Triton Vol. 2, No. 2

COFFEE CULTURE

Check out NextGen tricks to pour a perfect brew

PORTUGAL Culture, cuisine, cork... and 364 days of surf !

THE DARK SIDE OF YACHTING

Shining a spotlight on sexual assault

REFIT REALITY

Our popular annual feature is back!

ONE SCHOOL. UNLIMITED POSSIBILITIES.

MPT is the most complete full service private maritime school in the country. Training programs are internationally recognized and utilized by crew members from every facet of the maritime world. Our campus boasts over 61,000 square feet of classrooms, deck and engineering simulation and training labs, and several off-site training facilities.

OUR UP-TO-THE-MINUTE, INDUSTRY-LEADING TRAINING INCLUDES:

• Refresher and Revalidation Courses

• Basic Training

• Advanced Fire

• Dynamic Positioning

• Medical and more MCA, USCG, RYA AND PYA TRAINING COURSES AND PROGRAMS

All licensing levels, including:

• Officer of the Watch

• Master

• Engineering

• Stewardess

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SELECT YOUR FAVORITE options or design your ultimate, personalized dream boat with FormulaFlex™ to tailor graphics, upholstery and electronics to your liking. When you order your Formula you have the opportunity to work with our sales team and project engineer directly or visit our headquarters for a truly immersive experience as you make your vision a reality. Enjoy receiving photos as your personalized dream boat advances through production, plus a complete set of photos at delivery. Want a more involved view? Arrange for a tour and personally observe your boat’s progress – we would love to host you.

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FROM THE PUBLISHERS

Boatyards

and dentists — you need them both!

Four months into the year already! It feels like we just went through spring yesterday. Now most yachts are headed into refit season and then off to the Med or New England, or wherever your yacht is scheduled to go this coming summer. But first, it’s yard time!

No one wants to be in the boatyard, just like no one wants to go to the dentist. Both may sound like painful experiences, but you need them both, and often they are not nearly as bad as you think they will be! While being in the yard may be a chance for some crew to have time off, it’s a lot of work for the rest. And while dentistry may be a true science, refits are not. Not everything always falls into place as planned. That’s just the way it is. So be prepared.

It used to be that you could arrange your yard time with not much notice and an evolving list of things to do that you would figure out when you got to the yard. Not anymore! You better have your list as specific as possible, your timeline as specific as possible, and your yard period locked in far ahead of time. That’s how you will avoid a painful experience.

You and the yard are both motivated to get the work done. The yard has other boats in before you and more lined up after you, and you have places to go with the boat when you are done. You both have incentive to stay on track, so working together with the yard can bring you a rewarding experience — if you are prepared.

After the dentist, your teeth are refreshed. After the boatyard, your boat is refreshed. Be nice to both and you will not feel any pain. It’s always worth it!

KEVIN QUIRK Co-owner & Co-publisher

Publishers

Jim Bronstien | JimB@TritonNews.com Kevin Quirk | KQ@TritonNews.com

Editor-in-Chief

Susan Jobe | Susan@TritonNews.com

Associate Editor

Kevin Maher | Kevin@TritonNews.com

Art Director

Debbie Reznik | Production@TritonNews.com

Sales Director

Edward Ibarra | Sales@TritonNews.com

Digital Advertising & Marketing Director Carrie Bailey | Carrie@TritonNews.com

Social Media

Caitlin Kader | Caitlin@tritonnews.com

Business Controller

Katherine Urdaneta | kat@usmarinagroup.com

Contributors

JD Anson, Patricia Clark, Dorie Cox, Capt. Jake DesVergers, Julie Emmons, Catherine and Daniel Hanes, Gemma Harris, Michael Karcher, Alene Keenan, Rob MacDonell, Capt. Jeff Werner

Contact us

TRITON Magazine +01 954-525-0029

1881 SE 17th Street, Hilton Marina Yacht Basin Fort Lauderdale, FL 33316

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Vol. 2, No. 4

Triton is a free bimonthly magazine owned by Triton News Network, LLC.

Copyright ©2021 Triton News Network. All rights reserved.

Reproduction in whole or in part without written permission is prohibited.

Contributors Guidelines

Triton welcomes content from captains and crew to be considered for publication. Please email queries to Editor@TritonNews.com.

BRIEFLY

8–12 Industry Updates

50 Top Superyacht Sales

WORKIN’ IT

18 Clearing up confusion on salvage awards.

22 One crew, two boats, two states — yikes!

CREW LIFE

Grappling with sexual harassment and assault in yachting; the “human factor” of incident reports; help for mental health at sea; luxury spas to recharge crew spirit; tools to pour the perfect cup of java; and revving up for success in an offboarding venture.

Pages 24–37

DESTINATIONS

Portugal has been popping up on “best destination” lists these days — and it’s easy to see why.

Pages 52–55

EVENTS

Check out our calendar and crew photo galleries from the Miami boat show and Triton events.

Pages 58–69

BACK PAGE

Take the Triton Double Take challenge!

Page 76

Special feature

REFIT REALITY

What is a refit? Turns out, the answer to that question depends on who you ask. There is one thing everyone agrees on, though: the need for more skilled workers at the yards.

38–40

The risky business of closed-space entry; knowing when to replace vs. repair; and upgrading to an electric propulsion system.

41–43

New trends in onboard art; interior prepping begins before the yacht hits the yard; four chefs define their dream galley; and one yacht designer’s thoughts on the best crew quarters.

44–49

Bradford Marine lift in, roof off, expansion on

Bradford Marine has bridged the gap across the canal with a new barge to Bradford Marine East Marina, the company's acquisition of the former Billfish Marina. The vessel, called the 84 Express, ferries customers and employees between the two marinas on the company's 27 acres along the New River on Marina Mile (State Road 84) in Fort Lauderdale.

Other company developments include a new 150-ton Marine Travelift that has been installed to haul vessels 75–112 feet, in addition to the company's existing 70-ton Marine Travelift for vessels 35–70 feet. The 220-ton Synchrolift on the original property lifts vessels 70–140 feet, and works well for wooden yachts.

The Bradford properties also include in-water dockage for vessels up to 180 feet in length.

The new Bradford Marine Yacht Refinishing Facility, located a half-mile from the riverfront properties, has now opened with 5,300 square feet of climatecontrolled industrial space. This facility

New CEO named at RMK Merrill Stevens

offers spray booths, a clean room, and office space for jobs ranging from small parts and electronics to full paint jobs and teak work.

"There are vessels that are 200 feet-plus that can’t come down the river, that we still work with because we have all of these capabilities," said Michael Kelly, president and chief operating officer of Bradford Marine.

As part of ongoing improvements, Bradford recently removed the concrete roof on the north docks to accommodate larger yachts and has eight slips for yachts up to 180 feet. The main office is also being renovated to create a better, more updated environment for employees.

"We are creating a full-service marina environment — a nice place where you want to hang out while you’re on your boat," Kelly said. "A home away from home where you can have all of your work done. There are marinas with no service and service with no marinas, and we are blending the two."

bradford-marine.com

Italian-born Marco Santoro grew up in a family that loved the sea and boats. This lifestyle led to his career in the maritime industry and his most recent appointment as CEO at RMK Merrill Stevens in Miami.

In his early years, Santoro followed in his grandfather's path as a naval architect and marine engineer. He worked in the technical department of Rodriquez Yachts, then interned in after-sales and service with Ferretti Group in 2003.

Now, in a top position at RMK Merrill Stevens, he will oversea the company, including the north and south yards that work with yachts from 20 to 240 feet. The company plans to expand its brokerage house, Merrill Stevens Yachts, with the acquisition of new dealerships.

"I’m extremely proud to have been appointed as CEO of RMK Merrill Stevens. This company has an incredible heritage being one of the most historical shipyards in the USA, but also one of the most technologically advanced and modern shipyards," Santoro said in a company press release. "My main goal is to enhance our clients journey, starting from the moment they get in contact with us till the moment the client leaves our yard. This means to be able to listen to our clients’ needs and expectations, and deliver to them the highest quality experience. If we are capable of doing so, we will retain our customers, who will became also our best ambassadors."

rmkmerrill-stevens.com

INDUSTRY UPDATES

Sheltair partners with Turtles Fly Too

Sheltair Aviation has announced a partnership with Turtles Fly Too, a registered 501c3 charity that has rescued, rehabilitated, researched, and educated to help endangered sea turtles since 2014.

Sheltair serves on the front line in the effort to improve sea turtle survival rates with emergency transport flights by general aviation pilots, dubbed “Turtle Fliers.” The company coordinates and facilitates large-scale “first responder” relocation efforts.

“It is because of our critical work with these amazing pilots that we are honored to announce our new partnership with Sheltair, a family-owned business known for its service-driven corporate culture,” says Leslie Weinstein, founder and president of Turtles Fly Too. “Having the support and partnership of Sheltair will make a difference in our work of transporting these turtles and other endangered species to rehabilitation hospitals. Aviation has always been at the core of our mission because transporting these vulnerable animals by aircraft, rather than by ground, shortens travel time and reduces stress, facilitating quicker recovery times. Companies like

HMY Yacht Sales partners with Centounonavi

HMY Yacht Sales officially announced a partnership with Centounonavi at the Miami International Boat Show in February. The superyacht brand, Centounonavi, is made in Italy and was founded by designer and entrepreneur Manuela Lucchesi and naval engineer Marco Arnaboldi.

Together, the companies will highlight the 28-meter super-fast (60 knots) Centounonavi

Forza yacht in the United States. Another more compact model from the Centounonavi line is expected to be released soon. U.S. broker HMY Yacht Sales has been in the industry since 1979 and works from 14 commercial offices with more than 50 professionals.

Sheltair that have a strong corporate social responsibility and care about the animals with which we share the oceans are key to our success.”

The organization partners with the National Oceanic and Atmospheric Administration (NOAA) and the U.S. Fish and Wildlife Service (USFWS) to educate students and other nonprofit organizations about the use of general aviation in rescue operations. Volunteers donate time, equipment, and fuel.

"We're thrilled that our FBO network is positioned to provide premium service to best support Turtles Too and its mission," said Lisa Holland, president and CEO of Sheltiar. "It's a sentiment shared by our aviation family at Sheltair to want to see our oceanic neighbors survive and thrive."

Sheltair has announced a fuel discount program valid at all Sheltair FBOs.

Volunteer or learn more at TurtlesFlyToo.org and sheltairaviation.com

JPMA announces winner of the annual John Percival Leadership Award

The winner of the 25th edition of the John Percival Leadership Award, established by the JPMA crew training center in honor of its founder, Capt. John Percival, is Capt. Matteo Malfatti, who was nominated by the crew and management company of M/Y Sangha.

“I am blown away by this announcement and would like to express my most sincere gratitude,” Capt. Malfatti said. “Success comes when we want everyone around us to succeed. Believing in our people, being there for them, this is the key to achieving great things, together. Once again, thank you very much for this incredible moment.”

Candidates for this annual award are submitted by fellow crew, who are encouraged to recognize those on board their yacht who show exceptional leadership and mentoring skills. Here are a few of the comments sent in by those who nominated Capt. Malfatti:

“There are multiple reasons why Matteo is a successful captain. He strives for excellence in every aspect of his life. People confide in Matteo because he cares and find ways to make all the crew comfortable in their positions. He has the ability to find solutions for every problem in every department.”

— Sterna Stockhoff, chief stew

“I especially recall that time when crossing the Atlantic, 800nm away from any land and in a 20m sailboat with 4 crew, we lost all the propulsion. Not only he managed the situation accordingly, but he also managed to keep the crew morale high, taking care of each one of us and even organizing little tasks and games to keep us busy in long days adrift in the middle of the ocean until we managed to sail to a safe haven.”

— Ivan Szymanski, first mate

JPMA Student Star Awards

The annual JPMA Student Star Awards honor students who show exceptional commitment and dedication to their studies, whether it be a one-day session or a three-week course. Instructors at the RYA and MCA training center were asked for nominations throughout 2022.

“A good captain is not a boss, not a hierarchy, not even a manager. A good captain is essentially a leader, with all that this entails… Matteo is a transparent, honest captain who listens to his crew; he is aware of what each seafarer brings to the ship, he makes sure that everyone feels part of the team, and fosters bonds between us.”

— Pedro Fraga, chef

“He is always willing to help the crew and is super hands-on with the interior duties to make the workload a bit easier when things are a bit crazy. He always takes the time to listen to our concerns and will always judge a situation fairly and realistically. He is a strong-minded, driven, and motivated person that handles every situation with 100% commitment.”

— Sanell Senekal, stew/masseuse

“He is always making sure I get the challenge I strive for in a work environment. Being up on the bridge with Matteo underway is always a good way to learn new skills. He has the ability to answer questions about navigation or manoeuvres in a way that is easy to understand.”

— Nils Hufnagel, deckhand/engineer

“Straight away Matteo made me feel welcome and he guided me through the day-to-day operations and movements of the Vessel. He was always there to listen and help no matter what he had going on, he created time to listen… I felt like a valued crew member and I could tell that the whole crew felt the same way.”

— Matt Wilson, temporary engineer

The winners of this year’s annual JPMA Student Star Awards are:

THE NOMINATION PROCESS IS NOW OPEN FOR THE 26TH ANNUAL JOHN PERCIVAL LEADERSHIP AWARD, TO BE ANNOUNCED IN 2024. EMAIL MATE@HSS.AC.UK EXPLAINING WHY A MEMBER OF YOUR CREW (PAST OR PRESENT) DESERVES TO BE THE RECIPIENT OF NEXT JOHN PERCIVAL LEADERSHIP AWARD.

