Triton Vol. 1, No. 6

Booking

Machine Shop

Machining shafts up to 12” and 30' long. Machine any discontinued parts. Complete tooling. Full range of marine grade 5086 aluminum pipe, plate, tubing and angle and 316L stainless steel.

painting ServiceS

Sea Hawk Paint and International Micron. All bottom painting in cludes two coats on the bottom and a third coat on the waterline. We carry several different types of primers for all types of hulls.

Fabrication

Custom polished Stainless Steel. Anchor Rollers. Custom exhaust fabrication. Handrail and bimini fabrication.

FROM THE PUBLISHERS

Props on the yacht go round and round

In the nursery rhyme, it’s the wheels on the bus going round and round, but the same idea applies to yachting. All summer long, most of you yachties were going round and round. Maybe you were on nonstop charters or nonstop cruising with owners and guests. Maybe you were on this side of the Atlantic, maybe you were on the other side. Wherever you’ve been this summer and whatever you’ve been doing, I bet it went by fast and seemed like you never had a break. And now the summer season makes way for the fall circuit once again. Boat shows, refit time, provisioning, and regrouping. It’s a cycle that is somewhat predictable. What will you be doing in this transitional period? Catching up on bills? Catching up on relationships? Catching up with family and friends? The fall transition for many is the time to assess where you want to go. Ready for another trip around the sun with the same yacht and same crew, or ready for a new adventure and new challenges?

Life keeps going and the calendar keeps moving and all of us need to stay on top of it. Seems the post-COVID era has sparked in many the need to make up for lost time, both personally and professionally — the need to do more things and go more places. It’s not a bad thing to have this motivation; it’s a good thing. Just don’t burn out too soon. Learn to pace yourself, learn moderation, learn new things, and challenge yourself to constantly improve.

Hopefully, many of you are in the yachting industry for the long haul. It’s a huge industry with loads of opportunities and lots of excitement, both offshore and onshore. Don’t settle for average. Keep learning, keep watching, and keep listening. As the season shifts, you may shift too. Just be sure to keep your wheels turning round and round!

KEVIN QUIRK Co-owner & Co-publisher

Publishers

Jim Bronstien | JimB@TritonNews.com

Kevin Quirk | KQ@TritonNews.com

Editor-in-Chief

Susan Jobe | Susan@TritonNews.com

Associate Editor

Kevin Maher | Kevin@TritonNews.com

Art Director

Debbie Reznik | Production@TritonNews.com

Sales Director

Edward Ibarra | Sales@TritonNews.com

Digital Advertising & Marketing Director

Carrie Bailey | Carrie@TritonNews.com

Social Media

Abby Quirk | Abby@TritonNews.com

Caitlin Kader | caitlinkader10@gmail.com

Technology Editor

Corey Ranslem | cranslem@dryadglobal.com

Business Controller

Katherine Urdaneta | kat@usmarinagroup.com

Contributors

Teddy Allen, Sarah Burton, Patricia Clark, Dorie Cox, Danny Davies, Christine Davis, Capt. Jake DesVergers, Carla Annas, Ciara Farrow, Ralph Gutierrez, Gemma Harris, Michael Karcher, Alene Keenan, George Scott, Erik Speyer, Wesley Walton

Contact us TRITON Magazine +01 954-525-0029

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

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Vol. 1, No. 6

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

Copyright ©2021 Triton News Network. All rights reserved.

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

Contributors Guidelines

Triton welcomes content from captains and crew to be considered for publication. Please email queries to Editor-in-Chief Susan Jobe at Susan@TritonNews.com.

Dock and discover a world-class marina in the heart of DC

The Wharf Marina isn’t just a stop — it’s a destination. With 400 slips including ample space for superyachts and unparalleled services like a fueling station, waterfront lounge and more, The Wharf Marina is just the beginning of your DC experience.

Dock and discover Washington’s most celebrated restaurants, shopping and music venues, all just moments from the national monuments, museums, theatres, parks and everything else the District has to offer.

Fort Lauderdale International Boat Show 2022

HOURS:

Noon–7pm | Wed. Oct. 26

10am– 7pm | Thurs.–Sat., Oct. 27–29

10am–6pm | Sun., Oct. 30

LOCATIONS:

Bahia Mar Yachting Center

801 Seabreeze Blvd.

Fort Lauderdale 33316

Las Olas Marina 240 E. Las Olas Circle

Fort Lauderdale 33316

Hall of Fame Marina 435 Seabreeze Blvd.

Fort Lauderdale 33316

SuperYacht Village at Pier 66 South

2150 SE 17th St.

Fort Lauderdale 33316

Pier 66 Marina 2301 SE 17th St.

Fort Lauderdale 33316

Broward County Convention Center 1950 Eisenhower Blvd.

Fort Lauderdale 33316

Hilton Fort Lauderdale Marina 1881 SE 17th St.

Fort Lauderdale 33316

Oct. 26–29

U.S. Superyacht Association seminars at the USSA Pavilion

Crew are invited to make reservations now for seminars, including:

• Captains and Owners Ask the Flag. A panel discussion with the flag states (invitations to Marshall Islands, Cayman Islands, Malta, and the U.S. flag registries), 3pm Wednesday.

• Attention Engineers & Captains.

The latest trends in onboard technology, 9:30am Thursday.

• Destination USSA. Luncheon and destinations discussion, noon Thursday.

• Inspire Initiative. Showcasing women in the superyacht industry, 3pm Thursday.

• Designer and Architects panel. The latest trends in interior design, newbuilds, and technologies, 3:30pm Friday. ussuperyacht.com

Oct. 28

Fish and Wildlife Conservation Commission seminar

Quick-thinking crew contain fire at marina

Deckhand Joshua Hageman was working on board the 194-foot (59m) M/Y Imagine while docked at the Marigot Bay Yacht Haven marina on St. Lucia when he saw thick black smoke coming from the marina office. He immediately notified Capt. Nicolas Koslowski, and the two of them, along with Bosun James Stevens, grabbed the yacht's axes and fire extinguishers and went into firefighting mode.

When they reached the marina office, Stevens said, there were other boaters with small hoses on the dock as well, but the door was locked because it was 6:45 p.m. and the office was closed.

“We took our axes and broke through the doors to fight the fire,” Capt. Koslowski said. The room was filled with dark heavy smoke and his concern, he said, was that the ceiling might collapse on his crew if they entered the building. Nevertheless, they were successful in containing the fire prior to the fire department arriving on site.

“Our constant training and drills enabled us as a team to move quickly without hesitation,” Stevens said.

The July 25 fire was later determined to have started in the office of a property next door to the marina.

flibs.com

EVENT HIGHLIGHTS:

Oct. 24–25

Fort Lauderdale Mariners Club insurance seminar

The 32nd edition of the club will be held at Westin Fort Lauderdale Beach Resort Convention Center and will include maritime insurance seminars covering limitation of liability, proper insurance coverage, coverage for crew and dayworkers, repair yard coverage and contracts, and navigation limits.

ftlmc.org/mariners-insurance-seminar

Florida Fish and Wildlife Conservation Commission officers will inform and answer questions on fisheries and wildlife laws, endangered species, non-native wildlife, and boating rules and regulations at Booth 2063 in the Greater Fort Lauderdale/Broward County Convention Center. Noon, Friday. flibs.com

Oct. 29

Marine Industries Association of South Florida panel

A panel of experts with the U.S. Coast Guard and U.S. Customs and Border Protection answer captain and crew questions at the MIASF Member Lounge aboard the South Beach Lady, 3–5pm Saturday.

miasf.org/fort-lauderdale-boat-show

When asked about any concern he had for the safety of his vessel, Capt. Koslowski said they were docked far enough away. Had they not been, he added, he would have immediately notified the engineer to make sure the boat was prepared to depart the dock at a moment's notice.

Dockmaster Troy Blanchard said, “We really appreciate the efforts of the crew from Imagine. Although we lost our office, the entire marina village could have gone up in flames without their effort. I am forever grateful to having such a professional crew on the dock.”

— Dorie Cox

PHOTO MAGNUM MARINE

INDUSTRY UPDATES

British Admiralty to phase out paper charts

British Admiralty paper navigational charts have been vital to commercial and recreational vessels for more than 200 years. But changes in electronic and digital cartography have the UK Hydrographic Office planning to phase out Admiralty Standard Nautical Charts (SNCs) from production. The plan to stop printing paper charts will be implemented over the next several years with completion expected in 2026.

The focus for more than 3,500 official British Admiralty charts will be on the electronic navigational chart (ENC) versions.

dmiralty.co.uk/sunsetting-paper-charts

Crew training at USVI Charter show

An opportunity for captains, mates, chefs, and deck crew, to get a certificate of excellence is available in a new crew training class during the USVI Charter Yacht Show. Taught by instructors from Seven Seas Preparatory Academy, the new “Charter Yacht Professional Excellence” certificate training will take place from 1:30 to 5:30 p.m. on Nov. 15 at Yacht Haven Grande St. Thomas. The class is followed by a Q&A and a crew party.

Superyacht Capt. Wendy Ulma will be the chief instructor using her experience as a USCG 3000 ITC license holder. Training topics include crew responsibilities and relationships, how to set boundaries with crew and guests, guest communications and expectations, personal health, necessary items, and mechanical preventative maintenance. Registration is open to all termcharter yacht crews of VIPCA vessel members, valued at $125. usviyachtshow.org/training

Legend offers new option for yacht transport

Not yet a year in business and Legend Yacht Transport USA expects to ship about 500 vessels, according to company president Dave Holley. "Due to increased fuel prices, we are seeing more superyachts considering shipping rather than sailing on their own bottoms," he said.

After 15 years at the helm of two yacht transport companies, including his time as chief executive officer of Peters & May Group, Holley opened his own business at the end of 2021.

"We called the company Legend because we have assembled some of the most experienced people in the industry. We have five staff, including our general manager Gail Ryan, with 20 years of industry experience, and Christina Ely, our liner manager, who has been in the industry for 14 years. We pride ourselves on the quality of what we do and truly love what we do, which is why we have been doing it so long.”

Holley said the company can tailor specific transport solutions for vessels of all types and sizes. "Our loadmaster team has global experience and are capable of handling even the most delicate or bulky yachts. Our cradling systems are safety proven and backed by class A yacht transport insurance.” For smaller craft, he added, the company offers inhouse liner solutions with reputable carrier partners as out-of-gauge, break bulk cargo on container vessels, and as roll-on roll-off vessels." legendyachttransport.com

— Dorie Cox

JMS Yachting opens U.S. branch

JMS Yachting has opened an office in the U.S with an industry veteran at the helm. Rick Thomas, founder of Nautical Structures, has been named president of JMS Yachting USA. He brings 36 years of experience to the new Fort Lauderdale office.

The new U.S.-based business starts with a San Lorenzo and two Heesen yachts, and Thomas said he will use his expertise to grow the fleet. "My vision is to attract U.S.-built yachts, in U.S. waters, with U.S. owners," Thomas said, as well as to support U.S. owners who are bringing their large vessels built overseas into U.S. waters.

Thomas said Franc Jansen, the founder, director, and fleet manager of Jansen Maritime Services, wanted to build a U.S. presence with a U.S.

business, not necessarily a European business simply brought to the U.S. “He recruited me to grow a U.S. business built right here in the United States."

JMS Yachting USA’s strength is that it handles yacht management exclusively, Thomas said. "We specialize in taking care of and managing boats with services such as crew placement, recruiting, payroll, full ISM compliance, arranging and overseeing the yacht’s service and refit, selecting the suitable shipyard, or helping the owner with a new boat, including new boat construction management," Thomas said. "One of my primary goals is to also help boost the U.S. boat building industry with new builds here in the States."

jmsyachting.com

INDUSTRY UPDATES

Yachts gather for Australia Fiji Rendezvous

The second annual Australia Fiji Rendezvous for yacht owners, captains, and crew drew 14 yachts in August to Port Denarau Marina in Fiji, with events at Rivergate Marina & Shipyard, Super Yacht Group Great Barrier Reef, and Gold Coast City Marina & Shipyard. Guests enjoyed a tea expo, captains lunch, barbecue competition, and crew networking party. The event, sponsored by Benetti Yachts, was hosted by the Australian International Marine Export Group (AIMEX), Superyacht Australia, and Australian Commercial Marine Group. superyacht-australia.com/2022-australiafiji-rendezvous

New webinars target marine technician trainers

The ABYC Foundation Educator Training Conference offers a subscription-based monthly webinar series for the education and training of future and existing marine technicians. The American Boat & Yacht Council (ABYC) service includes nine webinars for live interaction with ABYC staff and speakers, networking, and prize drawings. The series is designed for teachers, school administrators, and industry professionals.

“This is now an ongoing opportunity to bring together the people training our future marine technicians and those who are actively hiring,” said ABYC Foundation Executive Director Margaret Podlich.

Hamilton Marine International names CEO for U.S. division

David Ross has been named CEO of Hamilton Marine International's new U.S. division. A veteran in the yacht industry, Ross brings 30 years of experience as the former owner, president, and CEO of Burger Boat Co., CEO of Yachtzoo, and vice president of superyachts of Reel Deal Yachts. Hamilton Marine International is headquartered in Palma de Mallorca and is actively expanding into other markets — namely, the U.S. Ross was born in Regensburg, Germany, but grew up in Chicago. He served in the U.S. Marine Corps and founded a photographic business with 200 employees. He later acquired the American custom yacht builder Burger Boat Co. and grew the company for 16 years with more than 500 staff in Wisconsin, Florida, and Monaco hamilton-marine.com

Webinar sessions include:

• Sept. 20, Teaching Technical Topics: Lessons from Construction

• Oct. 12, Don’t Reinvent the Wheel: 8 Resources You Should Know

• Nov. 21, Electrical Systems Do’s and Don’ts: A Visual Journey

• Dec. 13, Boatyard and Marina Safety Considerations

• Jan. 25, 2023, How People Learn

• Feb. 14, 2023, Educating Future Fiberglass Composite Boat Builders

• Mar. 14, 2023, What the Industry Wants

• Apr. 12, 2023, Fundamental Trailer Repair

• May 11, 2023, Marine Systems Training Aids

Since 1954, the nonprofit ABYC has developed safety standards for boat design, construction, equipment, repair, and maintenance. The council also serves as a source of marine industry technical information, product safety standards, credentialing, education, and training. teachboats.org

MORNING TEA EXPO WITH REPRESENTATIVES FROM GOLD COAST CITY MARINA & SHIPYARD, SUPERYACHT AUSTRALIA, RIVERGATE MARINA & SHIPYARD AND SUPER YACHT GROUP GREAT BARRIER REEF.

