The Saga of Carl: Gourmet Engineer and Living Nightmare by Chef Luis Rafael Hurtado. #24/0206.
December 2, 2024 · 3 min read
The Saga of Carl: Gourmet Engineer and Living Nightmare
Life on board a yacht is supposed to be glamorous—crystal-clear waters, sunsets worthy of postcards, and a crew that’s sharp, polished, and professional. And then there’s Carl, our onboard engineer. The only reason Carl still has this gig is that the owners don’t want to shell out more money for someone who knows which end of a wrench to use and how to fold a shirt.
Carl is a walking contradiction. He keeps the engines humming but can’t seem to maintain even basic hygiene in his room. The place hasn’t been cleaned since the yacht’s maiden voyage. Step inside, and you’ll find a biohazard zone disguised as a cabin. Old socks, mystery stains, and the faint odor of desperation blend into a symphony of horror. It’s as if Carl is conducting an experiment to see how much filth a human can survive. Spoiler: He’s winning.
Morning
Carl starts his day by stumbling into the galley like a sleep-deprived bear emerging from hibernation. He brews a cup of instant coffee so strong it could double as engine degreaser. Breakfast? A bizarre concoction of canned sausage, powdered eggs, and toast that somehow ends up both burnt and soggy. Carl calls it “rustic yacht fare.” We call it “hard to watch.”
Afternoon
When he’s not elbow-deep in engine grease, Carl likes to pretend he’s a gourmet chef. This involves raiding the galley for whatever isn’t bolted down and turning it into a dish only he dares to eat. One time, he made a “fusion pasta” with ketchup and instant ramen. Another time, he tried to sous vide a steak in the engine room. The results? Let’s just say the crew now has a strict No Carl in the Kitchen policy.
Let’s also talk about his room. The man lives like he’s actively auditioning for a reality show about hoarders. Dirty laundry is piled so high it’s practically a new bunkmate. Empty chip bags and soda cans litter the floor, creating a crunchy carpet of shame. He insists he’ll clean it “tomorrow,” but tomorrow—like Carl’s fitness goals—never comes.
Evening
By night, Carl swaps his overalls for what he calls “casual attire,” which is really just an unbuttoned Hawaiian shirt that looks like it was purchased during a blackout sale. He lounges on the aft deck, puffing on a cigar he clearly can’t afford and swirling a glass of wine like he’s auditioning for Below Deck: The Budget Edition.
When the owners are aboard, Carl cranks up the charm—or what he thinks passes for charm. He leans into conversations with guests, regaling them with tales of his “chef skills” and “refined palate.” Meanwhile, the crew tries not to gag, knowing full well he eats cold spaghetti straight from the can when no one’s looking.
Why He’s Still Here
Let’s be honest—the only reason Carl still has a job is that he’s just competent enough to keep the engines running, and the owners don’t want to pay for someone better. So here we are, stuck with a man who can fix a diesel generator blindfolded but can’t figure out how to empty his trash bin.
Living with Carl is like sharing quarters with a tornado—it’s messy, chaotic, and leaves you questioning every life choice. But hey, at least the yacht’s engines work. For now.
FROM GALLEY TO GRANNY – What will be after yachting by Chef Tom Voigt. #24/0205.
December 1, 2024 · 2 min read
FROM GALLEY TO GRANNY – What Comes After Yachting?
St. Tropez, July 30, 2024 – After four decades navigating the high seas and catering to the whims of the super-rich, seasoned yacht chef Claire Dubois is contemplating hanging up her apron and retiring her paring knife.
At 78, Claire finds the physical toll of the job increasingly demanding. “I’ve flambéed more lobster than I can count, but my knees and back are starting to give up the ghost,” she jokes with a sardonic smile.
Claire’s illustrious career, marked by exotic locales and impeccable dishes, is coming to an end. The relentless pace has her contemplating a life ashore, but not without some peculiar habits. “I’ll miss strutting down the passerelle, so I’m having one installed in my house back home,” she says with a smirk. “Because why should the exit from my living room be any less grand?”
Retirement isn’t exactly smooth sailing. Without a formal pension plan, Claire faces an uncertain future. “Retirement for yacht crew is like Bigfoot,” she deadpans. “Everyone talks about it, but no one’s actually seen it.”
Claire plans to keep her radio by her side, even in the afterlife. “I might be six feet under, but I’ll still be tuning into maritime chatter,” she jokes. At home, she’ll stick to her old habits: labeling every box and item, sleeping with a safety evacuation plan taped to the wall above her bed, and keeping a life vest in her wardrobe. “Old habits die hard,” she says with a shrug.
