Triton - Vol. 1, No. 1

PANDEMIC REALITIES COVID FALLOUT CONTINUES

HOT TOYS

CREW TESTERS TAKE A SPIN

BOATYARD BUYOUTS WHAT WILL IT MEAN?

JOYOUS FIZZ CHAMPAGNE COCKTAIL, ANYONE?

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FROM THE PUBLISHERS

W

elcome (back) to the Triton! We are very honored that David and Lucy Reed decided to pass on the Triton baton to Kevin and I as they move on to their next phase of life.

Why us, and who are we to take on such a venture?

For those who do not know us, Kevin and I have been in the marine industry for a long time. But we’re not saying how long!! I was president of Rybovich for 20 years until my family passed that baton on to the Huizenga family in 2005. From there, I ran Broward Yachts for a couple of years before partnering to co-develop the first phase of Marina Pez Vela in Costa Rica. For several years, I have been a partner at Saunders Yachtworks and doing a lot of marine industry advisory projects. Over the past few years, Kevin and I joined forces to start US Marina Group, a marina management and advisory company.

After a career of operating resort hotels, Kevin was recruited by Wayne Huizenga Sr. to operate the Bahia Mar Yachting Center.

During his tenure, he redesigned the marina to meet the demands of the emerging mega and superyacht market. His design included improvements that enabled the Fort Lauderdale International Boat Show to become the world’s largest show. He went on to join the Blackstone Group, overseeing eight marina resorts from Florida to the Caribbean. He also rebuilt Pier 66 marina and, most recently, worked on the design of the new Hurricane Hole Superyacht Marina on Paradise Island, Bahamas.

The relationship with Triton goes way back for both of us, but for Kevin, it goes back to Day 1 in 2004, when he met Lucy on the docks at Bahia Mar. She had her baby in a backpack and was visiting the renowned vessel Big Eagle for her new yacht crew magazine. That was the start of a long-term friendship that ultimately led to our acquisition.

So why now a magazine? We both have a strong passion for the yacht industry, and we are fully committed to having Triton be the ongoing platform to educate, inform, and entertain captains and crew. While it’s a lot of hard work, it’s also fun!

We plan to bring back the popular networking and expo events at the beginning of the year, and we’ll continue to offer plenty of ways to keep you updated on all things yachting- and crew-related, both online and in print.

We have built a great team to bring all of this to you, and we have more to come!

Welcome (back) to Triton! It should be a great ride for all of us!!

JIM BRONSTIEN

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TRITON NOVEMBER/DECEMBER 2021

KEVIN QUIRK

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

Editor-in-chief Susan Jobe | Susan@TritonNews.com

Sales Director Edward Ibarra | Sales@TritonNews.com

Art Director Debbie Reznik | Production@TritonNews.com

Social Media Manager Abby Quirk | Abby@TritonNews.com

Contributing Editor Chris Caswell

Contact us 1881 SE 17th Street Hilton Marina Yacht Basin Fort Lauderdale, FL 33316 +01 954-525-0029

Follow us thetritonnews | tritonnews |

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Contributors Carla Annas, JD Anson, Carol Bareuther, Leonard Bryant, Chris Caswell, Rhea Caswell, Dorie Cox, Danny Davies, Christine Davis, Adrian Delgado, Capt. Jake DesVergers, Christine “Bugsy” Drake, Aubree Dunbar, Ciara Farrow, Bellamia Giavanna, Alene Keenan, Kevin Koenig, Lauren Loudon, Scott Luxor, Capt. Grant Maughan, Sonja Meljholm, Keith Murray, Zuzana Prochazka, Corey Ranslem, Capt. Jeff Werner

Vol. 1, No. 1 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, as well as professional freelancers, to be considered for publication and/or posting on our website and social media platforms.

Please note that we discourage the submission of materials via posted mail and cannot be responsible for its return, loss, or damage. Please email queries to Editor-in-Chief Susan Jobe at Susan@TritonNews.com.

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EDITOR’S LETTER

Let’s get this boat back in the water!

W

elcome to the new Triton! We’re excited to be underway, uncharted as the waters may be. The saying “it’s good to be lost in the right direction” keeps popping into my mind lately.

With COVID doldrums now astern, many of us are once again locked in hot pursuit of that elusive goal known as “work/life balance” — and none more so than yacht crew. In our premiere issue, you’ll find that Work comes first and Life is usually more fun, unless the job is testing the hottest new yacht toys on the market. And, yes, our Work pages outweigh our Life pages. Sometimes we all need a little help to find the right balance, just “Ask Bugsy!”

We know that for yacht crew, “Pandemic Realities” in the past 20 months have been intense.

But we also know there is much to celebrate! Boat shows are rebounding, people are meeting up (to clean up), and yachting outreach programs continue to do us proud. We’ll raise a glass (or 8) of bubbly to that! We’ll give you a line on fitness, share travel goodies and work tips, and inspire a little FOMO with the crazy things crew get into during time off.

Simply put, our goal is to engage, entertain and inform yacht captains and crew. Our mission is to cultivate community through networking events and a forum we hope you will make your own. So, lean in! Send us your tips, pics and tales. Tell us your concerns. Share your frustrations and feedback.

Connect with us — and each other —on our pages and platforms.

It’s time for a new adventure, don’t you think?

Come join us as we set our course for the brighter, better days ahead.

SUSAN JOBE Susan@TritonNews.com

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TRITON NOVEMBER/DECEMBER 2021

TRITON NOVEMBER/DECEMBER 2021

5

Contents 22

WORK

Photo Adrian Delgado

12 From the Bridge

No jolly holidays for hardworking crew.

LIFE

14 Electric motors

Skip a trip to the fuel dock.

38 Feed a cold, starve a fever?

16 Prepped to please

Double down on the preference sheet.

38 Heave ho!

18 Ready to be a chief stew?

How to know when it’s time.

Champagne cocktails sure to sparkle.

Tackling pandemic challenges.

S/Y Wisdom puts foster youth on a promising path.

Activated charcoal is the trick.

46 Dock & Dine

22 Crew profile

Meet Chief Officer Wesley Walton.

Rust buster made for cars, works on boats.

A test-driving dream come true for crew.

49-51 Chasing the Caribbean sun

The deep-water harbor in Charlotte Amalie,

30 Alternate reality

Hi-tech sim takes training to new dimensions.

St. Thomas, is a great home base for exploring the U.S. Virgin Islands and beyond. In this section you’ll find transportation options, need-to-know info on port entry, marina specifics at IGY’s Yacht Haven Grande St. Thomas, a crew go-to list of resources, and even some anchorage suggestions ideal for large yachts.

31 How to skin a cat

Supply shortage calls for creative engineers.

32 Old school ways

The past comes roaring back on a vintage Huckins.

34 Transitioning ashore

Gift ideas for the traveler on your list — or you!

WAYPOINTS

22 Hot water toys

Enjoy waterside dining without the traffic.

48 Gear on the Go

22 Top tool kit

Crazy lark becomes a road to adventure.

44 Yacht♥Beat

23 Danny Davies’ Black Burger Buns

No barrier mask? Ditch the mouth-to-mouth.

40 Rambulance

22 Chefs up their game

Know the ropes on total body fitness.

39 COVID-safe CPR

20 The Joyous Fizz

Research says, not always!

There is no “perfect time” for a career switch.

HAPPENINGS

ON THE COVER: Sunrise in the Sea of Cortez on M/Y Asteria.

Photo Capt. Grant Maughan.

Photo Chris Caswell

Photo Danny Davies

64-69 Keep your eye on the calendar There’s lots to do this winter, so don’t miss out!

Triton Networking events are coming soon, and MOCEAN meetups offer crew fun and worthwhile ways to connect. Meanwhile, check out our crew photo gallery from the Newport International Boat Show.

BACK PAGE 72 Ask Bugsy!

20 6

TRITON NOVEMBER/DECEMBER 2021

23

Have a problem? Need some good advice?

Chief Stew Bugsy Drake has got your back.

MAINE

Features

Come for the cruising. Stay for the service.

8 Legacy of The Triton

Lucy Chabot Reed recalls the triumphs and trials of building a trusted news source for the yachting community.

52 Boatyards changing hands at record pace

Contractors and captains weigh in on the ramifications.

Maine’s picture-perfect coastline leads straight to Front Street Shipyard in Belfast. It’s always 68 degrees and sunny during your stay inside our 160-foot-long sheds. Our 485-ton mobile hoist will move your yacht inside a heated, modern workspace where our in-house crew of talented Yankee craftspeople will service or refit your vessel.

56 PANDEMIC REALITIES With this special collection of stories, Triton explores some of the effects COVID fallout has had on those who work in yachting 56 Shut down and stranded

Quarantines and locked-down borders leave crew with nowhere to go, and no way to get there.

58 Air travel primer

Pointers for international travel.

58 Catamaran dreams hit COVID doldrums

Clock is ticking on circumnavigation plans.

59 Yacht

Disrupted supply chain means shortages,

delays, higher costs.

60 New game rules

‘Free pratique’ no guarantee as seafarers

negotiate pandemic rules.

62 Formula for sheer frustration

High crew turnover rate leaves first-time

owners reeling.

62 Risk assessment crew

Event-planning calls for some creative

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A legacy of hard work and heartfelt service Former co-owner and founding editor Lucy Chabot Reed recalls some of the triumphs and tribulations that went into making The Triton a trusted source of news and networking for the yachting community.

By Lucy Chabot Reed

Photo courtesy Lucy Reed

L

Former owners and founders of The Triton, David and Lucy Reed

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TRITON NOVEMBER/DECEMBER 2021

ooking back on 17 years of The Triton, the first things that come to mind are the bad stories: the captain who lost his job after I printed something he said; the tongue-lashing I received (several, in fact) after my stories let captains question things the industry didn’t want questioned; the beating we took from Show Management when Hurricane Wilma nearly wiped the 2005 Fort Lauderdale boat show off the map.

The funny thing is, each of those situations — yes, even the one where that captain got fired — had a positive outcome. So even though there were tough days and tough deadlines, the body of work we original “Tritions” leave behind in the archives represents the most rewarding journalism I have done.

Yup, even the “bad” stuff.

I met that soon-to-be-fired captain in Newport in the early days. I was conducting my daily survey during the boat show and asked “What was your best day in yachting?” He joked, “This one was pretty good. The boss just left.”

We both chuckled and I went on my way. It was a cute comment, taken at the end of a long trip as the captain obviously looked forward to a little down time.

I printed it; the boss saw it and let the captain go.

The next time I saw this captain, about a year or so later on a different boat, he told me the story. He landed on his feet and could laugh with me about it. But I learned a lesson: Protect captains and crew from themselves. Assume the boss will somehow see what they say and make sure we print nothing that can get them in trouble. I would be told many “funny” things over the years; they rarely made print again.

For our third issue, I sat down at Lester’s Diner with a captain and a yacht owner to talk about a scary and troubling turn of events they had had with a towing company and salvage claim.

I told their story — their side of the story, I

should say. Todd Duke of Resolve Marine (not the salvage company involved in this story) called to teach me about salvage and how it works. He was kind in his criticism and I learned a lot. He became a valuable source for years after that.

My lesson this time: Even though I wanted The Triton to represent captains and crew, every story was a chance to educate them as well.

That first year, I was able to report on three boat fires from the captains involved, wrote about the new regulation of Advanced Notice of Arrival, state-filed pricegouging complaints of hurricane dockage rates (after four near-miss hurricanes in six weeks), and VAT issues for charter yachts. I think our readers took us seriously from the beginning.

In our second year, Hurricane Wilma barreled down on South Florida just as the tents were being put up in preparation for the 46th annual Fort Lauderdale International Boat Show. The storm hit Florida’s southwest coast on the morning of Monday, Oct. 24, just three days before the planned start of the show. The eye blew over just north of Fort Lauderdale later that day, its strongest cell of weather passing right over the show.

About 95 percent of the county was without power.

Fortunately, our website was housed outside of South Florida, so we were able to continue providing updates.

Neither the show’s owner (MIASF) nor producer (Show Management) could do that, so the industry turned to The Triton for information about the town and the show’s status. We also gave our readers a platform to voice their opinions about the prospect of having a recreational boat show in the days after one of the worst storms to hit South Florida in decades. We took some heat for airing those views, but I felt strongly then (and now) that that’s the job of a community newspaper.

We also produced a special wrap-around with a story and photos in the 24 hours after the storm and were able to print that issue in time for the start of the show the following week.

We earned a lot of credibility that week, and a reputation for hard work.

But perhaps the thing I am most proud of are the monthly captains lunches we hosted, more than 200 over the years. Even that accomplishment conjures up a few bad memories, like the time only two captains showed up when I tried to organize it during the Newport show one year. (We canceled that one and did it back in Lauderdale the following week.)

And the time one smart and professional captain who had been to several decided not to come anymore. Some of his captain colleagues teased him for attending, belittling the effort and making fun of the topics and conversations.

Really? Getting teased for trying to share some insight and knowledge? Getting belittled for trying to educate non-captains on what captains have to go through?

This captain still talked to me, though. In fact, he trusted me more with behind-the-scenes realities I never would have learned about any other way.

Eventually, after we continued to host these lunch conversations and publish what I felt were powerful and helpful stories (and after I continued to nag him), this captain came back to the table. Our conversations and stories were better when he was there.

Some captains told me they would never come, but they admitted they always read it. I was proud when captains in Lauderdale for a refit or provisions would call to ask for an invite, saying something like “I’ve been reading them for years and would really like to attend.” I was proud when that captain I got fired agreed to come, more than once.

And maybe my proudest was when legendary captains attended. (That’s also when I was my most nervous.)

I was always a tad bit surprised that hundreds of people would attend our monthly networking events to connect with each other. And it gave me a mother hen sort of warmth to watch crew who hadn’t seen each other in months or years find each other at a Triton event and share a hug and smile.

David and I started The Triton when our daughter was a toddler. She went off to college in the fall of 2020 (!), soon after COVID knocked the stuffing out of The Triton staff.

Though we hadn’t been making plans for the next phase of our lives, the pandemic and our new empty nest convinced us it was time for something new.

When Kevin approached us, we saw a new life for the business and ourselves. I know that the new version of Triton will continue to provide that touchpoint where crew and industry can connect and learn from each other.

There will always be “bad” stories, but when the intention is to serve the community, positive outcomes always survive. Best of luck to the new generation of Triton. ‹ TRITON NOVEMBER/DECEMBER 2021

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TRITON NOVEMBER/DECEMBER 2021

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FROM THE BRIDGE

Home for the holidays?

Not happening

By Dorie Cox

The holiday season can be hard for those who can’t get time off work, or for those who are far from their families. For yacht crew, both are a given. Holidays on yachts are almost guaranteed to mean long days for crew, hard work and no chance for even a quick trip home. So how do captains manage to keep spirits high?

A diverse group of veteran captains joined Triton recently in a From the Bridge roundtable discussion via Zoom to talk about the challenges of holidays for yacht crew. The seven captains have decades of private and charter yacht experience between them, and crew rosters numbering up to 13. As a policy to encourage candid discussion, captains who participate in Triton’s From the Bridge discussions are not named.

HOW DO YOU FEEL ABOUT WORKING HOLIDAYS?

owner said when he hired me “The — he made it abundantly clear —

that I would never, ever have holidays off, or anytime his kids were off. Most people are up front about it, and it is the expectation of the industry.”

an industry standard. You just “It’s accept that you are working when

everyone else is on vacation. In these peak seasons, be it Christmas or Thanksgiving or whatever the case, this is when those that can afford to charter want to do it, and your responsibility is to run that boat.”

time is no different than “Holiday any other season that we have.

Summer, shipyard, winter, Fourth of July — you just go through it.

That’s just part of the deal.

12

TRITON NOVEMBER/DECEMBER 2021

ARE THERE INCENTIVES FOR HOLIDAY WORK?

often do expect it, but “They they’re not going to get it.”

“

I would not promise crew anything. In fact, quite the contrary. I would expect them to expect to be on call for whatever the boat has to do. Holiday charters are very common — last minute, no warning, got to get the boat here or there. The show must go on, really.”

benefit of working a charter “The during holiday would be the

benefit of tips. Doing a good job for people at the holidays, Christmas and New Years, people are usually very generous.”

