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SHAWN O’BRIEN

SALES MANAGER, PRIVATE YACHT DIVISION

I think one of the best things anybody can do that improves the trip and their arrival condition is to bring your own food on board. Nuts, granola, fruit, and a decent sandwich/wrap are light and healthy alternatives to the gluey pasta and overly salted mystery chicken that can make jet lag an even bigger nightmare than it already is. Bringing a scarf and a long-sleeved sweater, T-shirt, or hoodie is also a big plus for being comfortable and not getting frozen by full-throttle A/C.

Scan this QR code for rules on bringing food aboard.

GINA FERREE

MARINE TRAVEL CONSULTANT

When I travel, I like to either watch movies/series or sleep, so I like to have a phone kickstand and a small pillow. These two items I have found to be quite handy: this portable universal smartphone kickstand sold on Amazon; and the Roll & GoAnywhere MyPillow, which can be easily stowed in a bag, and as a bonus, used at the hotel for extra support — I always need extra pillows when I sleep! mypillow.com

Scan this QR code for phone kickstand

TECH FOR TRAVEL

Stay in the know when on the go!

» Track real-time flight status, departures and arrivals, airport delays, and airport information using FlightStats

Global Flight Tracker. flightstats.com/v2 » Self-check the travel documentation requirements for your next trip using the TravelDoc widget. TravelDoc is a bespoke software system that verifies passengers' international travel documentation, including visa requirements. traveldoc.aero » Set itineraries that will get you doing what you love. Here are some of the best cities to visit in 2023 according to

Lonely Planet. lonelyplanet.com/best-in-travel

— Global Marine Travel

Global Marine Travel has been on the alert 24/7/365 for over 20 years to help crew navigate their travel needs. For immediate travel assistance, email yachting@flygmt.com or call TritonNews.com | JUNE 2022 41 +01 954-761-9595. Follow them on Instagram @flygmt_travel.

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Mastering the CV

Don’t get lost in the shuffle! Here’s how to make sure your resume stands out.

By Gavin McMichael

You want to find that next opportunity with the right boat, right owners, right program, right crew, and right money. For the past 8 years, we have been preparing CVs to help yacht crew find and get the jobs they want by using the following strategies.

Where to begin?

Get a clear idea of your goals. Knowing exactly what position, location, itinerary, salary, etc. that you want enables you to be more targeted on your CV. Once you have clarified your goals, you can tailor your content to meet your objectives. But keep in mind that less can be better than more.

Job descriptions

Most of us have a problem knowing what to include under each of our jobs. Include some descriptions of your roles, responsibilities, and tasks to demonstrate you have the experience and skill sets to do the job. Next, include information on the number of guests and trips, tight schedules, events, yard periods, and large projects to show how busy you were and the demands of the job. The most important information you should include is the specific ways you made a specific difference in or contribution to the job. For example, did you create, implement, or improve any system, process, procedure, or protocol that resulted in better operations or guest experience? For example: “Increased charter revenues by 35%, reduced expenses through new efficiencies, planned and coordinated 100-person event on board, created new inventory spreadsheets for better tracking and restocking.”

For unrelated land-based positions, focus on the “type” of employee you have been: achiever, solutions-oriented, good in teams. Were you promoted or given additional responsibilities in a relatively short period of time? Were you regularly part of teams assigned to solve a problem or reach a goal? Did you meet or exceed goals given to you? Did you help solve any problems or find better ways of doing things that resulted in better operations or outcomes?

Keep content professional

Your content should be substantive and not filled with fluff, such as “always had a positive attitude on the job.” Employers kind of hope that is a given. Instead, focus on specific things you did. List key contributions, achievements, and ways you made a difference in the job.

Use a professional tone in your job descriptions. Avoid the words “I, we, me.” For example, drop the “I” so that “I was able to lower costs by 50% through new efficiencies.” becomes “Lowered costs by 50% through new efficiencies.”

Highlight with a ‘Professional Profile’

If you have several years of yacht experience, we recommend highlighting some of your key accomplishments under a “Professional Profile” or “Professional Summary” section on the first page. Not all of a candidate’s experience gets read on the first skim, but a professional profile/summary almost always does. It can effectively draw prospective employers to your strengths as a candidate and make your achievements stand out among other candidates.

Should I include every job I have had?

