Can You Sink A Boat For Lack Of A One Dollar Bolt??

I suppose theoretically it's possible. But can you really repair a 30-year-old radar unit for $30.00? I am here to tell you that you absolutely can, if the problem is the same as ours. Not long ago, I fired up our Raytheon RL70 radar unit and it all started fine. Once it was going, however, the beam was doing the sweeps, but there were no targets on the display. An internal self diagnostic showed everything was working okay, but obviously it wasn't. This unit is long past its manufacturing date and it's highly doubtful if Raymarine will even fix these any more or if it's worth it. So trying a few things couldn't hurt.

The Gentlemans Guide to Passages South, By Bruce Van Sant

Now available.

We received an email from Bruce a week ago to let us know that he has the 10th Edition of his book out and that it would be available soon. Older copies have been offered on Ebay for as much as $800.00, which we find totally ridiculous. If anyone is looking to purchase the new 10th Edition, you can get it here for $29.95. This will be his absolutely last update. Bruce's website can be found here.

 The 10th and last Edition of the popular directions for sailing south
to the Bahamas and the Caribbean

For more than twenty years Van Sant repeatedly surveyed nearly 200 anchorages between Florida and South America. He racked up well over 80,000 sea miles doing it, mostly single-handed. Why? You’ll find some interesting answers in his book of stories, Margarita Cat, but essentially, he did it because he liked doing it.

Sailing up and down the chain of islands so much and so often, he got to looking for shorter and easier ways to navigate between each link in the chain, and he kept refining detailed nav plans for every leg.

He has systematically taken the thorns out of the route they used to call the Thorny Path. For example, he exploits the calming effects on wind and sea which result from land cooling on each side of an inter-island passage. Applying his many methods, both sail and power can make safe, comfortable and pleasant progress even against normally impenetrable trade winds and seas.

Passages South offers an illustrated manual of instruction for specific passages and harbors down islands as well as a cruising guide for the Greater Antilles islands of Hispaniola and Puerto Rico. It has sailed aboard tens of thousands of boats passaging between the Americas. It should sail with you too.
About the Author During his 40 years of cruising the world, Van Sant worked as a consultant systems engineer as well as weriting and speaking in Asia, Europe, Latin America and the Middle East, picking up six languages along the way. He settled into cruising the myriad islands between Florida and South America. Read more about his adventures in his book MARGARITA CAT.

Available at www.ThornlessPath.com and nautical outlets

Moeller Marine Product Review

Over the years we have often used Moeller Marine products, also sold under Tempo, and found them to be of fairly decent quality. But our most recent purchases have changed our opinion considerably. Here on the Beach House site we often post the specific product we are working with and links to where it can be found. When we use a product we like, it gets a good mention and we will often recommend it to others. But when we find a product we consider of poor quality we feel just as obligated to let others know of our experience. Three recent products made by Moeller have made our "Never Again" list. 

Cooking Aboard – Tips Tricks and Recipes by Susan

You would think after living aboard for 18 years, I would know all of the tricks to cooking aboard. I only know what worked for us, and maybe some of my ideas and tips will work for you, too.

   

We started out on a 40 foot sailboat with a large galley and a lot of storage. Whether you are planning for a long trip of many months or a week on the river or bay, you will need to buy provisions for the boat. We have done both kinds of trips.

Hurricane Preparations For The 2010 Season

Have you ever had the experience of sitting out a hurricane on your boat? Have you had to leave your boat and wait out a storm, wondering if it would survive? We have done both and neither are experiences we want to go through again. Sitting on board, listening to the wind howling in the rigging and climbing on deck during pelting rain just to adjust dock lines and anchor rode is not our idea of cruising fun, and the anxiety factor is off the charts. Sitting in a hotel room hundreds of miles away, not knowing if the boat made it through or if your next contact is the insurance company. June is just the beginning of the hurricane season, but it is also a good time to get yourself and your boat prepared. With our former boat Sea Trek, we have been through fifteen named storms, twelve of them hurricanes. So we do have some first hand knowledge for preparing and we thought this a good time to share our experiences.

