out, spawning new friends out of the common highlights 

and challenges we all face working on boats; being able 

to share a laugh between captains, deckhands, chefs, or 

stews is what keeps the yachting community strong. It 

may seem like a crazy lifestyle full of ups and downs at 

times, but spending any time in the yard sure reminds us 

that we’re not alone. 

While for some crew it’s all fun and games during this 

time, for others it means hitting the books and tak- 

ing some more courses to secure that grasp on the 

next rung on the yachting ladder. For many owners, 

having competent crew means that they never stop 

learning, and if you’re fortunate enough like I have 

been, getting paid to further your education during 

this time means that you’ll be even more competent 

the next time the vessel splashes and heads out for 

another season. 

Whether you’re tied to the dock or hauled out onto the 

blocks, the yard period also provides the unique opportunity 

to learn some things about your boat that you 

couldn’t otherwise do while under way or with guests on 

board. Testing fire equipment, removing or inspecting 

props, improving some of the entertainment or navigational 

systems are just a few of the things that only get 

done while in the offseason and always worth being a 

part of when possible. 

Any yard stretch also means a lot of different people 

stepping on board, hopefully all removing their shoes. 

Some are ex-yachties that have shifted to the landbased 

side of the industry and have a lot of good stories 

and knowledge of their own. Some are skilled trade’s 

CREW 


Shipyard Survival 

Getting the rust off, both literally and figuratively, is also usually a benefit of a 

hunkering down in a yard for a while. 

workers that have never left the dock but sure know 

what they’re doing when it comes to boats. And others, 

well, others you would just rather not have on the boat 

at all if you could help it. Especially for deck crew who 

are used to keeping things spotless and gleaming all 

the time, watching the filth accumulate from the various 

shipyard culprits and not being able to throw some 

soapy water around to get rid of it for extended periods 

can be quite unnerving. But, hopefully, the end result is 

a better looking boat and the ongoing battle of fending 

off dirt, dust, sparks, paint overspray, etc. is eventually 

won and worth the fight. 

Getting the rust off, both literally and figuratively, is also 

usually a benefit of a hunkering down in a yard for a 

while. Learning or re-learning some exterior skills, however 

tedious they may seem, is only going to help in the 

future when looking for that next job, or maybe if you’re 

lucky enough, maintaining your own boat one day. It’s 

always a good time to review some first-aid knowledge, 

and sprinkling some safety drills into the work week is 

good for everyone. It’s not uncommon to hear random 


alarms coming from the boat next to you with the crew 

not looking genuinely alarmed. If they’re putting on the 

Gumby suits while dry-docked, let’s hope it’s a drill and 

that they don’t know something you don’t. 

So, whatever reasons bring us into the shipyards of the 

world and for however long, we might as well make the 

best of them. Some people love them, while others 

don’t look forward to them at all. But the ironic truth 

about boats being pulled out of the water is that it 

keeps a lot of other people afloat. From boat builders 

to dayworkers, the yard period plays a big role in the 

industry, and whether it’s for a week or a year, hopefully 

they make us appreciate being able to motor or sail the 

waters beyond them. 

Doug Mitchell is the bosun aboard the 130-foot Westport 

M/Y Sovereign. He grew up in High River, Alberta, 

Canada, and studied photojournalism at college in Calgary. 

He has been in yachting since 2008.

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Don’t let the name fool you: Berth Control isn’t all 

guiltless fun. At this reoccurring event from International 

Yacht Training Fort Lauderdale, crew 

take the helm of Lady Amelia, a 2.27-meter replica 

of a megayacht, and are tasked with guiding her safely 

around a course. In the process, they battle the clock and 

other competitors, and maybe gain a better understand- 

This page, above and right: Both women and 

men crew members stepped up to take control 

during the Berth Control event on February 13, 

hosted by International Yacht Training. 


INTERNATIONAL 

YACHT TRAINING’S 

BERTH CONTROL 

PHOTOGRAPHY BY KERRY BEASLEY 

ing the vagaries of large yacht handling. It’s also a great 

opportunity to network with other crew and industry experts. 

Lady Amelia handles similar to a full-size vessel of 

130 to 150 feet and is equipped with a rudder, individual 

throttle and bow thruster controls. The winners of each 

heat will compete in the finals to be held during the Fort 

Lauderdale International Boat Show in October.