The general rule is not to include more than 10 jobs or jobs older than 10 years. Most employers are going to focus on the

jobs in the last 5-7 years. Maybe make an exception if you have experience with a well-known vessel, company, or individual.

The one page vs. two pages debate

The only time you should use one page is if you have had no more than four jobs. There is no penalty in the yacht industry for a two-page CV. It is a standard. So there is no need to cram all your info into one page — unless you’re just a fan of small tight spaces. Putting two pages of content into one page is hard to read and off-putting.

You may have heard that you should include a minimal amount on your CV to keep it to one page, then share the details in the interview. One problem: You will never get to the interview. Your CV was the first interview. The candidate who shares more key details on experience, job contributions, and achievements will always be contacted first.

Work description formats: Bullet points

We always recommend bullet points over narrative style. Bullet points are much easier to read and get the information the reader is seeking quickly. Long paragraphs under each job are like speed bumps in your CV that derail the reader.

References

You should have at least three references. Make sure all of your references know they are references for you, and that they will be good references. You would be surprised how many people leave this to chance, only to find out later one of their references has been telling everyone they would be crazy to hire you.

CV layout and design

The main goal of CV layout and design is to attract attention and keep prospective employers reading. We introduced the formatted yacht CV with color eight years ago. Formatted CVs with color did much better than traditional black-and-white CVs; now, formatted CVs are an industry standard. Using color, shading, and section boxes helps your CV stand out and get noticed, organizes your CV content, makes information easier to find, and helps drive the focus to content that strengthens you as a candidate.

We have tested and used a lot of CV layout designs — some with a lot of color, some with a little color, and some without any color. The ones without any color never did as well as those with at least some color. And if you look at CVs and resumes outside the yacht industry, the vast majority employ color, shading, and section boxes.

Final checks

Is all your information up-to-date and correct? Is your layout eyecatching? Is your photo not just flattering, but appropriate? If English isn’t your strong suit, has someone else checked your spelling, grammar, and punctuation? ‹

For more information on yacht CVs, recommendations, and free guides scan this QR code.

GAVIN MCMICHAEL, A 15-YEAR CHEF IN THE YACHT INDUSTRY, IS THE FOUNDER OF SUPER YACHT RESUME, PROVIDING CV AND CAREER SERVICES AT SUPERYACHTRESUME.COM

What they don’t teach you

Becoming a savvy SEA negotiator can make all the difference in getting a payout that matches your value.

By Tia Taylor

Recently, on a bright Florida day, I was talking with a crew member who said, “See, this is why

I like talking to management and finance people. On board, we only have a view of the industry from our boats and a few of our friends on other yachts. Management gets to know what is happening on tons of boats at the same time. I feel like there are things that I should know, but might be missing.”

And that crew member was immensely correct!

Of course, the first smart step toward quality industry information is to read the Triton. After that, it’s best to figure out what information you don’t know. That is clearly easier said than done— but luckily, you have me. I can easily assure you that many new crew members are not being given financial knowledge, particularly in relation to acquiring a good Seafarer Employment Agreement, or SEA contract.

Each vessel is unique in how its financial program is run for the owner, captain, and especially, crew. Some programs stick to the bare minimum of maritime compliance, while others go above and beyond to retain the best quality crew with high-incentive contracts. For example, most compliant yachts are required to repatriate you, but that doesn’t guarantee that you will have a plane ride home. Some vessels will try to find the least expensive non-flight route, while others will make sure you have a nonstop flight with a business upgrade. It just depends on the vessel and what you have in your contract.

The best way to help yourself is by first fully reading your SEA contract. Yes, all of it! — and preferably before signing. Make sure to ask the captain any questions you have so that you completely understand what you are agreeing to. Also, know that more than just your salary is negotiable. Respectfully asking about negotiating options is a great way to increase your payout to match your hard work, without touching the salary. Top things that can be discussed include asking for additional days of paid leave, the potential for a rotation, special training paid by the vessel, contractual bonuses, contractual raises, higher flight allowance, flying business or first class, being paid in a different currency … the list goes on and on. ‹ When you are ready to review your SEA contract, just remember these few things: ➜ If you aren’t negotiating, you are leaving money on the table. ➜ If you have already signed your contract, that’s OK. The next time you have a conversation with your captain about pay, make sure to mention the other areas as well.

➜ If your captain agrees to pay increases or other allowances, make sure they are added to your contract with an addendum — not just a verbal agreement. ➜ The worst thing the captain can say is no.