HAVE YOU LOST CREW DUE TO HOLIDAYS?

they have left for holiday. I get “Yes, it. This is a job. At the end of the day, there are other jobs out there.”

someone wants time off during “Ifholidays, they may actually have

to resign from the job because there is no way it’s going to happen. That’s what yachting is.”

gets to the point in this job “Itwhere you have to assess whether

the job is worth it. [If] you have family with a problem, you have an internal struggle: ‘If I stay here, in 10 years’ time will I regret my decision?’

If the answer is yes, then you’ve got to leave. That decision is extremely hard and it’s to be respected.”

IF ONE CREW DOES GET A HOLIDAY OFF, HOW DO THE OTHERS FEEL?

SOLUTIONS

needs that time off, no matter the “Ifcase,someone I would expect the rest of my crew to

TO OPTIMIZE RELIABILITY

rest of the crew will get in that spirit and “The feel happy for that person. It is not a cause for

Out Of Line?

understand why I gave that person the time off.

We operate as a team.”

We’ll set you straight.

resentment. If it does [cause resentment], the problem with that crew started way before that incident.”

DO YOU HOST A CREW HOLIDAY CELEBRATION?

we can, we do. We really try to have a “IfChristmas lunch or dinner for the crew.” do a Secret Santa, everybody buys “We something and you don’t know what you’re

going to get. That’s one way we settle down and have our own little Christmas on the boat as a group. It is probably after or before. We try to give some semblance of a normal Christmas.”

All Shook Up? We’ll keep you cool, calm & collected.

WHEN WAS THE LAST TIME YOU WERE HOME FOR HOLIDAYS?

had one Christmas off in 19 years. I was “I’ve hoping to have my second one off last year, but it didn’t happen due to a last minute charter and crew change.”

hope for a week with the family. But my family “Iunderstands it’s the job and the expectation. They know it comes first — it’s the bread and butter.”

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WHAT ARE YOUR BEST HOLIDAY STORIES?

has numerous stories, you could listen “Everyone for hours and hours. To take these people to

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places they’ve never been before and do things they’ve never done? It’s all a good story. If you didn’t like it. you wouldn’t be doing it. The good far outweighs the bad, and that’s why we do it.”

Thanksgiving charter last year and we “Ihaddidaagrandmother who was in a wheelchair.

So, getting her passed off to the tender to take her to the beach, the college-age sons toting her around, and everyone is laughing — you know, they’re going to remember that vacation long after she’s passed. Those memories that get created are touchstones that stay with families for decades.”

“It’s magical.”

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WORK

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They are “virtually silent” and extremely lightweight, according to CEO Ben Sorkin, with the largest, a 70-hp model, tipping the scales at just 130 pounds. The lineup also includes 15-hp and 40-hp standalone models, and custom boat pack-

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WORK

Prepped to Please Make sure the charter broker’s preference sheet fits your boat before the client gets it.

By Chris Caswell

W

hether they are charter guests or old friends of the owner, it’s up to you to ask the right questions long before they arrive. Do they love Milk Duds and hate Snickers? Prefer Tuscan reds and never, ever touch Chablis? All these—and many other—questions need to be resolved long before your guests touch down at the airport.

Your starting point is The Questionaire. Every charter broker sends out their version of a profile to find out what the clients love, hate, and are in-between-iffy. These should also be sent to the owner’s guests, if only to impress both owner and his friends. These laundry lists can range from a casual one-pager about food preferences to something resembling a federal witness cross-examination.

Mark Elliott was a captain long before he became a charter broker at International Yacht Collection, so he is extremely detail oriented. It’s no surprise that he sends out a 15-pager covering everything from favorite breads (ciabatta to focaccia) to preferred videos (comedy? mystery?).

Don’t forget to ask about relaxation: 16

TRITON NOVEMBER/DECEMBER 2021

games, cards, etc. The result is a seamlessly tailored charter from start to finish.

Missy Johnson, a veteran charter broker with Northrop & Johnson Yacht Charters, sends a four-pager just to cover food alone because, as she says, “It’s extraordinary how differently people eat, who all think they eat ‘normally.’ ” One specific question she asks guests is about allergies, and that can make or break a charter.

On a charter from a nameless broker, the crew didn’t know that one of the guests was dreadfully allergic to the smell of paint and, of course, they had just finished painting large sections of interior bulkheads.

Uh-oh! Another had a gorgeous arrangement of chrysanthemums to greet the guests and, you guessed it, they quickly found that those flowers are highly allergenic. The rash, apparently, was colorful.

Carrie Freeman, who works with Elliott at IYC, notes that one recent charter required vegan cuisine. They paired the guests with a yacht that had a chef who grew up vegan, so the guests were delighted with his

creativity and weren’t stuck with a boring salad every day.

But to really make sure that you’re giving 110%, you need to have your charter broker send you a copy of what they send out to clients. Sit down with your entire crew and let them go through the questions and requests with a fine-tooth comb. Do this not only to please your guests, but also to keep from disappointing them. Those are two entirely different things.

On one charter, the guest had checked a box saying he liked waterskiing—and was not happy to find later that the yacht didn’t even offer waterskiing.

Remove that box!

The bottom line is that one form can’t possibly cover every yacht (and every guest!). See what your guests are seeing, modify it to fit, and you’re sure to have clients that return over and over. ‹

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17

WORK

Ready to be a chief stew?

You may think you know the ropes, but there is more to consider.

By Carla Annas

T

here are a variety of factors that need to be taken into account when wanting to step into a chief stew job for the first time. Experience in the yachting industry, in my opinion, is the most important factor. It is always easier to be the chief stew on a boat you have already worked on as a second stew.

Since you are already familiar with the operational aspect of the yacht, and know where and how things are done, you only have to adapt to the particular duties of a chief stew — and to the added pressure, as now there is no longer a head of department who can shelter you from any mistakes or rebukes.

The next factor is maturity. A chief stew must be mentally prepared to take on the responsibilities and

stress that are part of the position.

The chief stew has to think not only about her department and running it, but also her responsibility for the happiness of the guests. Ensuring that all food services run smoothly, handling guest movements on and off the boat, maintaining the necessary provisions on board at all times — these are but a few of the items a chief stew has to be on top of. These things put a lot of pressure on the chief stew, and anyone considering taking the step up must be able to handle this.

A person’s leadership skills also need to be considered. A chief stew needs to have developed a leadership strategy that ensures her team is motivated to work hard and get the job done, with a smile on their face

What are your best Stew Cues?

When it comes to innovation, stews rule!

Whether it’s table settings, theme nights, service, cleaning, laundry, supplies or just keeping guests happy, good stews have all sorts of tips, tricks and tidbits of genius.

What are your Stew Cues? Send them to Editor@TritonNews, with “Stew Cue” in the subject line.

18

TRITON NOVEMBER/DECEMBER 2021

at all times. This is something that can be hard to master and takes time to nurture, but it must have already been developing before taking the step up. With the pressure put on a new chief stew, there is no time to doubt how to lead your team, as you need their support from the beginning to ensure a smooth transition.

If you feel confident about the above three factors, then you are ready to take on the challenges of being a chief stew. And if you bear these factors in mind once in your new position, you are assured to make a success of the job. ‹ CHIEF STEW CARLA ANNAS, HAS BEEN IN YACHTING FOR 9 YEARS. SHE CURRENTLY WORKS ON A 65M PRIVATE/CHARTER MOTOR YACHT.

Setting up success As artists of entertainment, stews may need a little inspiration from time to time.

The Art of Tablescaping shares the tips, tricks and fabulous ideas behind the dazzling table decor that Chief Stew Christine Drake (aka the “Queen of Theme”) has become known for.

Check it out! Available on Amazon for $20.49.

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1

The Joyous Fizz Create some bubbly merriment on board

By Chris and Rhea Caswell

CAMPARI FIZZ 2 oz Campari 2 oz orange juice 4-6 ice cubes 8 oz champagne In a cocktail shaker, mix first three ingredients, shake.

Strain into flutes, top with champagne.

“C

ome quickly, I’m tasting stars!” shouted Benedictine monk Dom Perignon when he discovered champagne in 1693.

Everyone knows champagne is synonymous with celebrations, but you don’t need an excuse to pop a champagne cork.

With guests aboard, it’s up to the cabin crew to elicit a joie de vivre and set the mood for the voyage. As a pro, you’re undoubtedly experienced with the bubbly but, if you’re like me, you’re always looking for a new twist on the old standby.

When guests return tired from shore excursions, don’t be Cinderella just waiting on them. Be the Fairy Godmother with your magic wand and delight them with a champagne cocktail. Trust me, champagne can turn a wake into a symphony of laughter.

Below are some yummy alternatives to the “oh-yeah-it-must-be-brunch” mimosa. But first, remember the rules: Champagne Rule No. 1: Serve it absolutely cold!

Champagne Rule No. 2: After opening, always keep it on ice!

Each recipe serves two, using 8-ounce flutes—adjust accordingly.

2

BELLINI 4 oz peach nectar or 2 oz peach schnapps 8 oz cold champagne Pour 1 oz of nectar into each flute, add champagne

4

FRENCH 75

3

ALFONSO 2 2 2 8 2

Pour 1 oz Dubonnet into each flute, add 1 sugar cube and bitters. (Tip: Alfonsos can be made ahead of time if you’re serving a large group. Put all ingredients in a flute, add champagne at last minute and garnish.)

5

4-6 ice cubes 4 oz brandy or vodka 2 oz simple syrup 2 oz lemon juice 8 oz champagne 2 lemon twists In a cocktail shaker, mix first four ingredients, shake vigorously. Strain into cold flutes, top with champagne, garnish with lemon twist.

6

CHAMPAGNE COOLER 2 2 8 2

oz brandy oz triple sec oz cold champagne sprigs of mint

7

Into each chilled flute, pour 1 oz of brandy and 1 oz of triple sec, top with champagne, garnish with mint.

CARIBBEAN FIZZ 2 1 8 2

oz white rum oz crème de banana oz champagne fresh banana “coins”

Pour rum and banana crème into flute, top with champagne, dress with banana coin.

oz Dubonnet sugar cubes dashes of Angostura bitters oz cold champagne orange twists

OVERBOARD 2 1 2 4 8

ice cubes oz vodka oz orange juice peach slices oz champagne

Blend all ingredients (except champagne and 2 peach slices) until smooth (10-20 seconds), pour into flutes, top with champagne, garnish with peach slice.

8

CHRISTMAS JOY 2 sugar cubes 2 oz brandy 2 oz cranberry juice 8 oz champagne ½ dozen fresh raspberries Place sugar cube in base of flute, add brandy and allow to soak. Add cranberry juice and, at last minute, top with champagne and drop raspberries into flute.

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TRITON NOVEMBER/DECEMBER 2021

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WORK

Chefs up their game when short supplies mean empty shelves

Chef Danny Davies

Whether conjuring up some immunity-boosting magic or scrambling for provisions, these pros tackled the pandemic challenges with aplomb.

By Christine Davis

W

hen provisioning a yacht at the beginning of the pandemic, dealing with supply shortages meant it took a crew to buy toilet paper, said Chef Danny Davies. But one thing was not in short supply: “The captain, chief stew and I all took turns buying, and when we’d leave with four or five carts of groceries, we received lots of dirty looks from the local shoppers.”

That was when the crew of 9 did a stint of short charters on the 150 M/Y Excellence in Key West after life had ground to a halt in Nassau.

“We weren’t even allowed to go into the grocery stores there,” Davies said.

Chef Craig Kovalsky was on a monthlong freelance gig at that time.

“We pulled into St. Vincent, and we sat for five days in quarantine. Provisioning, or lack of, was made up of desperate bids for the last pundit of berries, or paying an exorbitant amount for a fish that could feed five,” he said.

For Kovalsky, things went from bad to worse at their pickup destination.

“Our guests were arriving in days.

A yacht docked next to us had provisions flown in, but their guests never arrived,” he said. “Between the barren shelves of the local market and the half-price goods I was able to buy due to a charter cancellation, I was finally ready. The next day our charter was canceled due to some of the guests 22

TRITON NOVEMBER/DECEMBER 2021

testing positive for COVID.” It got crazy for Chef Rachel Hargrove, too. After filming was cut short for Season 8 of the Bravo TV reality show Below Deck, for which she was part of the cast, she repatriated back to the U. S. and locked down for three months. Then in June 2020, she picked up a gig to deliver a yacht back to Europe.

“No one was flying, so we had guests on board. I had never done an Atlantic crossing with guests before,” she said.

“The yacht was well-stocked to begin with, but we barely made it to Porto, Portugal, with food and booze. There, boats had not been shipping food, so we found ourselves in a predicament with no food, only tinned and frozen, and all that was left was picked over.

It became incredibly scary. Once we got to our final destination in Antibes, we bunkered down and provisioning became more organized.”

After Key West, Davies’ yacht went to Tampa, where one of the owners lived nearby. When not cooking for their dinner parties, he made food from scratch, baked, and experimented with healthy new recipes for the crew.

“Hoping to fend off COVID, we did juices. Our stewardess, Jen Walker, made a ginger-turmeric tea in my biggest lobster pot weekly, and we drank that in shot glasses all week long,” Davies said.

Chef Rachel Hargrove

Chef Craig Kovalsky

“All three of our stewardesses wanted to eat more activated charcoal, which is supposed to be good for you, so I came up with black burger buns.

They were a hit and now are part of my menus.”

After Kovalsky’s temp gig, he was hired as head chef for the M/Y Nita K II. “Pandemic or no pandemic, if owners use their boat heavily, it’s my job to continually create and innovate the dishes I serve them,” he said. “They used their boat every weekend, so we were busy.”

For crew, having a variety of fresh dishes helped keep them healthy, Kovalsky added. “In these times, not everybody risks seeing family during vacations, so if somebody was craving their grandma’s chicken pot pie, of course I’d whip that up for them.”

Hargrove said during the crossing, she cooked up a variety of casseroles, cake and cookies, biscuits and

snacks, all predominantly healthy.

“The guests and crew were all avid juicers,” she added. Her pulled pork nachos with salsa verde topped with cheese were also a hit. “I have a special procedure to keep them from becoming soggy,” she said.

When the permanent chef hired for the charter season couldn’t get out of South Africa, Hargrove was asked to stay on as cook.

“We were fully booked. We turned and burned — staying in Italy, France, Corsica and Sardinia. We’d bulk up where we could. For four heads of iceberg, sometimes we’d have to go to two stores, sometimes five to fill an order. Locals weren’t getting what they needed, and we can clean out a whole section easily, so we had to take that into consideration as well.”

After that charter season ended, she opted to stay put in Italy. And she also finished filming Season 9 of Below Deck.

Despite the struggles to run a galley amid pandemic restrictions and global supply shortages, each of the chefs reported a reason for gratitude.

Hargrove, an ayurvedic practitioner who specializes in ayurvedic nutrition, said she was in a good position to serve healthy food, and at one point, she found herself cooking 100-percent ayurvedic and vegan foods.

Davies, originally from England, had served five tours of duty as an army chef, and his military background served him well, he said. “I’m disciplined, good at time management, know how to deliver, and how to keep people’s morale up. Also I have training similar to that of a first responder, which makes people on board feel comfortable.”

Kovalsky noted that every chef (and every person) faces challenges all the time. “And the ones I’ve faced are far inferior to what I could have faced.

I’ve been employed, I have my health, and my friends and family are healthy.

Honestly, I’ve been very lucky.” ‹

DANNY’S BLACK BURGER BUNS INFO Prep time: 25 minutes, plus 2 1/2 hours to rise and prove Cooking time: 30–40 minutes Oven temp: 230°C / 450°F / gas 8 Total calories: 2615

INGREDIENTS 15 g (1/2 oz) dried yeast 1 teaspoon caster sugar 300 ml (1/2 pint) warm water 150 ml (1/4 pint) warm milk 675 g (1 1/2 lbs) strong plain white flour 1 teaspoon of activated charcoal powder 2 teaspoons fine Himalayan pink salt 25 grams (1 oz) butter or plant-based butter 1 beaten egg to glaze Tuxedo sesame seeds to sprinkle

METHOD 1. Use spray grease and parchment paper to prepare a pair of baking sheet pans.