EMMA BOKVIST Deck instruction

ADAM WHITE Engineering instruction

Manufacturers of professional yacht coatings offer various solutions for the "final finish." But which choice is ideal – PU (Polyurethane) topcoats, acrylic systems, or a polyurethane high-solid base coat/clear coat layer structure?

To begin, it must be said that there is no ONE paint system. All three systems have unique strengths and advantages that give each of them a clear reason for being in the yacht market. The choice for the topcoat can be guided by two aspects: "properties during the application process" and "long-term properties" after the actual coating.

In summary, it can be said that the owner's requirements must be balanced against the time available, the costs, and the general conditions of the coating process. From this, one obtains an indicator for the paint system to be chosen.

Let's look at the three ALEXSEAL® YACHT COATING systems and where they lead to the best result based on his many years of market experience.

Polyurethane Topcoat - A high-performing Evergreen for every yacht size

Two outstanding features of the ALEXSEAL® Premium Topcoat 501 are always why

THE RIGHT TOPCOAT

this system is chosen – the impressive gloss level of the finish on the result side and the good overspray uptake on the application side. If one also looks at the maintenance and servicing side, there is also the aspect of good repairability. Polyurethane topcoats are thus a safe choice for both small and large yachts and have established themselves in the market for decades. The system can be applied with the spray gun and is also rollable.

Acrylic Topcoat - Fast and shiny finish for smaller and medium-sized yachts

An acrylic topcoat is also highly important in the market. Compared to the other two systems, it is much more workable when the painting conditions are not quite optimal. Two functionalities of the ALEXSEAL® Acrylic Topcoat X shine above all. Firstly, it has a faster drying time, and therefore, offers less surface for dirt particles to adhere to the still-wet paint film. In addition, the dried coating has very good polishability as it is slightly softer than a PU topcoat or a BC/CC system. In the US, where there are many end users who design their smaller yachts themselves as DIY users,

Acrylic Topcoat X has gained an excellent foothold. Another extra benefit is its excellent hiding power, which often requires fewer coats even in direct comparison with other Acrylic yacht paints.

Base Coat/Clear Coat System - With one extra layer to high-gloss durability

The situation is reversed with the ALEXSEAL® Base Coat/Clear Coat (BC/CC) system layers because with this polyurethane system, the crucial advantage lies in the last, extra layer –the clear coat. The application of this system is clearly in the hands of experienced painters and is suitable for special requirements. But the effort of the extra layer and the craftsmanship required to achieve it pays off especially well. The BC/CC build has the greatest Hiding Power and exceptional Depth of Image (DOI) of all three systems. Excellent results are also achieved in terms of gloss level and gloss stability.

The owner‘s demands in combination with the application parameters lead to the right choice of coating system

WE OFFER COMPETITIVE PRICING FOR YOUR NEXT PAINT PROJECT WITHOUT SACRIFICING QUALITY.

We can accommodate vessels up to 75 tons inside our climate controlled shed.

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SALVAGE 101

By Michael Karcher

Marine salvage law goes back hundreds of years, however, the concepts once instituted for commercial vessels and professional seamen still apply to today’s recreational yachts and amateur boaters. While there is a tendency to think of modern recreational boat salvage in the same terms that would apply to a AAA tow truck, the concepts — and results — are vastly different. It is confusion of the differences that often results in misunderstandings or conflicts.

The goal behind salvage award policies is to encourage people to save ships and the people and property on them, and to return the salvaged property to the owners — as well as to discourage “greedy” mariners from appropriating wrecked ships and prevent looting, piracy, or worse.

As Chief Justice John Marshall of the U.S. Supreme Court stated in 1804, if property is exposed to peril or hazard at sea and is saved by the voluntary exercise of any persons whatsoever, “a very ample award will be bestowed in the courts of justice.”

Basically, salvage is a system of compensation to a person who voluntarily assists a vessel upon navigable waters from impending peril, resulting in the recovery or saving of some or all of the vessel, its cargo or property. In order for there to be a valid claim for salvage, the salvor must show that the vessel

To claim a salvage award, there are three conditions that must be met: marine peril, voluntary assistance, and success.

was in peril, voluntary actions (meaning the absence of any preexisting contract) were rendered, and the salvor was successful in saving some or all of the property at risk. If all three conditions are met, he would be entitled to a salvage award.

A salvage award is based on a number of factors such as:

» The post-casualty value of the vessel.

» The nature and degree of danger.

» The measure of success obtained by the salvor.

» The skill and efforts of the salvor in saving the vessel and other property.

» The time used, and expenses and losses incurred by the salvor.

» The risk of liability and other risks run by the salvors or their equipment.

» The promptness of the services rendered.

» The availability and use of vessels or other equipment intended for salvage purposes.

» The state of readiness and efficiency of the salvors’ equipment and the value thereof.

» The skill and efforts of the salvors in preventing or minimizing damages to the environment.

These factors are used to determine the value of the salvage award, which is generally a percentage of the post-casualty (or after-the-accident) value of the vessel. With an expensive yacht, a few percentage points of the hull value can be quite a large number.

Salvage is different from towage, which is a service rendered to assist the vessel and expedite its journey from point to point — a service rendered almost as a convenience to the owner and not for the safety of the vessel. While salvage may involve the act of towing at some point, towing does not involve the act of salvage.

One of the chief bones of contention is the issue of peril. Everyone will agree that a boat on fire and taking on water while off a lee shore in the teeth of a hurricane is “in peril.” On the other hand, a becalmed sailboat on an otherwise nice day, in deep water with no impending storm, is not. Some degree of marine peril, however slight, can be presumed to trigger a salvage claim. It may be a small amount, or a “low-order salvage,” but it would still result in a salvage claim.

In South Florida, and particularly in the Florida Keys, there are many claims involving groundings. It is often presumed that a vessel hard aground, even though it is not in danger of sinking, is at the mercy of the wind and waves and is in some degree of peril. Changing conditions, pending storms, etc., can raise the degree of peril.

When a stranded boater who is hard aground requests a salvor to render assistance and pull him off the sandbar, there is generally some degree of peril, and therefore, it can result in a valid salvage claim.

The key to these situations may be that the salvor and the recreational boater need to understand what the arrangement between them is before it gets started. Often a salvor will operate under what is referred to as a “no cure, no pay” salvage agreement. That is, if the salvor does not render success, he doesn’t get paid. This is different from a towage contract based on a contractual rate (time and materials), usually agreed to beforehand. The rationale behind the open form of a “no cure, no pay” agreement, in which the fee is determined later, is that it allows professional salvors and captains to deal with the job at hand: saving the vessel. Standing on the deck of a sinking vessel is not the time to haggle back and forth over the fee for the job.

If it is not a life-threatening situation or matter of extreme peril, the boater and the salvor should come to some sort of understanding before the job as to whether it is towage or a “no cure, no pay” salvage agreement, the amount of which to be determined later. It’s vital that everyone knows the arrangements before entering into agreements. ‹

Before you get into a potential salvage situation, here are a few tips to consider:

» Read your insurance policy carefully to see just what it covers and what are your duties in a salvage situation.

» If you have a separate tow membership agreement or contract, read it carefully to see just what is covered. Most cover only “towage” and not “salvage.” Get the contact information for all towers and salvors in the areas in which you will be sailing.

» Should you find yourself in peril, have everyone put on their life jackets. Issue a call on Channel 16 of your VHF radio. Inform the Coast Guard or local marine patrol of your location and situation. If there is not a life-threatening situation, the Coast Guard or local authorities may ask if you have a preference for commercial assistance companies. Tell them your preference and call the person you may have previously chosen.

» Keep in mind that if this is truly an emergency situation, it is not the time to make decisions based solely on financial reasons or preferences. You have a responsibility for the safety of your passengers and vessel.

» Finally, should you have any specific questions, contact your insurance provider, salvor, or attorney.

MICHAEL KARCHER IS A SOUTH FLORIDA MARITIME LAWYER WITH THE ROBERT ALLEN LAW FIRM IN MIAMI.

IT ouble uty

By Julie Emmons

Crewing a new build can be exciting, challenging and overwhelming all at the same time — but we knew we were really in for a challenge when we learned that the owners would be keeping the “old” yacht after the new yacht arrived. How would we manage to work on two yachts at the same time? How would we be able to keep up with double the maintenance, cleaning, etc.? Oh, and did I mention each yacht would be in a different state? While we were north for the season on the smaller old yacht, the bigger new yacht arrived in Fort Lauderdale. We would spend the rest of the summer flying back and forth between two states, tending two yachts.

We kept identical weekly and monthly calendars for each yacht to make sure every task needed got done. I will admit that sacrifices were made: The most important tasks were done first and foremost, and the “extra” cleaning only if time permitted. For example, we always wiped main area surfaces and vacuumed each week, but may not have had time for polishing the silverware. We washed the boats and cleaned the strainers each week, but may not have had time to wipe inside the exterior cabinets.

Crew took turns flying to Fort Lauderdale to take care of the new yacht, while the rest stayed back with the old yacht. The rotations enabled everyone to have the opportunity to go to the new yacht. When none of us could be in Fort Lauderdale because of an owner’s trip in Newport, we hired a freelance captain and crew to care for the new yacht. If the owner wanted to do a trip on the new yacht in Fort Lauderdale, all the crew would fly there, and we would hire freelance crew to be in Newport looking after the old yacht.

Since neither boat was ever crewless throughout this experience, both boats were always provisioned. We struggled at times with less sleep and added stress. A tip I would give to other captains and crew who may find themselves in the same predicament is stick to a strict, highly organized plan to best utilize the time you have on each yacht for what really needs to be done. It’s vital for the crew to all be on the same page.

Once we finally brought the old yacht back to Florida, it was much easier to manage and keep track of both yachts. When the crew were told that the owner was ready to sell the old yacht, we

could not be more relieved!

Our next challenge would involve moving all the items from one yacht to the other, which was quite an experience. When everything is put away and perfectly organized on a yacht, you easily forget how much stuff there really is. We were lucky because we were able to dock the two yachts next to each other for a day, during which we frantically moved every item we could manage. With all the stuff scattered all over the salon, it was overwhelming at first. But the process went quicker than expected, and the opportunity for a fresh start on a new yacht quickly became an exciting opportunity for all the crew on board. ‹

Things got tricky when the owner had two yachts in two states, but only one crew… and then came the big switcheroo.

The dark side of yachting

SEXUAL HARASSMENT AND ASSAULT IS A PERVASIVE PROBLEM THAT MANY IN THE INDUSTRY DON’T WANT TO ACKNOWLEDGE, YET NEARLY ALL FEMALE CREW SAY THEY HAVE HAD TO GRAPPLE WITH IT AT SOME POINT IN THEIR CAREER.

BY GEMMA HARRIS

In the tight-knit, high-pressure, service-oriented environment of a yacht, a crew member's job is to make the impossible possible and to always say yes. So what happens when the answer is no?

The International Labour Organization (ILO), Lloyds Register Foundation, and Gallup report that more than one in five employees have experienced violence and harassment at work, whether physical, psychological, or sexual — and the superyacht industry is not immune.

Among the calls received in 2022 by the International Seafarers' Welfare and Assistance Network’s Yacht Crew Helpline, "sexual abuse and harassment — many severe rape cases — accounted

for 5.02% of total cases," according to Georgia Allen, ISWAN projects and relationships manager. And in an anonymous poll posted on the Palma Yacht Crew Facebook group in January, more than 40% of survey respondents said they had been sexually harassed or assaulted by another crew member. Sexual harassment is a broad term, including many types of unwelcome verbal and physical sexual attention. Sexual assault is defined as physical contact or behavior without the explicit consent of the victim. The claims are not based on whether the victim or perpetrator is male or female; they are based on whether the comments, actions, or contact — verbal or physical — is unwanted and offensive.

By its nature, the industry is highly hierarchical, and many senior roles tend to be occupied by men, often resulting in a male-dominated leadership structure. This gender imbalance in leadership can facilitate abuse and has the potential to let negative behaviors go unchecked.

Also, the reactive rather than proactive stance within an industry already known for its lack of universal regulation and oversight has meant certain procedures and policies intended to serve as safeguards for this issue have fallen by the wayside. With increasing professionalism, much of this questionable activity could be curbed. However, sexual harassment and assault run rife within the industry, and the yachting-specific #metoo movement continues.

But why? Is there a lack of proper leadership training, or a weak reporting and repercussion infrastructure? Is a negative onboard culture to blame? Triton’s intention with this story is not a finger-pointing exercise or an exposé on the lurid details of various cases that have been reported to us by crew. Instead, we consulted authorities on the topic and explored the various avenues that exist to better understand why this problem continues to pervade the industry — and what can be done to stop it.

The recruitment process

As a workplace, yachting is highly singular. Blurred lines between work and living create a unique conundrum for the crew — and for those assembling them.

In the no holds barred, “Wild West” environment of earlier eras, contracts were given out on bar napkins and good faith; today, there are more stringent recruitment processes. However, perpetrators continue to enter the industry and maintain their employment on board. Tim Clarke, director of Quay Crew, said, "We know that predators are working within yachting."