At that point, you can decide if it’s time to look for a new vessel.

➜ All of your negotiating should fall in line with your quality of work. If you know you are a great crew member, then a great program will work to keep you.

TIA TAYLOR IS A YACHT ACCOUNTS MANAGER AND BUSINESS OWNER. SHE PROVIDES CONSULTATION AND TRAINING IN FINANCIAL LITERACY FOR CREW AT LUXURYLEARNINGSOLUTIONS.COM

Zero to Hero

in Two Weeks

Crash courses for newbies have created a dilemma for the RYA Yachtmaster program.

By Capt. Jeff Werner

When the International Maritime Organization implemented STCW 95, it was focused on conventional merchant shipping vessels. Concurrently, the yachting industry was experiencing rapid growth, particularly in the overall length of vessels and the number of crew needed to operate those vessels safely. The Maritime and Coastguard Agency of the United Kingdom, responsible for implementing British and international maritime law and safety policy, saw yachts as a market that was not being addressed.

The IMO was more than happy to allow the MCA to follow STCW 95 guidelines and develop standards for the growing number of large yachts. In 1997, the MCA published the Code of Practice for Safety of Large Commercial Sailing & Motor Vessels — “large” meaning 24 meters (78.7 feet) and over in load line length. This Large Yacht Code was applied to yachts that were in commercial use for sport or pleasure, did not carry cargo, and did not have more than 12 passengers on board.

To satisfy the “T” in STCW (training), the MCA looked to the venerable Royal

Finding the perfect fit

A good crew agent bridges the gap between captains and crew by knowing well the needs of both.

By Dorie Cox

The jump from marina dock to superyacht work can be wide. New yacht crew fall short on contacts, while veterans are often challenged to find the perfect fit. Yacht crew agents can bridge these gaps. To learn more about crew agents, Triton reached out to Corly Quirk, owner and operator of Superyacht Crew Placement.

What do crew agents do?

“I consider myself a matchmaker,” Quirk said. “It's like putting friends together; you know who is going to work well together.”

When she meets crew searching for a job, or a crew member with a position available, she uses CVs and interviews to learn about previous work, life experiences, family history, and where they've been, where they’d like to go. And she clarifies specific needs and goals. “I feel like I'm matching personalities, not just qualifications and job positions,” Quirk said. A good agent isolates requirements for both sides of the employee and employer equation. For example, Quirk said, she may have a capable crew member, but one who needs encouragement and support.

Yachting Association, founded in 1875, for both guidance and implementation. The RYA is the United Kingdom’s national governing body for sailing and powerboating. Over the years, the RYA developed training curricula, or “schemes,” as they are known in the U.K. These schemes, work on a laddered approach that slowly develops the theory and practical skills of recreational boaters over a multi-year period, giving them the confidence and experience to operate vessels up to 24 meters.

Today, the greatest number of superyachts are power-driven vessels, and the RYA Yachtmaster Power scheme offers an excellent means for aspiring crew to work their way up from deckhand to captain. The program allows them, over the years, to gain experience in both situational awareness and command presence on smaller motor yachts. That training scheme includes Competent Crew, Motor Cruising, Helmsman, Day Skipper, Advanced Pilotage, Coastal Skipper, and Yachtmaster Coastal/ Offshore preparation courses.

After completion of these courses, students undergo both theory and practical examinations, and successful candidates receive their Yachtmaster Certificate of Competence, either Coastal or Offshore. That is the training concept as designed; however, in the superyacht industry the position of deckhand is usually filled by newbie crew with little or no boating experience — and that creates a dilemma.

Over the past 10 years, RYA training centers worldwide have sustained an increase in the number of superyacht crew taking Yachtmaster theory and practical courses. Driving this increase in students are insurance companies offering discounts on premiums paid by the yacht owner if entry-level deck crew obtain their RYA Yachtmaster Offshore Certificate of Competence.

Typically, deckhands don’t have the breadth of experience or the sea time necessary to be adequately prepared for the rigorous Yachtmaster program. This has necessitated RYA training centers to offer two-week “zero to hero” Yachtmaster preparation classes — with failure rates as high as 50% — that have compromised the RYA’s well-established building-block approach.