2. Place the yeast, sugar, water and milk in a jug, mixing well. Leave in a warm place until frothy, about 20 minutes. I use hot water and add cold milk to that to get the warmness you require for the yeast to grow.

3. Sift the flour, then add the charcoal powder and salt into a bowl. (Put on gloves, to protect your hands from getting covered in black powder!) Rub in the butter.

4. Add the yeast liquid and mix to a smooth dough. Turn out onto a lightly floured surface and knead until smooth and elastic, about 10 minutes. (Or, 10 minutes in the KitchenAid with the hook attachment. Add a little oil to the bowl if things get too sticky.)

5. Place in an oiled bowl and cover with cling film. Leave to rise in a warm place until doubled in size, 1–1 1/2 hours.

6. Turn the dough onto a lightly floured surface, knock it back to release all air bubbles, and knead again for 5 minutes. Shape the dough into balls (about the size of a golf ball).

Flatten them out a little with your fingers to give each one that burger bun shape. Arrange them on the baking sheet with enough space for each to double in size.

7. Glaze the buns with beaten egg and sprinkle with tuxedo seeds. Leave these to prove (the second rising) for about 1 hour.

8. Bake in a hot oven for 30–40 minutes. Cool on a wire rack. I like to cover them with baking parchment and a clean bar towel. This stops the crisping of the bun and gives it that classic soft burger bun feel.

SERVINGS Makes 10–12 rolls, depending on size (24 mini sliders, great for canapes) CHEF’S TIP This dough makes a great base for a focaccia bread and will fit a ¼ sheet pan.

Let the dough sit in the sheet pan for 3-4 hours or overnight in the fridge before baking.

If you do leave it overnight, cover it with cling wrap and olive oil. Make sure you take the dough out of the fridge and give it 20–30 minutes to reach room temperature before cooking for the best results.

TRITON NOVEMBER/DECEMBER 2021

23

WORK TOP TIP FOR YOUR TOOL KIT

D Chief Officer

Wesley Walton Where are you from?

Born and raised in Johannesburg, South Africa.

When you were in college, what did you think your future career would be?

I studied a Bachelor’s of Economics and Environmental Science Honours with the hopes of getting into renewable energy as a career. I did manage to work at Eskom, a big power generation company in South Africa, during my holidays from university.

How did you get into yachting?

I was trying to find something to do as a gap year after university. Nine years have passed and I haven’t turned back.

What is the most difficult part about your job?

The most challenging, but also rewarding, part of the job is trying to manage people from all walks of life — crew, charter guests and owners alike. You have to understand and acknowledge different cultures, languages and ages.

What is the best part?

Travel. This job has taken me around the globe to places I didn’t even know existed before.

Now that you have years of experience, what do you wish you could tell the newbie Wes just beginning his very first crew job?

This one is easy. Choose a yacht for quality of life. It’s not about which 24

TRITON NOVEMBER/DECEMBER 2021

yacht is the biggest, or newest, or has the best salary. It’s about the people on board you are sharing the experience with.

What yachts have you worked on, and which was your favorite?

I have worked on a variety of yachts, but my absolute favorite have been the off-the-beaten-track yachts. From tracking polar bears in the Arctic to diving with manta rays in Raja Ampat, it was just amazing.

What was the singular worst moment of your entire yachting career?

Maybe not my worst moment, but definitely my scariest moment was when we had to respond to a mayday in the Arctic. Crew from a sailboat had to abandon ship into life rafts while the Norwegian coast guard airlifted them to safety.

How did working on Below Deck compare with your jobs on other yachts?

Below Deck was actually a lot more difficult than my other yacht jobs.

Imagine your every move and mistake being recorded for the world to see, haha.

What is your favorite thing to do when not working?

I really enjoy doing adventure sports in my off time, diving, hiking, skydiving. And recently I have picked up kiteboarding.

eck crew know their tricks for fast, efficient problem-solving, and Triton has heard some talk on the dock about possibly the best rust remover around. Although its manufacturer, Gyeon, offers a line of dedicated marine products, this particular rust buster comes from their automotive line. Q²M Iron is a fast-reacting liquid that was specially developed to easily decontaminate car surfaces from harsh ferrous deposits, according to the company. It works fabulously on yachts as well, according to the deckhands who swear by it. Although highly reactive, it has a near neutral pH level of 6, which allows for safe application on even sensitive materials, and it won’t harm paint or coated surfaces.

Manufacturer’s tips: Always work on a cool panel and avoid direct sunlight.

On hot days, work in sections and do not allow the product to dry. For more info, contact your yacht chandler or visit gyeonquartz.com/product/iron/.

What the Deck!

Contrary to what Interior may think, being a deckhand isn’t always easypeasy. Have a problem? Need some advice? Chief Officer Wesley Walton has the answer — and if he doesn’t, he’ll find someone who does.

Send your questions and concerns to Editor@TritonNews.com.

Toy TEST Drive

26

TRITON NOVEMBER/DECEMBER 2021

Crew TAKE A SPIN ON the hottest new yacht toys in town — some not even on the market yet.

A

Story by Christine Davis Photos by Leonard Bryant

board a superyacht, it’s the deckies who haul out, set up and oversee water toys — then stand by to watch yacht owners and guests zip around on them, having all the fun. But recently, for one magical Cinderella day, the South Florida water-sports superstore Nautical Ventures hosted nine crew and a captain assembled by Triton for an up-close-and-personal, high-octane, action-packed water toy extravaganza.

Tasked with a job they could get on top of, so to speak, the crew sampled an eclectic mix of high-end yacht toys. Their task was to evaluate the fun factor, ease of use, teachability, handling, and storage capabil-

PARTICIPANTS (ABOVE): from left, Adrian Delgado, of Nautical Ventures; Capt. Grant Maughan; Frank Ferraro, Mark Schlichting, and Stephen Wigal, of Nautical Ventures; crew tester Luke Clarkson; Chad Knopp, of YuJet; crew testers Ireland Tucker, Steve Henderson, Chris Frederic, Avery Ross, James Harris and Luke Blackshaw; reporter Christine Davis; crew tester Halley Havlicek; and Schuyler Caffrey, of Nautical Ventures.

ity of each product in order to help buyers assemble an enviable, expertly curated, deluxe, super-easy toy chest.

After gathering at the store’s North Palm Beach location, the crew took a water taxi to Peanut Island, where Nautical Ventures had an armada of yacht toys — some not even on the market yet — ready and waiting on the shoreline.

The crew jumped on and mastered the lean, mean, adrenalin-producing products, as well as the laid-back, slower-paced options. And their final assessment? Every toy delivered a fun and unique experience.

“In making our selections, we were mindful of how these yacht toys would appeal to charter guests, the ease in which crew have to teach their guests, and the yacht owners themselves, who take pride in their collection of toys on board,” summed up Frank Ferraro, Nautical Ventures’ marketing director. “Judging by the great reaction of the crew that day, I’d say we made the right choices.”

TRITON NOVEMBER/DECEMBER 2021

27

FLITEBOARD

The SEABOB F5-S dive sled has a hydrodynamic shape that makes it agile in the water by just shifting your bodyweight. ($13,450) James Harris, who previously worked in the automotive industry before jumping over to boating, was looking forward to trying out the SEABOB, because he’s into all things motor.

He was not disappointed. “It’s pretty straight forward; its controls are easy, and it would be no problem to teach.

It went faster than I thought it would, but you can slow it down and pick it up when you want.”

“The SEABOB is optimal for the beginner, but make sure you are wearing a well-secured bathing suit,” said Luke Blackshaw.

28

TRITON NOVEMBER/DECEMBER 2021

Photo courtesy Nautical Ventures

SEABOB F5-S

A surfer’s dream, the Fliteboard electric hydrofoil, with an intuitive Bluetooth control, reaches speeds exceeding 30 mph and gives up to a 90-minute ride time per charge. ($13,500) “Nothing beats the Fliteboard, aside from the learning curve. It’s the funnest, the most advanced and most prestigious, aside from the YuJet, which was the most fun and my favorite for today,” says Steve Henderson.

“The Fliteboard feels exactly like surfing, like flying across the water,” says Luke Blackshaw. “Standing up is more difficult, unless you have a surfing background, but stay on your stomach or knees, and you will definitely still enjoy it.”

SUPMARINE CLEAR SUP The Clear SUP is a transparent stand-up paddleboard, offering a window into the water. (board, bag and paddle, $1,750) “The Eclipse, guests into exercising would love it, and the SUPMarine [Clear SUP] acts like goggles and you can see everything underwater. I liked that,” said Ireland Tucker.

Photo courtesy Nautical Ventures

CHECK OUT MORE PHOTOS IN OUR ONLINE GALLERY AT TRITONNEWS.COM

SIPABOARD

YUJET

SipaBoards give an SUP experience, but with a built-in ‘Paddle Assist’ electric module, giving a faster, safer ride to beat the tides. It’s self-inflating and easy to store. (Tour model board, bag and paddle, $3,090) “That little extra push keeps our momentum going, and that’s going to keep your balance way easier,” said Luke Clarkson. “It gives a nice mellow ride.”

“Out of the non-adrenalin toys, I liked the SipaBoard,” said Steve Henderson.

“A lot of people enjoy paddleboards, but when the wind kicks up, a paddleboard can be gnarly and a bit of a struggle. The SipaBoard, though, with its little engine, makes life a little easier.”

The YuJet electric surfboard is fast, fun, and easy for almost anyone to ride, even without prior surfing experience.

With a top speed of 24 miles per hour, it can deliver a 16-mile range or about 40 minutes of ride time. ($9,995) “The YuJet is amazing,” said Chris Frederic. It’s really fast, even at medium speed and cracking along. I’ve never surfed before, and it was pretty comfortable. I think anyone can do it.”

“The best is the YuJet because it’s so easy,” said Mark Schlichting. “You can enjoy the YuJet on your knees from the get-go and have a good experience.”

“The YuJet wins the prize for me,” said Avery Ross. “It’s fast, turned well and is easy to pick up on. The hand-held remote was awesome.”

“It was not hard at all as long as you can keep your balance,” said Halley Havlicek. “Operating it was very easy, and you don’t have to stand up on it to have a fun feeling.”

HOBIE DURA ECLIPSE & HOBIE MIRAGE LYNX The Hobie Dura Eclipse is an ultra-lightweight, durable, stand-up pedalboard. ($2,699, new for 2022, with inventory just coming in.)

The 45-pound Mirage Lynx, Hobie’s newest kayak, (see page 24), offers a comfy seat, pedal propulsion, a sleek hull, wide bow, and a flat-bottom design for stability and maneuverability. ($2,699, new for 2022, inventory expected in November.)

“Both Hobies were fun,” said Steve Henderson. “They were stable and comfortable and super easy to get the hang of. I could do the Eclipse for hours.”

“They are super easy, and something that everyone can enjoy,” says James Harris.

“You could ride the Lynx through the mangroves with a beer. That would be sick. Rad. On a large yacht charter boat, where storage isn’t at a premium, the guests would love it,” said Steve Henderson.

TRITON NOVEMBER/DECEMBER 2021

29

Photo Zuzana Prochazka

WORK

Alternate REALITY

T

here’s a new resource available for crew

spond correctly to a ship’s changing situa-

training at the Orange Coast College

tion. The training is in compliance with a va-

Professional Mariner Program in Newport

riety of national and international standards

Beach, California. The program just acquired

and expands on basic STCW simulations.

and launched the Navi-Trainer Professional

The NTPRO 5000 can be used for navi-

A sophisticated new simulator elevates crew training in Southern California.

5000 (NTPRO 5000) that enables training

gation watch organization, and maneuvering

for certification of watch officers, chief offi-

and control of a variety of vessels, including

cers, captains, and pilots. It’s bound to be a

those equipped with two full-rotary electric

boost for U.S. West Coast superyacht crew

vinto-steering columns. Specialized course-

By Zuzana Prochazka

who need training and refresher coursework.

work is available upon request. The size and

The navigation simulator, built by Helsin-

type of boat can be specified, and conditions

ki-based Wartsilla, is the most up-to-date

such as a snowstorm or giant seas can be

simulator in Southern California. State-of-the-

simulated with very realistic results — down

art computer graphics provide highly realistic

to the seasickness, if you’re extra focused.

FOR MORE INFORMATION:

For commercial mariners, contact: Sarah Hirsch, Director, Waterfront Campus professionalmariner@occ.cccd.edu +1 949.258.8918 For college programs, contact: Karen Prioleau, Program Coordinator/Faculty Kprioleau@occ.cccd.edu

30

TRITON NOVEMBER/DECEMBER 2021

marine environment models, scenario ob-

Launched in 2009, OCC’s Professional

jects, and special effects for correct situational

Mariner program has trained more than 300

awareness training and communication exer-

students. The NTPRO 5000 represents a

cises. The system provides realistic, cost-ef-

significant investment and brings a height-

fective procedural and operation simulation

ened level of sophistication to the overall

and instruction for individuals and groups.

program. For commercial mariners, both the

It’s available for equipment familiariza-

bridge simulator and the navigation lab are

tion, refresher training, communications

available for customized training, so West

optimization, and competence assessment.

Coast-based crews can save time and mon-

Resource and bridge management training

ey by keeping their crew local rather than

reduces errors and helps teach crew to re-

sending valuable resources back East. ‹

WORK It takes a creative engineer to keep a yacht running when supply falls short of demand.

How to skin a cat

By JD Anson

D

espite some setbacks, the world is slowly emerging from the depths of the COVID pandemic. Nations are relaxing their borders, charters are at an all-time high, and bosses are happy to have a place to go that doesn’t involve large crowds. Many have made gobs of money in the past year and are happy to spend it. The load has lifted a bit for the crew ... except for the engine department.

Guests never think of the engineers until something doesn’t work. Most wouldn’t even know the boat has one until the toilet doesn’t flush. And guarding that behind-thescenes anonymity has become more challenging now because of the difficulties in obtaining spare parts.

We have all heard news reports of the “Big Three” automakers in the U.S. idling production lines because of chip shortages — just like shortages in chips used to make everything from PLCs to engines. But chips are not the only factor. In September, China locked down Xiamen, a city of 4.5 million people that happens to be a main manufacturing site for Schneider and ABB, companies that supply many of the electrical components on board yachts.

Larger companies are buying up all available stock of products they use to ensure continuity in serving their customers. For example, an automotive stereo retailer told me that he cannot buy head units, amplifiers or speakers from any of his distributors.

All shipments arriving in the U.S. are gobbled up by giants such as Amazon, Crutchfield, Best Buy, etc. — that is, if these products even get to the U.S. As of this writing, a record 147 container ships are off the California coast of Los Angeles awaiting clearance to enter the port. Dock space is not the issue — there is simply no room left in the ports for containers.

There is a reported shortage of tens of thousands of truckers to move freight out of ports —

and rail transport, as a result, is overbooked.

So what does all this have to do with cats? The old adage “There is more than one way to skin a cat” applies to keeping a yacht functioning in these times. Engineers and service techs have had to become more nimble and creative to engineer workarounds for unavailable spares: changing manufacturers for different components of same or similar specifications; fabricating parts to replace unobtainable pieces; searching for parts in uncommon spots, such as eBay and aggregators like OnlineComponents; and stocking up on consumables when they do become available.

Suppliers and companies would like nothing better than to quickly provide needed spares, but they can’t give what they don’t have. And when parts are found, their prices have escalated to astronomical levels, some doubling and even tripling. There is no short-term resolution for this predicament. Economists and supply chain experts predict one to three years before supply catches up with demand.

Lack of flexibility in allowing substitutions will only delay needed repairs. Being demanding will cause rifts between suppliers and vessels that benefit no one. Patience and understanding will be key to surviving these shortages. ‹ JD ANSON HAS OVER 20 YEARS OF EXPERIENCE AS A CHIEF ENGINEER ON SUPERYACHTS. HE IS CURRENTLY PROJECT MANAGER AT FINE LINE MARINE ELECTRIC IN FORT LAUDERDALE.

WORK

OLD SCHOOL WAYS The past comes roaring back when at the helm of a vintage Huckins motor yacht Story and photos by Capt. Jeff Werner

A

lthough my first love is sailing, I do have an affinity for classic wooden motor yachts.