The fact that these candidates are still getting on board is troubling. Liam Dobbin, director at crew agency Wilsonhaligan, explained that the recruitment process needs more honesty. "As a minimum standard, we always speak with references and check with people who aren't even listed as a reference," he said.

Clarke concurs. "Every candidate we put forward has a verbal reference taken,” he said. “The reason for this is that written references mean absolutely nothing. Weekly, we get told one horror story over the phone and countless more verbal references which don't match the written reference," said Clarke.

While some agencies do their due diligence, perpetrators still fall through the gaps and continue to work on board.

Toxic cultures

One root cause of harassment and abuse can be the lack of a psychologically safe working environment. Psychological safety means crew members can speak up about issues without losing their jobs or

suffering some other punishment.

Charles Watkins, clinical psychologist and founder of Mental Health Support Solutions, said, “Creating an environment of psychological safety means people are resilient enough, trust their leaders enough to speak up, and that will result in action.”

If this is lacking and there is a toxic onboard culture, it suggests bad behavior can continue. Harassment and sexual assault continue in yachting because there is “an environment that turns a blind eye towards it, or at least doesn’t actively talk about these issues, and people refusing to act,” Watkins said.

While the boundaries of this bad behavior are clear to many, these lines can become hazy when under the influence. The use (and abuse) of alcohol is a part of yachting culture that is normalized through a fully stocked crew mess and the “work hard, play hard” mentality. This, of course, does not apply to all yachts and crew, nor is it the crux of the issue. But it can compound it. Angela Wallace, director of the welfare group at PYA, pointed out that "perpetrators can get away with it under the guise of too much alcohol."

Positions of power

The leadership cultivates the culture; if there is toxicity on board, a crew member in a position of power is allowing it. As in other industries, abuse of power is not a new issue, and it clearly plays into scenarios of sexual harassment and abuse.

“As probably in many other situations, it [sexual harassment] is an abuse of power,” said Wallace. And Watkins echoed that statement. “We see a lot that it [sexual harassment] is often because of an abuse of power” he said.

Capt. Kelly Gordon explained: “It seems as if some captains and HODs [heads of department] think that their position provides them with a sense of power that they often abuse. I have seen higher ranks use their position to make unwelcome sexual advances, and sadly, the crew member rarely speaks up for fear of being fired. I have witnessed HODs be downright mean to those they are in charge of.”

Capt. Gordon is challenging industry trends. She of the Sea, an organization advocating for gender equality and

diversity, found that only one in four women in yachting occupy a senior position. This gender inequality plays an important role in the problem. For example, it isn’t uncommon for job roles to be advertised as gender-specific, with the subordinate roles generally being “female only.” While more women in leadership roles won't eliminate the problem, it would help to create more significant gender equity, altering male domination within the industry.

These ingrained issues of power and gender imbalance may be the cause of the current low crew retention rates. Last month’s conference in Nice on “improving crew retention” is one sign of this industry-wide problem. While some may put it down to the “younger, more entitled generation” entering the industry, could it be instead that people are no longer willing to suffer silently within these toxic environments?

He said, she said

Creating an environment whereby the crew can feel safe to speak up is crucial, but what infrastructure is in place to do so?

Vessel compliance is an issue that is failing parts of the industry. Under the International Safety Management (ISM) code, commercially registered vessels over 500 GT must implement a mandatory safety management system (SMS) that identifies and safeguards against such issues as bullying and harassment.

This code also requires vessels to have a designated person ashore (DPA) implemented by yacht management. These vessels must also be Maritime Labour Convention (MLC) compliant, stipulating contractual terms of the seafarer's rights at work.

But the majority of contracts within the industry also come with an NDA, and some crew may feel gagged by these nondisclosure agreements. “NDAs are often frequently used for dubious reasons,” said Clarke. “While this culture of brushing incidents under the carpet exists, yachting will always have this issue.”

Although it is recommended that vessels under 500 GT follow MLC guidelines and comply with national employment laws and respective flag states, there is no requirement for them

CONTINUES ON PAGE 70 >

•

‘Superyacht FEEDBACK’ debuts

A maritime safety group analyzes the ‘human factor’ of incident reports in a new quarterly e-newsletter.

Staff report

The first edition of “Superyacht FEEDBACK” has hit the digital newsstands. Published by CHIRP, a U.K.-based, not-for-profit aviation and maritime safety organization, the quarterly e-newsletter provides independent, confidential breakdowns of incident reports submitted by yacht crew using an encrypted online form on the CHIRP website or via their app. Although CHIRP has provided this program for 20 years, it’s the first time it has focused specifically on the superyacht sector.

According to CHIRP the group strives

MAINTAIN CONTROL… RIGHT TO THE BITTER END

Initial report

A motor yacht was in a maintenance shed while work was carried out on the anchors and chain locker. On the shed floor, a deckhand stood below the hawse pipe to lay out the chain onto a pallet as it was ‘walked out’ on the windlass by a deckhand under the Bosun’s supervision. The plan was to detach the bitter end and then walk it forward on deck so that a messenger line could be attached. However, as the bitter end was walked forward, a bight was created, and this then fell through the hawse pipe under its weight, narrowly missing the deckhand on the shed floor.

CHIRP comment

Dry-dock work is fraught with hidden safety risks due to the unfamiliarity of the working environment the crew find themselves in. A toolbox talk given by the officer or crew that has carried out this type of work before to highlight the risks associated with this work should have taken place before the work commenced. A job like this must not be rushed.

Friction and the chain’s weight had probably

for a “just” reporting culture, so while failures of process and procedure may be highlighted, CHIRP reports never “name or shame.” Instead, they go to great lengths to ensure that individual people, ports or vessels cannot be identified.

“CHIRP always protects the identity of our reporters,” stated Adam Parnell, CHIRP’s maritime director. Parnell said the group only retains contact information initially in case they have to gather more information. Once a report has been completed, all personal details and identifying information are deleted from their system.

The program is designed to augment — not replace — company or regulatory reporting programs, and those who report incidents are always encouraged to use official channels if they feel safe doing so. But for those who fear reprisals, such as losing their job, the group will advocate on their behalf.

The reports focus on the human factors that contributed to incidents and near misses in order to stimulate conversations about safety. Their goal, according to Parnell, is to simply raise awareness in the hopes of improving safety outcomes in the future.

stopped it from slipping across the forecastle. However, as the end of the chain was walked forward, the chain’s weight (and thus friction) would have reduced sufficiently to allow the chain to surge forward under gravity.

It is not clear if the chain had been removed from the windlass or whether the windlass brake had not been applied. An independent means of controlling the chain, such as a ‘stopper’, would have prevented the chain from surging forward. These are quick and easy to rig and would have secured the chain while the messenger was attached to the bitter end and connected to the drum. As an additional safety precaution, the deckhand on the shed floor should have been directed to stand away from the chain while it was being ranged.

Factors identified in this report

Communication: Communicate the risks associated with this work and check that the agreed safety measures are in place. This includes ensuring that no one is standing in the direct line of the anchor cable.

Complacency: Seamanship still applies even in the maintenance shed! A stopper would have reduced the risk of an accident.

elcometothefirsteditionofSuperyacht FEEDBACK!This aneweditorialthat complementsourestablishedbutmoregeneral entireMaritimeFEEDBACKnewsletterwhichcoversthe maritimeindustry.Firstly,wewanttosaya huge‘thankyou’tothoseofyouwhoaskedusto produce separateanddistinctivepublicationwith boardparticularfocusonsafetyissuesencounteredon expectationssuperyachts.Wehopethatwe’vemetyour –letusknoweitherway! safetyAndthankyoutoeveryonewhosubmitted reportingreportstous,eitherthroughourwebsite portalorviaourapp.Werecognisethat yourreportingcanoftenbeadifficultstep,butwerelyon reportstoraiseawarenessofsafetyissues,and

byyoureallyarehelpingtoimprovesafetyoutcomes doingso;sothankyou.

Webelievethatoursafetynewslettersdiffer tomanyothersbecausewefocusontheprimary misses.human-factorsthatcontributedtoincidentsandnear Thesearelistedattheendofeachreportforeaseofreferenceand stimulateconversationsaboutsafety.CHIRPbelievesina‘just’reporting andculture,sowhilewemayhighlightfailuresofprocess greatprocedure,wenever‘nameorshame’andgoto vesselslengthstoensurethatindividualpeople,portsor Wecannotbeidentified. informativehopeyoufindthisaninterestingand read,andpleasedoletusknowyour futurethoughts(bothgoodandbad)sothatwecanmake reportseditionsevenbetter.Anddopleasekeepyour coming!Yoursinsafety, TheCHIRPMaritimeteam

PleasenoteallreportsreceivedbyCHIRPareaccepted goodfaith.Whilsteveryeffort madetoensuretheaccuracyofanyeditorials,analysesandcommentsthatarepublishedinFEEDBACK,pleaserememberthatCHIRPdoesnotpossessanyexecutiveauthority.

wentdown,itbecamehardertoseetheunlitposts,which indicatedthesaferoutesaroundthereef. misseddecidedtoturnaround,andonthereturntrip,we onepost,andthetenderwentagroundonareefand hadcouldnotrefloatasthetenderasthetidewasdropping.We noradioorphonesignal,butapassinglocalfishergave theusaliftbacktotheyacht,andwereturnedwiththefisheron hightidethatnighttorecoverthetender.”CHIRPcomment inThecaptainintentionallydeviatedfromsafetyprocedures thedirectingthetendertriptogoaheaddespiteknowingthat chartswereinadequateforsafenavigation,particularly atnight.Thisplacedthereporterinadifficult‘nowin’ position:eithertodisobeytheircaptainorundertakeatrip againsttherulesofgoodseamanship.Thereporterdid challengethecaptain,butthecaptainprioritisedtheguests’ awishesaheadoftheirsandthecrew’ssafetywhichsuggests poorsafetycultureonboard.Italsomeanspoorplanning –hadthetripbeenorganisedmorethoroughlyinadvance, theinadequacyofthechartswouldhavebecomeknown havesooner,andanalternativerouteawayfromthereefsmight savedbeenpossible,orthecoursereconnoitredbydayand shouldintothetender’sECDIS.TheMaster’sstandingorders withoutstatethatnotendershouldleavethemothership Similarly,adequatecommunicationsequipment.acomprehensiveriskassessmentwouldhave onceidentifiedthatVHFcoveragewouldhavebeeninadequate shouldoutofsightoftheparentvessel.Apatchyphonesignal alwaysbeexpectedinremoteareas.Factorsidentifiedinthisreport Culture:Thecaptain’sordertolaunchwithinadequatechartswasasafetyviolation.Pressure:theauthoritygradientbetweenthecaptainand order.reportermeantthatthelatterprobablycouldn’trefusethe Puttingguests’wishesbeforetheirsafetyindicates

thatthecaptainhadnotdevelopedagoodworking thatrelationshipwiththeguests.Aformalbriefupontheirarrival prevented“safetysupersedeseverythingelse”wouldhavethecaptainfromputtingthemselfunderpressuretoaccedetotheguests’wishes. Teamwork/Planning:athoroughriskassessment,abetterroutechoice,orapriorreccewouldallhave preventedthisincident. Communications:Whenworkingremotely,assumethat acommunicationswillbedifficult.Doesyourvesselhave launch‘tenderoverdue’proceduretotakeproactiveactionto trackingasearchorrescue,evenwithoutcommunications?A devicefittedonthetendershouldbeconsidered. M2085 Lackoffamiliaritywith inequipmentputsthevessel Initialdanger report Ourreporterservedona>500GTyachtaspartofanewly ofassembledcrew.Theywereemployedtotakethevesselout thethedrydockandsailtothedeliverydestination.During noticedpassage,anoff-dutyofficerwentontothebridgeand acrossingvesselonthestarboardbow.Theofficer onwatchwasaskediftheyweregoingtotakeaction.The

FOR MORE INFORMATION OR TO SUBMIT A REPORT, GO TO CHIRP.CO.UK

Here is one incident from the first issue of “Superyacht FEEDBACK,” reprinted with permission.

Savannah Yacht Center is world class and definitely the best yard facility I’ve visited in the USA! The Shiplift, launching procedures, and the space afforded to each vessel to conduct major work is fantastic.

- Captain M/Y Step One

3240t SHIPLIFT PLATFORM & RAIL TRANSFER SYSTEM

365m FLOATING DOCKS

140m

2350m2 TRADE / VENDOR SHOPS

“

MENTAL HEALTH HOTLINE

By Susan Jobe

Aworkplace, a social microcosm, a home away from home — a yacht is all three things in one to its crew. Add in the long work hours, remote travel, and extended time spent far from friends and family, and it’s not hard to see the mental health toll such a lifestyle might take.

Maybe you have feelings of isolation, anxiety or depression. Maybe a crewmate is exhibiting unusual behavior or has confided a need for emotional support.

Vikand, a global maritime medical services provider, wants to help. With the recent expansion of its Maritime Assistance Program (MAP) into the yachting sector, there’s now a mental health hotline standing by 24/7 with a highly qualified shore-side team ready and able to help.

Vikand says its program is different from others in that its support team of healthcare professionals, including nurses and psychologists, have direct experience in the maritime industry. Many have worked on board themselves and/or acted as consultants for international maritime organizations, so they are able to connect with crew on a deeper level and prescribe tailored techniques to improve a crew member’s mental state while on board.