RYA Yachtmaster instructors and examiners have the obligation to pass or fail students in order to keep the RYA training “brand” the worldwide gold standard that the organization has worked very diligently to achieve. The yacht crew who are taking these courses must keep in mind that no instructor can teach experience.

A deckhand who is aspiring to become an RYA Yachtmaster should peruse the RYA website (rya.org.uk) to have a complete grasp of the qualifications needed. In addition, Navathome. com offers an online Day Skipper theory course which will give them a leg up during the Yachtmaster theory preparation course.

And to avoid disappointment, superyacht captains should advise their crew that the experience they need does not come overnight and the RYA courses can only be successfully completed with hard work. ‹

JEFF WERNER HAS BEEN A YACHT CAPTAIN FOR MORE THAN 30 YEARS. HE IS A CERTIFIED INSTRUCTOR FOR THE RYA, MCA, USCG, AND U.S. SAILING, AS WELL AS AN RYA YACHTMASTER POWER INSTRUCTOR AND EXAMINER.

“Maybe it is a stew that needs a bit more care, that needs to be put with a chief stew who will take her under her wing,” she said. “Each personality is different, and I use what I know about them. When I really get to know crew on a personal level, that’s when I can put a killer team together.”

She also checks into previous employment.

“Reference checking is so, so, so important,” Quirk said. “But, I am aware there are three sides to a story. Just because someone is fired, it can be OK with me. They could’ve just had a personality conflict. Therefore, they get another shot.”

When a captain contacts me for crew, and explains the skills, certifications, and job specifics for the opening, Quirk searches her database and interview notes to match the top candidates.

“Sometimes captains say, ‘Why did you only give me three CVs? I want more,’” Quirk said. “I say, ‘Because I am doing my job. These will work for you. They are a perfect fit for your program.’” Quirk said she does not push CVs for a paycheck as she wants both sides to be happy.

She maintains relationships with the thousands of crew in her database and can connect a crew member with a yacht often before there is a public vacancy.

“I will only promote crew that I have met in person or by video. I’ll connect with vetted crew even before I post a job. I know exactly who is a good fit; I spend the time to get to know the captains, program and crew,” she said. ‹

TOP TIPS

COMMIT TO LONG-TERM

For best results, you need to commit to a long-term position. “Those do go to the top of the pile,” Quirk said of crew CVs with longevity. Sometimes departures are due to a sale of the yacht or an unsafe situation with the boat, and that’s understandable. But moving around a lot is a red flag, she said.

WORK WITH LOTS OF AGENTS

“Crew should absolutely form relationships with multiple agents,” Quirk said. “Go with all of the crew agents, then stick with the ones you connect with. The service doesn't cost anything for crew.”

KEEP IN TOUCH

If you form a bond with an agent, then keep in touch, Quirk advised. Let them know what you are doing, when you expect to leave a yacht, your latest certificate or license, and your newest skills. “It helps to get a note like, ‘I will be available next month,’” she said.

ADD KEYWORDS TO CVS

Agents use a large database and keyword searches, Quirk said. Yacht crew licensing is important, but extra skills and hobbies, such as diving, are vital. “Captains will ask for specifics, and if they are not listed in your skills or hobbies, you might not come up in a key search.”

CHASING THE DREAMBOAT

From pinching pennies to stow-away stealth, breaking into yachting can be a risk-it-all endeavor.

Thinking about entering the yachting industry? It is definitely a topic of conversation to spark interest at any dinner party. Here is the story of how I ended up choosing a life on the open seas, serving the rich and famous.

Born and raised in Johannesburg, South Africa, I moved to the Eastern Cape to complete my bachelor’s degree in economics and environmental science. My plan was always a career in renewable energy, but life had other plans for me.

I decided to take a gap year before settling down into a corporate job and putting all my energy into climbing the ladder, so I started playing with

By Wesley Walton

some ideas: ski instructor, lifeguard at Disney World, country club valet, etc. A friend mentioned the yachting industry, which, believe it or not, was still relatively unheard of among South Africans back then.

I did some digging into it and was captivated — I mean, who wouldn’t want to get paid to travel to exotic locations all over the world on beautiful, multimilliondollar yachts? I thought this was something I could definitely get on board with. Before I knew it, I had thrown my life savings from coaching rugby and waterpolo into entry-level courses and a one-way plane ticket.