The double-planked mahogany hull, built on oak frames and the gleaming brightwork are a siren song to me. In the past, I have captained a Trumpy motor yacht that was the next to the last to come off their ways and built

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in 1972. This summer, I had the opportunity to captain the second most well-known brand of vintage wooden motor yachts: a Huckins, which was built in 1959.

For six weeks I learned to appreciate the hull design of this 50-foot yacht, which was being used for luxury day charters in the Hamptons, N.Y.

Although John Trumpy would never give in to the popular demand for fiberglass hulls, Frank Huckins began sheathing his mahogany hulls in fiberglass as he looked toward the future of yachting.

Huckins was always a visionary. In 1928, he invented one of the first true planing hulls, and also patented the

process for building laminated oak keels. Both of these innovations were always included in his future yachts, known as “Fairform Flyers.”

Owning a wooden yacht is a labor of love that requires deep pockets, and is not for an owner faint of heart. The expenses of restoring and maintaining a vintage yacht always

seem to grow exponentially. This past summer, the Huckins was no exception. And the struggle to maintain veracity to the original design can be overshadowed by the simplicity of adopting updated navigation equipment, and quieter, more efficient diesel engines.

The helm was a fairly spartan affair:

a basic steering wheel, the necessary engine gauges, and two twin-lever Morse mechanical controls. The only nod to modern navigation techniques was a simple GPS chart plotter. Admittedly, it did look a bit out of place, but it served its purpose admirably.

The heart of a vintage motor yacht are the main engines, and they are TRITON NOVEMBER/DECEMBER 2021

33

Any captain or engineer who has recently worked aboard a yacht with old Detroit Diesel engines knows the adage “bilge diapers are your best friend” and buys absorbent pads in bales of 100.

These engines tend to use up lots of lubricating oil— and leak a lot of it in the process. In the 1950s and ’60s, that meant that trucks were leaking oil all over the highways and yacht bilges were pumping oil into the waterways.

loud. I overheard a guest on her phone say, “Yes, we’re on the noisy boat today!” A classic yacht aficionado would instantly recognize that sound as Detroit Diesel engines. They were the multipurpose diesel workhorse of that era — the same engines that were used on trucks and asphalt pavers. They were loud on trucks and loud on yachts, concern about noise pollution clearly not public policy back then. The noise was tolerated aboard yachts because these engines were state of the art. It didn’t matter if the boat’s exhaust was dry stack or wet, it was the engine itself, as it spooled up to higher RPMs for planing speeds, that sounded like a piece of construction equipment.

The Detroit Diesel engines were “marinized” by replacing the radiator with a heat exchanger. Other than that, every part on a yacht engine was the same as a truck engine.

That meant both parts and mechanics were easy to find. For major repairs, the engine parts could be easily disassembled down to the engine block, and taken off the boat piece by piece. Once the repair was completed, the pieces of the puzzle were brought back on board and reassembled.

Any captain or engineer who has recently worked aboard a yacht with old Detroit Diesel engines knows the adage “bilge diapers are your best friend” and buys absorbent pads in bales of 100. These engines tend to use up lots of lubricating oil— and leak a lot of it in the process. In the 1950s and ’60s, that meant that trucks were leaking oil all over the highways and yacht bilges were pumping oil into the waterways. In addition, the engine air-box vents had drain tubes that deposited slight amounts of fuel and oil into the bilge, and the crankcases vented blowby gases directly into the engine room, leading to further water and air pollution. Since that time MARPOL and EPA regulations have made diesel engine manufacturers clean up their act, and our environment is the beneficiary.

Even with all their foibles, older Detroit Diesel engines are beloved by marine mechanics because they are simple to repair. Since there are no microprocessor-controlled common-rail fuel injection systems or engine fault-code analyzers to be reviewed, all that is needed is a standard tool repair kit. The trick is to find an old-school mechanic who has worked on these engines, as they are becoming a dying breed. ‹ CAPT. JEFF WERNER IS A FREELANCE WRITER WHO HAS BEEN A YACHT CAPTAIN FOR 30 YEARS. HE IS A CERTIFIED INSTRUCTOR FOR THE RYA, MCA, USCG AND US SAILING, AND OWNS DIESEL DOCTOR (MYDIESELDOCTOR.COM)

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WORK

‘The perfect time’ is just a myth As if opening a cafe in the UK while on charter in the Caribbean isn’t hard enough — then a pandemic plunges the world into panic.

M

By Lauren Loudon

Caribbean were better stocked than those at home. It filled me with worry. While we scrambled to send the owner home and get the yacht safely shipped to a yard, the U.K. entered lockdown. Nobody was quite sure what this entailed, but I knew one thing: After just two months, our business was closing.

The global pandemic taught us to look for the positive. Yes, we had to close the shop — but that provided the opportunity for renovations. Six long weeks later, we reopened as the little cafe of my dreams. It was to our advantage that people were now forced to work from home, as our space offered an excuse to step away from bedroom desks and living room offices. We quickly became known as a comfortable place to grab a takeaway lunch and a cup of what’s now been dubbed “the best coffee in town.”

y passion for cooking brought me into the yachting world, and it also became my avenue out.

Food allergies and health issues in my early 20s led me to culinary school, and from there into the galley, where I stayed — on a variety of yachts, both sail and motor — for seven years. I thrived on providing an integral part of the experience for guests, as well as treating my crewmates with their favorite meals to lift mid-charter spirits.

I always knew, though, that yachting would not be a forever We quickly became known as a comfortable place job for me. Somehow, someday, I wanted to carve out a career to grab a takeaway lunch and a cup of what’s now ashore that would allow me to continue sharing my love of food. been dubbed “the best coffee in town.”

That opportunity came suddenly and unexpectedly in late summer of 2019. My husband and I had just put an offer on a house in a Having finally set myself up on land countryside town in Surrey, England, when a friend stumbled upon a continentalwith my flourishing little coffee shop, style delicatessen for sale there. A partnership was suggested, with my friend it’s safe to say I’ve found the work/ handling logistics and finances, and myself taking charge of the food. It wasn’t an life balance that is often missed on instant yes, but after some deliberation, I agreed. busy yachts. In the process, I’ve learnt Having just purchased a house that needed a complete renovation — and now that nothing will ever compare with a business! — I wasn’t in a financial position to give up my cushy job on a 115-foot yachting salaries — and that living expedition-style yacht. In what was less than ideal timing, I collected the keys to on board, relatively free of overheads, our shop the day before I flew trans-Atlantic to begin the winter Caribbean season. is something we can easily (but never I boarded the flight with paint still in my hair from the frantic turnaround we’d should!) take for granted. I’ve also undertaken in an exhausting 24-hour window. learnt that there is no perfect time to Starting a business is a challenge at any time, let alone during a three-month stint take a leap of faith and follow your in the islands — where a phone signal is a luxury at the best of times — running dreams. In fact, there is no better time a typical on-charter schedule with full-time liveaboard owners, 10 hungry guests than the present, since now is the only and five crew to feed. Then the news started coming in: Something devastating guarantee we have. ‹ and deadly called Covid-19 was creating panic around the world.

FORMER CHEF/STEW LAUREN LOUDON USED Countries began to close their borders, and I realized the tables had completely TO WRITE THE ‘CREW COMPASS’ COLUMN FOR turned. For the first time in all my years of yachting, the supermarkets in the THE TRITON. 36

TRITON NOVEMBER/DECEMBER 2021

THE PACIFIC NORTHWEST'S FULL SERVICE SHIPYARD 360.417.0709 www.platypusmarine.com

TRITON NOVEMBER/DECEMBER 2021

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LIFE

Feed a cold, starve a fever? Not always!

By Carol Bareuther

T

he adage “feed a cold, starve a fever” got its start in Hippocrates day and proved the popular prescription up to the 19th century. Yet, given our modern medical wisdom, does this lore hold up today as the right way to treat common upper respiratory tract infection (URTI) symptoms like cough, runny nose, sore throat, headache and fever? No. Instead, the 21st century rendition should read: “Feed a cold, feed a fever.”

The root of this old saying came from the observation that not eating — or in other words, a state of starvation — lowered body temperature, and thus, seemed to cure a fever. In the late 19th century, physicians flip-flopped when they found that for every degree Celsius a fever elevated temperature, a person’s metabolic rate (the rate at which the body burns calories) increased 10 percent. Hence, treatments turned towards “feeding a fever” to prevent weakness and weight loss.

Nowadays, we know that starvation can promote the body’s immune system to fight against bacteria, but not viruses.

What’s more, fasting and dehydration can reduce the body’s antiviral immune response. These are both facts important to note since most upper respiratory tract infections are caused by viruses.

When treating an upper respiratory tract infection, drink!

Keep hydrated with water, juice, broth and soups. Eat a balance of protein, carbohydrates and fats, plus a wide variety of vitamins, minerals and phytochemicals, or plant-based nutrients.

Also consider the preventative power of probiotics. Research published in 2018 in the journal Synthetic and Systems Biotechnology looked at adults who had experienced an URTI four or more times during the past year. When given a 6-ounce serving of a yogurt drink containing three probiotic organisms once a day for 12 weeks, these folks experienced an immune system boost, as tested by blood levels of interferon, interleukins and immunoglobulins, and this boost helped to prevent flu-like respiratory infections.

The specific probiotics used were Lactobacillus paracasei, Lactobacillus casei and Lactobacillus fermentum, all found in some commercial yogurts, certain cheeses like aged cheddar and Parmigiano Reggiano, naturally fermented vegetables and Sicilian green olives.

The bottom line is, if you have fever due to a cold or flu, keep well hydrated — and eat! ‹ CAROL BAREUTHER IS A REGISTERED DIETITIAN AND FREELANCE HEALTH AND NUTRITION WRITER.

HEAVE HO! Take a hard line on total body fitness

By Bellamia Giavanna

W

orking on a luxury yacht among the outrageously wealthy, famous, and beautiful can cause a crew member to consider stepping up their A-game in the area of fitness. But when owners or guests are aboard, work shifts can be as long as 16 hours a day. Waking up at the crack of dawn to mop the deck, setting up lounge chairs for the owner’s day in the sun, and making sure everything is in tip-top shape for invited guests can leave very little time or desire to exercise.

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Crew who think working hard is the same as working out need to rethink that assumption. Extremely long shifts might be physically exhausting, but working is not the same as exercising to build one’s physique. At the end of an exhausting workday, you might feel as if you have spent three hours in the gym, but your muscle tone and development won’t look like you have been pumping iron in your bathing suit on your off day.

Getting a total-body workout without leaving the glorious sunshine of a

yacht deck is possible — and very doable! It may seem too good to be true, but, oh, how true it is. Every yacht provides one of the best workout tools to rip and tone a human body from head to toe. And that valuable piece of workout equipment has already been in the hands, literally, of yacht crew a thousand times. Of course, I speak of ropes — lines! I mean lines!

Heavy lines, long and short, make some of the best workout equipment there is on a yacht: they are extremely cumbersome, thus creating an oppor-

LIFE

Mouth-to-mouth in the Age of COVID

By Keith Murray

W

hen someone on board collapses in cardiac arrest, you know you should quickly start CPR — but how do you protect yourself from airborne pathogens like the coronavirus? If you don’t have a proper CPR barrier mask, performing compression-only CPR is the best way to avoid Covid-19.

Many people think CPR is what brings the patient back, but cardiac arrest is an electrical problem in the body and requires an electric shock from the AED to return the heart to a normal rhythm. CPR compressions squeeze the heart, which moves the blood, carrying oxygen to the brain and preventing brain damage. CPR buys you time; it’s AED that saves the patient’s life.

Follow the usual steps: Make sure the scene is safe, shake the patient and ask, “Are you OK?” If the person is not responsive and not breathing, or not breathing normally, have someone call 911 (at sea, radio for help) and get the AED, or automated external defibrillator. Watch the patient’s chest for seven seconds to see if it’s moving. If it’s not, the patient is not breathing and you must immediately begin CPR — in this case, what some people call the “new CPR,” or hands-only, no mouth-to-mouth.

Begin compressions at the center of the chest and do not stop! Push hard, fast and deep — at least 2 inches — at the

rate of at least 120 compressions per minute, faster than once per second. The disco song “Staying Alive” by the Bee Gees is 120 beats per minute, so push to that beat. Ironically, the Queen song “Another One Bites The Dust” is also the correct pace.

Breaking the victim’s ribs is somewhat common during CPR; if you hear or feel ribs breaking, don’t stop! You are trying to save a life and must continue pushing until: • paramedics or other trained personnel arrive; • the AED arrives and you are instructed by the AED to stand clear; • or the patient can breathe on his or her own.

The key to surviving sudden cardiac arrest is fast CPR, fast defibrillation and fast transport to a hospital.

Statistically, the odds of surviving are low: less than 8%.

The odds of surviving cardiac arrest drop about 10% per minute until an AED can be used to shock the patient back to life. The faster you apply the AED the better. And don’t worry, the AED will only shock the patient if he or she is in cardiac arrest. ‹ KEITH MURRAY, A FORMER EMT, PROVIDES ONBOARD CPR, AED AND FIRST AID TRAINING FOR YACHT CREW THROUGH THECPRSCHOOL.COM.

tunity for muscles to be overloaded; they allow for an increase in workout type, intensity, and/or duration for faster improvements; and they are always there, in plain sight, ready for a quick workout in the middle of a busy day.

There are three basic motions that bring about the fastest muscular gains.

• Waves — fluctuating pattern of force toward the anchor of the line.

• Slams — dominant force aimed at the ground.

• Whips — snap-like force aimed toward the anchor securing the line.

Performing all three rope movements consecutively without much rest overwhelms the body’s upper, lower and core muscles, which, as a result, adapt in size, strength and endurance.

One last thing: When it comes to lines, size does indeed matter! To avoid injury, do not try to work a rope that’s too heavy or too long for your current fitness level. Keep in mind this twist on an old seaman’s adage: “It’s the motion of the ocean and the size of the line that will yield the best results.” ‹ BELLAMIA GIAVANNA IS A CERTIFIED FITNESS TRAINER. TRITON NOVEMBER/DECEMBER 2021

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LIFE

Rambulance

By Sonja Meljholm

What seemed a crazy lark became a road to adventure for a yacht chef and her dad.

E

ver done a little online shopping after opening a bottle of wine? Ever end up buying something really frivolous?

What about an ambulance? Yep, turns out the ol’ online-wine-shopping can really escalate! A few nice glasses of red on the couch in some interim housing in Ft. Lauderdale between yacht work, and the next minute, I’d won myself a bid

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on a retired 1988 Chevrolet search-and-rescue ambulance from a place called Fossil, Oregon, population 393.

“Ain’t no busses that’ll take y’all this far” the owner chuckled, a hint of pride twinkling at his untouchable remoteness.

Six months after wiring him the payment for the ambulance, I finally had a window of time off to go retrieve her. My dad, who

had just retired from his career as a truck driver, met me at a hostel in Portland, Oregon. The plan was to: a) see if this ambulance I paid $3,750 for six months ago truly existed and would actually run; b) drive it as close to Fort Lauderdale as she would go; and c) spend some quality time with Dad — and his “Dad-can-fix-it” demeanor.

We went out brewery hopping in Portland that night to commemorate our mission: The Rambulance Retrieval.

We bought Greyhound tickets to the farthest town possible, where the seller would pick us up and drive us into the unknown. On the bus the next day, I thought about my awaiting vehicle for rambling: for moving ahead without any specific route or direction, as the word is defined. No strict itineraries, no guest areas, no need for polish, no standards — just my very own vessel for freedom, with me at the helm, as unruly and unkempt as I pleased. Open roads beckoned!

A crinkly, WD-40-stained and dieselscented man with grease-embedded fingernails holding a cigarette stub picked us up at the barren bus stop and drove us southeast through dry hills and truckstop towns towards Fossil. In a couple of hours, we pulled into his property, littered with torn-apart vehicles and a barn-style workshop. Amongst the dusty, haphazard projects, there she shone: The Rambulance.

Outside, her orange and blue stripes gleamed. Inside, her shelves held medical equipment, manuals, old cassette tapes, and a box of Tampax from the 1980s.

