Monthly Archives: April 2011


 Why is Regulatory Compliance Such A Big Deal?

What’s the risk if your onboard electronics lacks it?

By Don Wilson
TECH DOCTOR DON WILSON has worked in technical capacities in the marine, automotive and RV fields and for the military since 1989 and has extensive experience in designing and troubleshooting onboard electrical systems. A former customer service manager dealing with electronic issues, Wilson currently serves as a technical instructor for the RV industry’s RVIA Trouble Shooters Clinics and is a full-time sales application engineer for Xantrex Technology, Inc. REGULATORY COMPLIANCE is the second installment of TECH DOCTOR articles being presented by the Boat and Yacht Report.

Ever been in the market for one of those hot new onboard marine electronics? As you reviewed your top choices, you likely compared plenty of features and benefits…but, did you happen to check for that seemingly inconspicuous “regulatory compliance mark?” If you didn’t, you could be setting yourself up for disappointment down the road, and potential serious risk. In my opinion, regulatory compliance should be mandatory and is arguably the best indicator of a product’s ability to perform as well as to prevent harmful consequences, or even death. Let’s talk about this subject in more detail to understand why this is so important.

The familiar US UL Underwriters Lab Mark

Q: Why should I make sure that my products have regulatory approval?

TECH DOCTOR: Well, consider this: Anyone who has been to a basic electronics class can make a simple power supply for charging batteries. Those products could be sold for use in any state or province. However, if there’s a circuit that is too small for the maximum rated power, it will fail. What happens when it fails? It shuts off? Smoke? Fire? What if it charges batteries fine, but fails to turn the charge rate down? Damaged batteries? In addition, the regulatory mark also informs a consumer that the product was built by the manufacturer, and then sent to and independent testing laboratory to uncover and isolate any unsafe issues. This test is very vigorous, time consuming, and expensive.

Q: What specific approvals or marks should I look for?

Canadian CSA Regulatory Compliance Mark

TECH DOCTOR: I’ll focus my answer on marks for electronics here. UL or Underwriters Laboratories is the main regulatory body in the U.S. Canada has a similar standard written by CSA. This means that they write the specifications and the test procedures. They also have testing labs that give approval to mark the product. However, there are many testing labs that can mark a product for U.S. use, but they must only mark the products that pass the UL, or CSA written test procedures. In the North American marine market, the regulatory standard for power electronics is UL 458 with marine supplement.

Q: What are the consequences of using a non-regulated product?

TECH DOCTOR: The consequences can vary widely. It’s like asking, “What are the consequences of not wearing shoes on a beach?” Likely, you will be okay, but there could be something in the sand that is unseen that can cause you pain or suffering. In an electrical device, anything from a puff of smoke, to real fire, to a shock hazard or something worse could be the result of a poorly designed or ill performing product.

Q: Are non-regulated products legal?

TECH DOCTOR: Legal? Yes…sort of. Obviously, there are products that can be sold without the mark or listing and there are plenty of them out there, which is why you should always check. However, there are certain approvals that require listing. For instance, an inspector will not approve a house build if non-UL parts are used. On the other hand, a non-UL breaker could be put in a panel that is UL listed for use with the non-UL breaker (since UL tests the entire panel, breaker and all). This is an example of a legal non-listed product being used legally, but it required the panel manufacturer to do the listing. You may be able to buy a non-regulated product for a cheaper price but do you really want to take that risk? I wouldn’t.

Q: Can you provide an example where a non-regulated product caused extensive damage or put the lives of people onboard in danger?

TECH DOCTOR: I do remember hearing a story about a 55-gallon aquarium which had a non-UL listed pump.

GFCI (Ground Fault Circuit Interrupter)

The pump overheated, igniting a fire and causing major damage, killing numerous fish and a kitten, the latter of which died of smoke inhalation. There were numerous causes of the fire, including a non-GFCI outlet and other factors, but if the motor had gone through UL testing the design could have been changed to shut down on overheat before temperatures climbed to the ignition point.

Next up from Don Wilson: Size Is Everything! How to select the right inverter for your boat.