GUESTS AT THE KVH COURSEMASTER NETWORKING PARTY ARE, FROM LEFT, CAPT. PAUL FROM M/Y VIVIERAE II, VIRGINIA EDWARDS (SYGGBR), MARINA MANAGER GEOFF OF PORT DENARAU MARINA AND KEVIN SPARSHOTT OF GOLD COAST CITY MARINA & SHIPYARD.

ATTENDEES AT THE RIVERGATE MARINA & SHIPYARD’S VIP CAPTAINS’ LUNCH.

STUDENTS IN A MARINE SERVICE CLASS DESIGNING A BASIC DC MARINE ELECTRICAL CIRCUIT.

Bareboaters, beware!

By Michael R. Karcher

Every yacht owner or captain, at some time or another, has been approached by someone who said, “You can make a lot of money by bareboat chartering your vessel.” While it sounds like a good way to make some money or defray costs, there are considerable legal ramifications and procedural hoops to jump through to do it lawfully. Interested recreational yacht owners need to be aware of the U.S. Coast Guard regulations regarding the yacht and the crew.

First, for it to be a valid bareboat charter, the owner must completely relinquish “possession, command, and navigation” of the vessel. That means control of the vessel is turned over to the charterer, and it must be done under written contract. Although that seems simple, realistically, few owners are willing to completely give up control of their vessel and hand it over to strangers. Frankly, most charterers and owners don’t realize that is what just happened.

In simple terms, full possession and control over the vessel must be vested in the charterer, with the owner neither providing nor specifying the crew employed. This is similar to renting a car from Avis as opposed to sitting in the back of a chauffeured limousine.

The Coast Guard will look at the written agreement and how the vessel is operated to determine if it is, in fact, a valid bareboat charter operation. In order to be considered as such, the following conditions must be met:

• The charterer must select the captain and crew, although the owner may require general levels of proficiency for the crew that is retained based on federal statutes.

• The charterer must pay the captain and crew.

• All food, drinks, fuel, and stores must be provided by the charterer and paid for under an Advance Provisioning Allowance (APA) as a separate charge apart from the fee for chartering the vessel.

• Insurance must be obtained by the charterer for the duration of the charter. Also, be aware that recreational yacht insurance policies do not allow chartering unless the owner has specifically requested and received an endorsement for chartering the vessel, which generally results in a higher insurance premium.

• The charterer is responsible for the safe navigation of the vessel.

• The charterer may discharge, for cause, the captain or any crew member without referral to the owner.

• The vessel must be surveyed upon its delivery and return.

To be very clear, the captain and crew must not be under the owner’s control, and cannot be the owner’s regular crew moonlighting as a bareboat charter crew. The owner cannot be employed as captain or crew, nor the owner’s employees,

representatives, spouse, or anyone else with a connection to the vessel.

The crew must be hired and paid under a separate agreement solely with the charterer. The owner can offer a choice to the charterer of approved captains and/or crew members, but it must be the charterer’s choice as to who is hired. Often, a choice of three captains is offered with the option to pick one, as well as a choice of crew.

If you do not follow these guidelines, the vessel could be deemed to be operating as an “uninspected passenger vessel.” If so, the USCG could find that you are in violation of 46 USC § 3301 by operating as a passenger vessel requiring a coastwide endorsement to operate in coastwide trade under the Passenger Safety Act, 46 USC § 55103.

Passenger vessels or uninspected passenger vessels require operators to hold proper mariners’ credentials, 46 USC § 2101, comply with chemical/drug testing, 46 CFR § 16, and comply with passenger vessel requirements. Fines and penalties can be as high as $50,000 or more.

The USCG may issue a Captain of the Port Order to cease operations as an uninspected passenger vessel. A violation of the COTP Order is a civil penalty (up to $100,000), and a knowing violation is a class D felony, so these are serious consequences.

These regulations are intended to ensure the safety of the vessel, guests, passengers, and crew. Before deciding to enter into such an operation, review your contract, and make sure that your charter agreements and captain/crew agreements comply with USCG rules and guidelines. You can bareboat charter your recreational yacht, you just have to follow the rules. ‹

MICHAEL R. KARCHER IS A MARITIME ATTORNEY WITH THE ROBERT ALLEN LAW FIRM IN MIAMI, FLORIDA.

The legal stipulations are strict, and violating them could land a yacht in a sea of trouble.

Mining buoy data

Ocean buoys can deliver a wealth of valuable marine information to seafarers. The National Data Buoy Center (NDBC), operated by the National Oceanic and Atmospheric Administration (NOAA), provides free public access to its network of real-time and archived buoy data. In addition to numeric data, graphics showing a time series of recent observations are also available at the click of a mouse.

While many are familiar with the traditional buoy parameters such as wave heights and wind speeds, there are other derived parameters containing nuggets of valuable insight that can alert captains of approaching sea state conditions. Spectral

Sure, there are wave height and wind speed, but there are also other free nuggets of valuable insight to alert captains of approaching sea conditions — such as spectral wave energy.

By Teddy Allen

wave energy is one such example of an often-overlooked derived parameter that describes how uniform the wave field will be at a specific location.

Wave energy is a combination of wave height and wave speed (indicated by wave period), where wave period refers to the time, usually in seconds, between consecutive wave peaks. Long period wave intervals are waves that are separated between approximately 14-25 seconds within a set and appear well-organized and groomed, whereas short period intervals tend to be separated by less than 8 seconds and are generally choppy with poor or chaotic form.

Long-period waves are known as

“swell” and form from distant storms, sometimes thousands of kilometers away, while short-period waves are known as “wind swell” and are observed within a local wind field. For example, the eastern Caribbean islands receive wind swell from the local trade winds, but also receive powerful winter swells that can be generated far away off the east coast of Canada. It is also important to know that long period waves travel faster than short period waves in deep water. Therefore, wave energy is highest when fast-moving large swells are present.

The spectral wave energy plot for a given location illustrates the distribution of wave energy separated into a range,

Click “view details” from a yellow buoy marker and scroll all the way to down the page to the link titled “Plot of wave energy versus frequency (and period).”

or spectrum, of wave periods. On these plots, wave period (in seconds) is marked along the top of the plot (x-axis) and wave energy is indicated along the side of the plot (y-axis). Energy peaks near the shorter wave periods indicate choppy and somewhat unorganized waves being generated by local wind conditions, while peaks near the longer wave period indicate well-groomed, long-rolling waves generated from a remote storm far away.

A broad spectrum wave field is present when the wave energy is relatively high across many periods of the wave energy spectrum (Figure 1). This scenario can cause a high amount of wave interaction and give the appearance of a non-uniform surface. Often outlier sets are common in this type of environment. On the other hand, a narrow spectrum field is caused by the presence of only wind swell or only long period swell, with little mixture

of the two (Figure 2). A narrow energy spectrum associated with high wave periods is characterized by a semi-clean sea state with a uniform and organized appearance consisting of long rolling waves out to the horizon. Therefore, the real-time spectral wave energy plot can provide valuable assistance when determining the sea state characteristics at a particular location: smooth and rolling, or choppy and disorganized. ‹

The spectral wave energy plots can be accessed at specific spectral wave buoys from the NDBC by scanning this QR code.

TEDDY ALLEN, PH.D., IS THE CO-FOUNDER AND CEO OF HENET AERIAL BUOY SYSTEMS (HENETWAVE.COM) AND A CLIMATOLOGY CONSULTANT FOR THE CARIBBEAN INSTITUTE OF METEOROLOGY AND HYDROLOGY IN BARBADOS.

We have a new player in the field of international standards for yacht safety and registration. The island nation of the Bahamas joins an ever-increasing pool of flag options with the relaunch of a mega yacht division by the Bahamas Maritime Authority.

The Bahamas is a ranking member of the Executive Council at the International Maritime Organization (IMO). Its technical knowledge and expertise are exhibited as the flag of choice for most of the world’s cruise ships. Its shipping fleet ranks high among all port state control authorities, including the U.S. Coast Guard and Paris MOU.

THE BAHAMAS OFFERS YACHTS FOUR DIFFERENT TYPES OF REGISTRATIONS:

1. PRIVATE: This is the traditional type of registration for a pleasure yacht. The owner and his immediate family will use the yacht for recreation only.

2. PRIVATE YACHT RESTRICTED CHARTER (PYRC): This option allows the yacht

By Capt. Jake DesVergers

to recoup its expenses through limited charter operations not to exceed 84 days per calendar year. Yachts wishing to utilize the PYRC must be inspected to verify compliance with the applicable Bahamas Yacht Code.

3. COMMERCIAL: With this status, the yacht is afforded the full rights and privileges associated with a commercially trading vessel, including unlimited charters.

4. UNDER CONSTRUCTION: These modified registrations are issued to yachts under construction to facilitate an owner’s needs during the new build phase.

Manning requirements are always a hot topic for yachts, especially those that charter. The Bahamas appears to have recognized the unique nature of yachts, while ensuring that the international rules are still adhered to. There are no restrictions on nationality. Practical and realistic manning levels are assigned based on the size, area of operation, and

intended use of the yacht. Licenses and certificates issued by other “white-listed” nations that are signatory to the STCW Code are recognized without the need for further examination. Moreover — insert collective sigh of relief — the Bahamas recognizes both the RYA and the MCA’s Y-system of crew certification without restriction or additional requirements of training.

THERE ARE SEVERAL OTHER INTERESTING POINTS THAT THE BAHAMAS IS MARKETING:

• Member of the Caribbean Community (CARICOM). This association between most independent islands provides preferential treatment to its members.

• One of only 30 countries authorized a U.S. Cruising License. This facilitates a yacht’s movements while in U.S. waters.

• Foreign corporations are accepted for ownership. For example, if a Delaware LLC owns a yacht, that ownership structure may remain in place without the need to re-establish it in the Bahamas. ‹ FOUR FLAG OPTIONS

TEAK CRITIQUE

When it comes to teak decking, how it’s cared for depends on which priority is most important to the owner — looks or longevity. If maintaining that golden brown gleam is what matters most, maintenance would include the one-two punch of a cleaning plus brightening approach: scrubbing with a detergent, followed by an acid wash to bring the teak’s weathered gray back to its original rich golden color.

By Christine Davis

But Capt. Ethan Lee, who aims for longevity, swears by another method. He prefers cleaning teak decks lightly and keeping them dry, with a light sanding only every two years. Although the teak will look golden again for only a short time after the sanding, he says he is OK with its natural fade to gray. He learned this routine from New Zealander Jeff Gibbs, of Jeff Gibbs Teak Deck Repairs, based in Fort Lauderdale.

“We all agree that there is a life span for a teak deck and that it will eventually have to be replaced,” Capt. Lee said. “But if you do a light sanding every two years, you’ll get the longest span.”

He began implementing Gibbs’ method in 2004, when he was the engineer on M/Y CV9, a 130-foot (39.9m) Delta. “She’s done extensive traveling, owned by an adventurous owner who custom built her,” he said. “We were averaging 20,000 miles a year. On that boat, we replaced the deck, and then I applied what I learned from Jeff and proved to the owner that it was the proper maintenance program.

Five years later, after a three-year absence from the yacht, he returned as captain. “I saw that half [of the teak] that was there five years prior was gone. Also, we had standing puddles of water that were constantly tearing up the remaining material even quicker.”

Trevor Gibbs, who took over Jeff Gibbs Teak Deck Repairs when his father retired, said their recommended regime of gentle cleaning as needed, followed by a light sanding at regular intervals, is not rocket science. Here’s why:

“The two-part cleaning solution includes a cleaner that’s made out of sodium percarbonate, and the second part is oxalic acid, which helps clean and brighten the teak. It does that by removing the soft grain of the teak, so when you scrub it, you see gray water coming off the deck. There’s a misconception they are getting the dirt out, when in reality they are scrubbing away the teak.”

Because a yacht is cleaned and washed constantly, the idea is to keep the deck in a condition where the wood and the caulking in the seams are at the same level so that water can flow off and drain, he explained. “If the wood

Golden and soon gone, or gray and here to stay — how do you take your teak?

and the caulking are on different levels, then water tends to sit, and where there are cracks, water can penetrate and get under the deck. Once that happens, it is difficult to get the water out, and depending on the composition of the boat, it can cause corrosion — and that means you have to tear the deck up, and you need more aggressive repairs.”

Ideally, they recommend sanding the decks every 18 months to two years. “That might sound counterintuitive, because every time you sand you remove a layer of teak,” Trevor Gibbs said. “But we only sand away the minimal amount necessary.”

The only advantage of the acid washes, Brosilow said, is that they make the teak look brand new. “But you do the least damage if you sand every year or two and use the mild cleaners in between.”

His company offers two choices of cleaners: Echo 300, a liquid cleaner, and Echo 100, a powder that needs to be mixed with water. Both are Green Marine- and MARPOL-approved. “The 300 is easier to use if you have just accent trim and railings,” he said, “but for a superyacht, the 100 works better because it’s easier to store and you can mix it to the concentration level you like.”

Brosilow suggests using the cleaners once a month, washing against the grain. “Do not use the hard bristle brush — we like 3M,” he added. “And annually or biannually, lightly sand the deck, because the caulking rises once the deck wears down.”