This page, clockwise from below: The winning team is all smiles after 

accepting First Prize (an iPod shuffle for each); Lady Amelia makes her 

rounds in the pool at Marina Bay; Berth Control is a great place to network 

with other crew and industry experts (final two photos). 


When it comes to living with passion and 

zest, I truly see it in chef Daniel Varrone. 

He boils over with enthusiasm for his chosen 

path and the desire to increase his 

knowledge through life’s experiences. 

Not that he knew he chose his path at first. Maybe it 

chose him. And who better? Whenever we meet in his 

environment, I get “the tour,” which always includes specially 

prepared food along with explanations of the ingredients 

used — the who, what, when, where, why and 

how — the history and the family connections. 


DANIEL VARRONE 

Profile of a Charter Chef 

BY BEVERLY GRANT 

Susanna Jokkala, Tarina Shadgett 

and Brigitte Rosemann 

Our first meeting was during a tour of the kitchen of 

Sublime, the only vegetarian restaurant in Ft. Lauderdale 

at the time. After dinning there with another yacht chef 

friend, we got invited to see the kitchen and meet Daniel. 

Having been a vegetarian myself for years, I was thrilled, 

but not as thrilled as Daniel was to show us his kingdom. 

That excitement is part of his everyday life, and remains 

the same even with his busy yachting schedule as chef 

on board M/Y Mad Summer. 

Growing up in Miami, Daniel started cooking out of necessity. 

He needed a job, and there was no shortage of

estaurants and hotels around town. That’s where it all 

started. His first job was as a dishwasher and prep cook. 

From there, he worked his way up to every area of the 

kitchen and, through many twist and turns, every aspect 

of the food industry. 

His ancestry also plays an important part of who he is 

and the respect he has for food. Daniel’s family is from 

Italy, and thusly, they are all about food and the growing, 

living and using of good products. He speaks often of 

the olive oil that comes from his family there and always 

has it in his galley. 

“He then offered me double my 

salary and a chance to see the world. 

I was off on a plane a week later 

to adventure land.” 

Daniel worked in many fine restaurants of international 

fame and over time was immersed in the cuisine of 

France, Italy, North Africa, Thailand, Indonesia, China 

and all shores of the Mediterranean. He was a magnate 

of all, learning from numerous prestigious chefs, 

and taking all of the flavors of these many cuisines of 

the world into himself. 

Now, having joined yachting, he has since been able to 

travel and shop these many places. His career in yachting 

started when a yacht owner came to eat at a restaurant 

where Daniel was working and said he needed a 

vegetarian chef for a party for one of his guests. 


Profile of a Charter Chef: Daniel Varrone 

“I did the party. All was good, and he came back the 

next day and offered me a full-time job. I turned it down 

because I had a good job, and I thought yacht chefs 

were pansies,” said Daniel, laughing. “He then offered 

me double my salary and a chance to see the world. I 

was off on a plane a week later to adventure land.” 

Years went by and the yachting jobs got more frequent, 

bigger and more prestigious. To date, Daniel has worked in 

the western and eastern Med, Central America, the Caribbean, 

South America, coastal North America and so on. 

“I have cooked everything for everybody,” he said. “It was 

my time spent in France where my craft became an art, 

but Italy is still where I came home. My grandmother from 

Naples used to say that Italian food is love. That was it! My 

first and best food memories were always with family and 


VEGETABLE TERRINE 

Thinly slice and season (salt and pepper) eggplant, zucchini, 

yellow zucchini, and red and yellow peppers roasted 

in garlic oil. 

Roasted tomatoes blossomed with two sheets of gelatin. 

Puree tomatoes with toasted pine nuts. 

Brush terrine mould with olive oil and place eggplant 

friends. Pizza at Gracies, my dad’s banana ice cream on the 

old wooden machine, mom’s chicken and dumplings...” 

Daniel is firm in his convictions and accomplishes much 

because of his beliefs. He followed his dreams and 

learned the culinary skills that make him a very talented 

chef in yachting, and he has an attitude that makes it 

very pleasurable to be in his presence. And, of course, 

the food is always the best. 

Beverly Grant started her yachting career as a chef, then 

came on land and established the company Culinary Fusion, 

specializing in crew placement and catering, which 

she sold after 15 years. She now serves as director of 

crew solutions with IMA Yachts. 

overlapping mould. Layer vegetables, herbs (basil, oregano, 

mint and parsley) and pour in tomato puree after 

each layer. Gently fold eggplant over and press mould. 