Even in retirement, Claire’s quirks will persist. She’ll buy large quantities of groceries as if she’s feeding a crew, and she’ll call her husband “Captain” in their domestic haven. If her tumble dryer breaks, you can bet she’ll shout for an “Engineer,” expecting an immediate fix.
As Claire’s final voyage draws near, she remains humorously fatalistic. “Life after yachting might be different, but I’ve survived worse. Maybe I’ll finally get to write my tell-all book: ‘Boiling Point: Memoirs of a Yacht Chef.’”
We are thrilled to celebrate the 10-Year Anniversary of Sunshine Yacht Services St. Barths!
November 29, 2024 · 1 min read
Celebrating 10 Years of Sunshine Yacht Services St. Barths!
Dear All,
We are thrilled to celebrate the 10-Year Anniversary of Sunshine Yacht Services St. Barths!
With over 30 years of living on the island, we pride ourselves on being a truly local agency. Our extensive network of trusted contacts, reliable suppliers, and skilled island personnel ensures we deliver top-notch service. Resourceful, professional, and fair—we’re here for you 24/7.
As an owner-operated business, you will always deal directly with Marion Perry Balland, who brings unparalleled local expertise and a personal touch to every interaction.
• No hidden charges.
• No unnecessary fees.
• Just honest, transparent, and friendly service—by yachties, for yachties.
Thank you for choosing us and for being part of our journey!
Famous Yachts in Mallorca. The new Rainbow has had a significant impact on the J Class fleet and the broader sailing community. With Courtesy of Erica Lay & The Mallorca Bulletin. #24/0204.
Following on from the iconic Velsheda, it only seems fair we give the other incredible (not to mention sexy) J Class sailing yachts a chance to shine. This week we’re looking at the new Rainbow.
She’s recently undergone a big refit under the new ownership of a rather famous man in in the yachting world: Neville Crichton, a prominent New Zealand businessman renowned for his significant contributions to the automotive and marine industries. Crichton’s career began in the 1970s when he entered the automotive sector, eventually founding Ateco Automotive, which became one of Australasia’s leading importers and distributors of European luxury cars, including brands like Ferrari, Maserati, and Alfa Romeo.
In addition to his automotive ventures, Crichton has made a substantial impact in the marine industry. An accomplished yachtsman, he started sailing from a young age and as he grew up, took the opportunity to get out on the water whenever he was able. In 1977 he bought his first yacht, an ocean racer called Inca. But Crichton had ideas for his dream yacht –when no yard he approached could build what he wanted, he formed his own team and built it himself, which lead to him founding the highly regarded boat building company Alloy Yachts. Over the next 29 years they launched various motor and sailing yachts up to 67m (including over 20 for his own use) until the business closed in 2016.
Crichton has competed in numerous international sailing competitions, including the Sydney to Hobart, Fastnet, Transpac, and of course the Palma Superyacht Cup.
A couple of years ago he decided to add the J Class yacht Rainbow to his fleet. This current Rainbow is a remarkable tribute to the original Rainbow, which was designed by the legendary naval architect Starling Burgess and built by the Herreshoff Manufacturing Company in 1934. The new Rainbow represents a blend of historical authenticity and modern technology, capturing the essence of the original while enhancing performance and comfort.
The original Rainbow was commissioned by Harold Vanderbilt to defend the America’s Cup against the British challenger Endeavour in 1934. Designed and built in record time, Rainbow was a technological marvel of her day. She featured innovative design elements and construction techniques that made her a formidable competitor. Rainbow successfully defended the America’s Cup, securing her place in sailing history. However, like many J Class yachts, she was eventually decommissioned and scrapped after World War II.
The idea to recreate Rainbow emerged in the early 2000s, driven by a resurgence of interest in the J Class and a desire to revive these majestic yachts for modern racing and cruising. The vision was to build a yacht that remained faithful to the original 1934 design while incorporating contemporary advancements in materials, construction, and systems.
The design process for the new Rainbow began with meticulous research into the original yacht’s plans and specifications. Dykstra Naval Architects, known for their expertise in classic yacht design and restoration, were commissioned to oversee the project. They used the original Burgess plans as a foundation, ensuring the new Rainbow would retain the classic lines and aesthetic of her predecessor.
While the new Rainbow is visually very similar to the original, significant modern innovations have been integrated into her construction and systems, like choosing aluminium over timber for the hull to improve performance and longevity.
Rigging and sails are, unsurprisingly, state of the art to enhance her sailing capabilities. The original Rainbow’s rigging and sails were made from natural fibres and wood, which required more maintenance and were less efficient.