MAKE YOUR TEAK LAST LONGER

“With proper cleaning and regular maintenance, the teak deck should last 15 to 20 years before you have to replace the deck, overall,” Trevor Gibbs said. He offers the following tips for longer-lasting teak:

• To avoid big repairs, keep the deck flat and fix failures by removing and replacing caulking where seams are broken.

• Do regularly scheduled maintenance sanding every 18 to 24 months.

As for heavy-duty acid washes, Alan Brosilow, vice president of sales at Teak Decking Systems, had this to say: “If you had a piano, would you wash it with acid? Well, that’s what you do with two-part cleaners. They are basically oxalic acid. They wreck the surrounding paint job, and they remove the soft grain of the teak, making the teak grainy.”

What’s more, he pointed out, “when that stuff goes into the water, you are polluting the water and killing fish.”

Capt. Jeff Huffman agreed that keeping teak decks looking golden all the time by using a harsh acid is not worth it. “I can assure you this: If the owners are involved, they are not willing to replace their decks.” He estimates that on his boat, 126-foot (38m) Sanlorenzo, it would cost $400,000 to replace the deck, “and no owner will want that.”

Capt. Huffman, who’s been in the business since 1989, said on his first boat, the captain used Tide and an electric scrubber. “And with that in your hand — it has current going through it, and your hands and feet are wet — you get shocked.

• Don’t use harsh chemicals on the deck and don’t clean excessively; it can shorten a deck’s lifespan by half.

• Don’t wait too long to sand, because even if the crew uses the right cleaning products, the decks are still exposed to the elements.

• When there are too many caulking failures to repair, it’s time for a complete re-seaming. “Caulking has a life of 12 to 14 years max,” Jeff Gibbs said.

— Jeff and Trevor Gibbs jgteak.com

PHOTOS COURTESY JEFF GIBBS TEAK DECK REPAIRS

Look for areas that remain wet after the rest of the deck has dried, which may indicate spots where caulking has broken away.

Not for me.” Instead, he uses Cascade powder detergent diluted in warm water to clean the teak. “It needs to be sitting overnight to completely dilute. Then four of our crew scrub it across the grain.”

MARPOL-approved products for required cleaning, whether monthly or every two months,” he said. “Every six months, we would get hands-down and shave the caulking down so it was flush with the deck, and roughly every two years we would lightly sand the decks to get them nice and even.”

In between, Capt. Magney said, they would wash the deck with soap and water. And for spot cleaning of things like salad oil or crushed potato chips? K2R carpet cleaner. “That dries into a powder and sucks the oil out,” he said. “And that’s about it.” ‹

Two or three times a year, after cleaning the decks, Capt. Huffman uses Snobol toilet cleaner to brighten the teak. “Snobol does have oxalic acid in it, but it’s not as harsh as other products,” he said. “We squirt it on and spread it out with a wet mop and get that beautiful golden look that we all are looking for. The decks do revert to gray, but they’ll look good for the summer.”

Capt. Herb Magney, who has been in the marine industry for years and currently works as a relief captain and compliance consultant, described the process he used when he captained a 164-foot (50m) Trinity for four years. “We would use

TEAK DECK CARE

• Check the deck’s condition after cleaning and flushing it. Look for areas that remain wet after the rest of the deck has dried, which may indicate spots where the caulking in a seam has broken away from the teak, or a plug is failing. Repair these areas immediately to prevent water from getting under the deck.

• Never use a pressure washer, which will destroy the soft wood and leave ridges in the teak.

• Be careful using chlorine bleach; it makes most caulking products thick and sticky and will damage seam integrity.

— Alan Brofilow Teal Decking Systems

To view a video demonstrating how to clean and extend the life of a teak deck, scan the QR code.

PHOTO CAPT. GRANT MAUGHAN

One captain swabs his decks with Snobol toilet cleaner. Although it has oxalic acid in it, it’s not as harsh as other products and still gives that golden look.

BATTLE of the BATTERIES

By Ralph Gutierrez

Let’s look at performance-cost comparisons of flooded lead acid, AGM, and lithium batteries. The service requirements of flooded, or “wet,” lead acid batteries are well-known: Acid levels need to be checked periodically and distilled water must be added to keep the lead plates covered. These batteries are prone to spilling corrosive acid and venting explosive gasses. Newer flooded batteries may be labeled “sealed,” but that does not prevent dehydration and off-gassing. Flooded batteries are generally designed to be either “starting” (high cranking power) or “deep cycle” (long duration), but not both.

The AGM battery has become a popular choice for many applications.  They beat wet batteries in both maintenance and safety, and generally outperform the older flooded technology. Interestingly, the AGM battery is, in fact, a lead acid battery that is constructed in a way that prevents spilling and off-gassing by employing regulating valves. The lead plates are wrapped in fiberglass mats and tightly placed in the battery case, then the case is sealed and acid is injected. This new construction method makes them spill-proof and explosion-proof, with no maintenance or off-gassing. Most AGM batteries can perform very well in both starting and deep cycle applications. They may be double the cost of flooded batteries but can last up to five times longer, making them a cost-effective solution.

“But, my buddy has lithium!” you may say. And he probably spent big money for them. Here’s why: Lithium has a much higher performance density, but is much lighter — 65% lighter. Think more power

in a smaller and lighter package. They can be discharged and recharged much faster and many more times than either wet or AGM batteries. Lithium batteries are superior for deep-cycle applications, and when charged properly, they will last a very long time. What could go wrong? Well, there have been some growing pains — yep, some fires. New chemical compositions and a better understanding of how to charge them have mostly mitigated those risks, but check with your insurance company because some won’t insure your boat if using lithium.

In conclusion, you get what you pay for. Want a big house bank in your sailboat or for off-grid living? Maybe a flooded, deep-cycle battery bank is for you. Got four big outboards on your fishing machine and still like to hang at the sandbar? I’m thinking AGM. Got specific applications and some extra cash? Lithium, baby! ‹

The AGM battery is the popular choice for most vessels, but recent advances in performance and safety have turned the lithium battery into a strong contender. Add in the skyrocketing cost of lead used in AGMs compared with the decreasing overall cost of lithium, and the choice becomes less clear. Here is a breakdown of the advantages of each to help you decide which is best for your needs.

Deep Cycle

Most lithium batteries are for deep-cycle application only and

best for depth of discharge (DOD), meaning the deeper the discharge the fewer cycles the battery will have. Lithiums are not affected by DOD, while a 50-80% DOD is recommended for AGMs. Lithiums can run down to 0% and be recharged to 100%, while AGMs will lose capacity over time. Most deep cycle AGMs have a 550-cycle life rating, while lithiums will provide up to 2,000. Verdict: Lithium has the edge.

Weight

Battery weight is often a problem for smaller boats; not so much on larger vessels. There is a

significant weight difference between the same case size of the two batteries, with lithium being about 65% lighter on average. Also, lithium batteries are becoming more popular with trolling motors, as one battery will replace up to 48 volts. Verdict: Lithium comes out on top.

Safety

Safety is by far the biggest concern when it comes to lithium batteries. AGM batteries are valve-regulated and nonhazardous, with no danger of exploding or causing a fire. Lithiums have had problems

with this in the past, but the technology has improved and is becoming safer. Most of the time the problem is due to not having the battery charger set correctly for the lithium profile.

Verdict: AGM has the upper hand.

Cost

AGMs remain less expensive due to the components used. However, in the long run, the longevity of lithium will offset the upfront cost.

Verdict: AGM upfront, but lithium long term.

With the high-demand technology of today’s vessels, choosing the right battery is crucial.

RALPH GUTIERREZ HAS BEEN IN THE BATTERY BUSINESS FOR 25 YEARS AND IS THE OWNER OF BATTERY ETC. (BATTERIESETCINC.COM) IN FORT LAUDERDALE. MAT (AGM) VS. LITHIUM BATTERIES (LIFEPO4)

What the Deck!

By Chief Officer Wesley Walton

The Trouble with Toys

1) It is true that the toys bring out the “WOW” factor in any charter, but in my experience, it’s best not to bring out and display everything on Day One. Rather, keep the excitement growing throughout the charter by bringing out a new toy or inflatable every day. This way, you reduce your workload at the same time.

2) This might go without saying, but pack up all your toys and inflatables at night. If the weather unpredictably changes, the anchor starts dragging, or some emergency occurs, having toys out will delay your response and could be very costly.

5) If you plan on purchasing large inflatables such as slides, design them around your boat’s functionality. Ideally, have these large items near davits. This will not only shorten setup and pack-up times, but will save your deck crews’ backs as well.

6) On discovering a leak or puncture, I suggest using a good two-part Hypalon adhesive. My go-to is Polymarine. Make sure the surface is sufficiently cleaned, then apply on both sides, allowing the adhesive to go tacky before clamping together. That being done, a professional repair as soon as possible is also recommended.

By Chief Officer Wesley Walton

It goes without saying that guests get really excited about the watersports, however, these activities can be an exhausting effort for the deck crew if not managed well. Here are some tips to get the most out of your toys.

3) Use a pump in the “suction” function to help you fold those inflatables as small and neatly as possible. Be sure there is no water in the inflatable because the water will pass through and destroy your pump.

4) Check inflatables regularly, even when not in season. The last thing you want is to inflate your slide or lounger on a charter, only to find it has leaks and is covered in mold. X14 is a great product to remove mold, just be sure to wear the appropriate PPE.

7) Offer a “water taxi” service for your guests. Create a Seabob run back and forth from the slide to the swim ladder — it’s sure to be a massive hit.

8) If you don’t have a splash mat, I highly recommend one. It’s not only great for guests lounging in the water and kids having hours of fun playing tag, but it creates a great platform to perform Jet Ski instructions and training. ‹

They’re the star of the show — and a deck crew’s nemesis! Is it possible to call a truce?

CHIEF OFFICER WESLEY WALTON HAS BEEN WORKING ON YACHTS FOR ALMOST A DECADE AND RECENTLY EARNED HIS 3000 GT MASTER'S LICENSE.

Fully on the

Blue Water Desalination is proud to be part of the W117 by Westport Yachts

TIPS FOR TEMPS

BEING CALLED AS A FILL-IN FOR A YACHT PROGRAM ALREADY UNDERWAY CAN BE TRICKY.

HERE’S HOW TO SHOW YOU’RE A PRO.

INTERIOR

Be honest about your skill set. Detailing rooms can involve extensive knowledge of different types of wood, treated glass, laundry, etc. Check in with the head of housekeeping or chief stew before using any cleaning products — the way you have been cleaning something at home doesn’t always work on board.

Never gossip about previous vessels. Yachting is a small industry, and you never know who in a new crew knows someone from a previous crew. Gossiping about previous guests is also a big red flag. No one will trust you.

Dress appropriately. Ask the person hiring you how they would like you to dress for arrival. If you will only be cleaning cabins, yoga pants may be acceptable. If guests are on board, arriving in a skort — or making sure the vessel has your (honest!) size skort available — is critical. Always bring black and white slip socks. Until you know what the culture is, wear minimal makeup and limited jewelry.

Make your special skills known. Are you a wine connoisseur? Are you great at flower arranging? Are you a licensed yoga teacher or massage therapist? Any special skills will help the overall program, so long as the vessel knows before guests arrive. Letting guests know about your skills before the chief stew/captain is never a good idea.

Ask if you can listen to music. Usually, one earbud in while you work is acceptable, provided you can always hear the radio transmissions. Do not assume it’s okay, though — every program has its own code of conduct.

Ask for other ways you can help. If you have any extra time before your shift finishes, ask your chief stew if you can do any office-related tasks. Chief stews can get buried in vessel related paperwork and sometimes a helping hand to do some data entry, update wine inventories, or even place some uniform orders can be greatly appreciated.

EXTERIOR

Be ready for change. Change happens quickly in yachting. You may have to switch gears on a project faster than expected or flip the order of your work list without explanation.

Time management is key. Arrive earlier than your start time and allow for delays at the marina entrance, finding the vessel, and in some cases, being escorted on board.

Arrive ready to work. Show up with clothes that can get dirty, a second pair of onboard only shoes, a hat and sunglasses, and ideally, your own refillable water bottle. If you have special dietary needs, let the person who hires you know in advance.

Measure twice, cut once. Superyachting is a highly meticulous industry. If you are unsure about some instructions, always ask before starting and completing any assigned job.

Show you want to be there. Never spend too much time on your phone while working. Lingering longer than others at meal times and taking smoke breaks won’t show the regular crew that you want the job.

Stay open-minded. Show a willingness to learn from the existing crew. Every boat is different, and how you did things on a previous boat may not work for the current vessel. Learn to read the room in terms of stress levels and timing. Always ask if your superior wants a task done a specific way.

Know the safety basics. The exterior team often works in extreme heat, and with heavy, slippery equipment. Get help lifting heavy items, and know where the fire extinguishers are and how to use them. Get to know the radio basics.

Always leave a lasting impression. Manners and acts of kindness are underrated. If you finish a task early, ask to take on another project, even in another department, such as blading showers.

GALLEY

Try to get a visual of the galley. If possible, find out the specifics:

• Equipment types/brands, US/Euro, and number of ovens, burners, fridges, etc.

• Specialized tools: Thermomix, RobotCoup, silicone mats, etc.

• Basics on hand: Oils, spices, salts, baking ingredients, etc.

When do guests arrive?

If guests are already on board, make sure you review the preference sheet and agreed-upon menu before you get started. Check with the chief stew regarding what the guests will need immediately, then build your to-do list around that.

Check the inventory of pricey items. Ask the chief stew, sous chef or, if possible, the previous chef what proteins, caviar, etc. are on board and whether you may send a provisions list ahead of time.

Bring what you’ll initially need. Always show up with three days’ worth of chef coats, pants, and your own shoes. Boats at mid-season may not have your size available in anything. If you have a special face cream, shaving cream, or even vitamins, bring enough with you for the first week or so. Many yachts stock up based on starting crew preferences.