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Posted by on April 18, 2011 in Uncategorized


Boat Builder’s Profile

Apart From The Rest

Sunreef Yachts Presents An Interesting Line Up For Boaters Looking For A Yacht That is  A Bit Different And Quite Exciting.                                                         

By Capt. Ken Kreisler
The Sunreef 114-foot, sloop-rigged CHE

It was Pablo Picasso who said, “Inspiration exists, but it has to find you working,” and may very well apply to the father and son team of Francis and Nicholas Lapp, the visionary forces behind the exciting line up of Sunreef Yachts. The French entrepreneurs have been working at it for quite some time and in 2000, launched the company, building their yachts at the Gdansk Shipyard in Poland. Since then, their designs have revolutionized the large catamaran sector so much so that the 114-foot CHE, billed by Sunreef as the world’s biggest sloop-rigged cat, has been selected is a finalist in the prestigious World Superyacht Awards for 2011, in the category of Best Sailing Yacht in the 30-45m, or 98-147-foot range. (The announcement of all the winners will be made this coming May 7th in London, at the official bash and dinner there. Lucky the date does not clash with the upcoming Royal Wedding or Kate and William might have found their wedding party a bit thin, if you catch my drift here.) CHE, by the way, is available for charters in the Caribbean via Sunreef Yachts Charter.

Sunreef’s designers are able to take their exciting visions of hull and both exterior and interior deck plans and bring them to reality in a very careful and well-planned manner. But long before any real construction begins, a painstaking and exacting process of being able to successfully balance stability, weight, and all structural calculations are done and includes all the building materials necessary as well as the sail area for the sailboat models, It is only then, when all the mathematics makes sense, that any pre-production drawings, both in 2D and 3D, are generated and passed on to the supervising technicians and engineers in charge of the production process.
Whether sail or power, the hulls of every Sunreef design are shaped for seaworthiness and comfort as well as to optimise performance, paying special attention to finding the perfect balance between aerodynamics and hydrodynamics and combining all the elements into one single unit; that being a Sunreef yacht. For the sailing yachts, this is of particular importance since those properties are critical in determining how proficient the sails are in transforming wind energy into powering the boat through the water. All this is done in-house, allowing the Sunreef engineering team to keep a careful watch on all their designs, especially in the critical stages of early development. Of course, Sunreef works closely with each and every owner, making sure that the individual yacht is built specific to their needs.
As far as construction materials are concerned, Sunreef builds utilize all the latest in advanced composites. Using resin infused fiberglass and polyester and carbon fiber ensures a solid, strong, uniform and lightweight structure that is defect free. In addition, and according to Sunreef, its rapid hardening process is able to reduce production time by several weeks.
For its aluminum hulls, Sunreef uses Sealium® and Alustar® alloys among others which have become the international industry standard for large cruising yachts. These types of alloy optimise the overall performance of vessels in general as they make them more robust, safer, and user-friendly. Both have the advantage of having higher welded yield strength that the standard 5083 alloy, possess improved corrosion resistance and increased fatigue strength. In addition, it superior rigidity prevents any distortion caused by ballast, rigging, or sea state. Finally, as these alloys, in the case of the hull striking an objects, have the capacity to absorb shocks without rupturing, is yet another plus for its choice as an outstanding building material.
The materials Sunreef uses have been approved by the major classification societies: American Bureau of Shipping, USA , Bureau Veritas, France, Det Norske Veritas, Norway, Germanisher Lloyd, Germany, Lloyds Register of Shipping, UK, Nippon Kaiji Kyokai, Japan, Registro Italiano Navale, Italy. All construction welds are done according to plans and instructions previously approved by Certifying Society, in Sunreef’s case, usually by Bureau Veritas (BV). All welders working on aluminum construction are cerified by BV as well.
A Sunreef 114 aluminum hull being flipped.

Sunreef is also active in the charter sector and this coming year, Sunreef Yachts Charter (SYC) has a fair amount of news for the coming months:

The sailing superyacht IPHARRA  is heading to Cuba where she will be available for charters until late spring. CHE is scheduled to be in Belize right now while the 62 foot catamaran SPARROW  plies the water of the Bahamas. In addition, Also, SYC has become the central agent of a 92-foot sailing catamaran RAFOLY for charters in the south of France and Corsica and Sardinia in June and August. For September, she will head down to he Cyclades Islands of Greece, For more info please contact the SYC team at and visit the website


Sunreef also has an extensive power line up. First up is the 70 Power (bottom left), offering a customized yacht with twin engine power options from 455 to 870-hp and fuel capacity of 4,226 gallons. Solar panels and wind generators can be added for long-range cruising. And as with any innovative and forward thinking builder, Sunreef is constantly looking towards the future as its  active radar pings away at emerging trends breaking on the technological horizon. To that end, the company has several exciting designs ready to add to its impressive line up. Among them are the semi-custom 60-, 70-, and 85-foot Power; the custom 131- and 147-foot Power Superyachts; 58-, 64-, and 80-foot semi-custom sail, and variations on its single and double deck models. Also in the works is the Sunreef Ultimate Series (center) available in 80-, 110-, and 150-foot lengths, and the exciting Sunreef 75 Sportfish (right).    

