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Introducing NFTB’s New Format

April 1, 2012

Introducing NFTB’s New Format

We are pleased to present NFTB’s new format. As of today we’ll appear more like a blog than a monthly newsletter. Moving to the new format is not an easy choice, and is done despite the fact that we never liked, and still don’t like the sound of the word blog, and endeavored for nearly three years to create a newsletter that felt more like print media to be retrieved from a non-electronic mailbox than from the Internet.

We’ve learned a lot, however, since the beginning, and make the change knowing it will better serve our readers. Among the lessons we take forward are the following:

  • A monthly format limits our ability to quickly respond to current events
  • Most readers prefer to receive email notifications announcing one or two articles
  • There is good reason why the blog format is wildly successful

Look for NFTB to be there for you on topics that are helpful, interesting, current, and add value to your boating experience. We’ll continue to include our signature sections like From the Parts Department, Seamanship, Original Nautical Poetry, etc., and ask readers to keep those cards and letters coming. As with other Internet blogs you can expect us to appear in your email in-box at any time, ready or not.

We hope you like the new format.

Wishing you health, fair winds, and following seas,

Stu and Shana Hochron

Editors, NFTB

Salvage or Tow? What You Need to Know

April 1, 2012

Salvage or Tow? What You Need to Know

Disclaimer:

The following is a review of Salvage, presented as an educational seminar at the 2012 Maine Boatbuilder’s Show by Leonard W. Langer, Esq. The information contained herein is not a complete synopsis of the presentation, nor is it a complete review of the topic of salvage. The discussion herein may not apply to any particular set of facts, and should not be relied on or construed as legal advice, which can only be obtained from an attorney. Readers are advised to seek legal advise from an admiralty attorney in the event they have a salvage situation, or need advice with a salvage question.

Introduction to Salvage

Any boater could one day need help on the water. Mechanical breakdowns, groundings, collisions, and other unwelcome occurrences are, unfortunately, part of boating. Regardless of the reason, chances are you’ll call for help if you feel you are unable to get back home safely on your own. This article is about what you need to know if and when the help that you call arrives.

There was a time not so long ago when the US Coast Guard accepted responsibility for the safety of both life and property. Back then, if a damaged vessel was within reach, the Coast Guard would attempt to prevent loss of a vessel after first rendering assistance to those in peril. Those days are no more. Today the Coast Guard considers its responsibility limited to preserving life. Once its mission has been accomplished, it will assist in helping a vessel’s owner contact a professional tow or salvage service, but not necessarily make efforts to protect a vessel from further damage. As a result of the Coast Guard’s position, the role and number of professional tow and salvage operators has greatly increased.

Professionals like TowBoat US and Sea Tow now provide most boat towing services in the US. If you have a contract with one of these companies, and the tow operator feels that the your boat needs more than just a tow, AND if there is time to talk, the operator will probably inform you of your legal rights before any action is taken with regard to salvaging the vessel. This is not so with other forms of help.

The difference between a tow and salvage

A tow is just a tow. It doesn’t involve extricating a boat that is aground on rocks, or exerting unusual effort pulling a grounded boat away from a beach during a worsening storm on a falling tide. If the effort needed to bring a vessel home involves saving it from peril then you are probably involved in what is called salvage.

The act of preserving a ship, its cargo, or other property on the water is referred to as salvage. The federal government has historically encouraged boaters to come to the aid of vessels in peril by allowing monetary rewards to be granted in court. Salvage claims are often significant amounts of money designed as a reward based on the monetary value of the service, and may or may not be paid in full by an owner’s boat insurance.

In order for a salvage claim to exist there must be:

  • Marine peril, or a reasonable expectation of marine peril
    • A real danger to the vessel must exist or be reasonably expected
    • If simply waiting for a higher tide would fix the problem then there is no peril
    • Rocks are generally associated with peril
    • A volunteer performing the salvage
      • No party who has a responsibility to assist a vessel can claim salvage rights
      • Because the Coast Guard no longer has a responsibility for protecting property at sea, if the CG goes “above and beyond what they have to do” and saves property, the CG may be awarded salvage rights as would any other volunteer
      • A Successful saving of a vessel, or other property
        • The salvor has a duty of reasonable care when performing salvage.  The cost of any damage that was caused by unreasonable behavior can be deducted from a final award
        • Consent by the owner/pilot of the vessel
          • Otherwise the salvor may be considered an “officious intermeddler”

What Determines Rewards?