Ask about crew allergies/preferences, if any crew birthdays are coming up, and if the captain requires anything specific throughout the day. If you are immediately underway, the captain may need his lunch in the bridge. Or there may be anchor watches, in which case keeping food available for the night shift is always appreciated. Is there enough food for the crew immediately for a few days? Keep them in mind when creating an advanced provisioning list.

Don’t badmouth the previous chef. All chefs have different styles and personal protocols, and we must respect each other. Bad mouthing or insinuating poor job performance by the outgoing chef only makes you look bad. Show off your skills and professionalism through your hard work.

BY CHEF PATRICIA CLARK AND FIRST OFFICER GEORGE SCOTT OF M/Y

Silver Service Protocols

It’s not just about table décor, place settings and timing — there are verbal cues and body language to master as well.

By Alene Keenan

meal service on a yacht is more attentive and formal than in a restaurant. The ambiance is more sophisticated, there is more attention to detail, and the pace is slower.

Mise en place is a common silver service term. It means putting everything in order. Before meal service, the dining location must be put in order, including table décor, flatware, glassware, napkins, service station setup, and coordination with the chef to gather everything needed for plating before service begins.

• All service pieces are polished. White cotton gloves are worn to set the table to eliminate fingerprints.

• Additional silverware, glassware, plates, service cloths, and extra napkins are placed in the service station in case they are needed during the meal.

Open-hand service means that the server’s arms are never to be crossed in front of a guest.

• If serving from the left, use the left arm to set the plate down. If serving from the right, use the right hand. This way, the active

Keeping expectations in check

Explicit checklist cards are vital tools for a well-run interior team.

By Carla Annas

arm does not reach across the midline of the guest.

• If serving to a table or booth that you cannot reach to serve properly, try to avoid having your elbow in someone’s face and be as graceful as possible. Say “please excuse my reach.”

• The preferred side for serving varies from yacht to yacht. Be sure to follow the specific guidelines of your yacht.

Reading the table is essential. Servers must be able to read the table and match the pace of their guests through verbal cues and body language.

• Food choices and menus on a yacht are frequently much more varied than in a restaurant, where the menu is the same each day. The chef relies heavily on the stews to communicate specific information so that plating and service proceed at the proper pace.

• It’s up to the server to determine the steps of service, according to the mood of the table, while keeping the chef informed about what is going on.

• Always inform the chef that a course is going to be cleared so that there is time to plate the next course.

No interior department is complete without an endless number of checklists. Their importance cannot be stressed enough. They are the insurance card used by stews to make sure that nothing is forgotten or missed, and they are an important training tool for inexperienced stews and stews who are new on board.

Checklists should be set up for all departments and areas of the interior, and they should all contain the following:

1. A list of all jobs to be done in that area. These can be split over different times

of the day but remain on one card. The jobs should be in the order in which they are to be done.

2. A time frame in which the checklist should be completed, as well as when and how often that checklist should be completed. A summary of what products or clothes should be used for cleaning particular areas is also recommended.

All checklists should be laminated and printed. They should be small enough to carry around, but printed in a font size

Dining signals are a method of nonverbal communication used in dining service. Certain positions for resting cutlery on the dinner plate signal the guests’ needs to the server. This allows the server to meet the guests’ needs without interrupting conversation at the table.

In formal dining, the server must wait until all guests have finished before clearing plates from the table. At breakfast and in less formal dining, plates may be removed as each guest finishes. If guests push their plates away or stack their dishes (heaven forbid!), it is acceptable to take them away.

There are common signals to indicate that a diner is resting, or that the meal is over.

• When a diner is resting and has not finished eating, the fork and knife are laid separate but parallel, with the knife on the right and the fork on the left. An alternative signal is to place the cutlery in an “x” position on the plate.

• When the knife and fork are side by side in a vertical position, resting at the eleven o’clock position on the side of the plate, it indicates that the meal is over. In american dining style, the fork tines are up.

• In continental or european style, the tines of the fork should be facing down, and the fork and knife should be crossed, not parallel. ‹

STEW CUES

that is easy to read. Keep all checklists in one area so stews know where to fetch them and return them. Nothing is more frustrating than not being able to find that specific checklist you need to do your job.

When making checklists, start with the daily/weekly/monthly duties in the crew area. In general, these duties should cover the crew mess, bridge, crew corridor, and crew stairs. The laundry should have its own lists for cleaning, detailing, washing and drying instructions, and ironing or rolling. Having a checklist for your cleaning caddies is also a good idea.

The guest areas also need their own list

cards for different jobs. With the many different fabrics, materials, and surfaces in these areas, it is recommended to have a separate cleaning checklist for each location. Also, guest areas are cleaned differently depending on whether it is a pre-season clean or a quick turnaround between guest trips. To ensure there is no confusion, different checklists should be made.

Checklists for turn-up and turn-down are also needed, and here the order of jobs is very important: In case a guest walks in while you are busy, the bed at least should be made, even if the floor is not yet vacuumed.

Pantry checklists for pulling breakfast,

lunch and dinner items are important. Also, having checklists for the preparation of the pantry before a guest trip is useful to avoid the added stress of not having the correct ingredients at hand when making a quick cocktail for a guest.

While checklists can be made for anything and everything, don’t let them become overwhelming — get all the stews to help create them and adjust them over time. ‹

CHIEF STEW CARLA ANNAS HAS BEEN IN YACHTING FOR MORE THAN NINE YEARS AND CURRENTLY WORKS ON A 213-FOOT (65M) PRIVATE/CHARTER MOTOR YACHT.

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

Tidy it up!

Instead of doing your trash can liners this way:

WHAT ARE YOUR BEST TIPS FOR INTERIOR CREW? SEND THEM TO CREW@TRITONNEWS.COM

— CHIEF STEW SARAH BURTON

Using double-sided tape, stick the liner bag inside the trash can. Not only does it look neater, it can save on plastic trash bags because it’s easier to empty and reuse.

Don’t forget to put cardboard between your placemats. It helps to keep the mats from sticking together and keeps them neat and tidy.

— CHIEF STEW/PURSER CIARA FARROW

CAVIAR CONNOISSEUR

By Chef Patricia Clark

The word “caviar” conjures up images of opulent scenes with gold-painted furniture and a drippingwith-diamonds hand holding a perfectly tiny bite of tiny black pearls. It’s the culinary epitome of luxury, and yachts are, indeed, a luxury business — but is there a way to scale our perceptions of one of the world’s hottest commodities to fit all sizes of boats and budgets?

With winter charter season fast approaching, I reached out to my favorite caviar vendor, Steve Shtivelman, to discuss the ins and outs of caviar in today’s market. After leaving a lucrative career on Wall Street and relocating from New York to South Florida, Shtivelman has become an expert in all things caviar, from sourcing to serving to navigating the industry’s ever-changing global legal policies.

It is important to note a few basics. The only true forms of caviar must come from a sturgeon fish. Sturgeon come in several different sizes and variations that live in both freshwater and saltwater habitats. Colorful roe (fish eggs) that are very popular — such as that of salmon, whitefish, cod, etc. — are technically not caviar. Currently, there are 12 different types of sturgeon

used for caviar production, as well as a few types of paddlefish, which is a first cousin of sturgeon.

According to Shtivelman, a hybrid form Beluga caviar called Kaluga is the most requested type in the past few years.

Kaluga’s buttery, non-fishy taste and larger egg size are similar to Beluga, but often at least a third of the price. While it isn’t new, Kaluga has become more popular in the U.S. after it became illegal to import Beluga caviar from Russia. Recently, however, a new extraction process similar to a C-section that keeps the fish alive makes it legal to import the fish and has enabled U.S. caviar farms to once again sell Beluga.

I asked Shtivelman if the old standards for top quality are still the three kings of caviar: Beluga, Osetra, and Sevruga. He explained that Beluga, in most cases, is considered the best because of its large eggs and non-fishy flavor. Although he cautions that in some cases Beluga may be bland and new caviar consumers don’t prefer the grayish color, regular caviar consumers will expect Beluga at any formal tasting or grand-style service.

“Osetra,” he went on to say, “is the most popular order of the three stalwarts. In my opinion, Osetra offers the best taste for the price and many like the mostly dark brown color. Sevruga is more of an acquired taste and an appropriate choice for people that like classic caviar hallmarks, such as a very black color and a strong taste of salt and the sea.”

We all know caviar is a luxury product, but how pricey does it actually get?

“The most expensive of the popular caviars consumed in the U.S. today is the farmed Persicus Persian Caviar from Iran,” Shtivelman said. “While it is rare, marketing plays a big part in the cost of this caviar, and for me, personally, its flavor is too mild, in a similar style as Beluga. It sells for about $320 per ounce”

From Kaluga to Sevruga to the White Gold of Austria, nothing says posh like this elegant nosh

“My favorite is Kaluga Amber, a great value in terms of dollars for flavor. I’m from Eastern Europe originally, and I prefer a large portion of caviar on black bread with unsalted butter.”

Huso Huso goes for about $830 per ounce and is the only true Beluga sold in the U.S. Almas Osetra, a type farmed in Italy and famous for its pale gold color, goes for about $485 per ounce. The most expensive sold in the world right now is out of Austria: Strottarga Bianco, known as the “white gold of caviar,” sells for approximately $7,500 per ounce and comes from farmed Siberian albino sturgeon.

What does Shtivelman prefer to eat? “My favorite is Kaluga Amber, a great value in terms of dollars for flavor,” he said. “I’m from Eastern Europe originally, and I prefer a large portion of caviar on black bread with unsalted butter.” He also recommends, depending on budget, offering guests a tasting of Beluga, Russian Osetra , Kaluga, and Paddlefish.

If you must buy your caviar for ship stores ahead of a busy charter season, it should be air-sealed and kept in the coldest part of the refrigerator for four to five weeks, Shtivelman said. Caviar may also be frozen if it is thoroughly thawed in the fridge before serving.

“An opened tin or jar of caviar generally can last up to 10 days in the refrigerator — or, in my case, about a few minutes before I eat it all,” he said, adding that a glass jar is usually the best vessel for preservation, as some metals can change the taste of the caviar. Pasteurized caviar does not need refrigeration, but Shtivelman doesn’t recommend it, becasue much of the flavor is lost in the pasteurization process. ‹

Roe, roe, roe your boat!

It’s easy to be creative when serving caviar. Making your own butter and adding chopped herbs such as dill or scallions is an easy adaptation. Take it a step further and flavor the crème fraiche with finely zested lemon, finely chopped chives, or even a puree of roast shallot — or add a tiny dollop of red onion jam. Serve with freshly baked blini or Russian black bread, or try these fast and easy alternatives:

• FROZEN WAFFLE FRIES: Bake or fry, pipe lemon-zested chive cream cheese, and top with amber, gold or gray-colored caviar.

• SWEET POTATO WAFFLE FRIES: Bake or fry, pipe saffron and tajine cream, top with salmon roe.

• LA ROSE NOIR PLAIN OR MINI SESAME CONES: Fill with a small roll of smoked salmon/cream fraiche/chive, top with a drop of crème fraiche, salmon roe, or gold caviar, and a dill pluche.

• ENGLISH CUCUMBER: Slice into thin wheels, pipe dill-blended cream, top with small flakes of gold, then black or gray caviar.

Exclusive treat for Triton readers

For expert advice on caviar and other luxury food products, send a message via phone or WhatsApp to Steve Shtivelman at +1 917-838-6465 or email him at Ssty11@aol.com.

For a limited time, those who mention “the Triton” will get the following exclusive pricing:

• 5.5oz crystal jar Kaluga royal amber $190.00 plus shipping

• 1kg Kaluga royal amber $1200.00 plus shipping

GO-TO BLINI RECIPE

Blini are easy to make and very adaptable. You can play around with types of flour, color, and even texture. Traditional blini range in size depending on where they are from. French blini are tiny and bite-sized, while Russian blini are at least the size of the palm of your hand, and sometimes bigger.

INGREDIENTS

5 grams (2 teaspoons) active yeast

300 milliliters (11 ³ cup) slightly warmed milk 8 grams (about 2 teaspoons) sugar

2 large eggs at room temperature, separated 250 grams (1¾ cups) bread flour (or glutenfree bread flour mix, or traditional buckwheat flour*)

5 grams (2 teaspoons) fine kosher salt 60 grams (¼ cup) melted unsalted butter 15 milliliters (¾ cup) neutral oil, such as sunflower

NOTE: Color variations include adding a teaspoon of charcoal powder, matcha powder, butterfly pea flower powder, or infusing the milk with saffron, tajine, or even a vanilla bean!

*If you are using only buckwheat flour, add 28 grams (2 tablespoons) of sour cream to your batter.

METHOD

Combine the warm milk, yeast, and sugar in a mixing bowl. Set aside for 5 minutes. Meanwhile, sift together the flour and salt in a large bowl.

Mix the flour, salt, egg yolks, and yeast mixture until a thin dough forms. Cover and let rise for about 2 hours until it doubles in size.

Whisk the egg whites until soft-peaks stage, then gently combine the egg whites and the flour batter. (I put the batter in a squeeze bottle with a medium size tip.)

Heat a skillet over medium-high heat, add a bit of unsalted butter or ghee, and add enough batter for the size you want.

Cook about 2 minutes per side for small blini and 3-4 minutes per side for large.

— Chef Patricia Clark

KEEPIN’ IT FRESH

Storage tips to extend the shelf life of veggies

By Chef Danny Davies

A kitchen paper towel is perfect for storing green veggies — in fact, almost all veggies last considerably longer when wrapped in paper towels and stored in the fridge. It has to do with the way the moisture is kept close to the veggies while the actual veggies stay dry. This is not the case in plastic bags, where the veg will sweat and cause condensation. Also, when wrapped in paper towels, the natural gasses given off by vegetables as they start to decay are not allowed to accumulate in the small gaps, so the veggies last longer and stay fresher looking.