Given a choice, our preferred place to have the boat ride out a storm would be in a well protected, open anchorage, shielded from wind and wave action. In our opinion, the place you would most likely expect to have the boat damaged is in a slip. It is almost impossible to adjust dock lines to compensate for storm surge and not have lines so long that the boat could be slammed against the dock and pilings. During hurricane Georges, in the Florida Keys, we tied the boat up in the middle of the basin of the marina, with an anchor out at the bow and several long lines ashore. After the storm passed, we were the only boat in the marina undamaged to some extent. We rode out hurricane Floyd anchored in the Wye River in the Chesapeake and the wind howled for two days. We were at the head of the river so there was very little wave action and since we are always confident of our ground tackle, we were never concerned about the anchor dragging. We did have two anchors set, and having the proper anchors and rode are very important to your success and the boats safety. One of our biggest concerns is other boats dragging or breaking loose and fouling our anchor. We look for safe harbor in the most remote spot we can find, far away from where the other crowds gather. In Belhaven, NC we rode out hurricane Irene in a large creek with just two other boats while another smaller and narrower creek just north of us had twenty or more boats sheltered there.

If a good safe harbor is not available nearby, our next alternative is to haul out the boat. In some cases your insurance policy may pay part or all of the haul out costs if they offer this option and you have taken advantage of that option. We also look at the location of the marina and the professionalism of the yard before we make the call. And of course if you are in an area prone to hurricanes, you will need to make arrangements well in advance. Some marinas will charge to put you on their haul out list. One of the downside of this is, the marina will begin hauling for a storm well in advance because of all of the work involved and they will also have to prepare their facility. If they notify you a week in advance of the storm that you must get the boat to the yard for haul out, the storm track can change considerably in a weeks time. We have been in these situations and based on our experience decided not to haul that early and made the right call. The storm took another track and missed the area completely. You have to pay for the haul out whether the storm comes or not. This is a tough judgment call and everyone has to do what they feel is right.

Some times you will just need to leave the boat and go. As a matter of fact, in most cases this is what you will need to do. As much time and emotions as we have invested in our boats, the reality is that they are just a thing. And things can be replaced but lives can not. It is foolish to try and ride out a storm on a boat when safer alternatives are available. So you prepare the boat as best you can and you seek shelter ashore. If you have a home or just seek a safe public shelter, there is much preparation that needs to be done in this case also.

• You need to have a plan.Where will you go, and will your family need to meet you there? Be sure you have phone number handy for friends, family members, doctors, and any others you feel will be important, and possible contacts you might need for up to a week after the storm. If your phone will allow you to send text messages, they sometimes will get out when a call will not. Be sure you know your evacuation routes if needed and cars are fuel up and stocked for emergencies. Is your emergency kit accessable to you in a hurry? Make sure family members understand what circumstances determine whether you stay for a storm or evacuate. The local authorities might require a mandatory evacuation.
•  Prepare an emergency kit. You can easily buy everything you need at your local storms, but the shelves might be empty just prior to the storm. So put your kit together NOW.  

You may need to survive on your own after an emergency. This means having your own food, water, and other supplies in sufficient quantity to last for at least three days. Local officials and relief workers will be on the scene after a disaster, but they cannot reach everyone immediately. You could get help in hours, or it might take days. In addition, basic services such as electricity, gas, water, sewage treatment, and telephones may be cut off for days, or even a week or longer.

Recommended Items to Include in a Basic Emergency Supply Kit:

• Water, one gallon of water per person per day for at least three days, for drinking and sanitation
• Food, at least a three-day supply of non-perishable food
• Battery-powered or hand crank radio and a NOAA Weather Radio with tone alert and extra batteries for both
• Flashlight and extra batteries
• First aid kit
• Whistle to signal for help
• Dust mask, to help filter contaminated air and plastic sheeting and duct tape to shelter-in-place
• Moist towelettes, garbage bags and plastic ties for personal sanitation
• Wrench or pliers to turn off utilities
• Can opener for food (if kit contains canned food)
• Local maps
• Cell phone with chargers, inverter or solar charger