Everything seemed intact — even the flashing lights worked! An ambulance she was, and an adventure-mobile she would be. I slid my hands over the sun-warmed, pale brown vinyl seats. She smelled musty and vintage, a combination of Dad’s old truck and a secondhand record shop. I climbed up into the driver’s seat, grinning from ear to ear.

It took at least three tries to start her — no fuel injection, and both batteries had to be manually turned on and off on the massive switchboard.

The rule later became: “He who forgets to turn off the batteries, owes the other a beer.” At the nearest gas station, the gas attendant told me stories about riding in the back of this ambulance when he broke his arm as a kid, and how his brother got picked up in it when he had alcohol poisoning.

Absolutely tickled by the switch beside the steering

FOMO Alert: Yacht crew are an adventurous bunch, and Triton wants to hear about the envy-inducing escapades you have been up to on your time off.

Got a good story? Email Editor@TritonNews. com, with “FOMO” in the subject line.

TRITON NOVEMBER/DECEMBER 2021

41

wheel to flip between the two gas tanks (which would soon reveal themselves as greedy guzzlers), we filled up and headed out. The locals along the way came out to bid farewell to their retired county ambulance, looks of confusion and curiosity on their faces as we fumbled and bumbled down the road, into the unknown.

We blew a tire in the Mars-like red rock lands of Utah, where the sign at the closest gas station read: Welcome to the Middle of Nowhere, and another sign read: Closed. We finally reached Moab on an old spare, where we had the best chile relleno and margaritas I have ever tasted while Ramby was fitted with new tires. We traversed the country roads and sub-alpine towns of southern Colorado, savoring the cool mountain air and the quiet cell-phone void.

We took a wrong turn and ended up parked overnight in the backyard of a hair salon in a place called Cuba, New Mexico, where the elderly, Spanish-speaking owner charged us $5 and let us use the bathroom in her mobile home.

By the time we got into the Texan sun, we realized that life on long desert highways without a working air conditioner was going to be miserable. We ended the trip in Oklahoma, a decision based on my time frame and the cost of fuel as much as the lack of air conditioning. We left the Rambulance there with friends, and although I couldn’t bring her back to 42

TRITON NOVEMBER/DECEMBER 2021

my transient working life on yachts, I knew she’d be there for me whenever I needed her.

Experiencing historic Route 66 and exploring the ancient ruins of the Pueblo people; finding an unlikely bottle of Dad’s favorite Scandinavian spirit, akvavit, in a small town, and sharing it over games of cribbage; enjoying a well-earned, locally crafted beer in whichever state we found ourselves for the night — these were the small joys that made for an unforgettable trip.

I learned things about my Dad I had

not known. I realized how alike we are in many ways. I pushed him out of his comfort zone, and he surprised everyone back home with his stories.

I returned to Florida feeling grounded. The Rambulance had renewed my spirit. In a way, she had saved me, just like she had saved the countless souls she had carried down the road before me. What had seemed like the most unnecessary purchase I ever made had evolved into a story my Dad and I would share for the rest of our lives. ‹ SONJA MEJLHOLM, OF VANCOUVER ISLAND, HAS BEEN A YACHT STEW AND CHEF FOR 8 YEARS. FOLLOW HER ADVENTURES ON INSTAGRAM @RAMBLESONJA.

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43

LIFE

YACHT♥BEAT

S/Y Wisdom charts the path to a promising future 100-DAY VOYAGE AIMS TO PROVIDE CRITICAL LIFE SKILLS TO FORMER FOSTER CHILDREN

By Scott Luxor

F

or young adults who, at the age of 18, suddenly find themselves adrift at sea without a life raft, the I CAN Foundation is sailing to the rescue. Sean Ives, and Jeff and Kristi Wisdom have created an innovative program to help youths left on their own after aging out of the foster care system. You might say they will be training those to swim who have been barely treading water most of their lives.

Ives, a lifelong lover of all things ocean-related and owner of a yacht management company, met Jeff Wisdom through his charter business. “I’ve been working with him for about three years,” Ives said. “Over that period, we became good friends.”

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TRITON NOVEMBER/DECEMBER 2021

Their friendship took on a new dimension in February, when Wisdom, a longtime philanthropist, asked Ives, a former sailing instructor in South Africa, if he could think of any new and unique ways to help children. “I immediately thought about the potential of taking kids on a sailing boat and sending them out to sea to learn life skills,” Ives said.

At the time, the Wisdoms were starting a nonprofit organization called Fostering Success to mentor foster children from the ages of 14 to 18, Ives said. During a conversation with board members, they heard about the problems the kids experience when they age out of foster care. That’s when the lightbulb went on.

“These kids have trash bags on their backs, with the few belongings they have. Often, they’re on the street, and they have to fend for themselves,” Ives said. “So we created the program with that in mind, and with them in mind. We asked ourselves what would help these young adults.”

The statistics are compelling. According to Ives and the I CAN Foundation: • Five million young people ages 16 to 24 in the U.S. are not in school or working.

• One in 10 from low-income families goes on to graduate from a four-year college.

• More than 23,000 age out of the U.S. foster care system every year, and only half will have gainful employment by age 24.

The program involves a 100-day voyage on S/Y Wisdom, a 100-foot custom cruising ketch built in 1989 by Giorgetti & Magrini. The crew, currently on a logistics cruise through the islands, expects to set sail with students aboard in December. Selected applicants will sail 5,000 nautical miles over 27 days, circumnavigating the Caribbean and visiting more than a dozen destinations — all while learning sailing, navigation, meteorology, seamanship, sea survival, scuba diving and many other skills.

As co-founder of I CAN, Wisdom is passionate about the cause. “This is a huge problem that we’re trying to address,” he said. “I’ve always been interested in kids who don’t have opportunities. I’m all about family and kids, and trying to even the playing field.”

Beyond the ocean voyage, Wisdom intends to create ongoing support to give the students a headstart in their adult life. “What we’re working on with this program is to set up internship programs and to build a community for the former foster youth.”

The plan is to make use of local talents and businesses along the way, Ives said. “So we’re not only benefiting the students on board, but we’re benefiting the entire community where we go.”

While there will be satellite phones, internet, and Wi-Fi aboard for emergencies and obvious safety reasons, use of electronics and regular phones will be discouraged. That

Photos courtesy of the ICANFoundation

Clockwide from left: Crewmates Robin, Alex and Anna tidy up the deck; S/Y Wisdom anchored off Harvey’s Cay in the Exumas during a crew-only trial run through the Bahamas and Caribbean; beach barbecue for the crew at Green Turtle Cay in the Abaco Out Islands of the Bahamas; crew member Anna and guest Estelle commune with nurse sharks outside the Staniel Cay Yacht Club in the Exumas.

YOU CAN DONATE TO THE I CAN FOUNDATION AND THE S/Y WISDOM PROGRAM FOR YOUTH AT I-CAN-FOUNDATION.ORG/DONATE

means no Instagram, no Facebook, no Twitter and no Tik-Tok. “Our whole focus is on sailing, diving, going ashore and experiencing what the local culture is like in the Caribbean,” Ives said. “The crew is finding charities, organizations and schools where we can do outreach programs. Our foster kids will actually be going out to schools … and building an interactive community with the kids in the Caribbean countries.”

Crew member and dive master Tyler Durland said he thinks a variety of mentors is one of the strengths of the program. “It’s what we call the Light a Spark’ program where we want to help them to find their passion,” he said.

For example, the chef onboard will train the students throughout the voyage, so they have cooking skills they can use for life, or possibly a job. Paramedics, marine biologists and others will be coming aboard along the way to work with them and show them what they do, he said.

“It’s going to be an amazing experience for anybody, let alone somebody that has no community and just feels alone,” Durland said. ‹ TRITON NOVEMBER/DECEMBER 2021

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Dock

LIFE

&

Dine Waterfront dining is plentiful in Fort Lauderdale. Here’s a list of some restaurants with dockage. Most dockage is on a first-come, first-served basis, but a good rule of thumb is to call ahead if you’ll be arriving in a boat larger than 25 feet.

BOATYARD Upscale, nautical-chic vibe in a sophisticated, laid back atmosphere with 120 feet of dockage for dock-and-dine. The seafood-centric menu blends local catches, raw bar and shellfish, and premium meats, for inside, outside or dockside dining. Located just east off the Intracoastal Waterway, north of 17th Street Yacht Basin at the Hilton Fort Lauderdale Marina.

1555 SE 17th St. Fort Lauderdale 33316 +1 954.525.7400 Boatyard.restaurant.com 15TH STREET FISHERIES Located at the longtime nautical landmark Lauderdale Marina, this waterfront restaurant offers both upscale and casual dining with live music and photoworthy tarpon feeding from the dock. Known for fresh seafood and a waterfront view just north of the 17th Street Bridge and Port Everglades.

1900 SE 15th St. Fort Lauderdale 33316 +1 954.763.2777 15streetfisheries.com COCONUTS Upscale dining in a casual setting for seafood and Sunday brunch with a view of the Fort Lauderdale International Boat Show and sunsets across the Intracoastal Waterway. Dockage is first come, first served, just 46

north of Hall of Fame Marina in Fort Lauderdale.

429 Seabreeze Blvd.

Fort Lauderdale 33301 +1 954.525.2421 coconutsfortlauderdale.com BOATHOUSE AT THE RIVERSIDE Relaxed, vibrant, and elegant waterfront dining on the New River in downtown Fort Lauderdale. Located at the historic Riverside Hotel in the Las Olas area.

620 SE Fourth St. Fort Lauderdale 33301 +1 954.377.5494 boathouseriverside.com THE HISTORIC DOWNTOWNER A popular local tavern with American fare, live music, and happy hour specials located at New River Drive and South Andrews Avenue along the south side of the New River waterfront.

Dockage available, as well as transportation with www. ridedowntowner.com.

10 S New River Drive E. Fort Lauderdale 33301 +1 954.463.9800 thehistoricdowntowner.com BLUE MOON FISH COMPANY Just northeast of the Commercial Boulevard bridge. Known for incorporating the flavors of Louisiana with Florida’s freshest catch on a menu made

TRITON NOVEMBER/DECEMBER 2021

for a seafood lover. Reliable suggestion for an owner and guests looking for a tender ride and a nice meal off the boat.

4405 W Tradewinds Ave. Lauderdale-By-The-Sea 33308 +1 954.267.9888 bluemoonfishco.com SHOOTERS WATERFRONT Popular, laid-back restaurant since 1982, located just south of the Oakland Park Boulevard bridge on the Intracoastal Waterway in Fort Lauderdale.

Good food, cold drinks, and live music with waterfront dining and dockage.

3033 NE 32nd Ave. Fort Lauderdale 33308 +1 954.566.2855 shooterswaterfront.com FLIP FLOPS DOCKSIDE EATERY On the southeast side of the Oakland Park Blvd. bridge. A hideaway with relaxed beach vibes next to Shooters. Patrons share the same beautiful views while sipping on late night drink specials. Serving up flatbreads and comfort food. Lunch and dinner. Closed Mondays and Tuesdays.

3051 NE 32nd Ave. Fort Lauderdale 33308 +1 954.567.1672 flipflopsdocksideeatery.com KALUZ Across the Intracoastal from Shooters, Kaluz has an elegant ambiance inside and out. The outside bar, formal dining and casual seating areas are tiered to ensure beautiful views of the waterway for all. Their new

American menu offers a good mix of seafood and meat dishes, with more main course salad options than most restaurants.

There truly is something for everyone.

3300 E Commercial Blvd.

Fort Lauderdale 33308 +1 954.772.2209 kaluzrestaurant.com BOKAMPERS SPORTS BAR & GRILL The best dock and dine place to catch the game. Plenty of outside seating and TVs galore.

Northeast of Oakland Park Boulevard bridge. Game day drink specials.

3115 NE 32nd Ave. Fort Lauderdale 33308 +1 954.900.5584 bokampers.com/fort-lauderdale PARK & OCEAN North of the Sunrise Boulevard bridge. Tie up to the Hugh Taylor State Park floating docks, then a short walk through the park takes you to beach breezes and shady outdoor seating along A1A. An in-house brewery offers specialty beers, with an eclectic mix of “farm to table” items on the menu. A few steps from the bar is an adventure center offering SUP, kayak and bike rentals. The park closes at 6 p.m., so be sure to head back to the dock before then.

3109 E Sunrise Blvd.

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TRITON NOVEMBER/DECEMBER 2021

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WAYPOINTS

Chasing the Caribbean sun

By Carol Bareuther

The deep-water, well-protected harbor of Charlotte Amalie is the perfect home base for exploring the U.S Virgin Islands and beyond.

W

hen locals living in the hills above Charlotte Amalie harbor look out and see the 452-foot, Lürssenbuilt M/Y Rising Sun is back on the docks at IGY’s Yacht Haven Grande St. Thomas, they know the winter season has arrived. Ditto when Steve Job’s comparatively smaller 256-foot Feadship M/Y Venus, now owned by Job’s wife, docks there on one of its frequent fall-to-spring visits. The deepwater, well-protected Charlotte Amalie harbor, once the crater of an ancient and long-extinct volcano and now the home of IGY’s purpose-built bigyacht marina, is an ideal Caribbean superyacht destination.

“It might seem contradictory, especially with the global pandemic, but 2020 was our most successful year ever and 2021 is even stronger,” said Phil Blake, general manager of Yacht Haven Grande St Thomas, which this year earned its fourth Superyacht Marina of the Year award by the UKbased Yacht Harbour Association.

The 1.2-square-mile Charlotte Amalie Harbor first served as a beacon for an international fleet of schooners when Denmark planted its flag here in the late 1600s. Tourism

took over the economy after the U.S. purchased St. Thomas, St. John, St Croix and its surrounding 50-plus islets, rocks and cays over a century ago. More recently, the harbor has become one of the busiest cruise ship ports in the Caribbean. With this, and the opening of YHG-STT in 2007, there is now an incredible infrastructure to support superyacht owners, charter guests and crew.

On the yacht side, cruise time from Miami or Fort Lauderdale averages 2–3 days, and with the U.S. flag status there is no need to clear immigration on arrival. Major yacht transport companies service St. Thomas, transporting vessels from the U.S. Eastern Seaboard and Europe on a regular schedule.

On the people side, there are direct flights to nearly a dozen gateway cities in the U.S. from St. Thomas’ Cyril E. King Airport. The airport’s jet port accommodates large and small private planes, and there’s helicopter service too. There are abundant recreational facilities, including fine dining, namebrand shopping, and watersports galore, as well as a soup-to-nuts of professional services from provisioning to marine services. Best of all, the cruising grounds in and around the U.S. Virgin Islands are ample and attractive.

A weekend charter of 2–3 days is enough time to cruise St. Thomas

and St. John. In 7 days, it’s a breeze to add St. Croix, located 40 miles south.

Beyond the U.S. Virgins, the British Virgin Islands are 30–45 minutes east of Charlotte Amalie at cruising speed.

Anguilla, St. Maarten-St. Martin and St. Barths are a 120- to 150-mile run to the southeast; and San Juan, Puerto Rico, is 70 miles to the west.

Here is a sampling of three U.S. Virgin Islands anchorages ideal for large yachts: Magens Bay, St. Thomas. The natural anchorage and protected bay here accommodate the largest of superyachts. The main draw is the mile-long, heart-shaped arc of white sand, named one of the 10 most beautiful beaches in the world.

Anchoring permits are limited to 14 consecutive nights.

Virgin Islands National Park, St. John.

Private yachts 210 feet or less can enter park waters and anchor in Francis Bay and Maho Bay, on the island’s north shore. Yachts 125 feet or less can also anchor off Lind Point, a dinghy ride away from Cruz Bay and its bars, restaurants and shops. Motorized watersports equipment isn’t allowed in park waters.

Frederiksted, St. Croix. Superyachts can use the cruise ship pier for alongside docking, with prior permission from local agents.

Several bars and restaurants, shops, and historic sites like Fort Frederik are within walking distance. To the south, yachts can anchor off the Sandy Point National Wildlife Refuge.