Modern navigation, communication, and safety systems have been discreetly incorporated into the new Rainbow, ensuring compliance with contemporary standards while maintaining the yacht’s classic appearance.
The new Rainbow was launched in 2012 by Holland Jachtbouw, a shipyard renowned for building and restoring classic yachts. Her debut was highly anticipated, and she quickly became a favourite in the J Class regatta circuit. Rainbow has since competed in numerous prestigious events, showcasing her speed, agility, and timeless beauty.
The new Rainbow has had a significant impact on the J Class fleet and the broader sailing community. She represents a successful fusion of historical fidelity and modern innovation, demonstrating that classic yacht designs can still compete at the highest levels of racing. Rainbow’s presence in regattas has helped to revive interest in the J Class and has inspired other restorations and new builds within the class.
The Microgreen Menace: A Tragicomic Tale of High Seas Horticulture by Chef Tom Voigt. #24/0201.
November 25, 2024 · 2 min read
The Microgreen Menace: A Tragicomic Tale of High Seas Horticulture
By Chef Tom Voigt
July 2024: Somewhere in the Mediterranean Sea – The yacht Verdant Dreams has been found adrift, its crew tragically overwhelmed by an unexpected and deadly green invasion. The culprit? An obsession with microgreens and microherbs that spiraled out of control, turning a once-luxurious vessel into a floating greenhouse of doom.
It all began innocently enough, with the ship’s chef, Marco “Herbivore” Haverford, indulging in the latest culinary trend: microgreens. These delicate, flavorful sprouts became his passion, then his obsession, and finally, his undoing. Haverford’s compulsive need to garnish every dish with a sprinkling of these tiny greens soon escalated into a full-blown addiction, leading to the tragic events that have now become the stuff of nautical legend.
Witnesses report that the once-sparkling yacht was found completely overrun with a jungle of microgreens and microherbs, their delicate tendrils creeping into every nook and cranny. The crew, it appears, fell victim to the chef’s unrelenting quest for culinary perfection. The microgreens, normally harmless, turned deadly as they grew uncontrollably, enveloping the ship and suffocating the unsuspecting crew members in their sleep.
In a particularly poignant twist, Captain Gregory “Salty” Salazar—rumored to have been in a romantic relationship with Chef Haverford—was discovered in the chef’s shower, entangled in a fatal embrace of microherbs. The bathroom, like the rest of the yacht, had become an impenetrable thicket of verdant horror.
The Mediterranean Incident Commission (MIC) is now investigating this unprecedented case, prompting the Maritime Culinary Association (MCA) to impose an immediate ban on microgreens aboard all seafaring vessels. This new regulation aims to prevent any further incidents of this nature, with the cultivation and use of microgreens strictly prohibited.
Meanwhile, renowned yacht chef and social media influencer Ronny Davies has been temporarily detained for his role in promoting microgreens. Authorities found his quarters on another yacht filled with microgreen seeds and sprouts—even grotesquely sprouting from his face. Davies is currently held at a biological research facility under suspicion of being the carrier of this microgreen mania.
As the fallout continues, 2025 will see the introduction of stringent laws controlling the import and cultivation of microgreens on luxury yachts. Discussions are already underway regarding rehabilitation programs for those afflicted by this bizarre addiction. Some propose severe measures—including capital punishment—for extreme cases.
Ronny Davies, now infamous for his microgreen fixation, faces trial at the Supreme Court. Should he be convicted, he may meet a fate befitting his green obsession: burned at the stake on a pyre of microgreens in his hometown’s marketplace.
Thus, let this be a cautionary tale to all: what begins as a harmless garnish can, in excessive amounts, lead to the most unexpected and tragic of ends.
In 1984, Elizabeth L. Meyer purchased Endeavour, intending a full restoration, though the yacht was in poor condition after nearly 50 years of neglect, with only the hull remaining.