From what I can see, all the hard work that father and son team Francis and Nicholas has put into Sunreef Yachts has definitely paid off. Their designs are as striking as their vessels, whether power or sail, are head turners. For more information about Sunreef Yachts, visit the company website at As they have offices around the world, it’s best to check the CONTACT US tab to get the phone number of the loc that can best serve your needs. And finally, let’s end this one on another Picasso quote that seems to fit the Sunreef vibe: “Everything you can imagine is real.”
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Posted by on April 16, 2011 in Uncategorized



Interview With…


Hatteras 63GT

Hatteras CEO James Meyer gives us some insight into what makes this highly respected brand one of the most recognized in the world.

 It Starts At The Top

By Capt. Ken Kreisler

Photography by Jim Raycroft and Hatteras Yachts

This interview with Hatteras CEO James Meyer is the first of a three-part story focusing on Hatteras Yachts and the company’s place in the industry. 

There’s a sweet sound coming out of the inner banks area around the historic town of New Bern, North Carolina, and it is as much of what typifies this part of the country as that of a rocking chair on the wide porch of a stately mansion just north of Broad Street or the tinkle of ice cubes as they frost the outside of a mint julep glass on a warm summer’s afternoon. And if you follow its reverberation, out on North Glenburnie Road, it will lead you to the manufacturing facility of Hatteras Yachts.

It is a distinctive tone that resonates with the history and tradition set down by iconic, visionary, and more times than not, larger than life personalities such as Hatteras founder Willis Slane and noted marine architect Jack Hargrave, and is one of many reasons why the company continues to occupy a very special place in the rarefied air of sportfish and motor yacht design and construction.

The sound is that of the celebrated boat builder’s work force as it turns to at 6:30 every morning of the work week, to get the 60 Motor Yacht line going; to finish off a 68 Enclosed Bridge Convertible and send it off to the make-ready facility and get set for an open bridge 60GT to take its place; prepare to turn a 105-footer over to its proud new owner; infuse yet another hull and set of stringers, and see to all the other fine products in various stages of construction, going on in the nine buildings comprising the site, that are included in the current Hatteras line up.

During a recent visit to the New Bern facility, I had the opportunity to speak with some of the major players responsible for Hatteras’ continued success in the industry. And what transpired over the two-plus days I spent there, gave me even more insight into just what Hatteras is all about as the company wraps up 50 years of boat building to become firmly established in the 21st Century.

First up was some well-spent time with company CEO James Meyer, whose comfortable and self-assured mannerism is totally dedicated and focused on the business of the highly respected brand. Meyer, the former vice president of product development, as well as the supply chain and business integration for the Brunswick Boat Group, joined the company in 2006. Prior to that, he had been with the Ford Motor Company.

James Meyer, CEO Hatteras Yachts

KK: Let’s begin with some background information starting when you assumed the CEO position of Hatteras Yachts. 

JM: I came aboard as CEO in November of 2008 when Brunswick elected to make some changes during a time when the company was focused on matching the size of the business with the rate that the economy was shrinking the industry. The first six months were not especially pleasant but we got ourselves sized right and very quickly. With that, we worked on lowering our inventory levels and through those efforts were able to invest very heavily in the brand positioning for the future; in setting up the factories for the future; and in setting up all the new tooling for some of the things we are going to talk about.

KK: Sounds like there’s quite a bit of product development being put into play. But before we get to that, what sets Hatteras apart from the others?

JM: I think there are a lot of things that set Hatteras apart from everyone else. I’ll start with the fact that we’re a fifty-year-old company and in a lot of ways created the convertible sportfishing market, popularized tournament sportfishing through our products, and over the years, through an intense focus on those products, a brand was born. We are not just a boat company, having one of the great marque brands in the world that sits along any great one in any industry.

A major part of that is, of course, the product and while we continue to focus on product leadership, we’ve also grown our business to include what we believe to be the best in industry and world-class customer care. It’s how we work with prospective customers to make the build process very special; it’s how we deliver the boat to the customer; and how we take care of them, not only after the sale and through the warranty period, but forever. We just delivered a boat for a customer that came back for Hatteras #12 and I was recently in the Virgin Islands with some seniors who are into their third and fourth Hatteras and meeting their grown kids who are in the process of buying their first. We’re really focused on making this a family experience and much more than just the boat itself. That’s really something special.

KK: You touched a bit on product development and you seem to have an aggressive schedule ramping up. Why don’t we continue with that part of the business.

JM: That’s the one thing now that we are absolutely excited about. We are doing more product development between Hatteras and our other brand, Cabo, then either company has done in their history over an 18-month period of time.