“The way it is today,” said Vikand CEO Peter Hult, “you have access to a healthline that you normally engage with

only in a really bad situation.”

Instead, he said, Vikand wants to create a culture of mind-body wellness in which crew feel supported and able to engage with mental health professionals as needed. The idea is to avoid those emergency calls about somebody attempting suicide, or threatening to harm others or do damage to the boat.

“We don’t see mental wellness as a standalone issue,” Hult said. “We see mental wellness as part of your overall wellness.”

And the key is early intervention. According to Hult, proactive healthcare support — whether physical or mental — reduces serious onboard medical conditions by 75%, as well as their associated costs, such as emergency medical evacuations.

The maritime industry — whether commercial, cruise, yachting, or fishing — needs to stop viewing healthcare as a cost but rather as an investment to keep its workforce fit and healthy, Hult said.

Even though captains are quick to agree that the crew is a yacht’s most important asset, most will admit that they have asset management plans in place for the engine, the radar, etc. — but not for the crew. As a strategy, crew asset management has a valuable return on investment, he said.

MAP WORKS IN THREE WAYS:

>> Training: Educational materials are provided initially to help crew identify when a crewmate needs support so that early intervention is possible.

>> Connection: Crew members speak directly with the MAP team so individual needs are understood and assessments can be made on how to best move forward. For more serious concerns, ongoing support with one of the team’s certified maritime psychologists is available.

>> Follow-up: One-on-one meetings are scheduled monthly to go over the progress that has been made since initial contact and to address any new mental wellness concerns.

Rather than a phone call, the MAP hotline works via video on an app that is accessible anywhere that crew have WiFi. Calls are 100% confidential and adhere to HIPAA and GDPR laws. Hult said the agreement Vikand has with yacht owners, captains and management companies acknowledges that captains have the right to know about medical issues happening on board, but Vikand will only report medical conditions that can have a significant impact on vessel operation or the safety and wellness of others.

Find out more at vikand.com

Now yachts have access to a maritime assistance program that has long helped cruise workers and commercial seafarers deal with the downsides of life at sea.

GIVE YOURSELF A BREAK!

Working hard at pampering others? Take some time to turn the tables.

Staff report

KOH SAMUI, THAILAND

SRI LANKA

You’ve been cruising around Southeast Asia and now — finally! — all guests on board have left. If you’re looking for a place to relax and recoup, you’re in luck. Here are some of Southeast Asia’s finest luxury spas and wellness retreats, as recommended by Asia Pacific Superyacht teams based throughout the region.

MALDIVES

The Ritz-Carlton Maldives, Fari Islands

The Ritz-Carlton Spa at The RitzCarlton Maldives, Fari Islands, is a ring-shaped sanctuary nestled over a turquoise lagoon. Inspired by the Earth’s energy, this spa offers nine treatment rooms, including a spa suite with its own relaxation lounge, salon and boutique.

PHUKET, THAILAND

Amatara Wellness Resort

Located at the majestic Cape Panwa, this resort offers all-inclusive wellness retreat programs that combine accommodations, nutritional food, and carefully personalized wellness and leisure activities. Posh facilities with seaview treatment rooms and a luxurious Turkish bath.

Kamalaya Koh Samui

This wellness sanctuary and spa combines ancient Eastern healing traditions with Western medical research to offer holistic health solutions for anxiety, stress and other challenges. Rejuvenate your mind, body and spirit while surrounded by nature.

MALAYSIA

Anantara Spa, Desaru Coast

Whether you’re seeking mind-body balance or reviving after a day in the water or on the greens, this serene spa invites you to refresh with state-of-the-art beauty treatments, or tap into Thai and Malay wellness wisdom combined with indigenous healing ingredients and rituals.

ANDAMAN ISLANDS

Taj Exotica Resort & Spa

Jiva Spa signature experiences include Sushupti and Vishrama massages, as well as other Indian therapies, body scrubs, wraps, yoga, beauty treatments, and meditation. Winner of the Condé Nast Johansens 2023 Awards for Excellence in the luxury spa category and for best yoga program.

Thusare Talking Hands Spa

A one-of-a-kind acupuncture and shiatsu center that claims its specially trained, visually impaired therapists have enhanced sensitivity to touch. All treatments are done in an open area with clothes on and no oils. Definitely unique — and worth a visit when in Colombo.

SEYCHELLES

Six Senses at Zil Pasyon

The resort’s signature Six Senses Spa will move you to another level, with five treatment villas — Rock, Cave, Ocean, Nature and Floating — specializing in Seychellois and African-inspired treatments designed around the healing properties of the island’s natural flora and fauna.

SINGAPORE

ESPA at Resorts World Sentosa

The ultra luxurious ESPA spa at Resorts World Sentosa includes a “vitality pool” fitted with air and water massage jets, an icy plunge pool, and a sauna overlooking pools and walkways that converge at a Japanese Onsen-style pool. The spa also boasts the first authentic Turkish Hammam in Singapore.

TO FIND OUT MORE ABOUT SPAS & WELLNESS RETREATS THROUGHOUT THE ASIA- PACIFIC REGION, GO TO ASIA-PACIFIC-SUPERYACHTS.COM.

TIME FOR A BETTER BREW!

Get on board with the latest NextGen trends in coffee.

By Rob MacDonell

Forget filter coffee machines with mediocre ground coffee and espresso-based drinks in franchised coffee shops. It’s time for the yachting industry to embrace a new wave of coffee culture — one that emphasizes better quality coffee sourced from more sustainable coffee farms. We’re talking pour-over and cold brew coffee, of course. Unlike espresso’s more chocolaty rich taste, pourover and cold brew are based around lighter roasts that bring out the coffee’s sweeter, fruitier notes. Here’s a breakdown of a few of the most popular new-wave brewing methods.

V60

This is the standard and what started a lot of this movement. The name refers to the shape of the device and the angle. A filter paper is placed into the device, then grounds added. The hot water is slowly poured in and drips through into your cup. It provides a clean, crisp taste with a nice finish. Getting it right takes a bit of patience and practice, but cleanup is very easy.

Kalita Wave

Although it is one of the more difficult methods to get right, the flavors that come out of a Kalita brew are, generally speaking, richer, bolder, and fuller-bodied. It is similar to the V60 in that a filter is placed in the Kalita Wave, grounds are placed on top, over which water is then poured, and the brew drips into your cup. The main difference is that the bottom of the Kalita Wave is flat with multiple holes, requiring a slower, more even pour. This is

KNOW YOUR BEANS • Selecting a good roast of bean is important, but knowing what flavors you prefer is equally important. Are you wanting to mix your coffee with milk or a milk substitute for a sweeter and creamier taste? If so, you will probably want a darker roast. A lighter roast will provide a fruitier, more acid flavor with a crisp aftertaste.

best accomplished with a gooseneck kettle. Filters are hard to find and will probably need to be ordered online.

Aeropress

An easy and quick device that can almost always guarantee a nice cup of coffee. While aficionados have fine-tuned many different methods with the Aeropress, the preference is usually some variation of the inverted method. This involves flipping the Aeropress upside down, placing the freshly ground beans into the canister, topping up with water, letting it steep for two to three minutes, then placing the filter on top and flipping it back over to press into a mug. There is a World Aeropress Championship involving competitors from more than 50 countries every year that is now going into its 14th season.

Cold Brew

Although there are a number of different ways to make cold brew, it can be a very easy and straightforward process — and

can bring out some of the strongest flavors in coffee. There are a number of cold brew coffee canisters on the market with metal mesh inserts. Ground coffee is placed in the filter, water is added, then the canister is refrigerated from 12 to 24 hours. The grounds are then removed and the jug is topped up with cold water. The brew is now good for the next 24 to 48 hours. Using a coffee sock, known as a chorreador in Costa Rica, involves an extra step in the cleaning process but will produce a brew with less residual oil.

Nitro Brew

Even though this is not technically a method in and of itself, it does create a nice enjoyable pick-me-up on a hot day. There are many different pressurized canisters on the market these days that use nitrogen or nitrous oxide to create a sweeter, fresher taste and frothy, cascading micro-bubbles of delicious foam. After brewing a batch of cold brew, simply pour it into the canister and place it in the fridge, ready to be served.

CUTTING-EDGE COFFEE TOOLS

Fellow Stagg EKG

Gooseneck Kettle

When you want the best, go to the experts. This top-of-the-line electric kettle is designed for the optimal pour-over flow. It has loads of extra features, such as a precise, to-the-degree temperature control and a built-in brew stopwatch to time your extraction. fellowproducts.com

Coffee Sock

A coffee sock is a reusable, eco-friendly alternative to paper filters. Used in both pour-over and cold brewing methods, the untreated, organic cotton filter absorbs undesirable oils from the coffee beans while letting the acids pass through. There are different socks available for specific brewing methods, including Chemex, V60, AeroPress, and various cold-brew devices. coffeesock.com

Kruve Brew Sticks

Use these multipurpose sticks during a pour-over to “agitate” the coffee grounds. This shuffling process, sometimes referred to as “turbulence,” ensures that water passes through the grounds in a more uniform fashion and results in a bettertasting brew. kruveinc.com

OXO Good Grips 32-Ounce Cold Brew Coffee Maker

There are lots of contraptions on the market today to make low-acid, cold-brew coffee. This one has a “rainmaker” feature that evenly distributes the water, a simple switch to activate the filtration system and a carafe with a silicone-sealed stopper to keep the cold-brew concentrate fresh. oxo.com

Fellow Atmos Vacuum Coffee Canister

Fellow, a San Francisco-based design company founded in 2013 to “help people brew ridiculously good coffee at home,” knows that a good cup of coffee starts with the beans — and this air-tight, vacuum-sealed steel canister helps keep them in peak condition. fellowproducts.com

The Royal Brew Nitro Cold-Brew Coffee Maker

This No. 1 nitro cold-brew coffee-maker creates a smooth, rich body with a creamy, frothy top. It comes with a 128-ounce keg, features a dual-action pour, includes 24/7 customer support, and is compatible with most 8g nitrous oxide and 2g nitrogen cartridges (sold separately). theroyalbrew.com

Full-Throttle Future OFFBOARDING

Mechanical know-how and a flair for the custom look cleared a path from the high seas to the high roads for yacht engineer Paul Simpson.

By Susan Jobe

HOW AND WHEN DID YOU GET INTO YACHTING?

I moved from Australia to Fort Lauderdale in 2013 and got my first yacht job helping a guy with a 53-foot 1987 Hatteras to sand the cap rails and change the oil in one of his generators. From there, I worked my way up to chief [engineer] on everything from a 120-foot Benetti to a 165-foot Feadship.

HOW DID YOU GET THE IDEA FOR YOUR BUSINESS?

It really started because there were so many unreliable people who took advantage of yachties. I’d leave my motorcycles and my cars with mechanics, and then they’d come back damaged. Or I’d go away for charters or for seasons, and when I’d turn back up in Fort Lauderdale, they wouldn’t have the jobs done.

In yachting you’re only in town for two weeks, or a week, or maybe sometimes a few days, so I’d come back and miss out my opportunity to go do whatever it was I wanted to go do with my motorcycle.

So, my two best friends and I decided we just needed to open up our own shop. Our clients were originally friends of friends and other yachties, and then it just snowballed into a proper business with a retail outlet and five staff members. We do everything from oil changes, brake jobs and tires right through to complete custom builds, custom paintwork and transformations — a full-service shop. We do everything.

DO YOU HAVE ADVICE TO OTHER CREW READY FOR A NEW CAREER?

Well, the first thing to get out of yachting is you just have to make the decision to get out, because it’s so easy and so lucrative to stay in yachting. I thought I would be in yachting for 3 or 4 years, and then 9 years later I’m still in yachting. You get entrapped by the fun times, the limitless amount of money, the parties, the socializing. Before you know it, you’ve been doing it for 10 years, 15 years, 20 years. But it’s a hollow, transient, temporary lifestyle. There’s no loyalty within the job — even if you’ve been working on a yacht for a few years, before you’ve even got your stuff packed up and you’re down on the dock, there are already five people lined up to take your job. And realistically, you’re not doing anything for yourself; you’re just being paid to do a job. Whereas, if you find something that you’re passionate about and leave — actually make the effort to leave and not take the easy option out — it’s the only way you’ll ever get out. You have to just choose something and stick to it.

WHAT’S BEEN THE BIGGEST CHALLENGE SO FAR WITH YOUR BUSINESS?

The biggest difference between yachting and having a business is having to be driven every day to be able to create your own future. And that’s where most people fail. Because it’s just easier to work on a boat and get paid a really good salary, regardless of what happens. If you make a mistake, or you’re not very good at your job, or you whatever it is, you’re always going to get paid. The captain can crash the boat, and then they’ll fix the boat and the next charter comes, and you’ll get paid. Whereas, when you own your own business, if you don’t go to work, you don’t get paid. If you don’t have customers, you don’t get paid. If you get a bad reputation, you’re not going to get a paycheck. That’s the hardest thing.

WHAT DOES THE FUTURE HOLD FOR VIKING CUSTOMS?

We’re still growing. We’ve opened up a muscle car shop, so we build bikes and we build cars now. We’ve moved more into the performance industry, so we’re looking at doing more performance-oriented car builds. If you want to go fast, you can come and see us — that’s the market that we’re more looking toward now. It seems that the people who make it in the industry spend a lot of money on social media marketing, and it’s not our forté. So we’re learning how to do that as well.