The J Class yacht Endeavour is a monumental figure in the annals of sailing history. Designed by the renowned naval architect Charles E Nicholson and built by the Camper & Nicholsons shipyard in Gosport in 1934 for Sir Thomas Sopwith, Endeavour was a formidable competitor in the world of yachting, particularly known for her role in the America’s Cup. In fact she’s one of the only two remaining J classes from this period (the other being Shamrock V). Sopwith was a London born aviation pioneer, businessman and yachtsman. An adventurous man,
Sopwith took part in the 100mile Tricar motorcycle trial in 1904 winning one of four medals. He also went hot air ballooning in 1906 and enjoyed it so much he bought his own. Sopwith was also, randomly, a fantastic ice skater and as part of the Great Britain national ice hockey
team, won gold in the 1910 European Championships. His aviation career started that year, and after winning a cash prize for the longest flight from England to the continent, he set
up Sopwith School of Flying, closely followed by the Sopwith Aviation Company which built more than 18,000 aircraft for alied forces for WW1. In 1934 Sopwith funded, organised and
captained Endeavour. At the time, Endeavour’s technology was ground breaking. The
yacht measured 39.6m in length overall and featured a beam of 6.4m. Her design was
characterised by a sleek, narrow steel hull and a deep keel, optimised for superior per-
formance on the water. Endeavour’s primary mission was to compete in the 1934 America’s Cup, challenging the defending champion, Harold S Vanderbilt’s Rainbow. The yacht was equipped with a powerful sail plan that included a tall mast and expansive sail area, allowing Endeavour to harness the wind effectively and achieve remarkable speeds. Her design innovations were aimed at surpassing the reigning American yacht in both technical prowess and aesthetic appeal. The match was highly anticipated as Endeavour was seen as a serious contender capable of breaking America’s winning streak, especially after beating fellow Js Velsheda and Shamrock V in her first season racing. The series was fiercely contested, with En -deavour showcasing her impressive capabilities on the water. Endeavour took the first two races and hopes were high for the British side. But Rainbow’s tacticians came through and managed to win the next two races. Despite Sopwith contesting one of Rainbow’s manoeuvres, the Cup Committee ruled in favour of the Americans, and Rainbow went on to with the series 4-2 resulting with one British national newspaper headline stating “Britannia rules the waves
and America waives the rules.”! However, Endeavour’s legacy was far from diminished. She
continued racing but suffered a partial wreck in 1937 whilst being towed back across the Atlantic to the UK. The towline broke and she was set adrift – many thought she was lost but Endeavour was found and eventually made it back to England where she went was laid up. Sadly she was left to deteriorate under several owners until she was purchased by Elizabeth L
Meyer in 1984. Meyer set out to do a full restoration of the yacht, but Endeavour was in a very poor state after nearly 50 years of neglect with no rudder, mast or keel and just the hull remaining. Work started where she lay in Calshot Spit, in the South of England until she was seaworthy enough to get her to Royal Huisman in Holland where they gave her a new rig, engine, systems and a new interior. This was a huge project for Meyer who had to sell various properties to fund this labour of love, so relaunching her in 1989 was a great achievement. It was the first time Endeavour had sailed in over 50 years, so to celebrate, Meyer organised the first J Class race the world had seen in that time in Newport, Rhode Island, and despite not having money left to pay the sailors, she received hundreds of applications to crew on Endeavour and Shamrock V. Meyer went on to set up the International Yacht Restoration School in 1993. Her work in building and yacht restoration has seen her receive the president’s award from the National Trust for Historic Preservation. She was also involved in the restoration of the other remaining J from that era, Shamrock V. Since then Endeavour has been sold on to other owners who continue to upgrade and modernise. With a rich history and legacy like hers, we’re sure she’ll continue to dominate the waves for many years to come.
The Swiss Knife Manager by Luis Rafael Hurtado. #24/0198.
November 22, 2024 · 2 min read
Captain / Estate property Manager position
Unique opportunity: Needing to fulfill with a qualified Captain that has at least a 200GT Lisc and long term experience. At least 10yrs working with high end clients and owners (Professionalism is a must) This position requires managing daily overwatch of 34’ Viking, a World Cat 24’ and the 2nd estate property in the Bahamas. Candidate must be well organized, punctual, mechanically inclined both in marine repairs and some house hold repairs, be interactive with owner and guests, physically fit for water activities and willing to travel if needed. Diver, waterman kitesurfing activities all a plus. This position will offer housing in the Bahamas and flights to and from the US if needed. Compensation is well above average. Candidate must be legal to work in the US and Bahamas under specific terms.
If you feel you qualify with these credentials and are interested, send CV to Waterwrkpr@Gmail.com With “Captain/Estate CV” as header.
1st interviews will be over telephone along with 2nd interviews face to face upon completion of background checks and review of references.
Reply to the Ad:
Ah, what a refreshing job listing! It’s not every day you see an ad seeking a Captain/Estate Manager who’s essentially expected to be a human Swiss Army knife. I mean, who wouldn’t want to sign up for a gig where you’re a Captain one minute, a mechanic the next, and then, whoops—now you’re a handyman fixing the estate in the Bahamas (while possibly juggling some flaming swords in between)?