To the northeast in Cane Bay, the coral wall drops from 40 feet to over 13,000 feet and is wonderful to explore by mini-submarine. ‹ TRITON NOVEMBER/DECEMBER 2021

49

CREW GO-TO LIST The services below are the closest to IGY’s Yacht Haven Grande St Thomas that have sound experience working with yachts.

PORT ENTRY

St. Thomas, USVI

By Carol Bareuther For yachts over 300 tons, a 96-hour notice of arrival is needed. The U.S. Coast Guard has additional requirements for vessels 400 gross tons and over.

A U.S. Virgin Islands harbor pilot must be onboard yachts 1600 tons and over to enter. Beyond this, there are three basic steps in the normal arrival procedures to enter the USVI from international waters.

STEP 1: Notify Customs & Border Patrol (CBP) on arrival.

IGY’s Yacht Haven Grande St. Thomas offers onsite Customs & Immigration. Documents required are a current certificate of registry, clearance from previous port, and completed documents 1300 (vessel entrance and clearance statement) and I-418 (crew/passenger manifest). No U.S. cruising license is needed. If departing for any foreign port other than the British Virgin Islands, an outbound clearance needs to be filed along with an updated I-418.

Step 2: Immigration – Crew & Guests.

Yachts arriving from the mainland U.S. or Puerto Rico don’t need to clear immigration. The captain still must file entry paperwork since the USVI doesn’t require or accept a U.S. cruising license. Non-American crew and guests arriving on private yachts need to have proper visas.

Step 3: Regulated Garbage.

All garbage has to be disposed of following local and federal regulations. Staff at IGY’s YHG-STT can advise.

No COVID-19 test result is required to travel to or return to the U.S. mainland from the USVI. However, everyone arriving in the USVI needs to submit an approved COVID-19 test result and get cleared before travel. The Travel Screening Portal is located at: www.usviupdate.com/travelportal.

YHG-STT does offer onsite COVID testing.

50

TRITON NOVEMBER/DECEMBER 2021

BANK FirstBank VI Port of Sale Full-service tellers, drive-through, ATM. 1firstbank.com/vi/en/ +1 340.774.4800 DRYDOCK Subbase Drydock Subbase 1200 Ton & 350 Ton drydocks; can haul vessels up to 225 feet. subbasedrydock.com +1 340.776.2078 info@subbasedrydock.com FLORIST Forever Flowers Frenchtown In-store & online orders; delivery; arrangements, bouquets, gift baskets, florals for events. www.flowers.vi +1 340.774.9370 info@flowers.vi LAUNDRY Alaa Sableh Pickup & drop-off at YHG. +1 340.690.5783 or 340.514.6259 Magras Dry Cleaner Four Winds Plaza +1 340.776.2442 or 340.227.8154 MARINE PARTS & SUPPLIES National Marine Suppliers YHG +1 340.693.6017 Island Marine Outfitters Crown Bay Marina islandmarineoutfitters.com +1 340.714.5311 Budget Marine Near Red Hook budgetmarine.com +1 340.779.2219, WhatsApp +1 340.474.2908 MEDICAL Yacht Haven Family Practice YHG Walk-in and appointments; staffed by general practitioners; open Mon-Fri, 8 a.m.–5 p.m. redhookfamilypractice.com +1 340.776.1511 rhfamilypractice@ redhookfamilypractice.com

POST OFFICE U.S. Postal Office Havensight Shopping Center Full-service post office www.usps.com +1 340.776.9897 PROVISIONING Moe’s Fresh Market YHG In-store shopping & online provisioning. Meats, seafood, deli, prepared foods, fresh produce, grocery items, ethnic ingredients, beverages, and large wine, beer & liquor selection. moesvi.com +1 340.693.0413 (store), 340.693.0254 (provisioning) info@moesvi.com National Marine Suppliers YHG Premium meats, produce, and dry goods, as well as hard-to-find beer, wine and liquor brands. nationalmarine.com 1-800-MEGAYACHT SALON & SPA Sugar & Spice Salon Spa YHG Unisex hair care, facials, manicures, pedicures, waxing, specialty wraps, massage, and makeup for events such as weddings. sugarandspiceartistry.com +1 340.776.5893 sugarandspicesalonspa@ gmail.com TRANSPORTATION There are taxi drivers usually stationed at YHG-STT as well as the Cyril E King Airport.

Avis, Budget & Discount Car Rental are also at the airport.

VI Taxi Dispatch +1 340.774.7457 Elite Limousine +1 340.474.7759 Presidential Limo +1 340.473.6550 Caribbean Buzz Helicopters Lindbergh Bay, across from the airport. www.caribbean-buzz.com +1 340.775.7335 info@caribbean-buzz.com

WAYPOINTS

AT THE DOCKS

IGY’s Yacht Haven Grande is a one-stop shop when it comes to making crew life easier.

By Carol Bareuther

L

ocated on Charlotte Amalie’s eastern shore, IGY’s Yacht Haven Grande St. Thomas (YHG-STT) is an ISPS-compliant facility that offers 46 berths for vessels up to 656 feet, with a maximum 25-foot draft. Specifically, the marina can simultaneously dock two 400-foot-plus yachts, four 300-foot vessels, and 10 to 11 yachts up to 200 feet each. Virtually every slip fits vessels up to 150 feet.

In-slip, there’s power, water, hard-wired internet that plugs into an ethernet cable at the dock, Wi-Fi, high-speed fueling, and pump out for black water and waste oil.

Golf carts are at the ready to transport guests, luggage and provisions on the 18-foot-wide piers.

There’s 24-hour security and video surveillance of the marina.

The Shoppes at Yacht Haven Grande is akin to a dockside village with restaurants and boutiques, as well as service providers and recreational facilities for crew.

Professional services on the property include provisioning, a medical clinic, a salon and spa, and a marine store.

For pleasure, crew have exclusive use of a resort-style pool, fully equipped gym, lounge, outdoor exercise area, and lighted tennis and beach volleyball. There are also regular crew events such as pool parties with games, food and live music that, although on hold recently due to COVID, are planned to resume.

“Another popular crew event and unique to YHG-STT is our Friday night mini-regattas,” said marina manager Phil Blake. “We have a fleet of 11 remote-control 3-foot sailboats with fully functional parts, such as the mainsail, jib and rudder. Each sail has a country code and sail numbers — ISV (US Virgin Islands), USA, CAN (Canada), GBR (Great Britain), NOR (Norway), AUS (Australia), and NZL (New Zealand) — that international crews get behind and cheer for. We run a couple of windward-leeward courses, and the bartender from Navy Beach comes out with a bicycle bar. We start at 5 p.m. and race until sundown. It’s great fun,” There are several private and community events annually at The Shoppes at Yacht Haven Grande St Thomas.

Two of these are the USVI Charter Yacht Show, Nov. 7–10, and the first annual Caribbean Charter Yacht Show, Dec. 9–12. The former focuses on family-size charter catamarans, while the latter is a superyacht show. Both attract charter yacht brokers from around the world. There are also holiday concerts, farmer’s markets, and community Zumba and Tai Chi classes. igymarinas.com/marinas/marina-yacht-haven-grande/ shopsatyhg.com/

TRITON NOVEMBER/DECEMBER 2021

51

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NEW BROOMS AT MAJOR BOATYARDS As big money snaps up some of the marquee boatyards in the South Florida marine industry, questions remain about how captains and crew will be affected.

By Kevin Koenig

T

here is a sea change occurring in the South Florida marine industry. Boat sales have soared over the past few years, coinciding with a similar boom in waterfront housing. The pairing has made savvy investors — perhaps most famously Safe Harbor Marinas, the largest marina owner and operator in the U.S. — see the value in preexisting boatyards, as limited commodities uniquely poised to service and house all those big, beautiful boats.

In the past two years, Dallas-based Safe Harbor bought Lauderdale Marine Center and South Fork in Fort Lauderdale, Florida; Rybovich in West Palm Beach and Riviera Beach, Florida; and Newport Shipyard in Newport, Rhode Island. OneWater bought Rosicioli Yachting Center in Fort Lauderdale; while Bradford Marine, with facilities in Fort Lauderdale and Grand Bahama, was purchased by a private owner. Recently, another private owner bought American Custom Yacht Center in Stuart, FL. But the yacht business is a notoriously fickle and complex thatch of wants and needs negotiated by owners, captains, vendors, and others. Will big-business buyouts be able to keep everyone happy, and the South Florida economy booming?

And more specifically, how will changes in ownership at yards like Lauderdale Marine Center and Rybovich affect the captains and crew who depend on them?

Triton reached out to captains and other industry insiders to get their takes.

Doug West signed on as president and general manager at Willis Custom Yachts in Stuart, Florida, this past June after six years working as president of Lauderdale Marine Center. He felt strongly about what he labeled the market-

place business model championed by LMC in his time there. “At LMC we were like a shopping mall,” he said.

“We had 32 tenants, plus 300 more companies who were local that did work for us. Carlyle [which owned LMC before the Safe Harbor buyout] didn’t used to charge many fees.

They just charged for space and power if the boats wanted to plug in.”

And this is where West begins to speculate about the future, voicing the fears of some in the marine community who have a somewhat skeptical view of the shifts in ownership. “With Safe Harbor, I think LMC will bring a lot of services inhouse: electrical, plumbing, things like that. And they’ll start charging project management fees. If contractors come in, Safe Harbor can charge head fees, per person, per day.

I’m speculating here, I don’t know if they’re doing that initially, but they could do it down the road.”

Despite West’s speculations, it should be made clear that Safe Harbor has made no official indication of any major overhauls, specifically at LMC. When contacted by Triton, Safe Harbor declined to comment for this article. But in May, CEO Baxter Underwood told Megayachtnews. com, “Lauderdale Marine Center takes [the] approach [of offering] hundreds of contractors, excellent painters, excellent electricians, and more. For the captain or owner who wants to take that helm and control the different trades, Lauderdale Marine Center is the best at that.”

Dennis Foster, who runs Foster’s Yacht Services, is a repair contractor who has worked at LMC for decades.

He told Triton about a meeting Safe Harbor had with the contractors to tell them how the model would work.

“They’ll be offering project management. They prefer that we bill through the yard. If we don’t, they aren’t going to force us to, but they prefer it.” It’s not in place yet, Foster TRITON NOVEMBER/DECEMBER 2021

53

said, but it’s in the process, and he thinks it’s a good relationship for the yard and vendors.

“Much like Rybovich, if a boat comes to the yard and needs work, they’ll get a project manager and bill through the yard. That way boats can’t leave until the marina is paid and the subcontractors won’t wait an inordinate amount of time to get paid. The yard never got involved before, now they will be,” he said.

“And they have some really top end project managers in here to make sure that goes well. I think it will be a good thing, but it’s all going to depend on how the customers like it. To be frank, it’s a big change.”

Others in the industry are also quite positive about the ownership changes. Phil Purcell, CEO of the Marine Industry Association of South Florida, doesn’t view potential head fees as a problem.

“Transparency with head fees is key,” he said. “These companies have huge infrastructure costs. They’re providing the platforms, the land, the insurance, etc. — so, tacking a fee [on for] allowing a business to grow, I don’t think that’s a bad idea.

Transparency is the key to having a happy customer. You can’t lose the customer, and the only way you do that is by having standards and providing good straightforward cost estimates, doing good work, and then having good warranties after that.”

Purcell also sees crew benefiting from the added capital infusion at the yards, particularly during longer refit stays. “I think all these changes will be positive for captain and crew,” he said. “Rybovich led the way. They treat the crew like they treat the owner. And now other companies are realizing that the crew will be at the yard a lot if they’re going to be doing refits. So, they have fitness centers, restaurants, and transportation around the yard and to downtowns. These big companies 54

TRITON NOVEMBER/DECEMBER 2021

don’t want to change the yards, they want to grow them. And what will grow them is positive word of mouth from the crews.”

Purcell and Foster are far from alone in their positive assessment of the developments. James Brewer is an industry stalwart with 42 years in the business, 30 of them at Derecktor and the rest at Rybovich, Broward, and most recently Roscioli, which itself has been purchased by OneWater, a public company that trades on the NASDAQ. This is not his first rodeo; he worked at Rybovich when Wayne Huizenga Jr. bought it in 2004. “I experienced the first iteration of these sorts of buyouts with Huizenga at Rybovich,” Brewer recalled. “The capital infusion helped raise the bar to improve the capability and the capacity of the shipyard and improve the overall customer experience. At the end of the day, I think that’s what all these acquisitions will end up doing. Our goal, and the goal of every company that’s been acquired, is to make sure there is an outstanding customer experience.”

Like most of the businessmen to whom Triton spoke for this article, Brewer sees no losses for either the yards or their clients. “The big companies come around because boat sales are at an all-time high, both new and pre-owned, and the companies realize that these boats will all need to be serviced. But for customer retention, the customer experience, of course, needs to be outstanding.

Plus,” he added with a chuckle, “waterfront property is never a bad investment.”

But what about the captains, the sought-after customers that will bear the brunt of the changes, be they positive or less than that. How do they feel?

Well, as with most things in life, opinions vary.

Capt. David Marks has been wheeling the 150-foot Westport Bouchon for

three years. He shares some of his fellow captain’s concerns. “We’ve used Lauderdale Marine Center for our last few refits because of convenience and cost. I worry that with Safe Harbor taking over, they may lose some good people that we’ve worked with for years. My greatest concern is that once they have a monopoly, they might not want to play ball anymore. But that remains to be seen.”

Not every captain shared similar reservations, however. Alan Tookey is a Lauderdale-based skipper with 34 years in the industry. He currently works freelance on anything up to 3,000 tons. “I don’t see Safe Harbor and them affecting the yards too much. It depends who you speak to, though. I understand the business models may complement each other and adjust accordingly,” he said.

“I don’t think, for example, it would be great if LMC switched to full service. People go to LMC so they can use their own vendors. I don’t see any need to change that. But if the yard were to switch to a more full-service model, and the prices go up, will that really change anything? The boat owners are richer than ever. And there’s nothing out there that will drag away the business from South Florida. They’re not going to Europe.

I look at it this way. It will be like in Nantucket, where if you want to stay on the island, it’s $12 a foot to dock.

If you want to stay 50 miles away, it’s much less. It’s a free market.”

Tookey’s comments point to something that has always been a boon for the yachting industry. It’s a place inhabited by smart, business-minded people, many of whom that have mastered the machinations of capitalism and capitalized on inefficiencies in the market. And in the end, the buyouts may very well be great for everyone involved. But if they aren’t great and the customer isn’t happy, rest assured, this is a world that relishes a good market correction. ‹

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SHUT DOWN AND STRANDED Quarantines and locked-down borders leave seafaring crew with nowhere to go, and no way to get there.

By Corey D. Ranslem

D

elays, cancellations, restrictions, closures, quarantines, and last-minute changes have been the norm for the world over the past 18 months. But for those who work at sea, the fallout has been immense. Crews were stuck — some for more than 14 months straight — on cargo ships, cruise ships and large yachts. While cruise lines moved ships to key locations around the world in an effort to repatriate crew members who couldn’t get flights, some cargo lines were unable to move crew to and from ships for more than a year because of national lockdowns and flight restrictions.

Yacht crew have faced extended quarantines in marinas and yards, and in some cases, extended time with owners on board and no charters.

“I’ve never seen anything on this scale,” said Capt. Jake Oberholzer, who has been in the yachting industry for more 56

TRITON NOVEMBER/DECEMBER 2021

than 20 years. “Just after 9/11 was difficult, but not at this scale. Issues seem to be continuing and countries keep going into lockdowns again and again.”

The International Transport Workers’ Federation (ITF) and the International Maritime Organization (IMO) estimate that there were over 400,000 seafarers stranded at sea or on board their vessels in September 2020. This included cargo lines, cruise lines, and large yachts. And with global airline capacity reportedly down by close to 70%, even if crew were able to get off their vessel, they couldn’t fly anywhere.

Travel providers, yacht management companies, yacht agents and other yacht support companies worked overtime to understand the wide-ranging regulations in different countries in order to move crew members, owners and

P A N D E M I C

R E A L I T I E S

contractors around the world.

“Staying up to date with the continuous changes of international border rules and country COVID requirements primarily has been the biggest challenge, closely followed by airlines and their schedules and their individual interpretation of the rules and regulations,” said Tim Davey, founder and managing director of Global Marine Travel.