Additional Items to Consider Adding to an Emergency Supply Kit:

• Prescription medications and glasses
• Infant formula and diapers
• Pet food and extra water for your pet
• Important family documents such as copies of insurance policies, identification and bank account records in a waterproof, portable container
• Cash or traveler's checks and change
• Emergency reference material such as a first aid book or information from www.ready.gov
• Sleeping bag or warm blanket for each person. Consider additional bedding if you live in a cold-weather climate.
• Complete change of clothing including a long sleeved shirt, long pants and sturdy shoes. Consider additional clothing if you live in a cold-weather climate.
• Household chlorine bleach and medicine dropper – When diluted nine parts water to one part bleach, bleach can be used as a disinfectant. Or in an emergency, you can use it to treat water by using 16 drops of regular household liquid bleach per gallon of water. Do not use scented, color safe or bleaches with added cleaners.
• Fire Extinguisher
• Matches in a waterproof container
• Feminine supplies and personal hygiene items
• Mess kits, paper cups, plates and plastic utensils, paper towels
• Paper and pencil
• Books, games, puzzles or other activities for children

Find out how to keep food safe during and after and emergency by visiting: http://www.foodsafety.gov/keep/

•  Stay informed through as many sources as possible. Have online sources for weather and hurricane tracking and forecasts bookmarked on your computer. Stay tuned to local weather broadcasts and national information like The Weather Channel. Power failures will be common so battery operated devices will help, just be sure you have lots and lots of batteries. Cell phones will work if land lines go down, but you will need to keep the batteries charged. A small portable generator will make a considerable difference in the days to come if there are major power outages for long periods of time. Have enough fuel for the generator to last a week and store it safely. A WORD OF CAUTION, never run one of these generators inside or in any enclosed, confined area. You could survive the storm to loose your life from carbon monoxide poisoning. We have a portable Honda 2000 Generator that has been invaluable during these storm conditions on many occasions.  

We have posted on our Sea Trek site, a few occasion where we prepared the boat for less serious storms. These preparations can be used in many cases, but for major storms, additional care will be needed. You can read those posts here;
http://sea-trek.blogspot.com/search/label/04.%20Hurricane%20And%20Storm%20Prep

http://sea-trek.blogspot.com/search/label/0028.%20Dealing%20With%20Hanna It is our hope that some small piece of information here will help in getting you prepared for this coming season and we also hope that all of your preparations will be a total waste of time.

Coast Guard Sets Weather Buoys In The Chesapeake

5th District Public Affairs

U.S. Coast Guard

Photo Release

Date: March 16, 2010

Contact: Public Affairs Det. Baltimore

(410) 576-2541

NOAA your weather

Coast Guard, NOAA set seasonal buoys to gather weather data

BALTIMORE - The Coast Guard along with the National Oceanic and Atmospheric Administration conducted seasonal buoy replacements Monday in the Chesapeake Bay.

The Coast Guard Cutter James Rankin, a 175-foot coastal buoy tender homeported in Baltimore, maintains approximately 375 aids to navigation and conducts fall and spring buoy replacements annually.

Weather buoys collect data and report real-time environmental information including wind speed, temperature and wave height. The buoys also serve as interpretive buoys that mark the Captain John Smith Chesapeake National Historical Trail that runs throughout the Chesapeake Bay.
"The weather buoys provide valuable weather information during peak recreational boating seasons," said Lt. Dave Lewald, the commanding officer of the Rankin. "The buoys also provide historical data which can benefit researchers collecting information on how to clean up the bay."
Click on the photos above to view a higher resolution version and more specific caption information on the Coast Guard Visual Imagery site.
For more information visit www.ndbc.noaa.gov or visit http://www.ndbc.noaa.gov/station_page.php?station=44043 to view data from the weather buoy pictured above.