Follow Viking Customs on Instagram @viking.customs.shop

DO YOU MISS WORKING ABOARD YACHTS?

I do. I miss the travel. I miss the comraderie, I miss the parties. I miss just the fun times. You know, there’s nothing like being down in St. Martin and St. Barths, on the beach in the Caribbean, taking a halfmillion-dollar tender across to have a picnic for your guests. You’re in some of the most beautiful places that the world could ever offer. I do miss the travel and the exotic locations — oh, yeah, totally.

ARE THERE ADVANTAGES IN YACHTING THAT BENEFIT YOUR OFFBOARDING CAREER?

A hundred percent. Because, when you do leave, people still call you and ask you to do another job. There are so many opportunities to boost your income while you build your business. Even now, I still do temp jobs, or I’ll look after people’s boats for them, or friends who are engineers need me to fill in for them while they’re on holiday. It’s amazing — you go in and you’ve got your chef meals, you’ve got your uniform, and you’ve got your set work hours, plus there’s a bunch of fun people to hang out with for a few weeks. I look forward to the occasional temp job. But, you know, as a now 42-year-old man, I want to have a house, have a dog, have a family. I don’t want to necessarily be away for months at a time and sleep in bunk. It’s just not me.

Don’t miss out!

Join Viking Customs for “Full Throttle Fridays,” a muscle car and motorcycle show with food trucks and live music on the first Friday of every month, 7–11 p.m. at LauderAle Brewery, 3305 SE 14th Ave., in Fort Lauderdale.

What is a refit?

By Dorie Cox

Check out a sales listing for a yacht and chances are it includes the year of a refit.

Refit? Is that a hull extension, or new soft goods? The is no general consensus on the answer. Just ask the yacht owner, the captain, the broker or the workers — the definition depends on who is talking.

Bradford Marine in Fort Lauderdale recently did what they consider an extensive refit on the 130-foot Westport M/Y No Bad Ideas that included a 9-foot deck extension, a new fiberglass hard top, and a new aluminum mast.

“Conceptually, it’s the same as a home renovation — you can just change the bathroom or you can take it down to the studs. We think of a refit as more of going down to the studs,” said Michael Kelly, president and chief operating officer of Bradford. “There is no formal definition within the industry and owners aren’t as concerned with what it’s called. They just want us to bring their vision to life.”

Does the industry need a definition?

Use of the word “refit” leads people to expect the work to be major, but sometimes it is primarily cosmetic, even with a pricetag in the millions, according to longtime yacht Capt. Mike French. “Just to change the color is a million and to change the teak is another million — but you haven’t addressed issues in the engine room,” he said.

It is a problem when someone buys a yacht that has been described

Turns out, the answer to that question depends on who you ask.

as a refit, but later the owner finds it still needs major work.

“There is no legal definition, but maybe there is a case to tell about the work and be transparent?” French pondered. “I’ve had owners ask me ‘Should I buy this boat?’ because they don’t know what the word ‘refit’ really means.”

There are so many variables, Capt. Wendy Umla noted. One person’s refit might not be another’s; it depends on what the yacht owner needs and wants. Umla compared it to the sale of her house: She had invested in substantial improvements before she sold, but the new owners changed it all. “New owners often just want to make it their own,” she said.

With years of experience in some of Florida’s largest yards, Colin Kiley, chief revenue officer of Bradford Marine in Fort Lauderdale, said jobs are typically either repairs, maintenance, projects, or refits.

“Repairs and maintenance speak for themselves,” Kiley said. “Projects are those trade-specific jobs that might take between one to three months to complete. They could take longer, but it is somewhat job specific. It could be new engines, or a full paint job, or a new galley, while other maintenance jobs are being completed.”

The word “refit” is reserved for something more, he said.

“For us, a refit is a more holistic renovation that generally takes place over six months to a year or more that includes major changes throughout many departments on the vessel,” Kiley said. “This

could include new interior, deck extension, full paint, and engine room renovations.”

Refits often require a variety of tradesmen for significant work, such as changing the floor plan, rebuilding the galley, or adding an extension, according to Ernest D’Alto, president of Thunderbolt Marine in Savannah, Georgia.

“Each of these requires the participation of many trades to remove interferences and provide new wiring, fixtures, plumbing, cabinetry, and so on,” he said.

Both yard periods and refit require multiple trades, D’Alto said, but after a refit, the vessel leaves renewed — more like a complete home restoration.

With more than 40 years in yacht and crew management, yacht build projects, and yacht brokerage, Bob Saxon, president of Bob Saxon Consultancy, offers his definition from the sales perspective.

“With a twist on the theme of ‘beauty is in the eye of the beholder,’ refits are just that — a bit undefined,” he said. “I’ve had owners who called ‘refits’ simply changing out the soft goods. However, for me it’s a makeover, whether it be an interior refit or exterior refit, which could involve the extreme of hull modification,” Saxon said.

“True refits breathe life into the yacht and re-present the vessel to the marketplace with renewed vigor.” ‹

Help Wanted!

By Dorie Cox

Exhausted employers throughout the country are reporting a lack of employees, and the situation in shipyards is no exception.

Roscioli Yachting Center in Fort Lauderdale is just one American yacht repair facilitiy with carpenters, electricians, welders, fabricators, painters, and mechanics on the job — but they need more. Meanwhile, an increasing

shortage of skilled labor in the future is anticipated.

“We have significant workforce challenges,” said James Brewer, managing director at Roscioli. “With the aging workforce, there are not enough new people coming into the fields.”

Thunderbolt Marine Inc. in Savannah, Georgia, faces the same battle.

“Well-qualified people are hard to find, and we struggle like everyone else,” said the company’s president, Ernest D’Alto. “Experienced marine tradespeople are aging out, and although we have discussed the problem forever, little has been done to develop training programs for the next generation.”

Michael Kelly, president and chief operating officer of Bradford Marine, said, “Our human resources department is continually looking for new talent in order to develop the next generation of maritime professionals.”

The concern is not new but is getting worse, according to Brewer.

“We’ve been fighting this battle for 20 years or so, and it’s not much improved,” he said. “Every marine business has a ‘help wanted’ sign out.”

There are signs of hope. Although qualified employees are in short supply now, advances are being made and there

are signs of hope.

“I do find myself encouraged after touring five of our local high schools,” D’Alto said.

Savannah’s surrounding Chatham County, “is doing a great job of getting trades back into the high schools, offering courses in auto body, auto mechanics, welding, and many more,” he said.

Thunderbolt Marine hires graduates from Savannah Technical College and provides apprenticeship opportunities for welders, HVAC, canvas, and upholstery workers. The shipyard is looking into working with the college to develop marine programs and is assessing the need for tradespeople through a survey with Georgia Area Marine Business Association (GAMBA).

Similarly, South Florida students have several trade training opportunities. Marine Industries Association of South Florida (MIASF) established Florida’s first registered yacht service technician apprenticeship program. The two-year program gives apprentices a basic set of shipyard skills for marine industry careers.

But even with an expanding pool of future trained workers, the demand will remain high.

“There are good training programs with good kids coming out of them, but they are being sought after by a number of different industries — construction, automotive, airlines are recruiting them also,” Roscioli’s Brewer said. “It is a challenging labor market.” ‹

Shipyards struggling with skilled labor shortages are taking steps to develop the next generation of marine industry workers.

Risky Business

Entering enclosed spaces on board yachts is a hazardous task.

By Capt. Jake DesVergers

Entering enclosed spaces aboard yachts during a shipyard refit can be a hazardous task that requires proper training, planning, and safety precautions. These spaces, such as tanks, lockers, and bilges, can pose serious hazards to those who enter them. Despite their small size, these locations can contain dangerous levels of toxic gases — such as carbon monoxide, nitrogen oxides, and hydrogen sulfide — that can result in asphyxiation and death. It is important to follow established procedures, including the use of proper equipment and ventilation systems, to ensure a safe and successful entry.

Before entering an enclosed space, it is essential to assess the potential risks and to take the necessary precautions to ensure the safety of those entering the space. This includes conducting a thorough risk assessment and testing the atmosphere inside the space to ensure it is safe to breathe.

When conducting a risk assessment, it is important to consider the potential sources of hazardous gases and the likelihood of their presence. This may include fuel and oil leaks, rotting organic matter, and any other sources of combustion or chemical reactions that may result in the production of toxic gases.

It is also important to consider the ventilation of the space, as the lack of fresh air can lead to the buildup of dangerous gases. Especially in a shipyard setting, it is best to utilize the services of a marine chemist. These specialized experts are trained to determine whether vessel construction, alteration, repair, or lay-up of vessels can be undertaken safely.

Once the risk assessment has been conducted, it is time to test the

atmosphere inside the enclosed space. This can be done using a portable gas detector that can measure the levels of toxic gases present. The readings from the gas detector should be used to determine whether it is safe to enter the space or not.

If the atmosphere inside the enclosed space is found to be hazardous, it is important to take the necessary steps to make it safe before entering. This may involve ventilating the space, removing the source of the hazardous gas, or using respiratory protection equipment. The old, misinformed action of simply opening or ventilating the space “for 24 hours” is not the solution!

When entering an enclosed space, it is also important to take precautions to ensure the safety of those inside. This may include wearing personal protective equipment (PPE), such as a gas mask or a self-contained breathing apparatus

(SCBA), to ensure that the atmosphere inside the space is safe to breathe. The equipment must be checked before use to ensure that it is functioning correctly, and that the wearer is trained in its use.

Before entering the enclosed space, a team leader should be appointed and all personnel entering the space should be briefed on the procedures and risks associated with entry. This should include a clear understanding of the duties of each team member and the steps to be taken in the event of an emergency. The team leader should also ensure that communication systems are in place and that all personnel have a means of calling for assistance if needed.

It is also advisable to have a person stationed outside the enclosed space who can monitor the atmosphere and help if necessary. This person should be equipped with communication equipment and should be trained in first aid and rescue procedures.

It is important for yacht owners and crew members to understand the dangers associated with enclosed space entry and to take the necessary steps to prevent accidents. By following best practices and adhering to industry guidelines, it is possible to ensure the safety of those on board and to prevent harm to people and property. ‹

CAUTION!

Enclosed space entry onboard yachts should be avoided whenever possible. Most crew are not properly trained to engage in such an activity. However, when the situation arises, crew can create a safer environment by conducting a thorough risk assessment, testing the atmosphere inside the space, and taking the necessary precautions. If properly done, these actions help ensure the safety of those entering the space and to prevent accidents.

CAPT. JAKE DESVERGERS IS CHIEF SURVEYOR FOR INTERNATIONAL YACHT BUREAU (IYB), WHICH PROVIDES FLAG STATE INSPECTION SERVICES TO PRIVATE AND COMMERCIAL YACHTS ON BEHALF OF SEVERAL FLAG STATE ADMINISTRATIONS.

PHOTO CAPT. GRANT MAUGHAN

During refits and shipyard periods, troublesome equipment demands attention. When is it time to stop repairing and fully replace the system? This decision can have significant financial implications and can impact the overall performance and safety of our vessel.

When it comes to repairing yacht equipment, there are several factors to consider. Primary is the cost of the repair. In many cases, repairing equipment is less expensive than replacing it. However, though the equipment cost may be lower, the necessary labor sometimes outweighs the savings. Troubleshooting can be time

consuming. This is particularly true for older vessels where manufacturer support is nil and replacement parts may be difficult to find or expensive to purchase. Repairing equipment can be a good option if the repair is relatively minor and the equipment is still in good working condition overall. A full assessment of

Peace and quiet under power

It’s a good time to consider an electric/hybrid retrofit.

By Caroline and Dan Hanes

For captains and owners considering vessel repowering options, electric and hybrid conversion is a highly viable solution, particularly when considering the current status of electric power systems technologies, rapid improvements in battery safety and capacity, and advances in solar panel technology. Power systems that have been developed for automobiles are readily transferable for vessel propulsion — in fact, electric ferries and workboats are already commonplace in European harbors and commercial operations. While not every vessel is suitable for electric/hydbrid retrofits — such as, say, 50-foot outboards — custom electric and hybrid retrofits for private yachts are now available with ever-evolving

capabilities. Displacement and semi-displacement hulls are the best candidates. With the assistance of a naval architect to determine how best to balance the trim with the vessel design, captains and owners have some flexibility and choice for the layout of equipment.

These refits are best undertaken from a whole-vessel redesign rather than a piecemeal approach. Requirements for batteries, electric motors, control system, electrical converters, cooling, charging, etc., must be integrated within certain existing hull constraints. However, with input from the owner and captain, the system can be designed to exactly suit the owner’s requirements.

Modern batteries for boats are powerful, smaller, cheaper and safer

Repair vs. Replace

Here are some factors to consider in an age-old quandary on modern-day yachts.

By JD Anson

the system can help determine if it is repairable in a cost effective manner.

Another factor to consider is the availability of qualified repair technicians. Many engineers prefer to work with technicians who are familiar with their specific type of vessel and equipment. This can make it easier to find a qualified technician who can perform the repair quickly and efficiently. However, the availability of parts can severely impact the ability to effect repairs. Lately, some parts are as though they never existed. Stocks around the world are completely sold out, with months or years as lead times. Another consideration is the potential for the repair to be a temporary fix. Depending on the age and condition of the equipment, repairing it may only provide a short-term solution. This can be particularly frustrating if the equipment breaks down again soon after the repair is completed.