Wrap in plastic wrap and refrigerate overnight. 

When plating, naturally unmould and cut into desired 

slices. Serve with flatbread, tomato jam and herb oil, or 

make something up that you like.

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PHOTO BY GLENN HAYES 

How to supply the electrical power required 

by yachts traveling to foreign ports can be a 

challenging problem. There are many issues 

to contend with, and a practical solution for 

ample and reliable electricity is more important than 

ever these days when one considers the array of new 

megayacht marinas opening the world over. 

Before plugging into shore power at a foreign port, there 

are several factors to consider. First are the voltage of the 

shore power and the line frequency. In the US, voltage 

is usually 120/240V AC with higher voltage available in 

some marinas for larger yachts. Voltage in other parts of 

the world may fall between 115V DC and 415V DC. The 

line frequency is the number of times the voltage alternates 

in a second and is measured in Hertz (Hz). In the 

US, this is 60Hz (or 60 cycles per second). In Europe and 

many other places overseas, it is 50Hz. 

Apart from the differences in voltage and line frequency, 

there’s also the issue of voltage fluctuations caused by 

the utility provider, by wiring and grounding issues, or by 

heavy load from other users along the dock. The other 

problem is how to connect to the shore power and what 

adapters are needed. There are many different connec- 


A PRACTICAL 

POWER SOLUTION 

Engineer’s Corner 

BY GLENN HAYES 

tors, and the well-prepared vessel will have a supply of 

various adapters on hand. 

One method to tame shore power issues is using onboard 

generators to supply voltage, and while this does solve the 

shore power issue, it has its drawbacks. There’s the cost of 

fuel and maintenance of running the generators. Wear and 

tear of the generator should be considered and is amplified 

if the generator is run at low output levels over extended 

periods. Generator noise is another issue at marinas and 

will not make your visit to the dock a popular one with vessels 

nearby. Many ports worldwide are in the process of requiring 

vessels to plug into shore power at berth to reduce 

emissions and comply with new, “greener” mandates, effectively 

banning generator use in port. 

Running on inverters with battery chargers re-supplying 

the energy is another option. This works fine if the energy 

draw isn’t too large and the chargers have enough 

capacity to recharge the batteries in off hours, but this is 

not always possible. If you use this option, it must also 

be understood that at 12 volts you will need between 

12 and 15 more amps for each amp of 120V AC used. If 

you have a 24V DC system, the amps required from an 

inverter would be about half of the 12V system. Larger

A Practical Power Solution 

draws require larger battery banks and more inverter and 

charger equipment. 

Yet another method of solving the shore power conundrum 

is simply having equipment that has the ability 

to run on different voltages and frequencies. This can 

work with items such as some laptop computers and 

small electronics supplied with a small transformer. 

Other equipment and appliances can be trickier. Equipment 

with motors may or may not be able to work on 

either 50Hz or 60Hz, but if they can, they still have the 

possibility of running slower and less efficiently. Making 

sure the non-compliant equipment is unplugged or 

disconnected can be difficult, and if equipment is accidentally 

turned on, the result could be damaging and 

dangerous. If this option were seriously considered, a 

transformer would be required (and would be useful 

equipment to have aboard for many reasons… more on 

that in another article). This would change the incoming 

voltage to the required shipboard voltage but would 

not convert the frequency. 

Shore power converters can be the best overall solution 

to power supply and conversion issues for many mid-to 

larger-sized vessels. There was a time when they were 

only practical for much larger yachts and ships because 

of their physical size and cost. However, as technology 

has improved, the footprint of these converters has 

shrunk, as has the cost of purchasing one. 


ShorPower 

frequency converters 

Shore power converters can be 

the best overall solution to power 

supply and conversion issues. 

Put simply, the shore power from the dock or utility enters 

the converter, where it passes through a specialized inverter. 

It’s at this point that the AC current is converted to 

a DC current where it, in turn, gets converted back to the 

required AC voltage and frequency. The result is clean, efficient, 

surge-free voltage that can supply electricity to all 

onboard equipment while providing isolation from shore 

power issues and galvanic corrosion protection. 

Shore power converters have the ability to handle voltages 

starting at around 170V all the way to almost 500V. 