For berries, line a container with a damp paper towel and fill with washed, dried berries such as strawberries, blueberries, raspberries, etc. This way, the delicate fruits will last so much longer. Each day throw out any that are turning bad to keep from spoiling the rest.

For microgreens and edible flowers, I use a dry towel on the bottom and a damp one on top. This seems to keep everything perfect. It’s always a good idea to store your

edible flowers with the petals down to prevent folding. But in reality, there’s never enough time to do this or enough space to make it worth it. The fresher, the better. I took to growing micros on board and buying my flowers directly from local growers.

Mushrooms do best with a dry towel on the bottom and top, but not in an airtight container, as they need air circulation to stay dry. Wrapping individual mushrooms can work if you are buying expensive fresh mushrooms in season, for example, in the Mediterranean, but again, is there really enough time to do this?

Broccoli, bok choy, cucumbers — all benefit from this wrapped-inpaper-towel technique. Tomatoes are better stored together in the fridge, whereas the same is not true for potatoes, onions, and squash — these fellas prefer to be in dark cool areas. ‹

How to handle caviar

THE EXPERTS AT PETROSSIAN CAVIAR OFFER THIS ADVICE ON TRANSPORTING AND STORING CAVIAR:

What are the three main things you should do when packing caviar before transporting it?

The only really important things are that the tin retains its original seal, is packed right side up, and is always in an iced or refrigerated container that keeps the caviar at roughly 38 degrees for the duration of the journey.

What is the best way to store caviar once you get it on the yacht?

In a refrigerator set to 38 degrees, which is fairly standard for most fridges.

How long will open and unopened caviar last?

If the original seal (from purchase) remains intact, then refrigerated caviar will maintain peak taste and texture for four weeks. Once unsealed, caviar can be maintained for up to 24 hours, but only if refrigerated and inside a closed tin. If opened and served over ice, caviar will begin to dry out after approximately one hour. Never consume dry or roomtemperature caviar.

How can I tell if my caviar has gone bad?

If the caviar is warm, room temperature, hard, or dry, it has been out too long. Any tin (refrigerated or not) will be past its prime after 24 hours. If at any point the caviar is overly mushy, discolored (caviar has a wide color range, but most chefs will know the range for each varietal), or smells overly fishy, discard it and contact your supplier. Caviar is matured seafood, so it’s best to be cautious.

What are things a yacht chef should look for when buying caviar?

There is a lot of cheap caviar on the market right now. It may have the right name, be the right species and even come from a prestigious farm, but you can only tell the real quality upon testing the taste, texture, and finish of each tin. As a result, it’s very important to work with an experienced, trusted provider. Chefs also should feel comfortable speaking with their provider about which caviars to choose and how to pair them, if they have any questions.

— Chef Danny Davies

Good Galley

CLEAN MICROWAVES AND CUTTING BOARDS

The best cleaner for a cutting board is to pour coarse salt onto the board and scrub with half a lemon, cut side down. Let it sit for five minutes, then rinse and dry. Then cut up the rind and drop it into the garbage disposal to freshen that, if the engineer says it’s OK.

To clean the microwave, pour a cup of water into a microwaveable bowl or measuring cup. Cut one lemon in half, squeeze the juice into the water and drop both lemon halves in. Microwave on high for

three minutes so the water boils. Let the bowl sit inside the closed microwave for three to five minutes so the steam can loosen the gunk. Then just wipe with a clean cloth.

— Interior consultant Alene Keenan

WHAT ARE YOUR BEST TIPS FOR THE GALLEY? SEND THEM TO CREW@TRITONNEWS.

CHEF DANNY DAVIES, A 25-YEAR VETERAN CHEF, HAS WORKED ON YACHTS RANGING FROM 100 TO 400–PLUS FEET. SCAN THIS QR CODE TO WATCH HIS "BEHIND THE LINE" PODCAST INTERVIEWS WITH TOP YACHT CHEFS FROM AROUND THE WORLD.

Saving Oceans through Science

SEAKEEPERS OFFERS CREW A CHANCE TO PITCH IN AND BECOME A PART OF THE SOLUTION.

BY KEVIN MAHER

first Mate Reilly Strand peers into stunningly clear Caribbean water as he reels in a fine-mesh net that the 141-foot M/Y Marcato has been towing for the past 30 minutes. A collection tube attached to the net reveals exactly what Strand has been searching for: a colorful cache of microplastics.

Strand was conducting research for The International SeaKeepers Society, a not-for-profit organization that partners with the yachting community to further oceanographic research and marine conservation. In one program, privately owned yachts are lent for use by teams of scientists. In another, a research task is delegated to crew volunteers who perform the work in their free time aboard the yachts that employ them.

Strand said participating in the program has been the highlight of his seven-year career in yachting.

In this case, he and his crewmates were tasked with collecting microplastics and documenting the amount found in the water along their charter’s path. Their most surprising find, however, was how eager the guests were to participate.

“They couldn’t wait to get the net in the water, and they were helping us write down the entries in our logbook,” Strand said.

“I think it really caused them to stop and think, ‘OK, this is more of an issue than we

initially thought.’ ”

Strand has also helped tag sharks in the Bahamas and assisted with reef research using an ROV (remotely operated vehicle) off the coast of Fort Lauderdale. The learning curve with these expeditions is steep, he said, but with the strong seafaring skills of crew and the support that SeaKeepers provides, it becomes a great experience.

“Through their guidance and our confidence as mariners, we were able to make those expeditions work in a really cool way,” Strand said.

YACHT ♥ BEAT THE PLACE.

While crews are always welcome to volunteer at SeaKeepers for these types of expeditions, in order to have the yacht they work on permit the research, they’ll have to have the captain and owner on board as well.

“If you’re an officer or a captain, it’s

just a matter of approaching the owner and asking if the vessel could be used for scientific research,” Strand said. “If you’re a little lower on the totem pole, it’s still something you can pitch to one of the officers.”

Strand does warn that the expeditions carry extra responsibility and work, but he has found that it never gets in the way. Instead, he believes his time with SeaKeepers has changed the way he views the maritime industry forever.

“A lot of crew have spent years on the ocean, so it’s a special thing to work with a team of people whose mission in life is just to understand that environment,” Strand said. “To be able to go on an expedition like that is a once-in-a-lifetime opportunity that would be a mistake to pass up.” ‹

To find out more about SeaKeeper programs or to volunteer, scan this QR code.

Preference problems become brand new career

ciara Farrow has spent the past seven years as a purser and chief stew on programs around the world. Today she is putting her yachting experience to a different use as founder of Seven Star, the first interior management software for private and charter vessels. For Triton’s new “Offboarding” column, we asked Ciara to share her journey from seafarer to software entrepreneur.

WHAT IS SEVEN STAR ALL ABOUT?

Seven Star is digital preference sheet software that helps interior crew deliver seven-star guest experiences. It’s a simple app where crew can look up and update guest preferences on their phones, iPads, and computers — and it even generates time-stamped printouts so that preferences are always up to date and reflect anything new that crew are learning about the guests.

WHERE DID THE IDEA COME FROM?

I’ve always dreamed of starting my own company and first joined yachting so I could save money to fund a startup. As I was working my way up the ranks and joining new programs, I was always creating organizational systems to make crew life easier and more productive on board — from provisioning spreadsheets to color-coded laundry bags. But when it came to the guests, I realized preference sheets were where things went off the rails. Binders were hard to find or missing pages, and new preferences were scribbled in the margins of printed pages or stuck in crew WhatsApp chats, only to disappear when new crew members were onboarded and new copies were printed. I realized if we just had a digital version that the crew could access and update in one place, we would avoid a lot of the problems I saw and free the crew up to deliver really great service for guests.

HOW DID YOU GET STARTED?

The first version was something I built for myself and my crew, with a simple spreadsheet and Word doc that I could update and print out every day. But as I started talking to friends on other vessels, I learned they were facing a lot of the same problems and were really excited when I showed them my very simple tool. I realized a lot of people could benefit from something like this, but it would need to be a lot more interactive and secure than just a spreadsheet, and as easy to use as WhatsApp or a pen.

WHAT’S BEEN THE BIGGEST CHALLENGE SO FAR?

When I first started, I was given advice that I should learn how to build software myself because the app would grow and change over time, and it would be too expensive and slow to hire an outside developer. A friend told me about Bubble, a no-code app-building tool, and I started taking online classes and teaching myself how to build software. Soon I found Airtable, Stacker, and some of the other tools that Seven Star is built on. As a chief stew with no technical background, this was like learning a whole new language and there were days that were really frustrating and full of self-doubt. But I am so glad that I did it!

WHAT’S BEEN THE FEEDBACK SO FAR?

It’s still early, but I’ve been working with the first few programs and the feedback so far has been incredible. There are already plenty of digital tools for captains and engineers, but the interior staff has been overlooked — despite having the most contact with owners and guests. So everyone who sees and uses it is really excited and feels like they have been heard. Beyond that, I have been getting some really great feedback from the crew about features they want, so I am tweaking things all of the time.

HOW CAN PEOPLE TRY IT OUT?

Crew members, captains, and owners can sign up at sevenstar.software to set up an onboarding session and a free trial. We start by uploading their existing preferences, and then we can customize any of the fields or areas that are unique to their vessel or program.

Scan the QR code to check it out or visit the wesbite at sevenstar.software

Since 2016, the Bravo yachting series "Below Deck" has continued to spin off series and gain in popularity. This year, “Below Deck Mediterranean” was nominated for two Emmy awards: one for Outstanding Unstructured Reality Program, and one for Outstanding Picture Editing For An Unstructured Reality Program.

Capt. Sandy Yawn, a professional yacht captain since the 1990s, has

been at the helm of the series since Season 2.

“I’m proud to be a part of this show,” Capt. Yawn said. “Although our industry didn’t like it at first, the show has evolved in a way that has helped millions see that we have an incredible industry.”

The 2022 Emmy award in both categories went to the Netflix show “Love on the Spectrum U.S.”

“OFFBOARDING” IS A NEW TRITON SERIES THAT HIGHLIGHTS THE MANY WAYS CREW USE THEIR YACHTING EXPERIENCE TO BUILD NEW CAREERS ASHORE. GOT A STORY TO SHARE? LET US KNOW AT CREW@TRITONNEWS.COM

‘Below Deck Mediterranean’ nominated for Emmy awards

TOP FIVE WAYS CREW CAN MAKE CHANGES ON BOARD FOR THE BETTER.

By Gemma Harris

With global climate issues intensifying, it is more important than ever to lower our impact on the planet. Undoubtedly, making change is hard. Still, small daily acts lead to bigger behavior shifts in the industry.

1. Switch to green.

Superyachts require a whole different caliber of “clean.” Products on board are poured into the ocean and, unfortunately, many standard cleaning ingredients are toxic to marine environments. Not only are these toxic substances harmful to our oceans, but also ourselves. Be sure to use eco-friendly products with natural and non-toxic ingredients. Pay attention to labels and beware of greenwashing!

2. Go plastic-free.

We cannot ignore the global pandemic of plastic pollution. Ditch single-use water bottles in favor of a tap filter. Buy in bulk, and use refillable products. Opt for reusable shopping bags and eco-friendly alternatives in food preparation and stor age. There are also increasing alternatives in toiletries, such as shampoo bars and bamboo toothbrushes. Give them a try!

3. Sustainable eating.

Eating locally and seasonally on board reduces your “food miles.” You could even go as local as growing your herbs

on board. Only purchase organic and sustainable produce with sustainable accreditations. Food waste is another huge culprit adding to our carbon footprints, so be inventive with leftovers and rotate stock to reduce wastage.

4. Those important R’s.

The “zero waste” movement can be tough to implement on board a yacht, but reduc ing the amount of rubbish and waste we produce is crucial. Follow the R’s: refuse, reduce, reuse, and recycle. Ensure you have separate onboard bins for recycling.

5. Be mindful.

By implementing a sustainable mindset on board, the crew will learn to think about the things they are doing in a greener way. Maybe that means the deck crew ensuring they are dropping the anchor without damaging the seabed, or the chef reinvent ing leftovers, or the interior team using nontoxic cleaning products. Meanwhile, everyone on board must consider energy consumption, turn off lights when not in use, don’t leave taps running, and turn off air-conditioning units when not needed.

CHIEF STEW GEMMA HARRIS, WHO HAS BEEN IN YACHTING FOR 8 YEARS, HAS WRITTEN EXTENSIVE LY ABOUT SUSTAINABLE PRACTICES AT SEA. READ MORE AT SEASTAINABLEYACHTING.COM.

GREENWASHING

This is when a company’s marketing strategy appears greener than the actual product itself.

A lot of companies, especially cleaning brands, falsely market products as eco-friendly. For example, they use green-colored packaging and a picture of the planet with a smiley face, or they make misleading claims, such as “100% biodegradable” when it isn’t — and when, in fact, the product contains the same toxic ingredients as the non-eco version! Be a smart consumer and read the labels.

1. Does the salinity of seawater vary from ocean to ocean?

2. When two vessels are meeting, the largest vessel is required to sound the first whistle signal. True or false?

3. When the gravitational pull of the sun and the moon are at right angles to each other, _______ tides occur.

4. What was the name of pirate Capt. Kidd’s ship? Royal Rover, Jolly Roger, Adventure Galley, or Escapadé?

5. A vessel approaching at night with two white masthead lights, one above the other, is what kind of boat?

6. True or false: Tide is horizontal change.

7. Name the very first ship to send the newly recognized international distress signal SOS.

8. True or false: A beam current pushes a boat to the side at a rate equal to the current’s velocity.

Travel Advisory

Before your next trip, check when your passport expires and make sure you get it renewed as early as possible. As a general rule, passports should have at least six months of validity when traveling inter nationally. Most countries will not permit a traveler to enter their country unless the passport is set to expire at least six months after the final day of travel. At the moment, most governments around the world are facing a backlog when it comes to issuing passports and visas, therefore don’t wait for your six-month expiration date to come up. Passport requirements often differ from nation to nation. Be sure to check the entry and exit requirements for each country you plan to travel to, as these requirements can change regularly.