Coast Guard Rescue Off NC Coast

News Release	Date: January 03, 2010 Contact: 5th District Public Affairs (757) 398-6272
Coast Guard, Navy rescue man from sunken sailboat off east coast
PORTSMOUTH, Va. - The Coast Guard and Navy worked together Sunday morning to return a rescued man to shore after his sailboat sank about 250 nautical miles east of Cape Hatteras, N.C. Coast Guard Fifth District watchstanders received a satellite distress signal at 5:07 p.m. Saturday from the sailboat Gloria A Dios. They launched an Air Station Elizabeth City, N.C., HC-130J Hercules aircraft crew to search for the sailboat, began broadcasting an Urgent Marine Information Broadcast to notify other mariners, used satellite Enhanced Group Calls to target other vessels in the area for help and diverted an AMVER vessel (a ship participating in the Automated Mutual-Assistance Vessel Rescue System.) The Hercules crew made contact with the Gloria A Dios operator, Dennis Clements, at about 6:30 p.m. and found that his sailboat had been taking on water since Wednesday due to storms and needed help. The Coast Guard watchstanders and Navy's U.S. Second Fleet Maritime Operations Center coordinated to identify the USS Dwight D. Eisenhower and its air assets as the quickest and safest way to rescue Clements. The crew of the Hercules dropped a life raft near the Gloria A Dios after a large wave demasted it causing two holes in the port side cabin at about 9:30 p.m. The sailboat sank and Eisenhower's rescue helicopter crew picked up the man from the water around 10:30 p.m. and flew more than 100 miles back to the carrier with the Hercules flying overhead. In the meantime, an Air Station Elizabeth City MH-60T Jayhawk helicopter crew had flown to the Eisenhower to refuel. The rescued man was checked by the Eisenhower's senior medical officer and the Jayhawk's crew flew him safely back to Elizabeth City. The rescued man was back to solid ground Sunday at 3:45 a.m. "When a mariner in distress is hundreds of miles offshore, the best platform to assist might be a commercial vessel transiting between ports or a DoD asset," said Lt. Scott L. Farr, a watchstander at the Coast Guard Fifth District Command Center. "The motor vessel Ryujin was diverted but could not maintain their course to affect a rescue due to heavy seas. Ultimately, the quick and effective coordination between the Fifth District Command Center, Air Station Elizabeth City and the USS Eisenhower provided assistance to this mariner with the use of multiple aircraft by coordinating and leveraging their unique capabilities when no one else was within 100 nautical miles of the sailboat's position." Download photos and video: Photo 1 Video - 25mb Windows Media File (prior to demasting) An Additional report can be found here, http://tinyurl.com/yhjlrqn

When Is Towing a Boat, Not "Towing" a Boat?

Today’s recreational boater is as likely to leave the dock with a paid towing insurance policy on hand as they would a VHF radio. The commercial towing industry for recreational boating is big business today and many boaters, in an attempt to defray significant expenses should they need assistance, are looking to companies like Towboat US and Sea Tow to come to the rescue if they need it. But do you really know what is covered, what is not and what your responsibilities will be in these “rescues”? Many of these policies have different levels of coverage and deductibles, just as your auto or home owners insurance might. It is to your benefit to ask questions before you buy these policies, read them carefully and have all of your questions answered long before you might need the service. Not all policies are the same and in the end they can be a savior or they can cost you or your insurance company a substantial sum.

Let’s take a look at a hypothetical situation. You have enjoyed a wonderful day on the water with the family and decide to anchor out overnight and head home in the morning. A great meal and a glass of wine at sunset on the deck is the perfect end to a perfect day. You climb into the bunk and plan for a peaceful nights sleep as the boat gently rocks you into slumberland. Some time in the middle of the night you are bounced out of your berth by waves being generated by a thunderstorm which was not forecast or expected. You bound out on deck to lightning crashing and the rain being driven horizontally. Once your eyes begin to fully function you realize you are no longer in the same spot where you dropped your anchor and the shoreline is fast approaching. Just as you fumble around and find the ignition keys the boat suddenly comes to a stop. Ah, the anchor has reset and you are saved. As quickly as the storm came up, it is gone and as you look around all seems well. You will definitely have a story to tell your friends when you return to work on Monday. You climb back into your berth and sleep soundly the rest of the night.