They can receive and convert frequencies from as low 

as 40Hz to 60Hz with the output factory pre-set at a 

selected frequency, and they can handle one to three 

phases of input (depending on model). Smaller models 

tend to be in the 8kVA range, with larger models going 

all the way up to and beyond 500kVA, with everything 

in between. There’s the option of air- or water-cooled 

converters, water-cooled being the optimum system in 

applications where ambient air temperatures would be 

high, or air supply limited. 

Recent technology has improved not just the size and cost 

of these converters but also has improved their intelligence 

and efficiency. Some have a power failure feature that can 

seamlessly switch over to alternate power sources when 

shore power is lost and then switch back when power is 

restored. There are safety features built in that will not allow 

them to power up if there is an issue of incompatibility with

the available shore power. Modern converters are more 

capable of efficiently transferring incoming energy to 

a very stable and effective output that allows troublefree 

use of sensitive, high-end electronics such as entertainment 

equipment. They are also effective as an 

isolator providing protection for onboard components. 

Footprints are now much smaller, and weight is similar 

to that of just a comparable isolation transformer. 

Models are becoming modular, which allows for easier 

service and repair. Reliability and service life have also 

improved with technology. 

Disadvantages of using a shore power converter are few, 

but significant. Because their operating range starts at 

about 170V AC, they are not a practical solution if there 

is only 125V service. However, connecting them to two 

30-amp outlets via a smarty connector such as the one 

manufactured by Marinco (must be on opposite/different 

legs) could resolve that problem. Despite costs coming 

down, they are still quite an investment and are not 

an economical option for smaller vessels. 

There are many variables in selecting the right power 

converter for a specific vessel, and a professional in the 

field should be consulted. Installation should also be 

done by a professional to avoid any number of dangerous 

electrical issues. 

Recent technology has improved 

not just the size and cost of these 

converters but also has improved 

their intelligence and efficiency. 

Shore power converters offer a very efficient answer to 

the challenging problem of varied shore power found 

worldwide. With advances in technology and efficiency 

in design, they are becoming a viable option for 

a greater variety of vessels. Trouble-free and reliable 

electricity aboard is now an accessible reality. 

Glenn Hayes is a second-generation photographer and 

journalist living in West Central Florida. His marine and 

boating industry background extends back over two decades. 

He can be reached at www.hayesstudios.com. 

ASEA Power Systems 150kVA 

power converters aboard 

M/Y Harle, a 46-meter Feadship. 



SUPER YACHT CHALLENGE 

The Superyacht Challenge 2011 was resurected 

this year by Paul Deeth and Stan 

Pearson. Mark it on your calendars now 

for January next year. www.thesuperyacht 

challenge.com 

Thank you Owners, Captains and Crew! 

This page, clockwise from top right: Kevin was FINALLY 

allowed to race from Antigua Rigging and Pete enjoying 

a brief moment of relaxation during run downwind; Jack, 

Steve and Peter were asking, “Now where did that mark 

go?”; Stew Stacey hard at it. 

PHOTOGRAPHY BY CHRIS KENNAN

This page, clockwise from top left: “All these years and I still use an egg timer to get around the course”; Graham from Antigua Sails 

trimming the jib; Everyone on Antigua knows Jerry; Kristine and Charlotte enjoying the sail. 


Super Yacht Challenge 

Congratulations to the Owner, Captain and Crew of SY Marama 

for winning the Superyacht Challenge! 

This page, clockwise from top left: Judd & Skipper Paul; Vision; 

Crew hard at it; Kettle. 

78 YACHT ESSENTIALS

This page, clockwise from top left: Capt. Chris; Franklyn from A&F Sails 

and Fabrizio; Barrett; Bee & Anna. 



MEET HAYLEY CLARK 

Our stew of the month this issue is actually 

between boats, but her last two jobs were 

so cool that we had to highlight her, because 

who knows where this crazy career 

can take you? Hayley Clark is from South Africa and has 

been a stew for three years now. She worked as a massage 

therapist and beauty technician for six years before 

she got fed up with the traffic and the 9-to-5 routine and, 

at her brother’s suggestion, decided to try out a job on a 

boat for a season. She hasn’t looked back. 

Interestingly, while Hayley grew up more than six 

hours away from any beach, yachting has turned into 

Stewardess of the Month 

BY ANDREA BAILEY 

a sort of family business for her and her siblings. Her 

brother and one of her sisters work in the industry, he 

as a mate on a 45-meter motor yacht in the Caribbean 

and she as a second stew on a 60-meter yacht in the 

Med. Hayley’s first job was also on a motor yacht as a 

second stew, but by the end of her first season she’d 

been promoted to chief stewardess, caring for up to 

eight guests and seven crew. 