When it comes to replacing yacht equipment, there are several advantages to consider. The first is the potential for improved performance and safety. Newer equipment may offer better performance, improved efficiency, and enhanced safety features. This can be particularly important for critical equipment such as engines, navigation systems, and safety equipment.

There is also the potential for cost savings over the long term. While the initial cost of replacing equipment may be higher than repairing it, newer equipment is often more efficient and may require less maintenance over time. This can result in cost savings in the form of reduced fuel consumption, fewer repairs, and a longer overall lifespan for the equipment. New equipment will also come with a warranty against breakdown.

On the downside, depending on the type of equipment being replaced,

than previous generations, and they are readily available from many international manufacturers, as well as increasingly in the U.S. They are quite different from the batteries in portable devices, which are the source of most catastrophic battery fires reported in the news. Many fires that have been widely reported as propulsion battery fires actually occurred in cellphones, underwater strobe lights and underwater scooters.

Modern electronic inverters can run a yacht’s hotel loads, including the galley equipment and air conditioning, from the same lithium batteries that are used for propulsion. In many cases, pumps, blowers and other mechanical devices can be powered directly from the batteries by using special electronics called variable frequency drives, resulting in even greater efficiencies.

Solar panels — now with lower costs and improved reliability due to increasing production — can be incorporated into upper surfaces, such as shade umbrellas and the cabin roof, to help recharge the

the cost can be significant. This can be particularly challenging for yacht owners who are on a tight budget. The typical guideline is if the repair exceeds 50% of replacement cost or the equipment requires frequent repair, replacement is the best course of action. Replacing equipment can be time-consuming and may require the vessel to be taken out of service for an extended period of time. So, careful scheduling and advance planning are important to remain on schedule.

In many cases, repairing equipment can be a good option if the repair is relatively minor and the equipment is still in good working condition overall. However, if the equipment is critical to the performance and safety of the vessel or if the repair is likely to be only a temporary fix, replacing the equipment may be the better option. Ultimately, the decision to repair or replace yacht equipment should be made based on careful consideration of all of the relevant factors.

When the boss presses a button, they just want it to work. Regardless of who is the decision maker, it’s the engineer who gets the stinkeye when the door doesn’t open or the light doesn’t come on. ‹

JD ANSON HAS MORE THAN 20 YEARS OF EXPERIENCE AS A CHIEF ENGINEER ON SUPERYACHTS. HE IS CURRENTLY PROJECT MANAGER AT FINE LINE MARINE ELECTRIC IN FORT LAUDERDALE.

batteries while at anchor and reduce hours of generator noise. The return on investment is especially high in terms of owner and guest expectations: a luxurious yachting excursion offering escape from the noise and stress of their daily lives. It’s entirely possible to quietly depart a lovely harbor in the morning while guests enjoy a breakfast untainted by diesel fumes, or to arrive at an anchorage late at night without the rumble of a diesel engine awaking the owner. Most owners and guests today are already tuned into the popularity and availability of electric vehicles, as well as the dual benefits of quiet operation and reduced reliance on fossil fuels. Just imagine how luxurious air conditioning is without the accompanying drone of engine noise and fumes!

DAN HANES IS AN ELECTRICAL ENGINEER, NAVAL ARCHITECT, AND OWNER OF SEA3 SYSTEMS, A COMPANY THAT PROVIDES HIGH-TECHNOLOGY DESIGN SERVICES FOR THE MARINE INDUSTRY.

rethinking art

Ayacht’s choice of art — from sculptures to painting and even personal framed photos — says a lot about the owners, as well as the onboard culture. Yachts often buy new art every few years, especially when ownership changes. Tastes, trends and color schemes change frequently, and the art needs to reflect the current owner’s style. And who owns yachts is changing.

By Patricia Clark

Once perceived as a floating playground for retirees, yachts are now often owned by an increasingly younger demographic. Within the next 20 years, the average age of superyacht owners is expected to be 35-45, according to the International University of Monaco. These owners don’t want art deco and likely won’t want reflections of the French Riviera in the 1960s.

Galleries around the world are seeing a sales uptick in the work of living artists who incorporate modern technology and mixed media. Gagosian Galley, the No. 1 “mega gallery,” with 17 global locations, represents more than 100 artists, 75% of whom are still living and actively creating new art. These living artists are very attractive to younger art buyers. Artists often create cultural commentary, and younger buyers want relatable pieces.

Art pieces that reflect movement are also trending. Fixed sculptures found on classically designed vessels are giving way to art that can flow with the motion of the boat itself or reflect the changing light as the boat moves through time. Chris Natrop, an LA-based artist who specializes in custom shapes of mixed media that reflect the movement of light, says he has seen an increase in commissions for large

As yacht ownership shifts to an increasingly younger demographic, a growing trend for unusual and highly personalized artwork has followed.

VICTORIA AKKARI

installation pieces that create reflection. The traditional setting of yachts, once viewed as an extension of corporate accomplishments, is yielding to these reflective materials that bounce light and personal energy around a space, bringing unique character to any room.

Cyia Batten, an interior stylist who grew up on boats, says, “Yacht owners are the type of client who make their own rules, who are unafraid to take risks, and for whom authentic expression is a non-negotiable.” Batten travels frequently on behalf of her clients, always keeping her eyes open for art that is “deeply complex and interesting; no two projects should ever look alike. It makes for a fun exploration and adventure together.”

Marlen Lugo, a Tennessee-based artist, finds that her collectors are very interested in art that reflects global awareness and associations. Her latest body of work, inspired by an imaginary place called “The Republic of Wonder,” morphs physical human body attributes into culturally defined characters whose aspirations, nevertheless, are interchangeable with other members of the Republic. As world travelers, yacht owners want to be reminded of the baker

and fisherman they met on the other side of the globe. Pieces that tell personal stories are more popular than ever, and owners who want to display unique program destinations will be drawn to Lugo’s work.

Art isn’t just attached to the walls — sometimes, it is the wall, as with artist Tony Brown’s one-of-a-kind collage landscapes. Brown gets to know his client’s style, and combs through unique materials to sculpt transitions, such as doors, walls, and outside borders. These unique pieces allow a collector to change themes throughout a space, offering surprise design elements. Brown is well known for upcycling materials found during a renovation and transforming them into a new experience. This style is particularly interesting for a refit phase, as Brown’s keen eye for pieces that can be repurposed into art allows for unique designs that tell the story of a vessel’s history.

Everything an owner or guest interacts with on board is an opportunity for personalized design: lighting, slipcovers, table settings — all can be used to create a unique artistic expression. Owners who spend a lot of time in Africa, for example, may want to showcase handmade pieces sourced from global importers like NYCbased Victoria Akkari. Originally a jewelry designer, Akkari sources

“Yacht owners are the type of client who make their own rules, who are unafraid to take risks, and for whom authentic expression is a non-negotiable.”

— Cyia Batten, interior stylist

small production pieces such as hand-stitched table linens and traditional, hand-forged ceramic trays. Her clients trust her to find pieces that tell stories of art as anthropology. These kind of design choices can breathe new life into the conversations of guests who sit at the same table each night.

Next time you walk through a vessel, notice if you are tuning into or tuning out the look of everything around you. If your interiors are no longer inspiring, it might be time for an art refit. ‹

PREP & PROTECT

The interior team’s job of organizing for a refit begins long before the yacht hits the yard.

By Alene Keenan

Whether a boat is in the shipyard for maintenance, repair, renovation or refit, owners and captains have many decisions to make — decisions that require planning and scheduling well ahead of time, as well as creating extensive work lists and budgets.

For the interior team, organizing can begin months ahead of time, while the boat is still in service. Arrange for carpet cleaners, marble polishers, and outfitting suppliers early. Use damage and replacement records to create a project management punch list. Depending on time and budget, projects may be scrapped until the next yard period, or new ones may get added along the way.

CLEAR THE WAY

• Protecting all surfaces and preventing any obstacles for contractors is the first priority for stews. To get started, take photos room by room to document how they are set up for reference when everything gets put back together at the end of the yard period.

• Be aware of which bilges and areas will be accessed and plan accordingly. For example, if you know that the tanks under beds are going to be accessed, prep cabins appropriately.

• Clear and clean tables, countertops, and other flat surfaces. before protecting and covering them. Use the correct tape so no paint or finish is damaged. Have someone do touch-ups at the end of the period if needed.

• Keep in mind areas that could sweat or collect water and check for humidity regularly to prevent damage to walls and surfaces.

• Cover and protect mattresses and flooring in every cabin. Coordinate with carpet cleaners to clean guest and crew mattresses annually.

• If deck cushions and covers will be moved inside for storage or stored off the boat, label them appropriately.

STORE SERVICE ITEMS

• This is a good time to go through all service and décor items. Photograph and update inventories. Compile a list of breakage from the last season and order replacements.

• Inventory all dishware, glassware, and flatware. Handle carefully and wear gloves to prevent fingerprints.

• If fragile items are being moved off the boat, pack and label them carefully.

• Rotate pieces to ensure even wear. Make sure everything is clean and polished before stowing.

• Use foam or felt protectors between all plates and chargers. Store silver cutlery, trays, and service items in anti-tarnish fabric.

• Clean and detail all salt and pepper shakers.

• Photograph and inventory table linens and décor items where they are stored to be sure all items are returned to their proper place.

• Sort linens and check for stains to be treated. Rotate stock for even wear.

• Arrange storage space for any new or replacement items.

PHOTOS CHIEF STEW ANA TREJO

PHOTO CHIEF STEW/PURSER CIARA FARROW

CLEAN AND PROTECT

• Valuables should be accounted for and removed for safekeeping.

• If the boat is on the hard, air conditioning may be an issue. Wine and artwork must be kept at a constant temperature and humidity, so make proper arrangements for storage. Consult your insurance agent or an art conservator if needed.

• Check and maintain items left on board regularly for moisture or mold.

• Clean ice machines and refrigerators not in use.

• Maintain sinks, drains, toilets, and showers as directed to keep the systems in good condition.

• Spa bathtubs need to be run with jets to keep them clean and prevent mold buildup.

• Launder bed linens and towels and store them properly.

• Cover and protect all owners’ clothing and shoes with breathable materials to prevent mold or moisture damage. Discovering a closet full of Jimmy Choo or John Lobb shoes covered in mold is a heart-stopper.

INVENTORY AND UPDATE

• Inventory items as you go. Bag and label all pillows and soft goods.

• Inventory food or beverages being removed from the boat and create a replacement list.

• Check all sunscreen, over-the-counter medications, canned food, and dry goods for expiration. Make a list of items to be discarded and replaced.

• Inventory and organize bilges, storage areas, and cupboards. Label spaces accordingly.

• Inventory, update, and order crew uniforms. Donate what is not needed.

• Make a detailed inventory of everything that needs to go to dry cleaning and create an in/out checklist.

• Update guest preference sheets and stew reference manuals.

• Organize storage units. Change out holiday/theme items by season and itinerary. List any items taken off the boat and organize them for the next season.

Time in the shipyard can be stressful as contractors scramble to complete their workload before the deadline. By following the guidelines above, stews can make the best use of their time to maintain an organized and efficient workspace for contractors, and at the same time ensure that things will come back together quickly when the yard period is over.

ALENE KEENAN IS A VETERAN CHIEF STEW, INTERIOR TRAINING INSTRUCTOR/CONSULTANT, AND THE AUTHOR OF SEVERAL GUIDEBOOKS FOR CREW.

The Dream Galley

By Kevin Maher

Just like a dream dish differs for each guest, a dream galley differs for each chef. Undertaking the task of designing a galley for a superyacht during refit is not a simple task, but making sure it fits the needs of all future chefs who will work in it makes it even more complex.

To build a galley that can feed a large crew as well as guests, the design process must be precise, according to Chef Danny Davies. “A mistake could cost thousands and set back refits and new builds,” he stated. “The mantra of gallery refits or new builds is: ‘Attention to detail.’”

While a superyacht designer might be highly qualified and experienced in galley refits, including a chef in the designing process is always advantageous. Their familiarity with a galley and the knowledge of changes needed to create an improved working space make chefs valuable consultants, according to Chef Andrew Lichaa.

“The chef that is going to be working there has a better understanding of how a kitchen/ galley should be ran and set up,” Lichaa said. “If you’ve got a solid chef on board with a great understanding of formatting, that would save the boat money too.”

With a chef’s help during the refit process, a new galley designed to fit the needs of the current chef has a better chance of also being the dream galley of future chefs down the line.

Triton asked three veteran yacht chefs to tell us what they think a dream galley should include. Here’s what they had to say.

Chef Helgi Olafson

For Chef Helgi Olafson, who currently works on the 105-foot (32m) CMN catamaran S/Y Bella Vita, a dream galley starts with the layout. Olafson worked in restaurants before transitioning to yachting, and he believes the best galleys are ones that are situated similarly to restaurant kitchens, just in a compact form.

“I think a lot of galleys are kind of just there to look good, and they don’t serve as much of a purpose as they should,” he said.

Olafson said one main mistake that contributes to a poor-performing, yet sharp-looking galley tracks back to the blueprints: If the galley has rounded corners, then the space it’s created in shouldn’t be square, and vice versa.

“If you have a square space, it should definitely stay square, meaning 90-degree angles,” Olafson

said. “Then all the equipment should be square, you shouldn’t get a whole bunch of circular things — obviously, you have to have sauté pans, but the storage for the sheet pans and different equipment like that.”