Let’s not forget that you’re also expected to be an interactive social butterfly with guests, a physical specimen fit for kitesurfing, diving, and all the water sports you can imagine—because hey, who needs sleep when you’ve got the ocean to frolic in, right?
But wait, it gets better! I see you’ve left out a key skill that’s obviously implied: Michelin-star culinary expertise. I mean, surely you want your Captain/Estate Manager to seamlessly slide into the kitchen when the owner has a few dozen guests over. Because why wouldn’t your versatile Captain be able to whip up a 7-course tasting menu after a long day of managing boats, property repairs, and entertaining guests? Who needs a sous-chef when you’ve got Captain Jack-of-All-Trades?
Oh, and the cherry on top—this marvel of a candidate must, of course, be legal to work in both the US and Bahamas. Because if they can juggle boats, estates, and soufflés, surely navigating immigration laws is a breeze.
Best of luck finding this mythical unicorn of a candidate. Personally, I’d suggest adding fire-breathing and aerial acrobatics to the job description just to really filter out the riffraff.
Ship To Shore: Meet Edward Atkinson Owner of The Restaurant “SCRATCH”. With Courtesy of Erica Lay & The Mallorca Bulletin. #24/0192.
November 15, 2024 · 3 min read
YACHT BUSINESS FOCUS IN MALLORCA
Each week Erica Lay, owner of EL CREW CO International Yacht Crew Agency talks to local person in the local yachting community. For more info on any of our stars featured here, you can contact Erica directly on erica@elcrewco.com.
_________________________
Today I’m speaking with Edward Atkinson, originally from the UK, he’s bought a place in Mallorca 7 years ago as it’s always felt like home! With his girlfriend Grace, Edward opened their first restaurant here, “Scratch” on Valentine’s Day. They got married in Bellver Castle on March 2nd and he says, “I love working with my wife and best friend”.
1. What attracted you to the island? What do you like about living here?
Mallorca was always the port where the cool yachts dock. I slowly started meeting more people here and making friends. I love the sunshine, temperatures, the beaches, and coves on the island. Somehow the beer here always tastes better than anywhere else.
2. So how did Scratch come about?
Grace and I completely ripped the restaurant apart and started from “Scratch” hence the name. We started our company, La Flia Project (the Family project).We flew in Pedro Scattarella www.dissenyados.es, an award winning designer and architect from Barcelona, to oversee our project. He has designed many top restaurants and Hotels. He did the Ombu tapas restaurant and Vandal in Santa Cat. We are proud to say Scratch Tapas Gourmet is his third restaurant In Mallorca and he is thrilled with the finished project posting it on his private website.
3. What’s your aim with Scratch?
I’m bringing good fresh produce and seafood to tourists and locals at affordable prices. Dishes I would cook on superyachts for the wealthy folk so everyone can try. I know the prices of all the produce and I hate seeing people get ripped off who have no idea about this industry.
4. What makes Scratch better than other restaurants?
I can tell just by looking at menus and pictures what has been bought in frozen and pre prepped. It kills me when I see the prices. It’s all available fresh I just don’t understand why other “chefs” don’t use the local produce from the island.
5. How do you keep things interesting?
I pride myself in my tapas menu and my specials which change frequently. I hand pick all the produce daily from local markets. I have never used a supplier because they will deliver any crap. I like to hand select every ingredient myself. My menu is seasonal so the fruits, vegetables and salads are picked in their prime.
6. Tell me about your team.
In the kitchen it’s just myself and my very talented French Sous chef Anais. We make everything we can from scratch. I think the balance of English and French in the kitchen works so well and shows in the menu. She is from Normandy so we introduced an A la carte Café Gourmet dessert. A selection of 3 small desserts including her signature apple cinnamon and nutmeg crumble.
7. What else is on the menu?
We have a Menu del Dia, 3 courses €19.95, a brunch menu, a tapas menu and specials/larger plates.
8. How are you competing with other restaurants in the area?
I have eaten in most of the restaurants in the area and the menus never change. I feel frustrated when I see this. They rely on tourists, knowing they won’t see them again. This is not how we operate. We are building a fantastic relationship with our locals and tourists. 118 5star reviews in just 3 months. Other restaurants say it’s all fresh food but how can it be – when the seasons change so do the fruits, vegetables, salads and herbs. Even the fish and meats have seasons too where you can or cannot catch or kill. This tells me instantly it’s frozen produce.
9. What’s the best advice you’ve been given?
The first time I met Gordon Ramsey he told me if you can fill your restaurant on a Monday night you will have nothing to worry about. I’m pleased to say after just 3 months Mondays are one of our busiest evenings. We are all still learning and every day I see little improvements that make me happy.