Admiralty attorneys acting on behalf of a vessel’s owner often argue that a salvage award should be “an amount equal to a reasonable fee for a tow”. This, however, is not often a winning argument.  The main determinants of the size of salvage awards include:

  • Time and labor expended during salvage
  • Speed of arrival
  • Skill and efforts of salvor
  • Value of salvor’s property put in jeopardy to perform the salvage
    • I.e.: Someone who used a rowboat and a line to save a vessel will recover less than another person who saved the same vessel using a professional salvage boat and crew
    • Value of after-salvage saved property
      • Percentage awards are based on this value
      • Time used to perform the salvage operation
      • Expenses and any property loss of salvor
      • The state of readiness of the salvor’s equipment
        • Courts reward professional salvors by recognizing and reimbursing them for their costs associated with being “ready”
        • The Salvage Act allows “equitable uplift” of an award (up to 10% more) for having salvage equipment ready to respond
        • An award may be significantly increased if an environmental danger is prevented
        • What is fair and equitable

Examples of Salvage Rewards

When vessels valued at over $100,000 are involved, it is typical for courts to award between ten and twenty percent of a vessel’s post-salvage value to the salvor. As an example, if a vessel’s value were $100,000, then a major salvage claim would be expected to be in the range of $20,000. For a $600,000 vessel this amount would increase to around $100,000. When vessels under $100,000 are involved then awards of between thirty to forty percent are common.

What you need to Know

An owner’s consent is required before any salvage operation begins. Be certain before assistance is rendered that you and the person coming to your aid agree to the rules.

If you are thrown a line, and tie it to your boat, you have probably consented to salvage.  Instead, before any lines are attached ask, “What’s the deal?” Often there is time to simply say, “Can you tow me in?” Create a contract if you have the time. If possible have an on-board witness confirm the arrangement.

A vessel’s owner is often asked to agree to a salvage operation in writing. This agreement may be presented as a one-page contract, the U.S. Open Form Salvage Agreement  (“MARSALV Agreement”) presented to the owner by the salvor.

  • The fee should be noted in writing as either a fixed % of the vessel’s value if no damage occurs, or as an hourly rate
  • The agreement should state “no cure, no pay”

Most attorneys recommend NOT signing a salvage agreement. A signed contract for salvage may limit your rights against the salvor’s claims, and limit your ability to collect from your insurance company.

50% of owners sign a contract AFTER the salvage is performed. This is discouraged by admiralty attorneys, as the agreement will probably be upheld in court, and contains provisions that limit your rights. The most onerous provisions include:

  • An arbitration clause that prevents your defense from being heard in court, and prevents you from appealing a final award in court
  • Your consent to a salvage lien on the vessel
  • Your consent to pay interest fees and other costs
  • Your consent to pay the salvor’s attorneys fees

Seek Advise and Set a Price Up Front

If time permits contact your insurance broker for advice. Ask if the situation warrants a salvage claim and, if so, how to proceed. If you are simply advised to act as “a reasonable uninsured” then ask to speak with an underwriter (who represents your insurance company). The simple act of asking for advice may help your case later in court.

  • If your insurance company does not recommend a specific action plan, then at least DO NOT sign a salvage contract. If you do not sign an agreement, then the salvager must go to court to make a claim against your boat.
  • Certainly do not sign a contract after the fact (once the salvage operation has been completed). If for some reason you do sign a salvage contract then:
  • READ IT and
    • Cross out any arbitration clause, references to attorney fees, other costs, etc. (see above)
    • Set a fixed dollar amount to get the boat back to the dock safely, with the fewest “open-ended” provisions as possible
    • Once back at a dock, try to keep the vessel in the water, as it will be much more difficult to move it from land once a salvor’s attorney is involved

Summary

Don’t be afraid to ask for assistance on the water. If you think you need a tow then ask for a tow. If the person offering to help does not make it clear that a tow is what has been agreed to then, time and conditions permitting, STOP. Ask if person planning to help you intends to claim salvage, and if so make an attempt to contact your insurance broker.