The next morning you wake to bright blue skies and calm waters but the boat has a strange list to the port side. You climb out on deck and find you are aground from the anchor dragging in the storm and in checking the tide tables find the tide is actually going out and soon you will be stuck even more than you currently are. No worries, you have towing insurance and the towboat number is on your cell phone speed dial. The towboat operator picks up on the second ring and you are feeling very lucky. You explain to him that you are aground and the tide is falling so you need to get the boat to deeper water as soon as possible. He asks if the boat or crew are in any danger and you quickly reply that the only injury is to your pride. He explains that he is about 25 minutes from your location and will be there as soon as possible. Some hour and 15 minutes later the towboat shows up and the tide has been falling steady all of this time. The towboat Captain assesses the situation and makes the determination that this is indeed a “hard grounding” as opposed to a “soft grounding”. Now did you know there was different coverage under you policy for hard, instead of soft groundings? He asks you to sign a consent form to agree that he is now dealing with a hard grounding. You grumble about how long it took for him to get there but you relent and sign the form. The towboat Captain puts a line on your boat and makes an attempt to pull you into deeper water without damaging your boat or running gear. After a first attempt it appears that the tide has fallen too far and simply pulling you off is not going to happen. The towboat Captain scratches his chin for a few minutes, reassesses the situation and determines this is no longer a hard grounding but has now progressed into a salvage operation and the agreement you just signed needs to be amended accordingly. Did you know that the cost for this operation just went from maybe $1,000.00 to maybe $10,000.00 or much more since salvage is based on a percentage of the value of the boat? Of course the Captain will want to see your valid insurance information and will advise you not to worry because your boat insurance will certainly cover the cost. But did you know your boat policy had a $4,000.00 deductible that may or may not have to pay out of pocket? Next the Captain puts a large water pump on your boat and stuffs plugs into your exhaust and water discharge lines above the waterline even though you are high and dry and none of these are in danger of taking on water. But he does this “just in case”. Did you know that you may have paid a premium price for the act of placing the pump on your boat, even if it is never used and this strengthens the case for salvage? By this time the tide has reversed and is now coming in to the point where a bit of maneuvering by the towboat with lines strategically placed, gets you back in deeper water and once again floating free. Story over? Not exactly yet.

Soon after getting back to the dock and lowering you blood pressure you get a call from your insurance company so you can explain this salvage operation to them. They explain to you that the towboat Captains reports states that your boat was taking on water upon his arrival and he has an agreement signed by you to salvage your sinking, grounded vessel, and by the way with your deductible you will have to cover the $4,000.00 difference and they will be happy to pay the rest but you will also need to haul your vessel for a sum of about $400.00 and pay a surveyor about $300.00 to survey for any damages and be sure the boat is seaworthy before they will continue coverage. This is preposterous and could never happen you say. Well, don’t be so sure, although most tow operators are honest, hard working professionals, unfortunately this kind of scenario happens all too often.

So how can you be sure you have the coverage you thought you had and how do you keep from getting yourself into a situation like this? First and foremost read and understand the policy and the differences in coverage based on all situations. Even the time of day can affect coverage. Most tow companies charge more for a night tow, and night starts at dusk. Ask questions, ask questions and ask questions, before you buy the policy. Have ANYTHING you don’t understand clarified and get it in writing; even an email carries some weight. Know the difference between a tow and salvage. Salvage is usually defined as voluntary and successful rescue of a vessel, its cargo or crew from perils at sea. That leaves things open to a pretty broad interpretation. Be very cautious in signing forms or agreements in the heat of the moment. But also understand that even with no forms or agreement a towboat operator may make a claim for salvage. A salvor only needs to demonstrate that his efforts were voluntary, the vessel was in peril and he was successful in his efforts. Look for policies that will cover these major expenses without a deductible. Unless salvage is specifically addressed in your towing policy it may not be covered but may be paid from your boats damage or loss policy so set reasonable deductibles for these policies. Ask before a line is attached to your boat if the incident is going to be a tow or salvage. If possible find out what the towboat charges are going to be. If time and circumstances permit, call your insurance company and ask for assistance and clarification. If you are not in peril and don’t feel right about the situation, call it off and contact another towing company. You may be covered for the expense of another tow company under your standard insurance policy. Commercial towing companies provide an important service to the recreational boater and every day a tow company somewhere saves the day and brings us home safely. It is the boat owner’s responsibility to fully understand what is covered and to assure that the services provided are the services requested and to take whatever steps are required to eliminate any misunderstandings.