10. What’s your long term plan?
I would love to open up 2 more Scratch restaurants in the future. One on the beach and another in Palma town.
11. How are you dealing with the transition from yachting to shore life?
Yachting is very similar hours to owning your own restaurant but this is far more rewarding to go home each night. I just turned 40, I don’t want to be sharing a bunk bed with some random person anymore.
The Tale of the Great Yacht Lie: Cruising the World… Or Not by Luis Rafael Hurtado. #24/0189.
November 13, 2024 · 3 min read
The Tale of the Great Yacht Lie: Cruising the World… Or Not
It all starts innocently enough. You’re scrolling through job listings, sipping your morning coffee, and dreaming of a new adventure. Then you spot it: “Seeking Yacht Chef for a World-Cruising Superyacht! Exotic locations, amazing owners, low-maintenance crew. Summer in Alaska, winter in the South Pacific!”
Your heart skips a beat. Alaska, Tahiti, New Zealand… This is it. The job of a lifetime! Finally, a chance to see the world, not just the insides of a galley in the same old ports you’ve visited a thousand times.
You apply, and the recruiter calls you with promises dripping like honey. “Oh yes, darling, you’re going to love this boat. The owners? Salt of the earth. They barely notice if dinner is five minutes late! And the kids? Absolute angels. The itinerary? A dream come true. Think: snorkeling in the Maldives, exploring the fjords of Norway, sipping cocktails on a private beach in Bora Bora…”
With visions of crystal-clear waters and island sunsets dancing in your head, you sign the contract.
But reality, my friend, has other plans.
The First Red Flag: “Itinerary Adjustments”
Your first clue that something might be amiss? A tiny, barely noticeable email from the captain: “Oh, by the way, we’ve had to slightly adjust the itinerary. We’re skipping Alaska this year.” Okay, fine. No biggie. Maybe Alaska wasn’t your thing anyway.
Then, the adjustments keep coming. Turns out, the dream trip around the world is more of a slightly wobbly circle around the Caribbean. Those stops in Bora Bora and the Maldives? Replaced by two months bobbing around Nassau like a buoy.
But hey, they say you have to adapt, right? You tell yourself it’s not the destination; it’s the journey. Except, in this case, the journey seems to be between the same three marinas over and over again.
“Low-Maintenance Owners”
Now, let’s talk about those “easy-going owners.” Remember when they promised you they wouldn’t even notice if dinner was a bit late? Well, they notice all right—right down to the number of sesame seeds on their sushi rolls. (Three too many? Start over.) And the kids? Absolute angels, indeed… if by “angels” you mean demons sent from some underworld whose primary diet consists of a chef’s tears and shattered dreams.
Your daily routine now includes hiding in the walk-in fridge to avoid yet another conversation about why the gluten-free pasta isn’t quite as al dente as they’d like it.
The “World-Cruising” Lie
You’ve been on board for six months, and you’re starting to feel like a prisoner on a very fancy version of “Groundhog Day.” Every few weeks, you hear the captain on the radio, excitedly talking about “new plans for next season.” And every time, it ends the same way: “Actually, let’s just do the Bahamas and New England again. It’s easy, you know?”
Easy for them, sure. For you? It’s another season of trying to figure out how to make the same damn mahi-mahi taste different for the fifth week in a row.
The Recruiters’ Greatest Hits
And just when you thought you’d learned your lesson, you find yourself scrolling through job ads again, laughing at the familiar sales pitch: “The owners are great, the itinerary is exotic, and the kids are a dream!”
Well, the joke’s on you, because the only “exotic” thing you’re going to see is the inside of yet another laundry closet filled with preppy polo shirts and pastel sundresses. And as for those kids? Dream on.
Why Do We Fall for It?
You have to ask yourself: Why do we keep falling for this? Maybe it’s because, deep down, we all want to believe the hype. We’re hopeless romantics who still dream of those Instagram-perfect days in uncharted waters. But here’s the reality: Most yachts don’t cruise around the world. They cruise around the same damn “milk run” season after season. It’s like being on the world’s fanciest hamster wheel—great views, but you’re never really getting anywhere.
So next time a captain or recruiter tells you about their “world-cruising” boat, just smile, nod, and know that you’re probably headed straight back to the Bahamas. Again.
To help you with your application and answer any questions you may have, we present our comprehensive guide: “The A to Z of B1/B2 Visas”. With Courtesy of James van Bregt & ESTELA SHIPPING. #24/0182.