Many companies were not able to get contractors to vessels for services, which put an even bigger burden on the vessel’s crew. Crew placement agencies have also struggled.

“We face a number of issues, including expired visas, countries closed, and inability of crew to get in or out of certain countries,” said Marcy Williams, director of crew services for Northrop & Johnson. “We would hire crew for a specific vessel or charter, and then they got COVID just prior to joining. We also had a number of crew on board yachts that got COVID just prior to a charter starting, and then we need to find crew that can do the trip.”

Williams said that because there have been issues getting experienced crew to vessels, in some cases, yachts have accepted less experienced crew to fill positions. “The crew shortage is real, and those that have their B1/ B2 and are vaccinated can pretty much name their price. I am seeing the salaries, across the board, skyrocketing.

Not a bad thing, as salaries have remained the same for several years.”

Capt. Oberholzer agreed that one of the biggest problems during COVID has been getting crew to and from the vessel. “There were limited international flights, and crew who had to take leave needed to quarantine.

Crew joining the vessel also added to the risk of infecting the onboard crew. One of my biggest issues was dealing with crew,” the captain said, “ while trying to maintain a safe and healthy working environment on board.”

Capt. Oberholzer said he had a number of problems trying to get his U.S. visa renewed while in South Africa.

“My visa appointment was canceled because of the travel ban, along with the Delta variant. I had to reroute to

Costa Rica and luckily found an emergency appointment for visas. It did make it much easier to travel after spending two weeks in Costa Rica, as I didn’t have to quarantine when returning to the United States.”

Davey said there are several procedures that have changed, and many of them haven’t made a lot of sense.

For instance, they’ve had groups of people scheduled to travel on the same flight when some of the crew were able to get on a flight while others were denied boarding, even though they all had the same documents.

“This has led to us having to adjust our booking agent’s interaction with both the airlines and our customers. The average booking time has quadrupled as we need to check, re-check and check again before sending information out,” Davey said. “The role of a travel agent has come a complete 360 since the days when the internet took over some of the travel agents’ functionalities. In fact, we are hiring new agents so that we can keep up with our service level expectations.”

Davey said clients have also experienced issues connecting through some airports where flights have been canceled at the last minute, leaving crew stranded, “We had customers connecting through various cities, only to find their onwards international flight is allowed to fly, but without passengers.”

The pandemic’s unprecedented restrictions on how people could travel, conduct business, and service their clients affected maritime businesses as well, many of which had to scale back their operations or temporarily furlow employees when yachts ceased their normal charter and owner trips. A number of businesses within the industry closed permanently because of the lack of work.

Most industry experts, however, are positive on the long-term outlook and predict a quick recovery for the superyacht sector. Although the world continues to deal with the global COVID pandemic, more and more travel restrictions are being lifted and international flights are coming back online, creating hope for seafarers that life, and traveling, will soon return to normal.

Davey said it has been much easier for crews to travel when they work with GMT and other travel agencies.

“Our yacht clients have a partner with them when they book and travel with GMT, instead of relying on airlines direct or other online websites. Our aroundthe-clock, live support team is able to keep up with the changing regulations and requirements, and can prepare travelers with the most up-to-date information. The amount of airline schedule changes, including last minute cancellations, has caused major issues with our clients, but we have been able to work through the disruptions and changes to help get our clients where they need to go.” ‹ TRITON NOVEMBER/DECEMBER 2021

57

AIR TRAVEL PRIMER When traveling internationally to and from your yacht, here are some pointers to keep you as healthy as possible during transit: • Get vaccinated. The Centers for Disease Control and Prevention recommends that you do not travel unless you are fully vaccinated.

•C arry proof of your vaccination. Whether it is a laminated, two-sided copy of the U.S. vaccination card, or the EU Digital COVID Certificate with a QR code on your mobile device.

•W ear a mask. When traveling on planes out of and into the U.S., you are required to wear a mask over your nose and mouth. Currently, this mask mandate is in effect through Jan. 18, 2022.

•K now the requirements of your destination, if arriving by air. Follow all the entry requirements regarding mask-wearing, testing, or quarantine. Some countries require a COVID PCR test within 72 hours of your departure to that country. In addition, you may also need to download a paper COVID testing verification form unique to that country, or a digital verification app. For example, Greece uses an online passenger locator form which will provide you with a QR code to allow entry into their country.

•K now the requirements of your destination, if arriving by sea. The entry requirements may differ when not flying in. For example, the Canary Islands require that a Spanish Travel Health form be completed prior to arrival by air, but there is no such requirement if you arrive on your yacht.

Check with the marina at your destination for the latest requirements.

•G et tested before you travel back to the U.S. by air. All air passengers coming to the United States are required to have a negative COVID test result no more than 3 days before travel.

• Check for changes in travel requirements often. Due to the virulence of the Delta variant of COVID-19, countries are changing their entry requirements more frequently. The prudent mariner is advised to keep abreast of these changes before traveling.

— Capt. Jeff Werner 58

TRITON NOVEMBER/DECEMBER 2021

Catamaran dreams ...COVID doldrums

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By Capt. Jeff Werner

or many new yacht owners, the vision of the future aboard their yacht is tied to a dream. Six and a half years ago, my new client was no different. Over lunch at a table covered with a mess of blue crabs in Annapolis, he shared his dream of converting a 135-foot former Danish coast guard cutter into an expedition motor yacht. He was contemplating the last great adventure of his life: completing both the Northwest Passage and doubling Cape Horn.

I grabbed his photo of the cutter and showed it to our waitress and said, “If your husband came home and told you were going to cruise the Arctic Circle in this ship, what would you say?” Her unprintable response set fate in motion.

Two years later, over a dinner of fruits de mare at the port of La Rochelle on the Atlantic coast of France, we toasted the owner’s signing of a newbuild contract for a 54-foot luxury sailing catamaran. His dream had morphed into a circumnavigation of the world over five years, and I was both his project manager for the build and his captain for this adventure. At the time, we had both just turned 65 and the race was on — could the circumnavigation be completed before we both became too old to be hoisted up the mast?

As construction moved along at the French boatyard, we made detailed cruising itineraries and dreamed of passage-making and visiting our intended ports of call.

The catamaran was finally launched in 2019, and at the end of the year we completed our 700nm shakedown cruise across the stormy Bay of Biscay to Lisbon. By the time we arrived in Portugal, we had a long punch list of warranty items to be addressed at the boatyard in Lisbon. We planned to return at the beginning of March 2020 to carry on with the first leg of our circumnavigation, cruising the Mediterranean Sea. When we arrived back at the boatyard, Covid was already devastating northern Italy, but Portugal had been spared. We arranged for a rental crane to splash the catamaran on March 12. However, on March 11, then-President Trump declared a travel ban from Europe to the U.S. We felt blindsided. The catamaran was left on the hard, and we caught the next to last flight out of Lisbon.

I have been lucky to work with an owner who kept me on the payroll through 2020, and I have been able to pursue other captain’s work this year.

But for the owner, it has been an emotional roller coaster. He has spent the last year and a half bouncing back and forth between curtailing the circumnavigation or selling the catamaran. The clock is still ticking as we both near 70, and this dream deferred may soon become the dream lost, yet another victim of Covid. ‹

DISRUPTED SUPPLY CHAIN MEANS SHORTAGES, DELAYS, HIGHER COSTS

By Dorie Cox

F

rom engine parts to flowers, the goods that keep the yacht industry afloat are short on supply and long in coming — ripple effects from the production shutdowns and shipping delays due to COVID-19.

“Right now, engine parts are hit or miss, either in stock or 6–8 weeks out,” said Tom Rowe, director of marketing and business development at National Marine Suppliers in Fort Lauderdale, Florida.

“Ridiculous lead times” have hit supply orders, including Kohler products, while vital Racor filters have been unavailable for a while, he went on to say. Certain electrical parts are scarce, like Hubbell plugs for shore power cables and circuit breakers, and contactors are completely unavailable.

Essential items for first-aid kits are allotted or on backorder, often for months, and the popular K2R cleaning products are not available because the factory cannot source packaging materials, Rowe said.

Why the troubles? Isolating exact causes can be complex. They include: • Labor shortages at ports and in shipping, trucking and rail transport.

• Shortages of new shipping containers.

• Shipping containers stranded or awaiting transport.

• Delays in unloading and transporting

products from shipping containers.

•C ontinued factory delays stemming from labor and product shortages.

Vicki Abernathy, co-owner and chief operating officer of AERE Docking Solutions, said she thought the North Carolina yarn that the company uses in fender covers was immune from delays — until a chemical process of its manufacture that is handled in China was affected. “Normally, bulk yarn takes three to four weeks,” Abernathy said.

“We had a six-month wait last year.”

Yacht flowers are at a premium because, early on in the pandemic, crops were not harvested — then transportation halted, followed by bad weather, according to Delia Chen, co-owner of Yacht Flowers in Fort Lauderdale.

“That [price] quote will not work from last year,” Chen said. “Costs are 35% more than last year.”

Diverse reasons have changed how companies source, according to Dennis Foster, president of Foster’s Yacht Services in Fort Lauderdale. “It used to be that distributors had products on the shelf, but after COVID, things are on ‘order only’ [status],” Foster said. “Distributors only order after we order. Now, they have to make it, and it becomes a custom order.”

Without materials Foster can lose jobs. And every delay backs up

marine shops, shipyards and marinas — and yacht schedules. These disruptions also mean higher costs for manufacturers, distributors, and customers. “The costs are multiplying, sometimes daily,” Abernathy said.

But there can be wins for yachting, as well, according to John Pinkerton, director of yacht provisions at Yacht Chandlers in Fort Lauderdale. For example, charter yachts have access to food and beverage supplies that restaurants once used. “Actually, many high-end restaurants have been slow to ramp up and others just closed,” Pinkerton said. “We share a lot of the same suppliers, so goods intended for them are now a bit more available.” But most come with a higher price tag, he added.

As to the future?

“I don’t know what will happen, the situation appears to be getting worse,” Abernathy said of the challenges in receiving and sending orders. “I read that Ikea followed other businesses by buying or chartering a boat to get products or materials.”

“Aere can’t afford a boat,” she said with a laugh, but she is hopeful. In business since 1998, Abernathy said they continue to find workarounds.

“We’re not going to be taken down by the supply chain.” ‹ TRITON NOVEMBER/DECEMBER 2021

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‘Free pratique’ no guarantee as seafarers negotiate pandemic rules

By Capt. Jake DesVergers

A

s we push through Year 2 of the COVID-19 pandemic, worldwide travel restrictions continue.

On almost a daily basis, new rules are implemented or existing rules are modified with little to no notice. This creates chaos for a crew member traveling home or back to a yacht. It also causes endless problems for itinerary planning, owner’s use, and charters.

As we know, COVID-19 was first reported in December 2019 in Wuhan, China. It has since spread to almost all countries of the world. Around 219 million cases have been reported at the time of going to print, including around 4.5 million deaths.

Several vaccines are now authorized in different countries around the world, and more are gaining official approval on a regular basis. Many countries now require

proof of vaccination before entry. For those without vaccination, a negative test taken within a certain time frame is needed. Each country is different and verification should be made before traveling. An excellent source for information on ports can be found at: waypointports.com/covid-19/.

The International Maritime Organization (IMO), the International Labour Organization (ILO) and other authorities at the national level have been pushing to prioritize rapid access to vaccinations for seafarers.

There is a major initiative to identify seafarers as essential workers in all countries. While not traditionally identified as seafarers, yacht crew do fall under this occupational title.

According to the International Health Regulations

(IHR), countries shall not refuse to grant “free pratique.”

This term means permission to enter a port, embark or disembark, or discharge/load cargo or stores.

However, countries may implement the prerequisite of a health inspection before granting entry. If a source of infection or contamination is found on board, actions to implement disinfection, decontamination, denied entry, or other measures can be ordered. Nevertheless, many governments have introduced national and local restrictions, including: • Delayed port clearance.

• Prevention of crew or passengers from embarking or disembarking, including shore leave and crew changes.

• Prevention of discharging or loading of cargo, stores, fuel, water, food, and supplies.

• Refusal of port entry (in extreme cases).

Because ships and yachts at sea are a closed environment, a vessel underway for 14 days or more may be considered free from COVID-19. Despite best practice quarantine and testing, any crew changes or visits from shoreside personnel may potentially introduce the virus on board.

Crew should therefore remain vigilant for the symptoms

of COVID-19 in themselves and others. Such symptoms must be reported immediately to the person responsible for medical care on board.

Under the ILO’s Maritime Labour Convention (MLC), flag states must ensure that all seafarers on ships (and yachts) flying their flag are covered by adequate measures to protect their health. Crew must have access to prompt and adequate medical care while working on board. In addition, port states must ensure that any seafarers on board ships in their territory, who need immediate medical care, are given access to medical facilities.

While not currently in force, it is foreseen that new regulations will be developed to mandate the COVID vaccination, like those for measles, mumps, and diphtheria.

It has been observed on many yachts that owners are mandating crew to be vaccinated as a condition of employment. Depending upon the verbiage of a particular seafarer employment agreement (SEA) and the yacht’s flag state, such a requirement may be permissible. ‹ CAPT. JAKE DESVERGERS IS CHIEF SURVEYOR FOR THE INTERNATIONAL YACHT BUREAU (IYB), WHICH PROVIDES FLAG-STATE INSPECTION SERVICES TO PRIVATE AND COMMERCIAL YACHTS ON BEHALF OF SEVERAL FLAGSTATE ADMINISTRATIONS.

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NEW OWNERS + NEW CREW + HIGH TURNOVER It’s a perfect formula for sheer frustration and often catches first-time owners by surprise.

By Alene Keenan

I

came into a hectic situation recently when I was called in for service triage on a yacht newly purchased. The chief stew had refused to get vaccinated and quit with three months’ severance. I got there the day before the guests did. The second stew had been on the boat for three months in the shipyard, but only had guests on for two days. The chef was fired about an hour before my plane landed, and the new chef got there about an hour before the six guests arrived.

It was CRAZY! Of course, every industry has been affected by the coronavirus epidemic, and the superyacht industry is no exception. More Americans have turned to the lifestyle than ever before, and boat sales have skyrocketed. First-time owners, met with a shortage of experienced American crew, have been introduced to the high-turnover roller coaster ride that is the bane of the industry.

The owners on our yacht were so nice about the whole situation. Still, they had planned to be on board for five weeks but canceled the last week out of sheer frustration.

They were not “new” owners per se, but we talked a lot about people they knew who had just bought their first yacht and were so upset about crew turnover.

We were in New England, where tourists were out in droves. Traffic was a mess, and it seemed like every

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TRITON NOVEMBER/DECEMBER 2021

place of business was short-staffed.

Considerable wait times and service delays made dining out a disappointment.

The human connection is what keeps diners happy, and for many restaurants, it just wasn’t there. It didn’t take long for the owners and guests to decide that food and service were better on the boat. After all, yachting is all about making that human connection. All day, every day.

First-time owners, met with a shortage of experienced American crew, have been introduced to the highturnover roller coaster ride that is the bane of the industry.

When there is crew turnover, however, it takes a while for replacement staff and green crew to get to know their way around a new boat and develop working relationships.

In the beginning, the knowledge required is overwhelming. Itineraries change, minds change, weather changes, dinner off the boat is can-

celed — and everyone must adjust.

There’s a lot to be said for hiring experienced crew to mentor junior crew in pivoting more easily to get the program back on track.

The shortage of experienced, qualified crew may come as a surprise for first-time owners, and with so many nuances to master, they might need help implementing a system and learning the best way to relay their preferences. Their crew must be dedicated, capable of combining flexibility with a good work ethic, and thick-skinned when it comes to criticism.

How this scenario will play out for the rest of the year and 2022 is anybody’s guess, but now is the time for owners to work with their captains to build stronger connections with their team and create the dream lifestyle they were hoping for when they bought their yacht.

Hold on to your hats because crew turnover is a bumpy ride! ‹

A

s professional yacht crew, we are trained to wear many hats. Sometimes we find ourselves filling in as nannies to entertain our guests’ children.