In 2010, she made a decision that changed her life and 

her perspective on the industry. She took a job on S/Y 

Velsheda, a beautiful J-class yacht that did sailing charters 

for regattas. There she fell in love twice, once with the art

of sailing and once with her partner, Joe, who started out 

as a deckhand and worked his way up to bosun. 

We asked her about working on Velsheda, and about her 

most recent job campaigning for a pair of British sailors 

who were trying to compete in the Global Ocean Race. 

HERE’S WHAT SHE SAID: 

“Velsheda was an amazing experience. When I joined 

her, I had just come from two years aboard a motor 

yacht, and while I’d always wanted to try working on a 

sailboat, I sort of figured it was impossible because I had 

no experience whatsoever with sailing. I guess you could 

say I was thrown in at the deep end on Velsheda, but the 

crew was really good at what they did, and they were all 

so patient with me. Every one of them went out of their 

way to teach me the ropes. 

“I got on the boat just before a regatta in Antigua, so 

my first sailing experience was actually a race, and it was 

thrilling. I was a little nervous, but I had so much fun. 

There are tons of people on board on race day, with the 

crew and the racing guests, so as a stew your job is twice 

as hard. You have guests to look after, and the rest of 

the crew is focused on racing so you have to look after 

them as well. On top of that I had a designated job to do 


Stewardess of the Month: Hayley Clark 

for the race as well. There was just heaps going on, and 

I’d find myself jumping over bodies to deliver water and 

sandwiches! I learned a great deal on Velsheda, not just 

about sailing but also about the dynamics of working on 

a professional racing boat and the organization needed 

to be a stew on such a yacht. 

“After racing on Velsheda, my transition to the Global 

Ocean Race campaign was pretty natural and good 

fun. We were trying to get a talented young British duo 

sponsorship so they could get into the offshore racing 

scene and actually join the Global Ocean Race, which 

started in September in Mallorca and, as the name suggests, 

goes around the world. What I really wanted was 

to get the British public involved and invested in sailing 

as a sport, and hopefully to get them to support a local 

team as they embark on the journey of a lifetime. It’s really 

sad because there is a lot of sailing talent out there 

that should be recognized. Hopefully, our efforts sparked 

some interest and raised awareness, though we can’t do 

it alone. I’d love to see a sailing movement.” 

SO WHAT’S UP NEXT FOR HAYLEY? 

“My dream next boat would definitely be a classic sailing 

yacht. They are so beautiful and unique, and I am completely 

hooked on sailing. I really couldn’t imagine going 

back to a motor yacht. Obviously, if it were up to me, 

I’d like to be on the same boat as Joe, but I am realistic 


about the industry and its views on couples, and these 

jobs are like gold dust! As for my position on board, I’d 

love to be a chief stew again, but I have no problem with 

being a sole stew. Both positions have their advantages 

and disadvantages, and it’s important to be adaptable. 

In fact, I think I’d quite like to try my hand at cooking! 

I am no chef, but I enjoy it very much, so who knows? 

Maybe a cooking course is in the cards.” 

ANY ADVICE FOR PEOPLE 

TRYING TO GET INTO THE INDUSTRY? 

“Most people I know who are in the industry usually 

knew at least one person beforehand who was already 

established. Networking is so important, so make sure 

to keep in touch with people. If you have all the relevant 

certifications and certificates, then the best thing to do is 

get yourself known with the agencies in the area where 

you want to be based. And if all else fails, good oldfashioned 

dockwalking is sure to get you at least a day 

job to start.” 

Andrea Bailey was born and raised in St. Thomas, US 

Virgin Islands. After graduating from Georgetown University 

in 2009, her love of the ocean brought her back to 

the island she always called home. Andrea is a writer and 

editor, but she’ll forever be a sailor at heart.

For Crew. By Crew. 

PHOTO CONTEST 

Send in your favorite images 

from your working lives! 

Email your images to 

contest@yachtessentials.com 

Please include your name, position, 

yacht name and photo captions. 

Names and information can be 

withheld upon request. 