The transatlantic yachting season is coming and crew recruitment remains hot. The Med season has seen a shortage of experienced crew, so those with B1/B2 visas are in especially great demand right now.
If you don’t have yours already and are hoping to winter in the Americas, West Indies and the Caribbean, here’s what you need to know…
The ‘B1/B2’ visa
Non-immigrant visas for entering US territory temporarily are classified ‘B-1’ for business, ‘B-2’ for pleasure, or ‘B-1/B-2’ for a combination of both. Valid for up to 10 years for stays of up to six months, it is not specifically designed for yacht crew, but it is the most appropriate class of visa for the industry, says the US State Department.
NB. DO NOT apply for the C-1 crewmember visa, as this is designed for other seafarers.
Work restrictions
Following a COVID-era tweak to the rules, non-US crew can work on foreign or US-flagged yachts in US waters, though NOT employed directly by a US employer or on a US-registered payroll. US taxation laws for foreign nationals are a world of pain anyway, so this is always best avoided in any case.
Note that working, or accepting a job, while in the US on a holiday visa (B-2) is illegal and will get you deported if caught. This is technically also the case throughout the EU, though is generally not enforced. The US is less forgiving, so should you happen to be offered a job on board while ‘vacationing’ in the country, you will need to leave the US as a tourist (B-2) and re-enter as a worker on your B-1 visa, with the relevant boat papers. You may register with crew agencies, etc, while on holiday, but you can not officially accept the job while in the country as a tourist; you must exit first.
Unlike in the EU, you may not technically step off one foreign-flagged boat in US waters and join another back-to-back. It is a grey area that is best avoided by exiting the US and re-entering with fresh boat papers and the commensurate documentation.
How to apply
Complete the application form (DS-160) and make an appointment at your nearest US embassy or consulate. In our case, in Palma de Mallorca and Barcelona, we use Madrid. COVID has created a severe backlog and reduced availability of appointments, so it can be worth trying other embassies if you have no joy in Madrid. The complete list of consulates is here: https://travel.state.gov/content/travel/en/us-visas/visa-information-resources/list-of-posts.htmlwhile official appointment waiting times can be found here: https://travel.state.gov/content/travel/en/us-visas/tourism-visit/visitor.html. While published waiting times for appointments can be extremely long, it is possible for seafarers to request an urgent appointment at the end of the online application process.
NB. It is crucial in your application to establish that you do not intend to abandon your residence abroad, as per rule 9 FAM 402.2-5(C)(5) (U) of the Foreign Affairs Manual. Usually, this will be ongoing property/residential ties, family ties, bank accounts and ongoing payments, car papers, and any other permanent connections to your country of residence.
Pay the non-refundable application fee of US$185. For some nationalities, additional fees can apply.
Print the application form and payment confirmation, and bring them with you to the appointment, as well as your passport (valid 6+ months beyond your stay) and two passport photos that meet the required format. Also bring any and all available supporting documentation showing the purpose of your visa application, such as boat papers, Seaman’s Book, employment letter or contract, yacht itinerary, proof of seafaring work history, future travel planned/booked and, importantly, proof that you can afford all expenses for the duration of your visit. If you have an old passport that shows a problem-free travel history (ie. no revoked visas or overstays, etc), bring that too. If in doubt, get an agent to check your documentation.
It is not necessary to have a job lined up to apply for a B1/B2, but it can help. If you happen to be joining a commercial charter yacht, it’s an idea notto volunteer the name of the yacht, or at least, request an offer letter that doesn’t mention the boat’s commercial status. By letter of the law, “Yacht crew who will provide services on board a recreational vessel and who are able to establish that they have a residence abroad which they do not intend to abandon, regardless of the nationality of the yacht, are classifiable B-1”. In other words, the B-1 is aimed at crew on private vessels. Even though ‘commercial yachts’, as we say in yacht-speak, are considered private, it’s worth avoiding any confusion.
Success in an individual assessment can never be guaranteed, of course. Should you somehow be denied at the first attempt, it is possible to reapply, but it’s best to be over-prepared than fall short of the requirements. Bring everything with you; from all the official forms and documentation to photos of your pet animals staying behind. The US is convinced that all foreigners want to move there, so it’s down to you to disabuse them of that conviction.
After the interview
Of course, an important consideration is how long it will take the embassy to issue the visa, if approved, particularly if you need your passport for travel in the meantime. Within the Schengen Area, you may be able to travel with only a recognised ID card, if you have one, though ideally you will want to retain your passport to return to the boat or place of residence while you wait.