Cabo 44 HT Express

Between the two brands we have nine products that are in various stages of production and will be coming out over the next six to eight months. Here at Hatteras, that’s going to include a whole new line of sportfishing convertibles. We think this is going to stir up the industry and thrill our customer base. But beyond that is the fact that we are able to be doing this now. I mean, again, the industry is going through some very tough times and a lot of our competitors, and even some of those who we do not compete with, are struggling to survive. We have been very fortunate as a business that we have been able to invest at such a high level and come to market in one of the biggest ways we’ve ever done. It started at this past Miami and will hit full force this coming Ft. Lauderdale. By Miami 2011, everything will be there.

KK: Let’s speak about the core ideas of the design and engineering team and how they are able to make the vision a reality.

JM: We have a treasure trove of expertise on the technical side and it really goes back to the core DNA of this company; the first company to come out with a fiberglass base convertible. From day one, with Willis Slane, we have always been about innovation and for 50 years now, it has never let up. I’m not sure if I really know how we have managed to build and maintain that magic, but it’s there. You see it with our competitors that copy us, from our tunnel designs to our propeller designs to how we do our electrical systems to the entire technical spectrum of what makes up a great boat product, chances are the innovations started here.

Chris Walker, P.E., Manager Structural Engineering

What people are talking about these days is not so much on the design side but on the manufacturing side with resin infusion technology. This very complex and special procedure allows us to put what we feel is our superior, solid bottom boats into weight competitiveness against any of our competition. Everything we build today is a resin infused product which we feel is a major part of what is making us special and allows us to do a world-class, luxury yacht on a very competitively weighted fishing platform.

KK: These new products that are forthcoming, that are going to continue to put Hatteras in the forefront, how are they going to affect the short-term as well as the long-term health of the company?

JM: With everything we’ve done over the last decade, some of its been great and some disappointing. We’ve taken stock in that and what we’ve been doing with this new range, and we want to have come out, is a line of products with a similar DNA on the performance and other functional sides as well as in styling and appearance attributes.

That’s exactly what we’re going to be doing with the new GT Series: the GT 54, the GT 60, and the GT 63. Every one of these is going to be sharing a common Hatteras pedigree yet every one will have its own distinctive personality that is very targeted to its own customer base.

If there have been any holes in our lineup created over the past decade either due to our top end speed considerations or that some of our styling was inconsistent, these products—and here, the design brief was very clear to the team: That the boats were to be world class, pedigree Hatteras products with no excuses on anything; not speed, not looks, not fishability. You name it, it’s there—so it’s very important how we emerge out the current economic slump and how we’re going to accelerate our business going forward. If we’ve done our homework right, and I believe we have, we’ve created platform basis that will serve this company well into the next decade and beyond. And I’d like to offer one corollary: If you look at some other iconic products out there, products, for example, such as a Rolex Oyster; it is so great as it is, if you take it and continually change it, redesign it, you almost devalue it. What we think we’ve done with these products is just so spot-on that they will carry us on to the long-term.

KK: Something that you previously alluded to was that Hatteras has always been a company that is steeped in tradition and heritage. How do you take that very strong heritage and fold it into state-of-the-art and emerging technologies?

JM: I think what the new technologies allow us to do is continue to take that core heritage that made our products and us so special and continue to make them better and better. While building on a succession of 50 years of heritage, one of the things we saw was an increasing interest in the market penetration of the custom builders off the Carolina coast, as a collection. The question we ask then, is what is it about those products that is attracting the interest? I think some would argue there is a special design flare in several designs that a number of the production boat builders don’t possess. We’re trying, as an example, to incorporate that classic Carolina styling into a contemporary and current interpretation for all these new products. However, instead of cold molded, or open molded fiberglass construction, we do it with the resin infusion technology and we get the lighter weight, higher performing package with it.

Bruce Angel, V.P., Design & Engineering

KK: As we wrap things up, why don’t you take this opportunity to give us what you envision as the company’s future. 

JM: As we go forward, my hope is that we are going to be equally known for our ability to provide great service in the same way we have positioned ourselves as a quality builder. We want to leverage our brand, which is one that people aspire to and want to be associated with, to the entire process; from design, through the build, and the post delivery experience, we want to be there with the kind of world-class service expected of us: To know where out boats are and should issues come up, we want to be the first responders, to turn something gone wrong into something gone right. We want people to be thinking of us and coming to us because they know there is never a question of trust in us as the company they are making their investments in.

We want to be there later on in their ownership cycle as well. We have a refit business now and it’s doing great things for us by bringing back owners to the factory we haven’t seen for a while. It’s a wonderful way of reconnecting and keeping the boats the way the customers want them while putting value back in their investments. The big vision as we go forward is that we’re as much about providing great service and taking care of customers as we are building a great product.