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COPYRIGHT SUE BLUNDELL 2011 


WHEN CHEFS FACE OFF 

The Straight Dope 

BY ANITA VALIUM

So, I was at this sushi night organized by a yacht 

chef who had recently found himself unemployed 

and, as such, had nothing else to do to 

pass the time other than organize sushi nights 

at his friend’s bar in an attempt to stop himself from 

partying it up every night. All chopsticked up, I was 

attempting to dip my sashimi into a delicious wasabi-laced 

soy sauce without dropping it and splashing 

myself all over. Again. Anyway, attempt failed, I was 

dabbing at the fresh brown splats on my sleeve when 

my friend, another yacht chef, sauntered over to fish 

for work. 

“You missed a bit,” he said, looking at me oddly. 

“Where?” I asked, looking at my other sleeve. 

“On your nose,” he replied, smirking. 

I wiped at it. “Gone?” I asked. 

“No. Here, it’s a bit dried on...” he said, leaning over to 

do that lick-hanky-and-wipe-face thing that a toddler’s 

mum would be proud of. 

The distinct possibility that I’d been talking to the captain 

of a freshly pulled up 65-meter for the past 15 minutes 

with congealed soy and wasabi on my face, giving 

me the appearance of fungus the bogey man, suddenly 

dawned on me. Brilliant. 

Anyway, a conversation ensued whereby said yacht chef 

proceeded to verbally dissect the sushi, pulling out its 

strengths, but more than that, focusing on its weaknesses. 

He took great pleasure in having a captive audience 

(I couldn’t move; I had him on one side and a whole tray 

of California rolls calling my name on the other) and explained 

how he prepared his own sushi and, of course, 

how it was much better. 

I couldn’t help but raise an eyebrow when the yacht 

chef who’d prepared the food came over. The dialogue 

that followed was, I realized, when unable to get a 

word in edgeways for 10 minutes, not unlike the manner 

in which two rutting stags circle each other, prancing 

around, attempting to look mean and scary whilst 

showing off their antlers for the ladies looking on. OK, 

in this case it was just a few old sorts hanging off bar 

stools with half empty martini glasses who’d heard 


The Straight Dope: When Chefs Face Off 

about “free sushi,” but still, females who needed to be 

impressed nonetheless. 

Have you ever seen two chefs trying to out-chef each 

other? It really is a sight to behold. And if you find 

yourself in a room with several, nay, a flock of chef, 

you may wish to invest in some sort of testosterone 

repellant in order to maintain a safe distance when 

those egos spark. And I’m including female chefs in 

that sweeping politically incorrect and, let’s face it, 

possibly offensive statement. 

The process of out-cheffing a fellow chef begins with 

polite introductions. Following this, each chef is permitted 

a short period of time in which he/she must summarise 

their cheffing career so far in a blasé and modest 

playing-it-down type manner whilst simultaneously 

dropping as many famous names, restaurants, types of 

cuisine studied, celebrities served and Michelin star restaurants 

worked/eaten in without seeming conceited. 

At this point, the onlooker can easily determine if either 

chef has worked on yachts. Because they’ll tell you. 

They’ll tell you all. 

Once this preliminary step is complete, the out-cheffing 

process moves on to Phase 2. This is a good time for 

observers to pop to the bar/home/bank to get a drink/ 

feed the dog/deposit a check, as it can be rather boring. 

Phase 2 is the out-syconphanting stage. This is when 

each chef compliments and praises the other chef on all 

the above, also using it as an opportunity to drop more 

names in a bid to score bonus points and either maintain 

or achieve the leadership position. 

Then on to Phase 3: the out-ideaing. This is definitely 

worth watching. I’d recommend you stock up on drinks 

during out-sycophanting and grab some peanuts or alternatively 

salty and well-fingered bar snack. Phase 3 involves 

each participant attempting to explain their most creative 

recipes, and whilst doing so, demonstrating that they are 

by far superior to anything the other chef has to offer. 

This is when things can get slightly out of hand. Egos can 

clash, sparks could fly and the knives may come out. Not 

literally, obviously, because inter-chef violence would not 

be something that I or this publication condones. But 

you get the idea. Anyway, it’s often advisable to retreat 

to a safe distance at this point; a good guestimate is to 

place yourself the approximate distance one of the chefs 

could potentially throw the other. 


At this point, the out-cheffing will go one of two ways. 