Scan the QR codes to quickly access the following national passport websites.

GLOBAL MARINE TRAVEL HAS BEEN ON THE ALERT 24/7/365 FOR OVER 20 YEARS TO HELP CREW NAVIGATE THEIR TRAVEL NEEDS. FOR IMMEDIATE TRAVEL ASSISTANCE, EMAIL YACHTING@FLYGMT.COM OR CALL +01 954-761-9595. FOLLOW THEM ON INSTAGRAM @FLYGMT_TRAVEL.

MEET ME AT

Going to FLIBS? Check out The Oasis Lounge, hosted by Global Marine Travel and Yacht Chandlers at two strategic locations in the show: The Oasis barge at Bahia Mar near Coconuts, and the Oasis tent at The Superyacht Village at Pier Sixty-Six Marina, South. Enjoy complimentary WiFi, special events, sponsored giveaways, alcoholic/

UNITED STATES UNITED KINGDOM NEW ZEALAND AUSTRALIA

BRIGHTLINE!!

For a limited time, GMT is offering free premium tickets to the airport for qualified clients who use the promo code “Triton.”

SOUTH AFRICA

With the hassle of South Florida’s heavy traffic and the rising cost of an Uber ride, getting to the airport can be such a drag! Global Marine Travel has a better option. For a limited time, active captains, crew, and marine industry professionals who book flights out of MIA, FLL, or PBI airports with GMT are eligible for a free, one-way PREMIUM ticket on the Brightline high-speed train. Brightline PREMIUM is a first-class experience with amenities such as complimentary Wi-Fi, snacks and alcoholic/non-alcoholic beverages, as well as complimentary Brightline airport shuttle service from the FLL or MIA stations. The following restrictions apply:

non-alcoholic beverages, and gourmet boxed lunches available only to captains and crew on board superyachts in the show for dine-in, pickup or delivery. Both crew lounges will be open from approximately 10 a.m. to 5 p.m. each day of the show. The Superyacht Village, the base for the largest boats in the show, is south of 17th Street on the Intracoastal Waterway and accessible via boat show tender, water taxi, and shuttle bus from all points of the show. For more information, check out The Oasis Lounge’s Facebook page: facebook.com/TheOasisLoungeFtLaud

• Complimentary one-way Brightline Premium fares prioritized for active captains, crew, and marine industry professionals only. GMT has the right to refuse anyone who does not meet these requirements.

• Customers must have a same-day reservation airline ticket booked through GMT flying in or out of the following airports: MIA/FLL/PBI.

• This promotion is valid from now through Nov. 30, 2022.

Contact your local GMT travel agent to request a booking at 954-761-9595 / yachting@flygmt.com / FLYGMT.COM and mention the promo code: “Triton.”

Don’t let your passport expiry date creep up on you!

Making difference, one at

In Triton’s April issue, Chief Stew Carla Annas wrote about the challenges of training for a triathlon while leading the interior team of a 213-foot (65m) yacht. Tragedy struck days before her race, but Annas persevered — and in doing so, found a new purpose for her passion.

My first Ironman 70.3 race in June 2022 in Durban, South Africa, did not go as planned. Two weeks before the race, the area was ravaged by huge storms. Lives were lost and homes, roads, and beaches were washed away. The race was postponed, but I could not imagine all my training going to waste.

So family and friends helped me organize my own Ironman 70.3 race – with me as the only participant! We mapped out the full course and ensured all official rules were followed. It was a tough race, battling strong wind and waves all day, but support from those waiting to cheer me on around almost every corner was overwhelming, and I felt deeply honored.

The experience inspired me to found Community in Action (CIA) to support education in South Africa through sport. I will be doing another Ironman 70.3 race on Nov. 27 to raise funds for a CIA scholarship to provide one underprivileged child a full seven-year primary school education in Stellenbosch, South Africa. Please consider making a donation!

Largest sold in July August

Combined last asking price of the 10 largest sold yachts mentioned in this report: $118,543,970 USD

Combined last asking price of the 10 largest sold yachts mentioned in this report: $39,148,302 USD

*NOTE THAT THIS IS A REFLECTION OF YATCO LISTINGS INTELLIGENCE AND ONLY REFLECTS THE UPDATES ON YATCO AND NOT THE INDUSTRY AS A WHOLE.

By Corey D. Ranslem

The Florida diving scene is sizzling hot, from reefs to wrecks to incredible caves.

South Florida boasts some great scuba diving, with sites for every level, including beautiful reefs, natural and man-made wrecks, and a slew of technical diving opportunities. It’s also a great place for yacht divemasters and divers to improve their skills through additional training. Make a quick trip into central Florida and you’ll find some incredible cave diving as well.

John Gavin, an instructor of technical diving, has been diving for more than 20 years and has had the opportunity to dive sites all over the world. Originally, he didn’t intend to get into either wreck or technical diving. “There’s no way I’m going to go to the bottom of the ocean to explore shipwrecks in pitch black, 42-degree water, much less decompress on a dive for a longer time than it currently takes me to make a recreational dive,” he said. But over the past seven years, Gavin has made hundreds of technical dives, including spending time on the Andrea Doria off New York.

Gavin does the majority of his dives in South Florida and believes it’s one of the best places in the world to dive. “Worldclass diving in Florida is probably not recognized universally,” Gavin said, “but Florida is world-class diving for divers of every level and interest. You can dive reefs and wrecks, you can dive shallow or deep, you can dive with a charter group, small 6-pack, private boat, or beach dive. It is a unique geographic spot with diving ranging from a few feet on a shore dive to literally hundreds of feet on a wreck dive, all in the same vicinity.”

There are several wreck-diving sites, stretching from Jupiter through the Keys. The wrecks can be accessed by divers of all training levels, including technical divers. One of the deepest shipwrecks in South Florida is the Bulk Trader, located off Fort Lauderdale in approximately 320 feet of water. There are very few divers that visit the site because of the technical requirements.

Florida also boasts some of the best cave diving sites in North America — and arguably the world. Some of the sites include Ginnie Springs, The Devil’s Eye (part of Ginnie Springs), Morrison Springs, and Peacock Springs. Peacock Springs has six sinkholes and two major springs that make it one of the longest cave dive systems in North America. Gavin, who is also an experienced cave diver, said he has done the majority of his cave diving in Florida. “I originally took my cave training as a preparation for my 100-meter class,” he said. “Cave training will help you know yourself better. It’s pretty dark in a cave underwater with no lights, so having a calm demeanor is important.”

There are also wrecks to visit in the 65-to 75-foot depth range. One of the top shipwreck diving sites in the world is the Spiegel Grove, located off Key Largo. The Spiegel Grove is a 510-foot U.S. Navy dock landing ship that was sunk as an artificial reef back in 2002. Unfortunately, when the vessel was sunk, she ended up on her starboard side instead of her keel. Numerous efforts were made to right the ship, including the use of two powerful tugs, but to no avail. Then the powerful Category 4 Hurricane Dennis crossed Cuba and the lower Florida Keys near Key West on its way to landfall in the Florida Panhandle in 2005. The hurricane’s underwater currents were so strong that Dennis shifted the Spiegel Grove from her starboard side to her keel, where she rests today.

Most diving in South Florida from dive boats is typically done as drift dives on the reefs and tie-in dives on the wrecks. A divemaster will drop onto the wreck and tie off a line that divers use to get down to the wreck, then back up to the boat. Most technical diving, however, is done as a “hot drop” from the dive boat in which you drop through the water column to, ideally, land on the wreck. Gavin says this type of diving can be challenging.

“The diving execution is probably more technical or complex in Florida because we are doing hot drops with drift decompression diving. However, it is definitely more challenging from a preparation and survival standpoint in the Northeast, where you are diving in a colder and darker hostile environment where a mistake can cost you seriously,” Gavin said. ‹

John Gavin is a Chatterton Underwater TDI/SDI instructor and can be reached at jjg4@icloud.com.

TRITON TECHNOLOGY EDITOR COREY RANSLEM IS CEO OF A MARITIME INTELLIGENCE & SECURITY COMPANY (DRYADGLOBAL.COM) AND HAS OVER 24 YEARS OF COMBINED COAST GUARD AND MARITIME INDUSTRY EXPERIENCE.

“The diving execution is probably more technical or complex in Florida because we are doing hot drops with drift decompression diving.”

TECH TRENDS

By Erik Speyer

Diving technology is not a new concept. In fact, we humans have been pushing our limits underwater since the fourth century B.C., when the Greeks were making use of crude diving bells. In 1772, the first compressed air reservoir was invented in Paris. The early 19th century saw the first ondemand regulator. Not long after, it was discovered that we are prone to decompression sickness if we ascend from a dive without stopping. 1956 saw the first decompression tables published by the US Navy, and finally, in 1996, the Professional Association of Dive Instructors introduced its first enriched air (nitrox) course.

As we have evolved so has dive technology, so it is no surprise that the modern diver has many tools available to assist in dive planning and dive execution. Most dive boats now mandate that each diver have their own personal dive computer – depth gauges, bottom timers, and air tables are no longer the tools of the trade. Dive computers come in a wide variety of shapes, sizes, features, and prices.

“Buy once, cry once,” said dive instructor James Blackman. “Your dive computer is probably the most expensive item of your dive gear setup, unless you buy a rebreather. If you’re serious about your diving, you don’t want to buy a computer that you will quickly outgrow.”

Blackman recommends the Shearwater Perdix, a computer favored in many diving circles. Its capabilities make it suitable for anyone, from a new open

water diver to the most demanding of technical divers.

“The dive planning mode built into the computer is simple but powerful. It does everything I need it to do and nothing I don’t,” Blackman said. “Also, if you plan your dives on the actual device you’re taking in the water with you, your accuracy from plan to profile will be as close as possible.”

A relative newcomer to the dive market has a name most mariners are familiar with: Garmin. Garmin’s Descent line of smartwatch dive computers has evolved over the years, providing a real rival to the established brands. Not only do they offer a feature-rich suite of dive modes — including recreational diving, open-circuit technical, closed-circuit rebreathers, and trimix — but they are also able to alert you to text messages, track your workouts, and give you directions to the nearest bar after you are done diving for the day. No wonder they can be seen on the wrists of more and more divers. Many reviewers are ranking them No. 2 two on lists of recommended dive computers.

What does the future hold?

“The Garmin Descent Mk2i is the first dive computer that also does pulse ox [oximetry] and heart rate, as well as recovery time,” Blackman said.

He’s also interested in what Azoth Systems has been developing: “Their O’Dive system, with its blood doppler, and now, integrated dive computer, is going to make the conservancy of your diving much more personalized to an individual

diver’s physiology. Whereas before we picked gradient factors (technical diver’s margins of safety) on a trial-and-error basis, now we have a way to analyze our blood for bubbles after a dive and make educated adjustments. There is still work to be done on the technology, (currently there is no viable link between number of bubbles and incidents of DCS) but it’s interesting to see where this technology will lead.”

Advancements in diving technology have always come from two general places: the desire to push the envelope on what’s humanly possible and explore to greater and greater extremes; and the need to make diving safer through trial-and-error and scientific research. These two motivations may not always be aligned, but the products and technology they produce give modern divers a great array of tools to keep them safe while pursuing the limits of their own individual goals. ‹

James Blackman is a technical diving instructor based in Miami and star of the YouTube channel “Divers Ready!” He can be reached at james@miamitechnicaldiving.com.

Most boats now mandate that each diver have their own personal dive computer.

DIVEMASTERS IN DEMAND

Certification and continued training are key to running a safe onboard dive charter program.

By Corey D. Ranslem

Dive charters are becoming more popular as large yachts continue to add attractions for potential clients. Crew members are seeing the benefits of obtaining different dive certifications, including divemaster.

Mitch Jaeger is a PADI and SSI-certified divemaster and dive instructor. He became interested in diving as a college student and has since then been involved in diving in various parts of the world, including working on dive charters and liveaboards.

“I’m originally from a small town in Nebraska, with endless views of corn fields and cows,” Jaeger said. “I was attending the University of Nebraska in 1993 when I came across a TV show that was featuring scuba diving. From the moment I walked into the shop I was hooked.”

It can be difficult for yacht crew to stay current on developing trends in the dive industry because of their workload and travel schedule. Jaeger says that continuing education and training are important in advancing your skills.

“I advise all my students to take the Advanced Open Water course. This course introduces the student to different specialties in diving, such as deep, night,

navigation, and wreck, to name a few,” he said. “The class goes more in-depth with the specialties and teaches the student how to prevent and handle numerous situations that may occur underwater.”

Most yacht-based dive programs must be fairly self-sufficient and carry all the dive gear and emergency equipment needed to address immediate issues. Jaeger recommends that divemasters and instructors on board yachts understand some of the common issues divers face and how to deal with those issues.

“New divers sometimes try to dive beyond their training and do too much underwater,” he said.

What’s more, most new divers are not immediately comfortable with their gear and typically don’t try it out before their first dives. This is something Jaeger watches when he has new students and divers in the water. He recommends working with the diver and their equipment before they get in the water so that they have a good fit and are comfortable with how everything works.

“Put the mask and snorkel on and adjust the strap so it's comfortable. Also, put your fins and booties on and get comfortable wearing them,” Jaeger said. “Your BC [buoyancy controller] and regulator are basically your life support, so you want to make sure your equipment is in top working order when you use it.”

There are organizations that allow yachts to provide dive training and certify guests while on board. Jaeger said he won’t guide uncertified divers and always recommends basic training before getting in the water.

“If you want to go diving, get the proper training to get certified. Diving is a relatively safe sport if you are certified and know what you're doing, but things can go wrong if you are not certified.” ‹

ABOVE, SECOND STEW/DIVEMASTER AMY WALTON OF M/Y PLAN B. LEFT, CHIEF MATE WESLEY WALTON OF M/Y DOUBLE HAVEN.