In our next installment: What’s Past is Prologue

Hatteras gives its 60 Motor Yacht a redesign without compromising anything the builder is noted for.

For more information:

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Posted by on April 13, 2011 in Uncategorized




Power Play!

Are You Maximizing Your Power Sources?

By Don Wilson
TECH DOCTOR DON WILSON has worked in technical capacities in the marine, automotive and RV fields and for the military since 1989 and has extensive experience in designing and troubleshooting onboard electrical systems. A former customer service manager dealing with electronic issues, Wilson currently serves as a technical instructor for the RV industry’s RVIA Trouble Shooters Clinics and is a full-time sales application engineer for Xantrex Technology, Inc. POWER PLAY! is the first installment of TECH DOCTOR articles being presented by the Boat and Yacht Report.

 When you’re out on the water, do you take full advantage of all of the power sources on your boat in the most effective manner possible? Unless you have a complex, automatically controlled system, you probably don’t. Consider of all the power sources you may have: shore power, generator, inverter, alternator, solarpanels, wind turbines, nuclear (okay, maybe not yet). What are the primary benefits and limitations of each, and how can you maximize your efficiencies?

 Shore Power

Obviously, the key benefit of shore power is that it is constant, so long as you’re docked and the power grid is not interrupted.

Eaton Admiral Shore Pedestal

This doesn’t necessarily translate into “unlimited” power however (since it varies according to the shore breaker size), but at least it’s not intermittent. The good news is that you can power all of your onboard devices and charge renewable storage (batteries) as fast as possible, or slower if other demands on the boat increase, while holding them at full charge in preparation to unplug. The main limitation to shore power is that it’s not portable, which is kind of the point of owning a boat, isn’t it?




Onan QD 60Hz 27.5kw


The main benefit to the generator is that it’s an onboard source of AC current. It’s like taking your shore power with you, except it uses fossil fuels which are limited in supply until you can return to shore. The best way to use a generator is to use it at full bore and shut it down when demand drops below 50% of the generator’s capacity (more on this in the inverter section).


When you are underway, your alternator is spinning relentlessly, providing amperage for charging the engine batteries and running electronics. However, once the engine battery is fully charged,what do you do with the alternator? Here’s a nifty tip! If you have a 200A alternator, and the electronics draw less than 50A, consider engaging your battery combiner to channel some of the available amperage to your house batteries. It will charge just like your generator would, but without another engine running!


Solar and Wind

Solar and wind are related since the sun doesn’t always shine and the wind doesn’t always blow. These would be supplemental chargers for the battery bank just like the alternator as described in the previous paragraph. Once the house battery is charged, can that excess current be used for another bank? Combine them to take advantage of the free resource…okay, it might not have been free when you priced the components, but since you already have it…use it!


Xantrex Freedom HF Inverter

The inverter is a smart substitute for the generator and can even partner with it to produce an efficient use of resources. An inverter really shines when used in two conditions. First, it delivers a low power draw for a long period of time, ideal for use with entertainment systems, or small electrical devices. Second, it is perfect in providing a large draw for a short period of time, say for usage with a microwave, or perhaps a short-term motor. Both of these scenarios are terrific applications for an inverter, whereas using a generator would be totally inefficient. Running a 15kw generator for 500W of electronics doesn’t make sense, and running a generator at 50% capacity for two to five minutes doesn’t allow the engine to warm up, and will eventually wear out engine components. These types of conditions are best suited to the inverter, until the batteries are in need of a charge. At this point run the gen for air conditioners, and charge those batteries back up, then go back to invert.

The Bottom Line

The key to maximizing your power efficiency is to use the available power sources you have to the full benefit of your system. Don’t let a power source go idle when that resource can be directed to another component of your system to be used later.


Next up from Don Wilson: Why is Regulatory Compliance Such a Big Deal? What’s the risk if your onboard electronics lacks it?


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Posted by on April 13, 2011 in Uncategorized



This is what I call a company using its head! 

Marine ventilation company Delta T Systems has set a standard for excellence and innovation and following suit, its long-awaited Head Vent System is now in full production. My friends over at the Martin Flory Agency sent me this information and I will be following up with Delta T for a more technical and behind-the-scenes look at what went into its development. But for now, this should be sufficient information for you if you are interested in this kind of equipment.