If your vessel’s insurance is with BoatUS, they have a phone App that puts you in touch with a broker in seconds. Follow the broker’s advise, if possible. If no clear advise is forthcoming, then attempt to make a verbal arrangement for the salvage, ideally for a fixed amount in return for a safe, undamaged return to port.

Make every effort NOT to sign a salvage agreement. If an agreement is demanded before necessary service are rendered, then READ it and cross out those parts that should not apply.

NEVER sign a salvage agreement after the salvage operation has been completed.

Welcome to the February 2012 Issue of News From the Bow

February 1, 2012

Welcome to the February 2012 Issue of News From the Bow

 

We have all seen photos of the cruise ship Costa Concordia on the rocks. The Internet, and almost every news outlet, continues to provide updates on the actions of the vessel’s Captain leading up to, during, and after the grounding. It seems the world is amazed that such a thing could happen. In our article entitled How Could That Have Possibly Happened was a Question Raised by Many! The Costa Concordia-“A Shower of Turkeys on the Bridge” we respectfully underscore the fact that going to sea is inherently dangerous, that these things do happen and will continue to happen, and that the causes of such disasters are predictable and preventable.

On a lighter note, we hope you can get at least a partial “fiberglass fix” by reading A Focus on Youth at the 2012 New York Boat Show. This year’s show was considerably more upbeat than last year’s, and its focus on young boaters is worth a look.

Two reader communications are included this month, one about the apparently rare process of “un-documenting” a vessel; the other about a popular item, the Sea Joule Solar Bilge Pump. By sharing these reader comments we trust you will learn something about the Coast Guard’s vessel documentation process, and about a nifty boating item and its New York manufacturer.

This month’s From the Parts Department presents an exhibitor’s perspective on the 2012 boat show season. As usual, we thank John Conlan for reminding us of the old adage “If boats shows come, can spring be far behind?”

Welcome to February, a precursor to spring!

Shana and Stu Hochron, Editors

How could that have possibly happened was a question raised by many! The Costa Concordia-“A Shower of Turkeys on the Bridge”

February 1, 2012

How could that have possibly happened was a question raised by many!

The Costa Concordia-“A Shower of Turkeys on the Bridge”

Who among us was surprised upon hearing of the tragic wreck of the Costa Concordia? Even boaters with limited experience know that adding the latest radars to the slickest GPS chart-plotters at the helm does not necessarily equal safe navigation. For all they have to offer, even the latest navionics in aircraft cockpits are designed to be interpreted, and overridden, if necessary, by pilots.

Despite the advanced state of marine navigation safety at sea depends, as it has in the past, on the quality of a ships crew. Angus Menzies, a retired British Navy commodore who is now the chief executive of the Honorable Company of Master Mariners, a professional association in London for sea captains stated after hearing that the Costa Concordia ran aground, “nowadays that’s unlikely, but it’s possible. The other possibility is that they were just a shower of turkeys-incompetent-on the bridge”.

No Surprise

The causes of tragedies at sea are predictable, and for the most part preventable. Daniel Parrott in his recent book “Bridge Resource Management for Small Ships” dutifully catalogs the many weak links that are repeatedly found to cause disasters at sea (see NFTB’s review of Bridge Management…)  These include:

  • Inadequate bridge crew training
  • Poor communication among crew
  • Excess speed
  • The shutting off of electronic navigation alarms
  • The lack of cross-referencing between GPS and radar positions
  • Tight schedules
  • And perhaps the most common and dangerous among all mariners…misplaced confidence that derives from prior success

From what I have read and heard, a combination of all of the above aboard the Costa Concordia resulted in her sinking. Add the insults of lack of leadership and poor passenger safety training, and the result is a predictable disaster.