Mitch Jaeger teaches dive courses in Fort Lauderdale. He can be reached directly at mjaeger311@yahoo.com.

FROM LEFT, WAITT INSTITUTE DIVE SAFETY OFFICER JOEY LEPORE, AMY WALTON, AND SEMISI OF THE MINISTRY OF FISHERIES ON TONGA DURING A SCIENTIFIC EXPEDITION.

PHOTOS WESLEY WALTON

Seizure, Sanctions & Secrecy

Russia’s war on Ukraine and the resulting sanctions on many Russian-owned yachts have created a quandary for their crew.

By Gemma Harris

Editor’s Note: While politics have always played a larger role in our daily lives than many of us would prefer, it’s hard not to feel that the impact nowadays has reached a pathological level. And if anyone thought the somewhat insulated and economically bulletproof world of yachting was immune by virtue of its privileged class, that illusion has now been shattered. The Russian attack on Ukraine and the resulting sanctions imposed by many nations on those who are considered enablers of Vladimir Putin’s aggressions have had hard and varied consequences for this industry. Triton asked captains and crew how the fallout has affected them personally. With watertight nondisclosure agreements in place, they spoke only on condition of anonymity. This report is based on what they told us.

In an industry that operates on a highly confidential basis, determining yacht ownership is challenging in the best of times. Now, a global hunt for Russianowned yachts has raised the stakes — and often, it’s the crew who are paying the price.

Whether hiding out in Europe under secret cloaks of misleading information, hunkered down in Turkey, seized and detained, or simply boycotted by marinas and denied critical services, these yachts are not functioning autonomously. Many of the crew are still on board, and an uncertain future might be the least of their worries.

The global media has reported crew sabotage, resignations, abandoned yachts, and captains denying Russian ownership, but there is little mention of the lack of clear guidance concerning crew roles and obligations in this ever-unfolding dilemma.

Some crew have found their ethical and moral standpoints brought into question. Some have been subject to hostility and worry for their safety. Some worry they are violating their own country’s laws by staying aboard a Russian-owned yacht, while many are unwilling to leave with owed compensation as yet unpaid.

In fact, the problem of unpaid wages on affected yachts is the top concern that crew members have reported to Triton

A MONTHLY REMINDER

Money makes the world go round, and the superyacht industry is arguably the epitome of this expression. The pressure of sanctions applied to Russian-owned yachts has filtered down quickly to crew salaries.

“Our pay rises have stopped, and bonuses cancelled, the crew has reduced, and our hours have been increased to compensate,” wrote a bosun working on board a 262-foot (80m) Russian-owned motor yacht.

“Salaries coming in very, very late with no payslips and no official record of anything,” wrote a chief stew on a 108-foot (33m) Russian-owned motor yacht.

“The owner and management expectations and demands haven't changed, even though they have stopped providing funds,” a chief stew wrote.

“We weren't sure from one day to the other if we were going to get paid,” wrote a sous chef from a Russian-owned motor yacht of 230-plus feet (over 70m). That yacht was seized, and crew who wanted to remain were offered a day rate “as it was unclear what the next step was.”

Others have been taking the legal avenue to gain back losses. The head chef of a 180-foot (55m) Russian-owned motor yacht who reported not being paid for two months said the crew had to fight for their wages with the help of lawyers. “And then the boat was put up for sale. We all left.”

A yacht manager, who also spoke on the condition of anonymity, told Triton, “We had several Russian crew and we couldn't pay them for while. It took a couple of months to sort out and it was a hardship for them, for sure. They had to do their banking not as Russians.”

WHERE DID THEY GO?

The global hunt has caused the displacement of many crews from one country to another without any real plan.

“There's a lot of pressure on the captain, with a lot of hidden information or lies,” explained a chief stew on a 108-foot (33m) yacht.

“We moved from Spain to Turkey to avoid the risk of arrest,” wrote a bosun, while a sous chef stated, “We didn't move from Europe but were considering heading to Turkey.”

With the European winter season approaching, there have been various reports of scant shipyard availability due to the influx of Russian yachts that are evidently staying put.

HAZY MORAL COMPASSES

The issue has sparked a lot of discussion on morality with regard to the war and the role of the superyacht industry. One crew member said many have been “morally conflicted” about whether they should stay on board, questioning what link the owner may have with the war. On the other hand, some describe circumstances in which a crew member maintains loyalty to the owner.

“I have worked for Russians before, they are great clients,” wrote a head chef, adding that the war hasn't changed his mind about whom he would work for in the future.

Triton spoke to some crew who had left yachts because of the war but were apprehensive about commenting. The situation is undoubtedly creating waves of uncertainty, as well as low morale, especially among Ukrainian crew members.

“If the crew has been working together for more than one year, there is support

and compassion, but when they work for a short time they don't care,” one Ukrainian engineer told Triton.

Moreover, yachts identified as Russian-owned often prompt raised eyebrows and concern from others who wonder why the crews are still on board.

“The crew were all Ukrainian and wanted us to know explicitly that the owners weren't ‘Russian’ — they were simply ‘good people,’” the captain of a 121-foot (37m) motor yacht said in reference to a Russian-owned boat that had been moored next to him in Italy.

“Near us is a boat with a Russian owner. … The English captain left when this started, and the other crew left. I see new crew, but they don’t go out much. In yachting, it is easy to hide,” stated a Russian crew member working on a Dutchflagged yacht. “It is not just what is on your passport — if you do a good job, that is what's important.”

“We worked with a stew who asked the yacht owners not to introduce her as Russian. She wasn't comfortable because being Russian came with a stigma,” a Fort Lauderdale yacht manager told Triton. “It is a situation of tragic misinformation. This woman has nothing to do with the Russian government.”

“People need to separate the Russian people from the Kremlin,” said a former first mate originally from Russia.

SECURITY CONCERNS

Reports of crew sabotage attempts, as well as hostility toward crew members working on Russian-owned yachts, have raised security and safety concerns.

One yacht, according to its sous chef, has “upped security to 24 hours” and instituted new protocols, such as “not to say anything about the boat outside of the marina” and to “avoid wearing uniform out” in light of the many film crews and reporters trying to get information.

Another remains at anchor to “avoid risk,” according to the bosun. Some yachts are hiding out and “going dark” to avoid detection, leaving the crew in unstable and potentially unsafe situations.

AN UNCLEAR FUTURE

While only individuals on the official sanction and trade restriction lists are meant to be affected, the rules vary among allied nations and cases of overreach are frequently reported. Some Russian owners have nothing to do with the war, others are intrinsically linked, and some fly entirely under the radar.

Considering the confusion and uncertainty of what will happen in the long term, the rampant elements of misinformation, and the heightened negative attention on the industry, it has and will likely continue to be a challenging course for many crew to steer as long as the war continues.

— Dorie Cox, Kevin Maher, and Danny Davies contributed to this report.

HOW TO GET HELP

Professional Yachting Association

PYA offers information and assistance concerning legal and financial matters involving crew who work on yachts that are Russian-flagged or owned by Russian individuals or entities.

This free, confidential service is offered to all crew, including non-members of the association.

Russian-owned yachts stuck in muddied legal waters

International Seafarers’ Welfare and Assistance Network

ISWAN offers information and guidance to seafarers — including yacht crew — affected by the crisis in Ukraine. Their free, confidential, multilingual helpline for professional yacht crew is available 24 hours a day, 365 days a year.

What can and will happen to oligarch-owned vessels is open to interpretation and likely to have far-reaching consequences.

By Gemma Harris

It has been six months since the global hunt began to find and seize luxury assets of those close to the Kremlin. Unlike their frozen bank assets, which the public cannot see, their very visible luxury superyachts have captured the spotlight. At least 17 such yachts have been reportedly searched, detained, arrested or seized since the sanctions took effect in March. Tracking these assets has become a consistent game of cat and mouse for authorities, with many superyachts moving to “safer” waters, such as those of Turkey or the Seychelles.

“Oligarchs be warned,” U.S. Deputy Attorney General Lisa Monaco stated at the initiation of Task Force KleptoCapture, an interagency task force created by the U.S. Department of Justice to enforce the sweeping sanctions, export restrictions, and economic countermeasures that the U.S. and its allies have imposed on Russian oligarchs in response to Russia’s attack on Ukraine.

“We will deprive you of safe haven and hold you accountable,” Monaco, who oversees the task force, said. “We will use every tool to freeze and seize your assets.”

That part is clear — unfortunately, it’s the only part that is.

How sanction regulations are implemented,who they actually apply to, what is prohibited and what exactly can be done with the targeted assets are interpreted in divergent ways by American, British and

European authorities. And if the sanctioning authorities themselves cannot agree on what the restrictions entail, there is little hope that anyone in the yachting industry can be anything but confused.

There have been many words bandied about when it comes to the handling of the yachts deemed subject to sanctions. “Frozen,” “arrested,” “detained,” “controlled,” “seized” — they have all been used interchangeably, when in fact, they each have their own specific meaning, according to Dominic Bulfin, director of the London-based luxury asset law firm Bargate Murray.

A yacht whose ultimate beneficial owner (UBO) is on the sanction list is subject to an asset freeze, which generally means it cannot be sold or its value otherwise dissipated. “The state has no physical control over the asset, and it remains in every way owned by the existing owner and free to go where it pleases,” Bulfin explained.

Whereas, with S/Y A, frequently reported as having been seized in Trieste, Italy, the action would be “more accurately described as ‘control,’” Bulfin said, “since the state has not attempted to deprive the owner of its title, but merely placed restrictions on its freedom.” In another case, M/Y Flying Fox was detained in the Dominican Republic while U.S. authorities investigated its UBO, only to be permitted to sail sometime later.

By contrast, M/Y Axioma was arrested and put on the auction block in Gibraltor, although the sale had more to do with repossession by JPMorgan for a loan default than sanctions. Benjamin Maltby, a partner at Keystone Law in London, said that under U.K. law, if the owner owes money, there is an arrest. He uses M/Y Phi, the first vessel to be detained in the U.K., as an example,

pointing out that the same owner still has possession and use of his other yachts.

The M/Y Amadea, subject to forfeiture under new powers created by U.S. legislation, was seized in Fiji by U.S. authorities and is now moored in San Diego with a U.S. flag and a U.S. crew. While the legality of such a seizure has been questioned by some, the Civil Asset Forfeiture Reform Act in the U.S. allows for assets to be forfeited to the government in relation to foreign crimes. Technically, in order to take such ownership, criminality in relation to the yacht would have to be proven, but “the U.S. has proposed using a streamlined administrative process that wouldn’t require proof that the yacht constitutes the proceeds of criminal activity,” according to Quentin Bargate, CEO of BargateMurray law firm. This type of administrative seizure of private assets is troublesome, Bargate said, as it is “inconsistent with human rights legislation protecting an individual’s rights to private enjoyment of his or her property.”

These differences in approaches are interesting, Maltby said. “Do countries continue to detain, do they seize or go somewhere in between?”

The glaring question now, of course, is what will happen to these yachts? Will there be an un-sanctioning? Could some be refitted and turned into hospitals or refugee centers, or auctioned off with the proceeds given to Ukraine? Or will they be left to sit and rust? Governments have hugely underestimated the cost of maintaining seized yachts, Maltby said. “European authority is in a ‘damned if they do and damned if they don't’ situation. … Do they continue spending taxpayers’ money looking after an oligarch's yacht?”

Bulfin and Bargate paint an even more

worrisome picture. “We have seen suppliers, flag states, local representatives, classification societies, insurers, and many more withdraw services,” even when the UBO is not subject to sanctions in any jurisdiction, Bulfin said. “This means that already there is significant uninsured, unflagged, and classless tonnage all over the world. These yachts may prove to be ticking time bombs.”

“The ironic paradox here,” he added, “ is that many of the yachts affected by sanctions have historically been flagged with first-class flags, classed with leading IACS classification societies, insured with first-class Londonmarket insurance, and supplied with first-rate parts and supplies by first-rate suppliers.”

A down-shift in the standard to which these yachts (some of the largest in the world) are operated and maintained could have far-reaching implications, Bulfin said. Imagine if one such yacht, lacking P&I coverage, caught fire — they would not be insured for environmental damage, wreck removal, injury to crew or third parties, and other damages.

“In the case of a major incident, the legal repercussions will be significant,” Bargate said.

KEEPING WATCH

Get automated updates that track select oligarch-owned superyachts via Twitter @SanctionsAhoy, or follow the latest reports using the hashtag #YachtWatch.

LEADING THE IN

THE GHOST OF BAHIA MAR PAST

By Kevin Maher

In 1875, the Bahia Mar area of Fort Lauderdale was the site of a life-saving station, also known as a House of Refuge, built to rescue and shelter crew at a time when shipwrecks were common off the coast of Florida. In 1926, the U.S. Coast Guard Base Six was established there, and the House of Refuge was absorbed into the base. It still functioned as a life-saving station, but being the Prohibition era, the base now had another purpose of pressing importance: rumrunners.

Illegal importation of liquor had become a rampant problem in Florida and a huge headache for the Coast Guard. In 1929 alone, they seized and destroyed 80 rum-running boats. “If you were a boat captain at the time, that was the most lucrative thing you could be doing,” said Patricia Zeiler, the executive director at History Fort Lauderdale Museum.

On Aug. 7, 1927, the U.S. Coast Guard patrol boat CG-249, known as a “Six-Bitter,” stopped a rum boat 8 miles off Nassau, Bahamas, according to historical accounts. The skipper of the boat opened fire during his arrest, killing Warrant Officer (Boatswain) Sidney C. Sanderlin and Secret Service Agent Robert K. Webster. Machinist Mate Victor Lamby, who was also shot, later died of his wounds.