THIS AUTHORS TOWING DEFINITIONS

Discussions of the differences between soft groundings, hard groundings or salvage come up any time commercial towing is mentioned. These are some of this author's definitions as I understand them, but may or may not be the same definitions various towing companies have. Here are the issues presented in the article.

SOFT GROUNDINGS-----To me this would be a simple situation where the tow boat would arrive on scene, pass a line to the boat in need of assistance and either pull them off and send them on their way, or tow them to a facility for repair. This could be the boater’s marina. This type of assistance would entail a single boat utilizing a single tow line and a short time period to accomplish the task.

HARD GROUNDING-----In this situation you would be looking at a vessel grounded on a rock area or coral, and possibly taking on water as a result of the grounding. It may also require multiple tow boats with multiple lines, or additional services such as divers, pumps, or an extended time period to assist the vessel. This scenario, in my opinion, would be considered a hard grounding.

SALVAGE-----If we look at the “legal” definition of salvage, the main indicator is whether or not the crew or vessel is in peril. And that does not always mean immediate peril. The responder must be doing so voluntarily, and he must succeed in the operation. That leaves the entire definition of salvage open to a pretty broad interpretation. It could be argued that any towing scenario could be a salvage operation. Most towing companies would probably not file a salvage claim under simple towing circumstances since any challenge would involve arbitration, or a court decision, or be too costly and time consuming including the possibility of failure. If the vessel were in danger of sinking, washing up on the shore or rocks, pounding on a reef, or presenting itself as a hazard to navigation and of concern to others, then most certainly it would be considered a salvage operation. If the vessel, or crew, or even the assisting vessel is placed in “peril”, then again, there should be no question as to whether or not it is a salvage operation.

An actual decision handed down from a U.S. District Court stated , “to constitute a maritime peril, it is not necessary that the danger be actual or imminent, it is sufficient if, at the time assistance was rendered, the vessel was stranded so that it was subject to the potential danger of damage or destruction”. In most cases, this interpretation is on the shoulders of the responder, the tower. It gives us something to ponder the next time we make that call for assistance. The time to consider and check your insurance policy and towing contract would be long before you cast off your dock lines.

Visit The New Boat

Don't forget to stop by the site for the new boat and see what we are up to

http://trawler-beach-house.blogspot.com/

The New Site For The New Boat

The new site for the new boat is up and running and we hope you will stop by and visit from time to time. We will update it as things progress and post our new projects and upgrades as they are completed. And as usual we will be posting our travels as we set out on new adventures. The new sight is located at The Beach House so come on by. In addition you will find all of our past travels, trials and tribulations here so continue to enjoy Sea Trek's journeys. We will leave the site up for as long as you continue to visit.

Backstage At The Boat Show

Often ones first introduction to boating is at one of the many, many boat shows that are staged around the country almost anytime of the year. Some of the largest are in-the-water shows in Annapolis, Miami/Fort Lauderdale and several other venues in coastal cities and inland waterways. But there are quite a few others that are held in convention centers, stadiums and coliseums in cities both large and small. When the doors open and the first of thousands of folks walk through the door, the boats are gleaming and polished, the booths are dressed for customers and the sales folks have practiced their presentations.

But there are major components that very few get to see. It almost begins at the end of the show in preparation for the next, with debriefing sessions and strategies discussed. The move in and out for in-the-water shows are complex, but no where near that for a show that needs to be held inside large buildings many miles from the nearest water. Once the initial layout for the dealer’s area is confirmed and the floor plan is designed, the logistics of getting several large boats over highways and through city streets begins. Transportation via carriers experienced in handling this special cargo must be made well in advance. Those with the equipment and expertise are in big demand for these events so finding one at the last minute may be next to impossible. Many dealers have long established relationships with those carriers so each anticipates the needs of the other and this part of the equation usually works well. But there are always those last minute glitches that can make for anxious moments when show time approaches.