Oftentimes, we are the entertainers and photographers for everyone aboard, putting on costumes, staging karaoke and game nights, and planning memorable parties.

Other times we are the event planners for the owner of the boat, pulling off large events with worldclass guest lists including celebrities, business owners, and political and thought leaders. We collaborate on creative themes, coordinate with an array of entertainment and catering vendors, and pull off top-notch, Instagram-worthy soirees.

No matter the size of the vessel or the event, we are foremost committed to the safety of all passengers aboard. As we begin to reopen our gangways to larger gatherings and adapt globally to what events look like in a post-COVID world, we find ourselves adding another hat to our yacht wardrobes: the COVID risk assessment team.

As the shoreside purser and event coordinator for M/Y Gene Chaser, a 55-meter scientific research vessel, the biggest challenges I now face when planning events for my boss, Dr. Jonathan Rothberg, is how to efficiently onboard our guests safely and quickly, and how to make the experience of COVID-testing everyone who steps on our vessel as seamless and painless as possible, all while maintaining the safety of our crew and guests as our top priority.

One upcoming event on our vessel to celebrate Dr. Rothberg’s company Hyperfine going public has a guests list of up to 600 people. As the head of the COVID Risk & Onboarding Team, I have spent countless hours

COVID RISK ASSESSMENT CREW Keeping guests safe and happy these days calls for some creative COVID strategies.

By Ciara Farrow

SHORESIDE PURSER CIARA FARROW HOLDS AN IAMI GUEST PURSER CERTIFICATION THROUGH THE CREW ACADEMY. SHE HAS WORKED ON A NUMBER OF YACHTS WORLDWIDE, INCLUDING M/Y GENE CHASER.

working with lead scientist Isaac Bean to come up with different plans of action. There’s no universal playbook for this, and each event is unique. In a world that seems to be just winging it, we too are left to figure it out as we go.

The key is to look at every event as a COVID-testing experiment. We must continue to ask ourselves: what worked, what didn’t work, how do we make testing our guests better for both the guests and crew alike, and is the owner comfortable with guests bringing negative PCR tests as an eligible proof of entry? Do all guests need to be vaccinated? Or does the boss have more peace of mind knowing that we are personally doing the

tests ourselves, dockside and onsite?

For those who test guests dockside, as we do on Gene Chaser — whether crew are doing the testing themselves or outsourcing to professionals — I have found the Number One factor in successful COVID-testing is how you keep the guests occupied during the waiting time for rapid results. Hint: It usually consists of champagne.

Perhaps in the future we will find access to courses on COVID risk management for yachting at a maritime school, but until then we must put on our COVID caps and work together as a crew to strategize COVID safety game plans that fit each unique program on the high seas. ‹ TRITON NOVEMBER/DECEMBER 2021

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HAPPENINGS Please send your event info to Production@TritonNews.com

November 5, 2021 Miami Wine Festival Coconut Grove, Florida Festival highlights a variety of wine, cheese, chocolate, and charcuterie in Miami. miamieventsandfestivals.com

November 7, 2021 Sunday Jazz Brunch

October 27-31, 2021

Photo mightynews.com

Photo ArtsCalendar.com

Fort Lauderdale, Florida Sunday Jazz Brunch is a free, live outdoor concert series on the first Sunday of each month from 11 a.m. to 2 p.m. along Fort Lauderdale’s Riverwalk. parks.fortlauderdale.gov/specialevents/special-events/jazzbrunch

November 7-10, 2021

November 18-20, 2021

USVI Charter Yacht Show

Pacific Marine Expo

IGY’s Yacht Haven Grande in St. Thomas, U.S. Virgin Islands

Seattle, Washington

NOV

Fort Lauderdale International Boat Show Fort Lauderdale, Florida

The 62nd Fort Lauderdale International Boat Show. Yacht builders, designers, brokers, and marine industry at several waterfront locations: Bahia Mar Yachting Center, Las Olas, Pier 66 Marina, SuperYacht Village at Pier 66 South, Hall of Fame Marina, Hilton Fort Lauderdale Marina, and the Greater Ft. Lauderdale / Broward County Convention Center

Over 150 charter brokers from the Caribbean, U.S. and Europe are expected to attend this show, according to show organizers Virgin Islands Professional Charter Association (VIPCA).

flibs.com

Tortuga Music Festival is days of country music, beachin’, and marine conservation.

vipca.org/usvi-charter-yacht-show

November 12-14, 2021 Tortuga Music Festival Fort Lauderdale, Florida

Commercial marine trade show serving mariners from Alaska to California. pacificmarineexpo.com

November 19-22, 2021 China (Xiamen) International Boat Show Xiamen, China The 14th China (Xiamen) International Boat Show combines online and in-water show xmboatshow.com

tortugamusicfestival.com

November 16-18, 2021 METSTrade Amsterdam Photo sunny.org

Trade exhibition of marine equipment, materials and systems with focus on superyachts, marinas and yards.

Photo 26NorthYachts.com

metstrade.com

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TRITON NOVEMBER/DECEMBER 2021

TRITON NETWORKING AND EXPO EVENTS RETURNING SOON! FOLLOW US ONLINE FOR UPCOMING DATES: TRITONNEWS.COM TRITONNEWS | @THETRITONNEWS

November 27, 2021 ArtWalk Last Saturdays FATVillage Fort Lauderdale, Florida Open galleries showcase exhibits, local artists and artisans, as well as food and entertainment. fatvillage.com/artwalk

DEC

December 4-12, 2021

February 9-13, 2022

Art Basel Miami Beach

Vancouver International Boat Show

Miami Beach, Florida

Vancouver, Canada

An international art fair

vancouverboatshow.ca

artbasel.com/miami-beach

February 16-20, 2022

December 5, 2021

Miami International Boat Show

Sunday Jazz Brunch

Miami, Florida

Fort Lauderdale, Florida Photo hedonistshedonist.com

Sunday Jazz Brunch is a free, live outdoor concert series on the first Sunday of each month from 11 a.m. to 2 p.m. along Fort Lauderdale’s Riverwalk. parks.fortlauderdale.gov/specialevents/special-events/jazzbrunch

December 9-12, 2021

New in 2022, a partnership uniting the Miami International Boat Show, Miami Yacht Show and Superyacht Miami under the Miami International Boat Show to take place at Miami Beach Convention Center, Sea Isle Marina, One Herald Plaza, and Island Gardens Deep Harbour on Watson Island. miamiboatshow.com and miamiyachtshow.com

JAN FEB

Caribbean Charter Yacht Show St. Thomas, U.S. Virgin Islands

February 19-27, 2022

Highlight superyacht exhibitors and charter yachts.

CNR Eurasia Boat Show Show Istanbul, Turkey

iyba.org/event/caribbean-charteryacht-show

The 16th annual international marine equipment and accessories fair. cnravrasyaboatshow.com

International WorkBoat Show New Orleans, Louisiana Trade-only conference and expo for commercial vessel owners, operators and builders. www.workboatshow.com

December 4, 2021 The Palm Beach Holiday Boat Parade Benefits charities for children.

Organized by the Marine Industries Association of Palm Beach County, the parade navigates up the Intracoastal Waterway from North Palm Beach to the Jupiter Inlet Lighthouse starting at 6 p.m. salonnautiqueparis.com

February 24-27, 2022

Bahamas Charter Yacht Show Nassau, Bahamas

bahamascharteryachtshow.com

Photo newtimes.com

December 1-3, 2021

December 4-9, 2021

December 11, 2021

Antigua Charter Yacht Show English Harbour, Antigua

Seminole Hard Rock Winterfest Boat Parade

The 60th Anniversary Diamond Jubilee Celebration. An international exhibition for boats and yachts at the Nelson’s Dockyard UNESCO World Heritage Site.

The 50th annual holiday parade starts in downtown Fort Lauderdale on the New River and runs to Lake Santa Barbara in Pompano Beach for a 12 mile trip.

antiguayachtshow.com

Fort Lauderdale, Florida

winterfestparade.com

January 20-23, 2022 Baltimore Boat Show Baltimore, Maryland

baltimoreboatshow.com

February 5-13, 2022 Båtmässan 2022

Gothenburg, Sweden

About 300 exhibitors for boats, accessories and equipment for boats and crew. batmassan.se

TRITON NOVEMBER/DECEMBER 2021

65

HAPPENINGS

Cleanups & Meetups TWO BROTHERS TEAM UP TO CREATE COMMUNITY AND CONNECTION AMONG YACHT CREW

By Scott Luxor

C

One difference between MOCEAN and something like Facebook is that people in this app are who they say they are, because the app uses third-party verification software.

The brothers wanted to ensure a safe place for crew to ask questions of each other and to have in-person meetups.

When it comes to being social on a face-to-face basis, MOCEAN emphasizes doing so with a purpose — usually one that benefits the environment. Weekly meetups include such activities as beach cleanups and paddleboard events.

“At our paddling meetup, we all paddle down the canals and pick up trash off of the water,” Warren said. “Every little bit helps, and we try to do our part.” ‹

Photos courtesy Capt. Warren Techow

apt. Warren Techow wants to get yacht crew in MOCEAN … the new app MOCEAN, that is. A social media platform for the yachting industry, the app was an idea that came to Techow and his brother, Brad, by combining the words “motion” and “ocean.” Fitting, since life on the seas is always on the move.

“Right now, our main focus is helping connect crew with one another, but we hope that non-crew members will join as well, as this is a community for all yachting professionals,” Brad Techow said.

While MOCEAN isn’t trying to compete with the likes of Facebook or Meetup, there are elements of each that give the app an instant usefulness, especially to yacht crew. The social component is critical. “The majority of the yachting industry is made up of international people,” Warren noted. “It’s always great to find your fellow South Africans or Australians, for example, and just be able to hang out.”

Users have the ability to see who’s around them, send messages to each other from within the app, see a map view of events happening nearby, and share an event they are hosting. “The industry is very social, and our goal is to simplify the way the community can connect and engage with one another,” Brad said.

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TRITON NOVEMBER/DECEMBER 2021

The free MOCEAN app is available for iPhone and Android devices.

You can also check out upcoming events: themoceancommunity.com or follow @MOCEAN Community on Facebook/Instagram

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HAPPENINGS

CREW GALLERY Newport International Boat Show Triton’s Aubree Dunbar was on hand to check out the crew scene at this year’s Newport International Boat Show. The 50th anniversary show, which took place Sept. 16-19 along the downtown waterfront in Newport, Rhode Island, enjoyed a 10% increase in attendance compared with the 2019 show, according to Newport Exhibition Group, the owners and producers of the show.

Skippers Nicholas and Brian on S/Y Grand Soleil.

“It feels so good to be back,” said Nancy Piffard, show director. “This bodes well for the rest of the boat show season and the marine industry’s continued growth in 2022 and beyond.”

Included below are photos of crew docked at the Newport Shipyard, next to the boat show.

Capt. Carl and Stew Christine on M/Y BB.

Chief Engineer Will on M/Y Broadwater, docked at Newport Shipyard.

Photos by Aubree Dunbar

Capt. Mike on M/Y Destination with shipwright Victor.

First Mate Nikolai and crewmate Kat on S/Y Arethusa.

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Deckhand Blake on M/Y Shadowl.

Deckhands Brandon and Jesse on M/Y Avanti.

BACK IN THE GAME! Newport isn’t the only show to come back with a bang in 2021. All signs point to a strong recovery for the yachting sector.

•T he Cannes Yachting Festival reported more than 54,000 visitors, matching the show’s record attendance in 2019.

2nd Engineer Zack on M/Y Tranquillity.

•T he Genoa International Boat Show enjoyed more than 92,000 visitors, a reported increase of 30% over attendance in 2020.

•T his year’s Southampton International Boat Show, which exhibitors called one of the best shows yet, reported more than 88,000 visitors.

•W ith more restricted access this year, the Monaco International Boat Show reported 19,000 in attendance. However the worth of superyachts on display was estimated at $4.2 billion, close to the $4.6 billion cited in 2019.

Deckhand/Stew Annie on M/Y Bella Tu.

Here are some more fun facts:

Photos by Aubree Dunbar

Deck crew on M/Y Archimedes.

Bosun John on M/Y Tranquillity.

•A ccording to Forbes’s 2021 list of billionaires, there are 2,755 billionaires worldwide. That’s 660 higher than in 2020, with a record high of 493 new billionaires added to the list for the first time. In addition, 86% of them are wealthier than a year ago.

•B y the year 2027, the global yacht market is projected to reach $84.7 billion, while the yacht charter market is expected to reach $10.82 billion, according to news reports.

— STAFF REPORT TRITON NOVEMBER/DECEMBER 2021

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Ask y s g u B I’m a bigger girl and I don’t feel comfortable in a skort. I’m generally confident and I like who I am, but not when I have to wear these uniforms.

Skorts are so outdated! Aren’t there other options?

— Sick of Skorts

A: The best advice I can give you is to have a one-on-one with your chief stew (or the captain, if you are the chief stew), and let that person know you are feeling uncomfortable. A good tip is to enter the conversation prepared to present options. Make a strong case by doing your research on different styles that are available and will still blend in with the rest of the crew uniform (think color, cut, material and pricing).

If you don’t get the answer you were hoping for, you will have to try to embrace the skorts, at least for the time being. Maybe you will work your way up until you are the one in charge of the uniforms and can make the ultimate decision.

Better yet, it could lead you to one day having your own line of comfortable and on-trend yacht uniforms that don’t include skorts.

Above all, keep being you and having fun! There’s so much more to the world of yachting than the skort you’re in! ‹ 72

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I’m a vegan and our new chef seems to have a grudge about this. I suspect some food he prepares for me is not actually vegan, but I can’t prove it.

What should I do?

— Hangry Herbivore

A: Wow! This could literally be me! As a vegetarian,

Everyone knows yacht crew live an exciting life of luxury and travel, nothing but amazing people and smiles all around ... what could possibly go wrong?

Ha! Chief Stew Bugsy Drake “gets” it. In her 8-year career on yachts and two seasons on Bravo TV’s hit show Below Deck

Mediterranean, Bugsy has proved that level-headed leadership is her forté.

Send your questions to Editor@TritonNews.com with “Ask Bugsy!” in the subject line.

I am a veteran at monitoring a chef’s movements when it comes to the game of “What Is Actually Going Into My Meat-free Meal.”

There are really so many ways you could go about this. Hide a GoPro in the galley. Send a crewmate in to “help out” while secretly spying for you. Try to catch the chef out by casually asking if the milk used in the pasta sauce was whole milk or 2%. Oh, the fun you could have!

But the best approach is to take the high road and talk to your chef directly in a very calm manner. Ask outright if you have been served non-vegan food. Ask if there’s anything you can do from your side to help.

Communication is always key.

If the problem persists after you have had a candid conversation with the chef, speak with the captain — but remember, always try to resolve it first with the chef. Hey, a good chef should be inspired and excited about having a candidate to practice vegan cuisine on before the boat gets a whole bunch of charter guests wanting an eight-course vegan dinner! ‹

I just graduated high school and I really want to get into yachting, but I have no idea how to get started. Can you help?

— Caught the Yacht Bug

A: First off you need to know that yachting is not all fun and games. It is long hours and a lot of very hard work. You need to be able to think on your feet, take initiative, always be down to help out, be a team player and strive to always be the hardest worker on deck.

Here’s some tips to get you started: 1. G et your basic qualifications done. This includes STCW certification and the ENG1 medical certificate. (Google is your friend in finding places to do this.)

2. M ake sure your passport is valid and you have the required visas. (B1/B2, Schengen) 3. T ype up your CV with all your professional work experience and add a clean-cut picture of yourself — preferably in a polo shirt to look the part.

4. TOP TIP: Always be honest on your CV!!

5. S ign up to all the recruitment agencies and upload your CV. (Hello again, my friend Google.) You will probably be called up or asked to come in for an interview, so make sure you are always on your game!

6. F irst impressions count! Dress the part. Arrive neat and smartly presented to any interview, whether it’s with a captain or a crew agent.

7. N etworking is key! Get to know people in the industry. It might help you find daywork to build experience or meet someone looking for crew.

8. Believe in yourself & NEVER GIVE UP! ‹

The best crew have discovered

Luxury

You should too!

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