The Head Vent System uses a single powerful blower to extract air from multiple heads on a vessel.  It is compact, quiet, highly effective and fully automatic. The entire system including the blower, the control unit, and the dampers are housed within a central, remotely-located plenum box. The plenum box measures only 16″ L x 12″ W x 13″ H.  A single Head Vent unit is capable of ventilating up to four heads. The system is fully automatic and requires no input from the user.  Each head is fitted with a highly sensitive motion detector. When someone enters one of the heads, the system automatically initiates the flow of air from that head. When leaving, the system remains on for a preset length of time in order to fully ventilate the space, and then shuts down automatically. The Head Vent System is also available in a manual version where the flow of air is started and stopped using a wall-mounted switch within each of the heads.

The new Head Vent System runs on 24 volts DC and requires only one exhaust port through to the outside of the vessel. It is simple to install, seamless to operate, and it will add value and true functionality to vessels. 

Contact Delta “T” Systems, 858 W 13th Ct., Riviera Beach, FL  33404.  561-204-1500; Fax: 561-848-1611.;

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Posted by on April 11, 2011 in Uncategorized


Dock News

Interlux Press Release

Interlux® To Paint Manufacturers: “Put the Tributyl-tin–containing Antifoulings To Bed”

UNION, NEW JERSEY (USA), APRIL 28, 2011 – Interlux, a world leader in antifoulings, says it’s surprised to find companies are still promoting the harmful organotin compound for use in American waters. Prompted by such irresponsible activities, the company issues the following update & advice:

On September 17, 2008, the International Convention on the Control of Harmful Anti-Fouling Systems on Ships (“AFS Treaty”) was enacted on a global basis (for all countries that have ratified the treaty), banning the presence of Tributyl-tin (“TBT”) on boats. While ratification by the US Congress is still due, this global ban does affect many American boat owners.

Key Facts:

• The harmful environmental effects of organotin compounds were recognized by IMO in 1989.
• In 1990, IMO’s Marine Environment Protection Committee (MEPC) adopted a resolution recommending that governments establish measures to eliminate the use of antifouling paint containing TBT on hulls less than 25 meters in length.
• In 1999, IMO adopted an Assembly Resolution that called for a global prohibition of TBT-containing antifouling by January 2008.
• In October 2001, the AFS Treaty was adopted.
• On September 17, 2008, the AFS Treaty was enacted. The treaty provided that boats shall not have TBT-antifouling or such compounds on their hulls and external parts and surfaces or shall bear a coating that forms a barrier to such compounds leaching from the underlying, non-compliant antifouling system.
• To date (March 2011), 50 parties have ratified the AFS Treaty, representing over 78% of the world’s shipping tonnage.
• The AFS Treaty bans the sale, application and presence of TBT-based antifoulings.

Considerations for American Boaters


• Enter Antigua, Barbuda, Bahamas, Saint Kitts & Nevis with TBT paint on your boat. This is illegal.
• Enter European waters such as the Mediterranean. It’s illegal. The ban has been adopted by the European Union.
• Have TBT-based antifouling applied in the geographical areas noted above. It’s illegal.
• Forget to carry paperwork onboard to show compliance*.
• Try and transport your boat using International Boat Shipping services without confirming and declaring antifouling compliance for the destination port. Port Authority Control can decline entry and/or issue significant fines for breach of Treaty!
• Let other paint companies tell you TBT-containing paint is the right choice. With today’s technology, it is not.
• Forget that Our World is Water.

*The AFS Treaty covers all ships regardless of size but in order to ensure compliance to the treaty only ships over 400 gross tonnage will be required to carry a Certificate showing the current coating is in compliance with the treaty. Ships greater than 24 meters but less than 400 gross tonnage shall be required to carry a Declaration signed by the owner along with an appropriate document such as a paint receipt to show compliance.

• Select the high performance replacement technologies that work (without the TBT), such as the Self-Polishing Copolymer technology that provides longevity and peace-of-mind. The Interlux product is Micron® 66®.
• Consider the environment and the condition of your local waters. International Paint used TBT in antifouling paints until 2001 when we revolutionized the market with the break-through of the first, copper-based, true Self Polishing Copolymer (SPC) Technology. We found a replacement and we voluntarily withdrew TBT from all our manufacturing sites world-wide, prior to the ban. A responsible company is a pro-active company.
• Refuse stocking or purchasing of TBT-containing antifoulings with the objective of environmental improvement. Great performing replacement technologies are available. Would you paint your kitchen with a lead-based paint, knowing what we know today?