Ship & Sail Yacht Sales in Kemah, Texas is both a sail and power boat dealer that is present at several shows during the year. Houston International Boat, Sport & Travel Show is held at the Reliant Stadium and is by no means the largest show but is one of the first shows of the year, being held shortly after the New Year holiday. An estimated 150,000 people will walk through their doors in the ten days of the show. In most years a 1,000 or more vessels will be on display and over 400 vendors will show their wares. But when you walk through the door, did you ever wonder just how all of this was put together and how in the world did they get those boats in here. Well, it wasn’t easy.

An over the road trip with a large boat has its restrictions. The two biggest are height and width. There are limits for both in many states and special permits needed in most. A large consideration for transport is the bridges the boats must pass under. That means the dealers must virtually disassemble the larger boats to meet those restrictions. A good working relationship with a nearby boat yard is essential. Boats that will be on display will have to be moved to the yard based on availability of haul-out schedules and at the same time coordinated with the transport company that will haul the boats to the venue. Ideally the boats will be hauled from the water, have the bottoms powered washed to remove marine growth, and placed directly onto the trailers that will take them to their destination. If all goes well that is exactly what happens. But trucks break down, drivers get ill, travel lifts quit for whatever reason and sometimes the weather just won’t work with you. But somehow it all gets done and on time.

Once the boats are on the trailers, the process of removing whatever parts that will hinder transport are begun. With the sail boats this means masts, booms and rigging must come down prior to loading. Additional items such as arches and even stanchions and pedestal guards may have to come off. Some times this can be done in advance but again it is usually all done in one event to save time and expenses. For power boats this means hardtops, arches and even superstructures as well as propellers and rudders. This can be a daunting task. Hundreds of wires, cables, steering lines and whatever else runs from the bridge to the inner sections of the hull must be disconnected in such a way that it can be properly reconnected again later. These parts of the vessel need to be unbolted and uncaulked and prepared to be lifted from the hull. Once again sound experience and proper equipment are an absolute must. Some of these vessels are priced in the millions of dollars and working with human beings and large boat parts can pose certain hazards.

Removing masts and superstructures requires the use of a crane or the yard’s travel lift depending upon the size and weight. The sections are removed with great care so as not to damage anything and are then themselves loaded onto the trailers, sometimes sharing space with the boats and sometimes needing their own transportation. With the sailboats, most dealers leave the masts and rigging in storage at the yards until after the show. Each hull and each section needs to be supported properly on the trailers so that they will withstand the trip to the show venue without mishap. Care must be taken to support the load so the vessels won’t suffer damage, due to bumps in the road, sudden twists, turns and stops along the way. Even wind affects on the various parts plays in how the trailers are set up and all of this is done as the boat or sections hang from the crane or lift just above its respective trailer. You might think that once the boats are loaded and secured that the hard work is over. But in fact, it has just begun.


The producers of the show will schedule a time and place for the dealers to stage their boats prior to the show. For the larger vessels, this means hauling the boats to the venue days before set up begins and leaving them until the offloading and set-up starts. For dealers that have smaller boats that will be brought in by trailer other than the large transport, that means beginning the move in once the doors are open for set up. In either case, it is a well orchestrated plan that has been fine tuned over the years. Every consideration has been made based on size of vessels to be moved in and even the location within the building itself. Once again, scheduling equipment and manpower correctly determines how quickly and successfully the whole move-in process goes.

It has been said that from chaos and confusion comes order and this about sums up the move-in process. Consideration must be given to access for the larger boats and the equipment needed to unload and re-assemble them. Trucks carrying necessary supplies to build displays, and carry office supplies, signs and banners and whatever else is needed must be able to reach the display areas and unload. Most of this is directed by the shows promoters. Depending on size, the boats may come in by small trailers behind pick-up trucks or on large flatbeds set up for just this purpose. Sailboats must be lifted by a pair of large cranes and blocked in place. The larger power boats need to be raised off their trailers and blocked in position and the sections that were taken apart for shipping must now be put back together and made ready for the public. Again the large cranes might be called to duty. Decking may need to be built and positioned, and carpet or other floor covering placed in the display area. All of the set-up process is done over a period of days prior to the show. Most vendors will begin very early in the morning and continue till late in the evening. That opening day deadline is on everyone’s mind and the entire process is difficult and grueling.