First stop: Cape Town, to complete my STCW and other prerequisites. I’m sure all yacht crew have great memories of those intense days of learning to survive at sea and fight fires. It’s your first introduction to the like-minded friends you will share the industry with. I still have close relationships with a few of the people I did my very first STCW with.

Once I had paid for my yachting courses and my overseas flight, I very clearly remember scrapping together all that I had left, not much more than $1,000. It was still a substantial amount, I thought — until I got to Florida. Here’s a rundown of Day One: taxi, $34; one week’s rent, $250; printing CVs and business cards, $50; cellphone SIM card, $50.

I realized I had not much longer than 10 days to turn this dream into reality before going broke. I walked over 20km a day to meet crew agents, bought all my meals and toiletries at the Dollar Tree, and went to every Triton networking event — not only to gather information and meet people in the industry, but also to get a free meal. Times were tough and I had to go out of my comfort zone to make ends meet.

After the first week, I knew I could no longer wait around hoping my phone would ring for a job. I had to take action and risk it all, or I would be back on a plane to South Africa before I knew it. So on the Monday of my second week, after the next $250 was spent on accommodations, I managed to talk a mate into letting me sneak into the trunk of his car as he went to work in one of the shipyards, so I could avoid being turned away at the security gates. Once through the gates, I was determined to talk to every yacht in the yard and hand out my business cards, which I had hidden in a sleeve of tissues in my backpack in case a security guard stopped me — I had to give them every reason to believe I belonged there. Nevertheless, after being rejected more times than anyone would believe possible, I retreated to face the reality of my bleak situation.

While grocery shopping at the Dollar Tree once again, my phone rang. I was so excited I dropped the phone in the middle of the shop. I knew the only people who would have this number were the agents and yachts I had given my business card to. A yacht that needed some help prepping for their season had called to offer me a few days of work. I couldn’t believe my luck! This meant I could survive possibly another week and keep looking for something more permanent.

I got to the yacht very early and anxiously waited for someone to welcome me on board. The moment finally had come when I had to prove myself, to make sure all the money and sacrifice were worth it. Once welcomed on board and given a couple of tasks, the chief officer told me, “We have cameras all over the boat, so we always know when you are not working.” I saw those cameras all over the boat, and I made sure I never put down my tools until I was told to!

Looking back, I am pretty sure this was just the chief officer messing with me. However, the hard work I put in led from a few days of work to a week, and finally, to a permanent position on that yacht. Before I knew it, I was whisked away to the Bahamas and across the Atlantic for my first Mediterranean season.

Everything fell into place after taking that big risk. The intended gap year has turned into a 10-year career, and I don’t plan on becoming land-based anytime soon. If I could give one piece of advice to anyone just starting out, it would be this: “You have to make it work for yourself; you cannot sit around waiting and hoping it will just happen for you.” ‹

CHIEF OFFICER WESLEY WALTON HAS BEEN IN YACHTING FOR 10 YEARS. HE RECENTLY EARNED HIS 3,000GT CAPTAIN’S LICENSE.

• Superyacht Facedock • Waterfront Restaurant, March • Resort Improvements

• Direct ocean access • 850’ of parallel, deep-water dockage • 30 interior docks for boats up to 70’ • Fuel bunkering • Access to Hilton’s heated pool, tness center, restaurants, and bar

Welcome to New Zealand, the perfect hub for an epic South Pacific adventure.

In a world where the only true luxury left is the hard-to-find experience, New Zealand via superyacht serves up a full menu of such adventures in one of the world's great natural playgrounds. From steamy geothermal pools and sunny beaches to icy fjords and mountains, it’s a land of extremes in every sense. Opportunities for yacht crew and charter guests abound between the North and South Islands’ unique cities, diverse geography, and world-class fishing and diving — as well as about 700 smaller islands to explore!

The North Island is home to some of the world's most active supervolcanoes, glowworm caves, Māori cultural events, and the cities of Auckland and Wellington. On the South Island, the wilderness of rugged mountains, lakes, rivers, and fjords offers every type of white-knuckle adventure and outdoor activity imaginable. It’s easy to see why this South Pacific nation was voted one of the Top 10 “Best Countries in the World” in Condé Nast Traveler’s 2022 Readers’ Choice Awards. a global gateway for exploring Antarctica. And, as the Asia Pacific Superyacht Association would have you know, this 36th America’s Cup winner is “still the hottest sailing destination on the planet!”