A must-have for Olafson’s dream galley is a spigot that comes out of the wall behind the stove, allowing pots to be refilled with water while on the stove top. “A lot of the times you’ll be walking across the floor to the sink on the other side of the room from where the stove is, and it’s just easier to have that fill station coming right out of the wall,” he said.

A chamber vacuum sealer and an immersion circulator system are also must-haves for Olafson, as he thinks sous vide is the best way to cook around a guest’s schedule.

“You have to be able to make sure that the quality of the food doesn’t deteriorate if you have to wait to serve it,” Olafson said. “In order to do that, sous vide is a very effective method.”

MUST-HAVES FOR Chef Olafson:

• The Control Freak by Breville

• KitchenAid Stand Mixer

• All-Clad Pans

Yacht chefs’ preferences in the layout, equipment, and space of a galley are as varied as the cuisines they create.

COURTESY KAREN LYNN POULOS

Chef Patricia Clark

Chef Patricia Clark loves to bake, so a preference for two ovens is key to her dream galley. Clark, who has worked on more than 20 yachts since 2012, said she often finds two ovens in galleys, but one of them is usually a steam oven, which she doesn’t find useful.

“I’d rather have a second normal oven because steam is really easy to create,” she said. “I find on yachts, in general, having not only the skills to make all kinds of baked goods, but [also] two ovens to produce as much as needed is far more important than steam ovens.”

Clark also favors two-compartment sinks, but said her overall attitude toward a dream galley is “less is more.” Although she knows machines could make things easier for her, she likes to do things by hand.

Hence, along with adequate refrigeration and freezer space, she would like countertops that give her more space. “Swing up countertops that lay flat when you don’t need them, but pop up when you do for plating,” Clark explained.

Because some yachts have air-conditioning vents directed straight at the only available plating area, making plates go cold quickly, a system to keep dishes hot would also be ideal for Clark. “I once saw a very useful heat lamp situation that reticulated, so it would swing out along the counter or tucked back in underneath a counter space, and I just loved that feature.”

One thing that is absolutely required before Clark will even step foot in a galley is a Thermomix. She would also like to have a dry-space pantry, which would house a Swiffer and handheld vacuum separate from the ones the stews use.

“They think anything that gets trapped into their vacuum will make the boat smell, so I find it’s just so much better to get a little handheld vac and Swiffer,” she said.

The smallest, but most unique, must-have item for Clark’s dream galley is a hook in that same dry-space pantry on which to hang her fleece. “No matter where you are, it’s kind of cold before the ovens get going,” she said.

Chef Andrew Lichaa

When Chef Andrew Lichaa once oversaw the refit of a 164-foot (50m) Feadship, he recommended the addition of an island to the galley. “A nice broad island is always helpful, as far as plating goes and just space to have your prep done,” he said. “Counter-space is crucial.”

Lichaa, who currently works as a freelance chef, prefers heat lamps to improve food service and two different ovens — specifically, a Rational oven. “You can do everything from steam, to bake, to sous vide,” he said of the brand. “They just have such a wide range of uses that makes them ideal.”

Also ideal: ice machines and, if there’s space, a walk-in fridge.

On smaller sized boats, Lichaa said, he sometimes runs into the issue of sharing dishwasher or sink space with stews. He prefers separate, free space so they’re not constantly crossing each other’s paths.

• • • • •

MUST-HAVES FOR Chef Lichaa:

• Pacojet

• Vitamix and Thermomix

• Brod & Taylor Sahara Folding Dehydrator

• • • • •

MUST-HAVES FOR for Chef Clark:

• Gaylord Exhaust Hood

• Anova Sous Vide/Thermo

Circulator and Vacuum Sealer

• Jura Coffee Machine

Comfort, light key in crew quarters

By Kevin Maher

Karen Lynn Poulos, founder of Karen Lynn Interior Design and lead interior designer on a refit of the 143-foot (43.6m) Heesen M/Y Octopussy, said one of her main goals in designing crew quarters is keeping crew happy and making sure they’re as comfortable as possible.

Currently on Octopussy, work is underway to install personal TVs at the front of each bunk, Poulos said, and the plans include a focus on creating light.

“There’s not a lot of natural light in those forward sections of the boat, or some boats have the crew quarters located in the aft part of the boat, so we just try to keep things light, airy and fresh,” Poulos said.

Although some elements are standard when designing crew cabins, like the captain’s cabin being bigger, Poulos said she always speaks with crew members to hear what they prefer.

“They’re the ones on board, they’re the ones servicing the charter or the guests, and they know what they need,” she said. “They’ll give me a lot of direction, and I take it all and try to incorporate it into making it the best possible space for them.”

Poulos has worked on numerous refits throughout her 20-plus years in the yacht design industry, but she said two yachts in particular stand out as having the best crew quarters.

A stint on M/Y Xilonen, one of the most extensive refits she has ever worked on, resulted in her favorite crew quarters.

“Every single aspect of the crew quarters was redone: shower enclosures, flooring, toilets, sinks, window treatments,” Poulos said. “The crew’s quarters were completely reconstructed.”

The second yacht Poulos thinks of when recalling the best crew quarters is M/Y Winning Hand. “We reconfigured it in a better way, took out all of the finishes and redid everything, and it was actually one of the nicest crew’s quarters, as far as modern,” Poulos said. “I did some really cool wallpaper in there and it came out really nice. They were happy there.”

karenlynninteriors.com.

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PORTUGAL

Portugal is popping up a lot on the “best destination” lists these days, and it’s easy to see why.

By Capt. Jeff Werner

The borders of Portugal, along the Atlantic Coast of the Iberian Peninsula, have remained almost unchanged since the middle of the 13th century. One of the oldest nations in Europe, Portugal is now a republic but once was a kingdom that grew into a powerful maritime empire. Its rich seafaring history dates all the way back to the Age of Discovery, when Prince Henry the Navigator began sponsoring voyages of exploration in 1418. These voyages included the first European contacts with the Canary Islands, the Azores, Madeira and the Cape Verde Islands. Exploration of the West African coast, first rounding the Cape of Good Hope, and first Europeans to reach India, Japan and Brazil by sea — all accomplished by Portuguese sailors. Today, superyachts can visit Porto, Lisbon, and the southern region of the Algarve. The Mediterranean cruising season, from mid-May to mid-September, is the best time to visit Portugal.

PORTO

Located along the Douro River, the historic center of Porto and the Monastery of Serra do Pilar are UNESCO World Heritage Sites. In the early 1700s, the fortified wine known as port began to be exported to England from trading posts along the banks of the Douro in Porto. Experience the mournful tunes and expressive lyrics of fado at the nightclubs of Porto. Fado singers, accompanied by a uniquely designed Portuguese guitar, represent a musical genre traced to the 1820s, when sailors and dockworkers along the waterfront began singing about the sea and life of the poor.

Portugal is a surfer’s dream (or maybe nightmare!)

Five of the six biggest waves ever surfed were at Nazaré, including the current Guinness World Record: an 86-foot (26.21m) monster wave surfed by Sebastian Steudtner on Oct. 29, 2020

LISBON

The second oldest European capital city, Lisbon lies along the estuary where the Tagus River meets the Atlantic Ocean. From the end of the 15th century to the beginning of the 17th century, most Portuguese expeditions departed from Lisbon, and the city became the European hub of commerce between the Far East, India, Africa and, eventually, Brazil. With profits from a monopoly on the spice trade, a royal palace, monastery, monuments and towers were built along the river, ushering in the Portuguese Renaissance.

SANTA MARTA LIGHTHOUSE AND CASCAIS MARINA.

THE ALGARVE

Dramatic sandstone cliffs, golden beaches, sea caves and nature preserves, combined with tourist villas and resorts, all make this Portugal’s prime warm weather, sunny destination. The Algarve is dotted with hiking trails to hilltop villages, and lighthouses with stunning vistas of lagoons and sand dunes. Attractive fishing villages along the coastline harken back to the days before the tourism boom of the 1960s.

Did you know...

• Portugal is one of the oldest nations in Europe, and Lisbon is believed to be four centuries older than Rome.

• Lisbon is home to the oldest operating bookstore in the world: Livraria Bertrand, located in Chiado, was founded in 1732.

• Portugal, which has the world’s largest cork oak forest, produces 46% of the world’s natural cork, and exports about 63% of the world’s supply.

• Portugal decriminalized all drugs in 2001, the first country in the world to do so. It now has some of the lowest drug usage rates in the EU.

• The maximum prison sentence in Portugal is 25 years. It was among the first countries to abolish the death penalty and life imprisonment.

• Portugal currently has one of the lowest crime rates in the world and was ranked No. 6 in the 2022 Global Peace Index of the world’s safest countries. Oh, and speaking of crime, it’s illegal to pee in the ocean in Portugal. Don’t believe us? Look it up!

CASCAIS CITY AND RIBEIRA BEACH.

PRAIA DO CAMILO

Port of Entry Marinas

PORTO

Marina Porto Atlantico

+351 229 964 895

Dockage up to 115 feet (35m) LOA

Entry basin depth: 13 feet (4m)

Yacht basin depth: 11.5 feet (3.5m) marinaportoatlantico.net

LISBON

Marina de Cascais

+351 214 824 800

Dockage up to 148 feet (45m) LOA

Maximum beam: 33 feet (10m) marinacascais.com

THE ALGARVE

Marina de Portimao

+351 282 400 680

Dockage up to 164 feet (50m) LOA

Entry depth: 28 feet (8.5m)

Quay depth: 13 feet (4m) marinadeportimao.com.pt

DESTINATIONS

Clearing in

Upon arrival and check-in at the port of entry marina, the marina staff will contact the local immigration department, who will clear in the crew and guests either aboard the yacht or at the marina office.

Portugal is part of the Schengen Area, a bloc of 27 European countries that allow free movement of people between each country. Therefore, passport holders from any of these countries do not need a visa to visit Portugal if they are staying less than three months.

Citizens from the U.K., Ireland, Canada, New Zealand, Australia, the U.S., Israel, Japan, and Singapore can stay in Portugal for up to 90 days in any six-month period without a visa. Non-Schengen European countries and some Latin American nations share the same privilege.

However, passport holders from a number of countries, including South Africa, India, Pakistan, Nepal, and Turkey, need a visa to visit Portugal.

For further details, scan this QR code to consult Portugal’s official government immigration website.

As far as customs clearance is concerned, if the yacht is planning a typical transient stay at the marina, there will be no need for the local customs department to be involved upon arrival. However, if the yacht is planning a haul-out due to emergency repairs while at the marina, the customs department may get involved to make sure there are no VAT issues related to an extended stay while repairs are being completed. The general rule of thumb is that if customs has any questions, they will contact the yacht upon arrival.

For further details, scan this QR code to consult Portugal’s official government customs website.

LAGOS, THE ARGARVE.

ZENHAS DO MAR

EVENTS

April 1–16

Miami Beach Pride

MIAMI BEACH, FLORIDA

Aims to bring together members of the LGBTQ, their friends, allies, and supporters in celebration of the unique spirit and culture of the community. Includes famous parade and festival on April 15 and 16. miamibeachpride.com

April 13–16

Bay Bridge Boat Show

STEVENSVILLE, MARYLAND

One of the largest in-water shows north of Florida, the Bay Bridge Boat Show marks the beginning of the boating season on the Chesapeake Bay. Attendees can enjoy the stunning view of the Chesapeake Bay Bridge with bright sunrises and gorgeous sunsets as they climb aboard a wide array of powerboats of every style and size—from fishing boats and trawlers to pontoons and luxury cruisers. With plenty of on-site parking available, food and beer stations, the Bay Bridge Boat Show is guaranteed to be a great day on the Bay for all. annapolisboatshows.com

April 14

USSA Captains of Industry Golf Tournament

PLANTATION, FLORIDA

Spend quality time with other captains while competing in golf at the 7th Annual USSA Golf Classic for Captains of the Industry. ussuperyacht.com/events/7thannual-ussa-golf-classic-674/

April 14–16

Tortuga Music Festival

FORT LAUDERDALE, FLORIDA

Rock The Ocean’s Tortuga Music Festival was created to generate awareness and raise funds for ocean conservation with a full three days of music on the beach. tortugamusicfestival.com

April 16–22

Les Voiles de St. Barth

Richard Mille

SAINT BARTH

Les Voiles brings five days of a competitive regatta on Saint Barth’s challenging coastal courses. A central Race village lets competitors gather for morning cafés and evening concerts, along with everything else the island offers.

lesvoilesdestbarthrichardmille. com/us/

April 18

Billy Idol in concert

HOLLYWOOD, FLORIDA

At the Hard Rock Live at 8 p.m seminolehardrockhollywood.com/ events/billy-idol

April 19–24

Antigua Classic Yacht Regatta

ANTIGUA & BARBUDA

April 14 & 16

Janet Jackson “Together Again” featuring special guest Ludacris

HOLLYWOOD, FLORIDA

At the Hard Roll Live at 8 p.m. seminolehardrockhollywood.com/ events/janet-jackson

April 14–16 & 21–23

Coachella Valley Music and Arts Festival

INDIO, CALIFORNIA

The annual festival in the desert returns with over 50 artists performing live. coachella.com

A combo of serious racing, laidback Antiguan hospitality, and camaraderie with a race-based out of the Antigua Yacht Club. antiguaclassics.com