Once the boats are positioned, decks are built and put in place and the major construction is completed, the finishing touches are put on the display area. This can be video displays, information brochures, lights, plants and anything else the dealer may decide that will make the area more attractive and appealing to the public. The equipment on the boats must be checked out and in good working order. Where needed, electricity should be available. Just before Showtime, the boats will be completely detailed and decorated. Hulls will be polished to a high shine and the stainless fittings and hardware will gleam in the lights of the arena.

And let’s not forget all of the vendors selling their various equipment and wares. Several areas are set aside just for these displays. They tend to be much smaller but still require a fair amount of set-up. They can be as varied as insurance brokers, chandleries, engine shops, equipment suppliers both large and small and sometimes, totally unrelated to boating. These displays are usually the last to be set up and are an indicator that the big day is quickly approaching. While all of this is going on, the promoters are busy hanging signs, setting up electrical connections, planning parking for thousands and even placement of the ticket booths. The entire undertaking is one well choreographed effort that even for those of us that have done this many times still watch the process unfold in wonder.
When the big day comes, the doors are finally opened and that first person walks through, the public sees a spectacular display of all things boating under one roof. The selections are almost overwhelming and the individual vendors are standing by to answer questions and sell their wares. There is little evidence of just what went on in those days just prior. It would appear that everything just magically arrived for their viewing pleasure. And once the last one goes home and the doors finally close on this particular show, well the whole process of taking it all down and getting it back where it came from, and put back together or stored away for the next show begins. But that is a whole other story.

Long Distance Scam Alert

It appears that the 809 area code scam has become active again. It now may include area codes 284 and 876.

A lot of folks here are cruising the Caribbean for the first time and may not know about this scam. Also they may have their families scammed into returning “emergency calls” or they may not see their phone bills for several months because of mail delays.

Here’s what I just received, I think the countries are actually the DR and Jamaica:


SNOPES SAYS IT'S TRUE: http://www.snopes.com/fraud/telephone/809.asp AT&T ALSO SAYS IT'S TRUE http://www.att.com/gen/press-room?pid=6045 IMPORTANT INFO ABOUT AREA CODE
We actually received a call last week from the 809 area code. The woman said 'Hey, this is Karen. Sorry I missed you--get back to us quickly. I have something important to tell you.' Then she repeated a phone number beginning with 809 We didn't respond. Then this week, we received the following e-mail: Do Not DIAL AREA CODE 809, 284, AND 876 THIS IS VERY IMPORTANT INFORMATION PROVIDED TO US BY AT&T. DON'T EVER DIAL AREA CODE 809This one is being distributed all over the US . This is pretty scary, especially given the way they try to get you to call. Be sure you read this and pass it on. They get you to call by telling you that it is information about a family member who has been ill or to tell you someone h as been arrested, died, or to let you know you have won a wonderful prize, etc. In each case, you are told to call the 809 number right away. Since there are so many new area codes these days, people unknowingly return these calls. If you call from the U.S. , you will apparently be charged $2425 per-minute.Or, you'll get a long recorded message. The point is, they will try to keep you on the phone as long as possible to increase the charges. Unfortunately, when you get your phone bill, you'll often be charged more than $24,100.00.WHY IT WORKS:The 809 area code is located in the British Virgin Islands (The Bahamas). The charges afterwards can become a real nightmare. That's because you did actually make the call. If you complain, both your local phone company and your long distance carrier will not want to get involved and will most likely tell you that they are simply providing the billing for the foreign company. You'll end up dealing with a foreign company that argues they have done nothing wrong. Please forward this entire message to your friends, family and colleagues to help them become aware of this scam.