The best time of year for cruising Down Under is during the summer season from December to April. Added bonus: New Zealand is out of harm’s way during the northern Pacific’s typhoon season. ‹

Also known by its Māori name of Aoteroa, the country is about the size of Colorado, yet features over 9,300 miles (15,000 km) of coastline.

New Zealand is perfectly positioned as a refit, cruising, and charter hub for exploring the South Pacific. A wellestablished infrastructure of top-rated builders, refit yards, backup facilities, and services supports every possible yachting need. The South Island has long served as Here are some other helpful things to know before you go. » Time zone: UTC + 12 (May–Aug.) /

UTC+13 (Sept.–April) » Electricity: 230 V / 50 Hz » Currency: New Zealand dollar (NZD) » Calling code: +64 » Emergency call: 111 » Coastguard rescue: Channel 16

CUSTOMS & CLEARANCE

Upon arrival at a port of entry, you will be met by officers from the New Zealand Customs Service and the Ministry for Primary Industries. All people and goods must remain on board until the vessel has been cleared. If arriving somewhere other than a port of entry, you must report immediately to a customs or police officer. Do not anchor in New Zealand waters (within 12 nautical miles from the coast) before customs clearance.

As of October 2022, there is no requirement for a COVID vaccination or negative COVID test prior to arrival, whether by sea or air, and no mandatory quarantine. (This is not always the case in neighboring South Pacific destinations, such as Tahiti and Fiji, so keep that in mind when planning your itinerary.)

Nationalities that are on the New Zealand Immigration waiver list do not need to apply for a visitor’s visa before arriving. Besides Australians, the waiver applies to citizens of Canada, the U.K., the U.S., and most European countries. The full waiver list can be found at immigration.govt.nz. Those who do not require a visa must apply for an NZeTA (New Zealand electronic Travel Authority). Most requests are processed within 72 hours but some may take longer, so it’s best to request an NZeTA well in advance of arrival. The NZeTA is valid for many visits and up to 2 years.

New Zealand has strict biosecurity rules. This applies to biofouling and ballast water, as well as to any other hitchhiking weeds or pests that may be onboard your boat that could harm New Zealand’s wildlife. Once in New Zealand, you will go through a sixstep biosecurity process, including an inspection. If staying 21 days or longer, you must provide evidence of biofouling management before you arrive.

If you have restricted or prohibited foodstuffs and goods aboard, they must be declared on your arrival card. Such items include fruit, vegetables, meat, fish, poultry, honey, dairy products, sports and other outdoor equipment, wooden items, seeds, and plants (dead or alive). Some restricted items may be allowed in with a permit or after undergoing treatments such as fumigation (at the yacht’s cost).

Prescription drugs that contain narcotics must be accompanied by a doctor’s certificate stating that the medication is necessary and is being used under a doctor’s instructions. It is recommended that all medications be kept in their original, pharmacy-labeled containers and the amount on board not exceed a three-month supply.

Vessels entering New Zealand waters are required to declare all firearms and weapons on board — including pepper spray and airguns — and will be expected to surrender all restricted weapons to the police, who will secure the weapons and return them when the boat leaves New Zealand waters. Handguns may be locked into a secure enclosure and sealed on board if under the control of a New Zealand Firearms License holder of the correct category.

Visiting yachts that apply for a Temporary Import Entry (TIE) certificate from New Zealand Customs prior to arrival can stay for up to 24 months without paying duty charges, and can purchase goods, equipment, and services exempt from the 15% goods and services tax, provided the goods or services are for the yacht and/or leave with the yacht. This includes berthage costs, as well as repairs or refitting work completed while in the country.

Crew members are not required to pay tax as long as they are not in the country for more than 365 days in any two-year period and are not employed by a New Zealand resident or New Zealandcontrolled company. ‹

Over 5 million people call New Zealand home — and so do 26 million sheep.

Will you need a visa or New Zealand Electronic Travel Authority (NZeTA) to enter the country? What items are prohibited or restricted? Scan the QR code to find the answers.

PORTS OF ENTRY

Superyachts 500 tonnes or more will need to hire a pilot to enter New Zealand ports. For an exemption when visiting Auckland, email the Auckland harbormaster at andrew.hayton@at.govt.nz. Here are the ports/marinas approved as yacht arrival points, listed geographically from north to south.