April 21

27th Annual Las Olas Wine & Food Festival

FORT LAUDERDALE, FLORIDA

This year’s event will continue its tradition of celebrating the best of Fort Lauderdale and its neighbors as we take you on a walk down the iconic Las Olas Boulevard. As you enter each Fort Lauderdale “tasting pavilion,” you will enjoy the best cuisines from different areas. Las Olas Boulevard, between S.E. 6th Avenue and S.E. 11th Avenue, 7:30 pm – 10:30 pm. lasolaswff.com

April 24–27

MYBA Charter Show

BARCELONA, SPAIN

The 33rd edition of the MYBA Charter Show in Barcelona returns, with a chef and chief steward/ess competition around the theme, “Foraged Fare.” mybashow.com

April 27–30

Palma International Boat Show

PALMA SUPERYACHT VILLAGE

The season-opening boat show will be held in Palma's Moll Vell. palmainternationalboatshow.com

April 28–30

Annapolis Spring Sailboat Show

ANNAPOLIS, MARYLAND

Sailing enthusiasts from the Mid-Atlantic are invited to the in-water show to view the sailing industry’s latest boats, gear, and tech.

annapolisboatshows.com

April 28–30 & May 4–7

New Orleans Jazz & Heritage Festival

NEW ORLEANS, LOUISIANA

Thousands of musicians, cooks and craftspeople welcome over 350,000 visitors every year to showcase live music, Louisianacuisine, and crafts.

nojazzfest.com

PHOTO SMARTYACHTS.COM

PHOTO SPACELAB.COM

April 29–May 3

Mediterranean Yacht Show

NAFPLION, GREECE

The 8th edition of the “largest exhibition of professional crewed yachts in the world” returns to Greece. Organized by the Greek Yachting Association, the show also includes an annual chef’s competition and other networking opportunities.

mediterraneanyachtshow.gr

April 29-30

Fort Lauderdale Air Show

FORT LAUDERDALE, FLORIDA

The U.S. Navy Blue Angels, SOCOM Para-Commandos, and Michael Goulian headline the 2023 Fort Lauderdale air show. Viewing areas include a flight line club and VIP penthouse. fortlauderdaleairshow.com/

May 3

Morgan Wallen “One Night

At a Time World Tour”

WEST PALM BEACH, FLORIDA

At the iTHINK Financial Amphitheater at 7 p.m. livenation.com/event/vvG1VZ99UOphjT/morgan-wallen-onenight-at-a-time-world-tour

May 5–7

Sunfest

WEST PALM BEACH, FLORIDA

Over 85,000 visitors attend Florida’s largest waterfront music festival in downtown West Palm Beach to listen to leading performers in many music genres. sunfest.com

May 11–14

British Motor Yacht Show

SOUTHAMPTON, ENGLAND

The show features the world’s most prestigious motor yacht brands, tailored to serious motor yacht buyers.

britishmotoryachtshow.com

May 16

Orange Beach Billfish Classic Tournament

ORANGE BEACH, ALABAMA

The only tournament on the Gulf Coast owned and operated by tournament fishermen returns for its 27th edition. orangebeachbillfishclassic.com

May 16–27 Festival de Cannes

CANNES, FRANCE

The 76th edition of the Festival de Cannes returns to award the best in the film industry. festival-cannes.com/en

May 18-20

Bitcoin Miami

MIAMI, FLORIDA

A collection of experts, one-of-akind activations, and information on the technology. Organizers expect 35,000 Bitcoiners from around the world with the goal to accelerate hyperbitcoinization at Mana Wynwood Convention Center. b.tc/conference

May 19–20

World Superyacht Awards

ISTANBUL, TURKEY

The 18th annual edition of the awards recognizes the craftsmanship of superyachts from around the world, with a judging panel made up of current and former superyacht owners. boatinternational.com/luxury-yachtevents/world-superyacht-awards

May 19–21

SoFlo Boat Show

MIAMI, FLORIDA

Over 100 slips of boats of every size will headline the show, with live music, a fishing zone, and nautical art and decor also available. sofloboatshow.com

May 25–29

Mountainfilm Festival

TELLURIDE, COLORADO

The annual documentary film festival showcases films that celebrate activism, social justice, adventure, and indomitable spirit. mountainfilm.org

May 26–28

Formula 1 Grand Prix de Monaco

MONTE CARLO, MONACO

The iconic 78-lap race through the incredibly narrow streets of Monaco returns.

formula1.com/en/racing/2023/ Monaco.html

May 17

Triton Expo!

Superyacht Village Pier 66 South TritonNews.com

MIAMI INT'L BOAT SHOW

Yacht captains and crew were on the job on the opening day of the Discover Boating Miami International Boat Show, and Triton was there to catch the action. Yachts of all sizes were represented at the Feb. 15-19 show, including the 377-foot (115.1m) M/Y AHPO, launched by Lürssen in 2021.

Photos by Dorie Cox

CAPTAINS & COCKTAILS

About 400 captains, crew, and industry people gathered for Captains & Cocktails on Feb. 8 at Yacht Controller in Fort Lauderdale. Clear weather made for a great night of networking with cocktails, snacks, raffle prizes, and a line-handling challenge.

Photos by Dorie Cox

YACHT CHEF & STEW THROWDOWN

Members of the yachting community gathered on Feb. 9 at Fuse Specialty Appliances in Miami to watch yacht chefs and stews race to create the best Caribbean-inspired canapés and cocktails. The competition included two teams, each with three chefs and one stew. The Blue Team, led by Chef Christian Ruddo, edged out the Gold Team for the win — but the real winners were the bystanders, who were treated with tastings.

Photos by Kevin Maher

to do so.

Many vessels have documentation related to bullying and harassment, and typically it refers the crew member to the captain or HOD. But to whom can the crew member turn if one of them is the perpetrator? And without mandatory implementation, what happens on all the vessels under 500 GT that are slipping through these nets?

Yachts are part of a global, transient industry that crosses various jurisdictions, and this can be an additional hurdle when it comes to legally reporting sexual assault cases.

Better recruiting

While the problems are evident, what is being done to mitigate them is less so. A first, vital step would be getting the right people on board to foster a positive and safe environment.

“Agencies should be doing all they can to protect candidates rather than think only about the fee,” Clarke said. One way his company, Quay Crew, does this is through CrewPass.

CrewPass is a crew vetting system created by Conrad Empson, an ex-crew member and star of the Bravo “Below Deck” reality TV series. The system aims to tighten security and safety within the yacht recruitment process by providing a central place for recruiters to run a full, global criminal background check on crew and to verify their certification.

"Once every two weeks, we get a crew member reaching out to report someone that was violent,” Empson said. “We store that name and that information when we do a criminal search to investigate further."

"CrewPass is an excellent tool to reduce the risk of hiring that predator, and it protects the owner, guests, and crew from being in close proximity to that person," Clarke said.

If everyone were to use the CrewPass service, would this reduce the number of perpetrators getting on board? Perhaps. “Clean recruiting” is an excellent method in theory, but what about those perpetrators without records?

Capt. Luke Hammond offers another solution through his recently launched "recruitment by referral" platform, Refrr. "I am getting someone on board that is already referred, so there is my social proof — and on the flip side, that person knows that because they were referred [by a friend], they aren't stepping into a crazy workplace," Capt. Hammond said.

Among recruiters, there are diverse opinions on psychological testing to ensure the right crew is put together. While there can be benefits, such tests are certainly not a perfect indicator of an individual's personality.

As Capt. Hammond put it, "Once you stack the work hours, long days, lack of sleep, everyone cracks. It's not if, it's when." Reinforcing his reasoning on referrals, he added, "How someone reacts at that moment is down to who knows them and has worked with them before."

Training is key

The industry recruits and gives power to individuals based on experience rather than leadership capacity. The crew may be trained for all first-aid, firefighting, and sea survival eventualities, but with no human resource staff on board, there is a gap in training to ensure a psychologically safe environment. Watkins notes that the crew is trained in performance, not people management.

The Personal Safety and Social Responsibilities (PSSR) module within the STCW briefly touches on the issue, but it is woefully inadequate. Some maritime schools opt for more in-depth training, such as the HELM Operational and Management courses — but more must be done. "In psychology, just like medicine, the earlier you catch things, the easier it is to treat,” Watkins said.

Lucy Mess, head of crew at Burgess, said, "Education and training are key. The aim is to deal with the issue before it becomes an issue."

Former purser Emma Brealey, now head of operations at the Crew Academy, said, "Training around communication, leadership, and conflict resolution can empower crew with knowledge and the confidence to stand up."

Shelley Viljoen, head of recruitment at The Crew Hunter, said, "Training can definitely mitigate issues of power and control. We provide a safeguarding course which is about training crew to prevent abusive behaviors and to act on them."

Implementing mandatory training and education will also help change attitudes. "We must wipe out ‘old school’ attitudes on board yachts," said Mess.

Emma Kate Ross, founder of Seasthemind, said, “It is important to listen and communicate nonjudgmentally and to have better-nuanced conversations."

Some crew commented in the anonymous Facebook poll that while they had not been subject to sexual harassment

or abuse themseves, they had witnessed it or known of others within the industry who experienced it. Training is also a critical element in actualizing change through the role of bystanders.

Zero tolerance

Increased awareness promotes zerotolerance attitudes. Perpetrators must know they will not get away with sexual harassment and assault without recourse. However, at the moment, there is no way to blacklist a crew member who has sexual harassment or abuse history — whether reported or not. The MLC provisions detailed in Article 1.4 state that "recruitment companies will not maintain a blacklist to prevent individual seafarers from gaining employment."

Upon Triton’s questioning, it was explained that the unions insisted on adding this clause as a response to blacklists of seafarers who were union members, or who had made complaints or raised health and safety concerns. Regardless, it still means slipping through the net is possible if you have a chequered past or an unchecked criminal record.

Some management companies are working hard to ensure that action is taken.

"We must manage the discipline of the sexual harasser correctly. Any complaints will be managed within the yacht disciplinary and grievance procedures," said Mess.

Agnes Nilendere, yacht operations manager for Bluewater, said, "Our managed vessels have harassment and bullying procedures on board as part of the safety system."

While such proactive steps sound good in theory, challenges remain when it comes to junior crew members needing to report a more senior crew member. For the crew to feel safe in reporting, there needs to be a neutral and independent resource unconnected to the yacht. Karine Rayson, founder of The Crew Coach, said, "We need an objective, independent party to manage and address these issues."

Change is in the air

Despite the appearance of a never-ending uphill battle, policies can and are being changed. Many organizations, such as

Safer Waves and Human Rights At Sea, didn't exist 10 years ago. Today, they are helping move the correct agenda forward.

CHIRP (the Confidential Human Factors Incident Reporting Programme) advocates for an onboard culture of safety on the presumption that a collaborative approach has the most impact. Earlier this year, CHIRP brought together similar organizations — Safer Waves, Mission to Seafarers, ISWAN, and The Seafarers Charity — to tackle the issue. This month, they plan another meeting to discuss a power-in-numbers approach, with the hope of driving tangible change.

COPE (the Center for Ocean Policy and Economics) is also making extremely positive progress after submitting proposals to the International Maritime Organization (IMO). Eva Lianne Veldkamp, who leads the working group on psychological safety, bullying, sexual abuse, and harassment, said, "The future will see mandatory training requirements, specifically for sexual harassment and bullying, and they are being developed and finalized with priority as part of the comprehensive review of the STCW, and it will be considered for amendments in the ISM code and a point of discussion at ILO concerning human rights.”

RESOURCE LIST FOR CREW

ISWAN seafarerswelfare.org

PYA pya.org

Nautilus nautilusint.org

Women Offshore womenoffshore.org

MHSS mentalhealth-support.com

Safer Waves saferwaves.org

The Seafarers Charity theseafarerscharity.org

Mission to Seafarers missiontoseafarers.org

Seasthemind seasthemind.co.uk

Anita Warwick

Tel: +1 954 763 9787

M/WhatsApp: +1 954 294 2078

Skype: ozanita

Anita@SevenSeasHealth.com

SevenSeasHealth.com

Crew • Expats Travel & Trip Cancellation

APPLICABLE WITH GAS/WATER SEPARATOR MUFFLERS

Process: Clean-Exhaust’s dosing pump injects the specifically formulated ecoBrew into the generator/engine raw water cooling system before the spray ring. The ecoBrew emulsifies the diesel particulate matter and soot as it passes through the piping and muffler, much like the agitation action in a washing machine. No back pressure is created in the process.

Result: The exhaust gas is expelled with little or no particulate, facilitating cleaner air, cleaner harbors, cleaner oceans, cleaner hulls and boot stripes with no floating sheen or sludge.

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Yacht-Mate Products Tel: +1 954-527-0112

Email: sales@yachtmate.com

Yacht Management, LLC

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R. Todd McFerren 954.706.9406

yachtmanagementtodd@gmail.com

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Captain and Crew Services Trip Planning/Chartering

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Suntex adds the valuable personal touch that is delivered by our highly-responsive staff, and through premium services and amenities that enhance the customer experience. Our rigorous standards to maintain the marinas in top condition are also why Suntex Marinas’ customer satisfaction ratings are among the highest in the hospitality industry.

To learn more about our growing network of more than 50 marinas with an unwavering commitment to world-class guest services and experiences, visit us at suntexCOASTAL.com/TRITON.