The remaining crew aboard CG-249 eventually captured the gunman, Horace “Jimmy” Alderman, and his cohort, Robert Weech. Alderman, who had several prior arrests for rumrunning, was tried in Miami federal court and convicted of three counts of

Marina. It was the first and last legal hanging in Broward County and the only execution ever conducted by the U.S. Coast Guard.

The city of Fort Lauderdale eventually purchased the site and officially opened Bahia Mar on Dec. 1, 1949. Now known as the home of the Fort Lauderdale International Boat Show, the property has seen many improvements over the years and continues to enjoy global popularity as a yachting center ... and as a great place for boat crew to, you know, hang. ‹

If the strong scent of rum lingers over the docks on Halloween weekend at the boat show this year, this might be why ...

Look for answers on Page 78.

Test your powers of observation! There are five things different in the second photo — can you find them?

PHOTO FOREST JOHNSON PHOTOGRAPHY

By Kevin Maher

SAINT LUCIA: PITON POWER

CREW GO-TO LIST

It may be in the Eastern Caribbean, but this island nation could easily be mistaken for a Polynesian paradise.

BANK

1st National Bank Bridge St. +1 758-453-1630 1stnationalbankonline.com

Bank of St. Lucia Castries-Gros Islet Highway +1 758-456-6003 bankofsaintlucia.com

FLORIST

Flower Shack Rodney Bay Marina +1 758-452-0555 mail@flowershack.net

LAUNDRY

Saltwater Services Ltd Marigot Bay, Soucis +1 758-451-5965

Suds Laundry Gros Islet +1 758-486-0710

MEDICAL Tapion Hospital Tapion Road +1 758-459-2000

St. Judes Hospital Micoud Highway +1 758-459-6700

OKEU Hospital Castries +1 758-458-6500

POST OFFICE

Rodney Bay Post Office JQ Rodney Bay Mall +1 758-452-8972

Anse la Raye Post Office Theodorine +1 758-451-4226

PROVISIONING

Massy Stores

Rodney Bay Village Jaywalk Shopping Mall +1 758-457-2270

In-store shopping for wines, spirits, cheeses, fresh produce, meats and grocery items. Free delivery is available for orders over $500.

The Promise Supermarket Soucis +1 758-451-4888 Wide assortment of snacks and groceries available, along with household, pet, hardware, and electrical products.

PHONES & SIM CARDS

Digicel Experience Store William Peter Blvd, Castries +1 758-725-3555

The Cell

Baywalk Shopping Mall, Rodney Bay +1 758-713-5500

SALON & SPA

Spa Village at Marigot Bay Resort

Marigot Bay Resort and Marina +1 758-458-5300

Located right next to the Marigot Bay marina.

Hummingbird Hand Spa Bonne Terre Gros Islet +1 758-726-2062

TRANSPORTATION

St. Lu Taxi and Tours Morne Fortune, Castries +1 758-489-0041

FRAM Tours and Taxi Services Rodney Bay +1 758-723-9095

In a region known for flat and arid islands, Saint Lucia shows travelers a different side of the Caribbean. Thick with rainforested greenery, the island is crowned with two mountainous volcanic spires known as the Pitons: Gros Piton and Petit Piton, linked by the Piton Mitan ridge. These features make St. Lucia a prime destination for bird watchers, hikers, and nature lovers, while the pristine beaches that many travel to the Caribbean for are also available — in white, gold, and black sand versions.

There are two marinas on St. Lucia, one in Marigot Bay and the other in Rodney Bay. Rodney Bay is surrounded by some of the island’s best hotels and restaurants, along with trails, beaches, and a nearby national park. Marigot Bay is known as a “hurricane hole” for its sheltering mountains and minimal tidal changes. The Marigot Bay Resort includes 124 suites, two outdoor pools, four restaurants, four bars, a fitness center and a spa. All resort facilities and amenities are available to marina guests, as well as water and land adventures, such as river kayaking, ziplining, jungle biking, and horseback riding.

PORT ENTRY

Updated entry requirements effective Sept. 5, 2022.

• Prior to entry, obtain a customs clearance within 24 hours of arrival in Saint Lucia.

• Documents showing the boat’s ownership and nature of business; clearance documentation from the last port prior to St. Lucia, with customs declaration; and passports or visas for all crew and passengers are required.

• Visitors can request a stay of up to 3 months, with an application available for more time.

• Fully vaccinated travelers must provide a valid vaccination record; unvaccinated travelers ages 5 and up must provide a negative COVID-19 PCR test taken within 5 days prior to arrival.

• All travelers must complete a health screening form available online at www.stlucia.org/en/covid-19

SUPERYACHT MARINAS

Marigot Bay Marina

The marina has recently completed an upgrade, including a new marina boardwalk, a redesigned bridge that connects the marina to Marigot Bay Resort, and the new “Hurricane Hole” restaurant. Projects to be added before winter include dredging, installation of a new 60-cycle converter, and new electrical pedestals. There are 20 mooring buoys and 42 berths. Each buoy can sustain a maximum weight capacity of 70 tons, with each accommodating up to 3 boats depending on size. Berths accommodate yachts up to 280 feet (85m). Draft: 20 feet (6m). WiFi and onsite fuel are available, as well as customs and immigration clearance. Laundry, private showers, provisioning, onsite dining and transportation services also available.

Rodney Bay Marina

The marina has 253 total slips, 32 of which can accommodate megayachts up to 285 feet (86.8m). Draft: 13 feet (3.9m). WiFi and onsite fuel are available, as well as customs and immigration clearance. Laundry, private showers, provisioning, onsite dining and transportation services are also available.

Oct. 26-30

Fort Lauderdale International Boat Show Show locations include Broward County Convention Center, Bahia Mar Yachting Center, Las Olas Marina, Hall of Fame Marina, Pier 66 South, Pier 66 Marina, and the Hilton Fort Lauderdale Marina.

Wed. Oct. 26 | 12–7pm

Thurs. Oct. 27 | 10am–7pm

Fri. Oct. 28 | 10am–7pm

Sat. Oct. 29 | 10am–7pm

Sun. Oct. 30 | 10am–6pm

Tickets are only available online, and there will not be a ticketing box office at the show. For more information go to: flibs.com

EVENTS

Oct. 2

Game On! South Florida Triathlon II

PEMBROKE PINES, FLORIDA

Get off the boat and move with City Bikes South Florida Triathlon. Enjoy the weather and meet like-minded people at C.B. Smith Park at 900 N Flamingo Rd. in Pembroke Pines. runsignup.com/Race/ FL/PembrokePines/ GameOnSouthFloridaTriathlonII

Oct. 6

Captains & Cocktails Happy Hour

FORT LAUDERDALE

Join Triton and the maritime community for a fun night of cocktails, light bites, prizes, and networking at The Yacht Group Fort Lauderdale Showroom. Hosted by Yacht Controller. 6–8 pm the-triton.com/networking/

Oct. 7–9

Redland International Orchid Festival

HOMESTEAD, FLORIDA

Want to enhance the flowers on board? Learn more about orchids at this internationally recognized annual event being held at the unique Fruit and Spice Park in Homestead (24801 SW 187th Ave, Homestead, 33031). There will also be lectures on how to grow and care for plants along with flowers available for purchase.

redlandfruitandspice.com/event/ redland-international-orchidfestival-2/

Oct. 9

ISS and YPY Soccer game watching event

FORT LAUDERDALE

International Superyacht Society and Young Professionals in Yachting team up to cheer on American professional football club teams, Inter Miami CF vs. CF Montréal at the DRV PNK Stadium. Join yacht industry professionals on the terrace for snacks and beverages. superyachtsociety.org

Oct. 10

Grovetoberfest

MIAMI

Enjoy more than 500 craft beers, tastings, and live music. From the serious craft beer expert to the casual beer fan, this event is for everyone. To be held at Regatta Park at 3500 Pan American Dr. in Miami (33133) grovetoberfest.com

Oct. 12–16

Barcelona International Boat Show

PORT VELL, BARCELONA, SPAIN

The show includes the Marina Dream, a floating exhibition of motor yachts and catamarans at Moll de España and Marina Port Vell. The Sea Boulevard hosts 12,000 square meters of exhibitors of equipment, accessories, nautical services, and sailing yachts. salonnautico.com

Oct. 13–17

United States Sailboat Show ANNAPOLIS, MARYLAND

This show offers it all for everyone from the seasoned sailor to a first time boat buyer. The event showcases boating gear and accessories, tasting tents, demonstrations, and free seminars at 1 Dock St., Annapolis, MD (21401).

annapolisboatshows.com

Oct. 14–16

ACREW International Crew Awards

MONTENEGRO

20 yacht departments are represented in diverse award categories. The 5th edition of the competition is judged by former and current senior captains and crew who have made an impact in the industry. The award ceremony will be held in Porto Montenegro. acrew.com

Oct. 14–16

Limassol Boat Show LIMASSOL, CYPRUS

The seventh edition of the largest boat show in the Eastern Mediterranean region, held at Limassol Marina. Host to 35,000 local and international visitors and over 120 exhibitors from Cyprus, Greece, Russia, Israel, Lebanon, Italy, Sweden and the UK. limassolboatshow.com

Oct. 18–22

South Beach Seafood Festival

MIAMI AND MIAMI BEACH, FLORIDA

Catch the latest culinary trends to enhance your galley. The 10th Annual South Beach Seafood Festival is a curated showcase of the best talents of South Florida’s leading chefs and culinary masterminds. Events include the best seafood in Miami and the kick-off of stone crab season. sobeseafoodfest.com

PHOTO VISIT ANNAPOLIS.COM

PHOTO DYT YACHT

Oct. 21–23

The Bahamas Culinary & Arts Festival

NASSAU, THE BAHAMAS

Brush up on what's new during this weekend of culinary and cultural events at Baha Mar Resort. Includes dinners and tastings with master chefs and more with worldrenowned Bahamian chefs, artists, and performers to celebrate The Bahamas.

bahamar.com/bahamas-culinaryarts-festival

Oct. 22

National Marine’s Yacht Bikers PokerRun

FORT LAUDERDALE

Fans of motorcycles, classic cars, and sports cars are welcome at this all-day event in support of Taskforce Dagger, a nonprofit foundation for Special Operations service members in need. Register at: nationalmarine.com

Oct. 22, 29, 31

Happy Hour Halloweekend Bar Crawl

FORT LAUDERDALE

This free event runs from 1-8pm at some of the best bars in town. The streets of Fort Lauderdale will turn into haunted trails with social media costume contests. Winners will receive cash and prizes. Exclusive drink specials and live music will be available at certain venues.

PubCrawls.com

Oct. 26

Super Yacht Americas conference

FORT LAUDERDALE

The third conference, hosted by Mare Forum, is for yacht owners, builders, designers, maritime lawyers, flag and port state representatives, brokerage companies, consultants, entrepreneurs, classification societies, equipment manufacturers, financial institutions, regulators, and more. This conference is held to discuss views, visions, and valuable information on the yachting future. To be held at the Renaissance Fort Lauderdale Marina Hotel. mareforum.com

Oct. 26

SeaKeepers Founders Event

FORT LAUDERDALE

Join SeaKeepers at an exclusive gathering of the yachting community’s most influential members. Enjoy an evening inspired by navigators and voyagers as we honor our 2022 SeaKeeper of the Year and recognize the group of yacht owners and captains who support programming yearround.

seakeepers.org/annual-foundersevent/

Nov. 2–6

Seed Food and Wine Festival

MIAMI, FLORIDA

Learn new trends at this plantbased food and wine festival. The event features cooking demonstrations, wine tastings, celebrity chef dinners, workouts, craft beer and spirts tastings. A plant-based burger battle, fitness to body care, workshops and panels, yoga, urban gardening and more will also be available. seedfoodandwine.com

Nov. 9–10

Gulf Superyacht Summit

DUBAI, UNITED ARAB EMIRATES

This summit takes on timely topics in the superyacht industry. Organised by SuperYacht Times, the event takes place at the Mina Rashid Marina in Dubai. The event informs, assists, and advises yachting clients and guests with an aim to develop the Gulf as a superyacht winter destination. superyachttimes.com

Nov. 9–10

Astilleros Superyacht Crew Event

PALMA DE MALLORCA

The 8th edition of the Superyacht Crew Event in Astilleros de Mallorca includes free handson educational workshops for superyachts and their crew. Captains and crew can enjoy social activities, networking, and a pub quiz. acrew.com

Nov. 12

Orlando Beer Festival

ORLANDO, FLORIDA

Enjoy a break from work with craft and premium beers from local and national breweries, plus interactive games, food, and live music, to benefit The Central Florida Brewer’s Guild. Held at the Festival Park, The Milk District, 2911 Robinson St., Orlando, Florida. orlandobeerfestival.com

Nov. 15–17

METSTRADE

RAI AMSTERDAM, NETHERLANDS

The largest trade exhibition of marine equipment, materials and systems since 1988. Covers the leisure marine industry, and specializes in superyachts, marinas, shipyards and construction materials. Includes the The Boat Builder Awards for Business Achievement, the HISWA Symposium, and the Superyacht Forum Live with 800 superyacht delegates for debate, discussion and networking. metstrade.com

Nov. 19–20

St. Augustine Surf Fishing Academy

ST. AUGUSTINE, FLORIDA

Join the Surf Fishing Academy with Guy Harvey Outpost Resorts and Ladies Let’s Go Fishing, plus a tour of historic St. Augustine’s Night of Lights. ladiesletsgofishing.com

PHOTO DRW COMMUNICATIONS

NETWORKING

About 125 marine industry professionals and local community leaders attended a networking event at Derecktor Ft. Pierce for an exclusive behind-the-scenes look at the new shipyard on Aug. 18. Along with the opportunity to speak with St. Lucie County commissioners about issues of importance to the maritime community, attendees enjoyed tours of the yard’s 1,500-ton mobile boat hoist — the largest in the U.S. — and some great sponsor giveaways.

Process:

One

Captain

Rodger