Not all US embassies require B1/B2 visa applicants to leave their passports behind after the interview, though most do. Whether or not you are required to leave your passport behind will depend on the specific embassy or consulate where you are applying for your visa. Check the website of the embassy or consulate to find out their specific requirements.
If you must leave your passport behind, you will typically be able to pick it up within a few days or weeks, once your application has been processed. Some embassies may offer to courier the passport back to you, hopefully with the visa granted.
If you are unable to leave your passport behind, you can request an exception, though these are not always granted. To increase your chances of success, stress the urgency and importance of your visa requirement, and be super polite. And bear in mind that you will need to return to collect it.
Here are some tips for dealing with the passport requirement:
Check the website of the embassy you are applying to, to find out their specific requirements well in advance
If you must leave your passport behind, consider your accommodation and/or travel arrangements to and from the embassy
If you are unable to leave your passport behind, contact the embassy or consulate to request an exception (ask very nicely!)
**Check your visa thoroughly to ensure that all details are correct**
Annotations
For reasons best known to themselves, some US visa officers will sometimes annotate the visa, stipulating the name of the boat for which the B-1 visa is valid. Should you be unfortunate enough to encounter an unhelpful official who inserts such an annotation — in the comments section underneath the issue date on the visa — this means that you will be unable to join any other boat with this visa and will require a new one before travelling to the US for another vessel. Anecdotally, officials in Madrid are particularly keen on this annotation, so we would recommend interviewing elsewhere. If you have experienced similar elsewhere, please do tell us at palma@estelashipping.net.
If in any doubt about the application process, the documentation required for the interview and the interview itself, it is explained in these useful Youtube videos by GrayLaw solicitors in California. They are not specifically aimed at yacht crew, but they are extremely clear and will help you navigate the process:
If you don’t already have a contract, but are job hunting, it’s a good idea to print out some job advertisements from some recruiters’ websites (not social networks) listing a B1/B2 Visa as a requirement for the same type of jobs you are applying for. (hat tip to Lars Molin for this suggestion!)
Also print and bring along this letter by the Marine Industries Association of South Florida. It is addressed to US immigration officers unfamiliar with the yachting industry, explaining why ‘B1/B2’ is the most appropriate class of visa for yacht crew.
Actual possession of a valid B1/B2 visa is not a guarantee of entry, as immigration officials still need to be satisfied with the purpose and length of your visit, so you should always travel to the US with the supporting documentation outlined above. Immigration officials in South Florida are used to yacht crew coming through, so denials of entry are rare here. If the boat you are joining is undergoing an extensive yard period, it helps to have a letter from the yard indicating the length of time and nature of work to be carried out. You should, of course, also check for any COVID-related restrictions prior to travel.
As ever, valid visa status and correct stamping of a passport are the bearer’s responsibility, so diarise expiry dates, keep a count of your number of days spent in the country and apply for visa renewal in good time, which you can do from six months out. The US is zero-tolerant to overstaying, so please ensure that you don’t fall foul of the authorities.
Avoid making unnecessary short trips to eg. The Bahamas or the Caribbean, as such visits may raise suspicions with immigration officials if staying on a B1 (work) visa. If the trips are work-related, carry any relevant documentation to justify your exit/re-entry.
Is ESTA a suitable alternative?
Since first publishing this article, we have been asked a number of times about using ESTA as a more-easily obtainable alternative. It can work, especially for short-stay rotational crew members, but there are limitations to bear in mind.
An ESTA would cover you for work trips of up to 90 days and, because it is multi-entry, it cancover you for trips to the Bahamas and back. Just as with the B1/B2, your employer cannot be a US entity with an ESTA. They are valid for up to two years, or until your passport expires, so the B1/B2 is obviously preferred.
There are agents and seafarers who claim that ESTA is valid only for travel via commercial aircraft or bonded vessel and cannot be used on private (or charter) yachts. There is no definitive information about this to be found on US government websites (which focus on passengers rather than crew), so we asked the US Customs and Border Protection section of theDepartment of Homeland Security for clarification. They replied thus:
“Thank you for contacting the U.S. Customs and Border Protection (CBP) Information Center.
Crew are supposed to have a B1 or B1/B2 visa to enter the US by private yacht. You have to contact the CBP port where the yacht will enter the US to ask if the crew may be allowed to re-enter after a short trip to the Bahamas if they recently entered the US by air and have a current 90 day admission period.”
In other words, you’re supposed to have a B1, but as long as you have documentation to substantiate your travel history, you should be alright. Just make sure that the boat obtains prior approval before arrival.
If you have any questions or would like our assistance with your application, please get in touch on +34 971 72 25 32 or email