To fully understand the AFS treaty you can view or download a copy from the IMO web site, or at

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Posted by on April 9, 2011 in Uncategorized


The Salty Life

The Salty Life

Winter Blues Finally Turn to Green

I had a thought back there while I was getting my Palm Beach Dock Walk posting together. I mentioned how we here in the northeast, and in particular in New York City, have just come out of a pretty awful winter. Now I know my friends in the midwest, those same stalwart buddies who have, for years, been trying to get me to visit in the vast hinterlands of Michigan and Wisconsin, to sit around a hole in the ice in a shack out on a frozen lake with unlimited amounts of Jaggermeister and other swill at the ready,  laugh most heartily at my complaining. To those wonderful folks then, I do dedicate the following memoir of the New York City Winter of 2013/14, the ones past and those to come. I hope you enjoy it and the spirit in which it was written. It goes something like this:

The Adventures Of An Urban Fisherman

 Braving the wilds of Gotham’s cavernous streets, I take on the Big Apple’s angling challenge.

By Capt. Ken Kreisler

fishing-752584_1280In November, when the north winds blow and the jet stream dips down from the wilds of Canada across the island I have called home all my life, it brings with it the icy chill that stays with this part of the country until well into March. All of my hearty fellows anglers have long since packed up their fishing gear, stripped and oiled down their reels, and put all things pertaining to piscatorial pursuits away until next spring. Some will patiently wait out the winter until they hear that the first flounder has poked its eyes up out of the mud while other unfortunate souls will sadly have at the family fish tank.

It’s different for me. I have long since had my seasonal fill of multi-million dollar, cushy battlewagons outfitted to the hilt with every conceivable electronic instrument, the likes of which can also be found on the space shuttle. And as well, those fishing rods with broomstick-thick tips, high-speed and yes, even electric reels with line capacities capable of girdling the globe. Instead, I have decided to even out the ichthyologic playing field some by becoming an out of the ordinary kind of angler. I am a New York City ice fisherman.

Yes folks, I live in Manhattan, one of the five boroughs that make up the Big Apple. For those of you who slept through the Enlightenment, Manhattan is an island. And while it’s joined to the hinterlands and the neighboring state of New Jersey by no less than 18 bridges and three tunnels, it is indeed surrounded by water. I know. I’ve circumnavigated my island home many times.

We islanders are as tied to the sea now as we have always been. And one of the strongest bonds we have is fishing the waters that surround us. Pshaw, you say? Well, I do admit that even though we’ve gotten a rather bad rap in recent years as to the quality of our local tributaries and the denizens that inhabit it, I haven’t seen a two-headed, six-eyed, glow-in-the-dark fish landed in quite some time now. I’ve had bass in the Bronx, bluefish at the Battery, and flounder in Flatbush. But I digress.

As far as I know, I am the only ice fisherman fishing the island. Given the population of Manhattan hovers around 1,541,150, I’d say I occupy a fairly unique position here. While my fellow metropolitan dwellers scurry hither and yon along the concrete sidewalks of our cavernous city, I, garbed in gear suitable for the purpose, set out for several of my favorite sites that have been the scene of epic battles. Ones that in the past have seen me pitted against the elements and my finny combatants in contests with but one outcome. Always, it’s all or nothing. Take no prisoners. Failure is not an option. Semper Fi marine. Hoo-Rah!

alone-1839190_1280For today’s outing, I have chosen Central Park. The Park, as we islanders know it, was conceived, designed, and built by Frederick Law Olmsted and Calvert Vaux after winning the commission to do so in 1857. They transformed the then swamps, bluffs, and rocky outcroppings into the magnificent 843-acre haven it is today. Among other features, it has equestrian paths, two ice skating rinks, one swimming pool, roadways, open fields, a reservoir, more than 40 bridges, 51 renowned sculptures, statues, and fountains, a conservatory garden, tennis courts, the Delacorte outdoor Shakespearean theater, a castle, a zoo, a model sailboat racing pond, restaurants, one of the greatest art museums in the world on its eastern boundary—that being the Metropolitan Museum of Art—and three lakes. It is the lakes that I will fish today. And my quarry? No less that the scrappy golden shiners, the aggressive largemouth bass, big-shouldered pumpkinseed and bluegill sunfish, fighting carp, and the elusive chain pickerel. All worthy opponents.

My first stop is Rowboat Lake. At 22 acres, it is the largest of The Park’s waterways. Turtle Pond, the smallest, is at the foot of Belvedere Castle right next to the Delacorte bordering the East 79th Street transverse, and the Harlem Meer is uptown at 110th Street and Fifth Avenue. When I arrive, much to my dismay, there is only patchy skin ice covering the placid waters. I expected more of a challenge as the daytime temps have been hovering around the freezing mark and plummeting at night. No need for the hammer and chisel. Undaunted I ready myself for work.