Possibility one: They will embrace, discovering they’ve 

found their kindred spirit, and in of all the places a slightly 

dodgy backstreet bar serving curled up sushi and soggy 

samosas. Exchanging of phone numbers, email addresses, 

websites, blog sites, Facebooks, Twitters, Flickr 

photos and mother’s maiden names will shortly follow, 

and the chefs will depart amidst promises of calling/mailing/IMing/texting/carrier 

pigeoning each other to meet 

up during their unemployed days and continue their 

freshly conceived plans to set up a restaurant of such 

grandeur never before seen. Which, of course, will never 

come into existence because one or both will inevitably 

find paid employment and drop the idea like a hot potato. 

Game over. 

The second possible turnout is considerably more 

entertaining. Feathers ruffled, the chefs become 

angry. Chests puff up, faces redden, brows perspire 

and extra flesh jiggles. What follows ain’t pretty. It’s 

diva behavior. Maximised. Any of the following could 

now happen: 

• Yelling • Dramatic gasp 

• Foot stamping • Dramatic storm out 

• Fist slamming • Vol-au-vent/cocktail throwing 

• Hair pulling • Other chef throwing 

• Tears 

At this point, the game is anyone’s and both chefs are 

precariously exposed. It’s the duty of any nearby chef 

groupies to now intervene and declare the out-cheffing 

a draw, praising both competitors equally. And to get 

the drinks in — a tequila with orange and cinnamon 

(not salt and lemon, because that’s just common) is a 

good shot to take the edge off as it provokes stimulating 

conversation on how to make a good thing (i.e. 

tequila slammers) even better. 

Chefs can be as fragile as they are volatile, however, and 

I have yet to discover all facets of the complex and diverse 

personality of the yacht chef. That analysis, dear 

readers, I will leave until next time. Brace yourselves for 

more…and happy eating. 

Anita Valium used to be a relatively nice person before 

she was corrupted by the yachting industry. By day, she’s 

a mild mannered crew agent. By night, she continues her 

evil plot for world domination.

REALSOLUTIONS 

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Cara Jo Hinton • carajohinton@gmail.com 

Tel 340.776.9792 

www.StThomasRE.com

REALSOLUTIONS 

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NEED SOME 

VALIUM? 

Dear Anita, 

I’m an ex-chief stew with a number of years of experience. 

I recently recommended you to a young girl I met here 

in Johannesburg. I was surprised to hear you didn’t know 

how to get her a Schengen visa? Also, why are you telling 

her to dockwalk instead of placing her on a yacht? 

Madame Stew 

Dear Madame Stew, 

Yes, I received your mails, and yes, I’ve asked your protégé 

to get herself where the action is in order to network. 

She may be lovely, but she has sod all experience. Unless 

we’re talking about those few boats that don’t care about 

experience as long as you’re tall, skinny and blonde, I 

haven’t heard of anyone who hasn’t set foot on a boat 

being placed from so far away. I advised her as I advise 

all new crew: dockwalking is the first step in finding a job 

on a superyacht. As for getting people Schengens, unless 

you want to pay me a nice fee, I don’t do that. I find 

people jobs. I’m not going to tell a captain, “Sorry mate, 

I can’t find your engineer right now because I’m getting 

visas for people halfway across the world.” She needs to 

consult her local embassy. That’s how it works; the laws 

and rules change regularly depending on your country 

of origin, so you need to ask the experts. 

That’s their job, not mine. 

ASK ANITA 

Please email 

valium@ 

yachtessentials.com 

with any thoughts 

or questions. 

Dear Anita, 

I was asked to leave my last yacht due to my eating requirements. 

I choose not to eat meat or dairy products because 

I believe it’s wrong to kill animals to eat. Our chef usually 

managed to make me something nice, but when guests 

were on board, his standards slipped with my meals. Can I 

take the yacht to court for discrimination? 

Deckhand Picky 

Hey Picky, 

Bet you use chamois leather on deck, don’t you? Are you 

wearing leather shoes? And your belt is made out of...? 

OK, let’s look at this from the chef’s point of view. He’s already 

running around all day cooking for guests and crew, 

and on top of that, he has to come up with something 

nice for you to eat. Give the dude a break and suck it up! 

If you’re going to work on a yacht, you have to be flexible. 

If you can’t eat what chef prepares all the time, put your 

chamois leather down and make something yourself. 

NEED SOME VALIUM? SEND YOUR QUESTIONS TO VALIUM@YACHTESSENTIALS.COM AND WE’LL ANSWER YOU IN 

A FUTURE ISSUE. NAMES WILL BE WITHHELD UPON REQUEST.

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