NORTHLAND

Marsden Cove Marina marsdencovemarina.co.nz

Opua Marine Park

bayofislandsmarina.co.nz

AUCKLAND

Viaduct Marina

viaductmarina.co.nz

Silo Park Marina silomarina.co.nz

TAURANGA

Vessel Works Marine Precinct

vesselworks.co.nz/facilities/ #place-of-first-arrival

PICTON

Picton Harbour

portmarlborough.co.nz

CHRISTCHURCH

Lyttelton Harbour

lpc.co.nz

CHARTER RULES

Under the New Zealand Maritime Transport Act, ships are considered pleasure craft and not commercial vessels if they are: » Not used for hire or reward. » Used exclusively for the owner’s pleasure or as the owner’s residence. » Not operated or provided by a business.* Foreign-flagged superyachts that comply with Maritime New Zealand requirements may be used for commercial charter for up to 65% of the total time they are visiting New Zealand. Special provisions apply to gain regulatory consent from Maritime New Zealand, New Zealand Customs, and the Inland Revenue Department. Find out how domestic laws and regulations apply to your vessel, and whether exemptions may be sought, at nzmarine.com. Or contact a local superyacht agent, who can process all the necessary paperwork as well as answer your questions.

*If the vessel is operated or provided by a business, an exemption from commercial charter requirements — which must identify the owner — may be applied for through Maritime New Zealand. For more information, visit: maritimenz.govt.nz/rules

AUCKLAND, NORTH ISLAND

YACHT AGENTS

Accredited agencies that specialize in superyacht service — whether crew placement, provisioning, and itinerary/ charter logistics; or customs and regulatory documentation; or repairs, spare parts, refits and maintenance needs.

37 South

37southyachts.com service@37southyachts.com +64 9 302 0178

AGents by Catalano

catalanoshippingpacific.com duthie@catalanoshipping.com +64 21 409 802

Integrated Marine Group

integratedmarine.com mark@integratedmarine.com +64 21 759 157

Reid Yacht Services

rys.co.nz info@rys.co.nz +64 9 368 9301

Marinelogix

marinelogix.co.nz info@mlx.co.nz +64 21 616 407

Tidal Yachting Ltd

tidalyachting.com info@tidalyachting.com +64 22 030 5856

Oceania Yacht Agency

oceaniayachtagency.com agent@oceaniayachtagency.com +64 9 430 3148

HEKERUA BAY ON WAIHEKE ISLAND

Urban Sea

urbansea.co.nz karma@urbansea.co.nz +64 021 054 6024

Diverse Projects

diverseprojects.com jv@diverseprojects.com +64 09 358 5331

LAKE TEKAPO, SOUTH ISLAND

INTERNATIONAL AIRPORTS

» Auckland International Airport (AKL) » Christchurch International Airport (CHC) » Wellington International Airport (WLG) » Dunedin International Airport (DUD) » Queenstown International Airport (ZQN) Regional flights within New Zealand are available at Palmerston North Airport (PMR) and Hamilton Airport (HLZ).

SUPERYACHT MARINAS & MOORINGS

NORTHLAND

Bay of Islands Marina

boimarina.co.nz +64 9 402 7124 Berthage up to 328 feet (100m)

PORT OF ENTRY

Marsden Cove Marina

marsdencovemarina.co.nz +64 9 432 7740 Berthage up to 100 feet (30m)

PORT OF ENTRY

Port Nikau

portnikau.co.nz +64 27 423 8064 Berthage up to 393 feet (120m)

TAURANGA

Tauranga Bridge Marina

marina.co.nz +64 7 575 8264 Berthage up to 122 feet (37m)

AUCKLAND

Bayswater Marina

bayswater.co.nz +64 9 446 1600 Berthage up to 164 feet (50m)

Viaduct Harbour Marina

viaduct.co.nz +64 9 373 4141 Berthage up to 197 feet (60m) Port of entry

Silo Marina silomarina.co.nz

+64 9 355 1837 Berthage up to 460 feet (140m)

PORT OF ENTRY

Orams Marine

oramsmarine.co.nz +64 9 309 9999 Berthage up to 328 feet (100m)

Gulf Harbour Marina

gulfharbour.co.nz +64 9 424 6200 Berthage up to 164 feet (45m)

THE BILBO BAGGINS HOME AT THE HOBBITON MOVIE SET IN WAIKATO, NORTH ISLAND