When it comes to this kind of action, I carry two rods with me. In one hand I hold a St. Croix six-foot Legend Elite that I wrapped myself with distinctive patterns taken from Native American motifs.  My reel of choice is nothing less than a Fin-Nor Steel River SR1000 with a spool of four-pound test on it. But slung on my back, in its custom carrying tube with a crush test weight of 600 pounds per square inch, is my pride and joy: An Orvis two-piece, eight-foot-four-inch T-3 with a mid 6.5 flex paired up with a Bat Large Arbor IV reel. Yes, life is good.

With rod and reel ready, I begin with one of my favorite hand tied lures; a perfect replica of a juvenile Blattaria Americanus—the American cockroach, indigenous and prolific to this area—tied with a basic non-slip knot for more natural lure and hook action. I cast. A double whip-out-and-in followed by a full arm push. It hits an open water area with a solid plop. I peel off some line. This “fly” been a good fish raiser in the past and I watch as the splash rings move out from the center. I give the rod tip a little flick, then another, in hopes of coaxing a fish up. I wait for the strike.

A rustle in the bramble to my left diverts my attention for a moment. But that’s all it takes in this kind of game. I hear a splash. Quickly turning around I think I glimpse the tip of a tail disappearing in the inky water. All I see are expanding concentric rings. Time to bring Blattaria in and swap it out for a Lepidotrichidae, one of 370 species of silverfish living in North America. Mine is a work of art.

“Hey buddy,” a raspy voice calls out to me from behind. “Got something for an old veteran?” I really don’t have time for this right now. Any break in concentration will surely mess up my rhythm. But I am a humanitarian at heart and so I turn around to face a fellow human being who has not coped well with life’s ups and downs.

“Tell you what sarge, I have no money on me but I’ll gladly give you something to eat,” I said. It is the absolute truth, as I have no legal tender on me but for my Chase ATM card. Hey, you never know.  He paused for a moment and seemed to ask a question of someone standing off to his left. When the phantom did not give him the answer he was expecting, he steadied his gaze once more on me. “Yeah. Okay. Whatchagot?”     

I pulled out the other half of a great big gourmet sandwich I had left over from Dean & DeLuca, that truly wondrous and fabled food store that opened up a branch east of The Park’s Fifth Avenue border on the corner of Madison Avenue and East 85th Street, and offered it over. “What’s that?” “Honey glazed turkey, avocado, sprouts, red and yellow bell peppers, and romaine lettuce,” I answered. “And this heart-of-palm salad,” I added, holding up the small plastic container, as if that would surely end this exchange. I was eager to see my fellow human being not go without a nourishing meal but just as motivated to get back to the business at hand. I was burning daylight. 

“What kind of bread?” he asked. “Sourdough.” “I’ll pass,” he said and walked off. Obviously, from the look on his face, he was more than content to continue the conversation with the phantom walking along side of him. Over 1,541,150 or so stories in Gotham, and I had to run into this one. 

I worked several spots near the Loeb Boathouse and around the back of the lake. winter-1592830_1280Both the Cherry Hill and Strawberry Fields spots produced nary a nibble. Time to pack up at head for Turtle Pond. Again, I am on the schnide. That’s city street talk for zero. Nada. Zilch. Not even my superb Musca Domestica Linnaeus, the common housefly, or a most wonderful rendition of Hemiptera Gerridae, the wingless water skipper, could entice my quarry up from the deep. And the same fate awaited me uptown at the Harlem Meer. Time for this fisherman to head for the barn. That’s home, in fish parlance.

It’s been a trying day and why they call it fishing and not catching. The sun is very low in a graying sky, and the lights of the buildings around The Park begin to glow amber as evening begins to take over. For me, it’s a short walk home to strip off my fishing gear, put on a pair of sweatpants, sneakers, t-shirt, and polar fleece jacket, and take the dogs—I have two Tibetan Terriers—for a walk.

In the waning hours of what is left of this day, I find that we have aimlessly wandered past Rowboat Lake. For a moment I stop and notice an expanding ring in the lake’s center where no stone had been tossed or breeze swept across its surface. 

 “You win, old fighter,” I whisper, my breath hanging on the night air, glowing with the slight mist of a gossamer web under the blue white light on the side of the lane. “This time.”

If you have your own SALTY LIFE experience and would like to share it with us, please send it in, along with any images, drawings, illustrations, maps, or photos. If it gets posted, I will send you two dozen of my world famous, hand made, chocolate chip cookies. Promise. And don’t forget to let me know if you have any food allergies, like with nuts, so I won’t load them up with pecan, walnut, or macademias. You’re going to love ’em. Fair winds shipmates! -Capt. Ken

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Posted by on April 7, 2011 in The Salty Life


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