Crisis at sea, like most disasters, is the result of not one, but many poor decisions. One or more of these poor decisions in and of themselves, may go unnoticed for years aboard a ship. Unfortunately, once ignored, poor management choices often become standard operating procedures.  At the current time, without the benefit of a formal inquiry, we know the following about bridge resource management aboard the Costa Concordia:

  • Prior successful “fly-by’s” in the same waters provided the Captain with a false sense of security
  • No passenger safety briefing took place
  • A proper alert to the Coast Guard was delayed
  • Initial reports to the Coast Guard were, at best, incomplete
  • The ship was allowed to list considerably, making lifeboat deployment difficult or impossible, before passengers began abandoning ship
  • The Captain may not have been on the bridge during a critical maneuver
  • The crew was inadequately trained and experienced to handle such an emergency
  • The Captain did not effectively lead abandon-ship maneuvers

What is not yet known is the precise speed of the ship as the mate in charge attempted to maneuver around obstructions, by whom and how the course was plotted and executed, exactly where the Captain was during the critical maneuver, and how the lines of communication, command and control had been established and practiced by the Captain. My guess is that the ship was moving too fast for safe operation given the underwater dangers (it takes a long time to turn and slow a ship as big as the Costa Concordia), that control and monitoring of the bridge crew by the Captain was poor, and that passenger safety was a low priority.  Simply put, the situation was much worse than just a shower of turkeys on the bridge.

Conclusions

Safely going to sea involves preparing for, practicing, and skillfully avoiding known risks. In order to do this consistently a Captain must practice effective bridge resource management. It usually takes a combination of poor decisions to cause a disaster, but such scenarios are, unfortunately, not hard to find.

This is what is most important to remember:

  • Just because a GPS course worked in the past is no guarantee that it will be safe to follow in the future
  • Just because a failure to cross-reference radar with a GPS position did not lead to catastrophe in the past does not preclude future disaster
  • Navigation alarms are annoying for a reason, and should be left in the “on” position
  • Bad things happen when we are in a hurry
  • Nothing good happens fast

The lessons of the Costa Concordia are those of the Herald of Free Enterprise in 1987; the S/V Maria Asumpta in 1995; the tug Scandia and the Barge North Cape in 1996; the Anne Holly in 1998; the Staten Island ferry Andrew J. Barberi in 2003; the tug Valour in 2006; and countless other maritime disasters.  Each should remind us that modern navionics are not substitutes for situational awareness. Adherence to established laws; the cross-referencing of multiple methods of navigation; effective communication among crew; and practice to reduce the risk of human error are all prerequisites for marine safety.

A Focus on Youth at the 2012 New York Boat Show

February 1, 2012

A Focus on Youth at the 2012 New York Boat Show

 

Visitors and Exhibitors agreed that this years Boat Show attendance was "up"

What’s your reason for attending a boat show? Are you looking for some hands-on time with the latest marine electronics? Planning a purchase with the help of a boat show price? Seeking your off-season fiberglass “fix”? Looking to introduce boating to a family member of friend? Whatever your reasons, for a boater, boat shows always deliver.

In addition to providing a place for all of the above, boat shows are a kind of barometer for society’s interest in boating. Five years ago, before the recession, boat shows up and down the coasts were packed with buyers and boating aficionados. Three years ago you could have thrown a bowling ball down the isles of the New York show without fear of injuring

Small vessels and personal watercraft were all the rage at the 2012 show

anyone. Things were better last year. NFTB attended the 2012 New York show primarily to measure the pulse of the industry. We visited during the show’s closing hours, and spoke with as many vendors as possible about their impressions of the current state of boating.

The accompanying photos provide a taste of the show. The usual players were in attendance, except that the one or two sailboat manufacturers that have steadfastly made it to New York in January were no-shows this year. This was a year for small powerboats (19-15 feet), personal watercraft, and those businesses that supply products to this market.

Several retailers told me they sold no boats two years ago, and one or two at last year’s New York show. This year was different, as several sellers sold between ten and fifteen boats costing between $15,000 and $50,000. The retailers’ reports were confirmed by the finance

Matt Bartosh, President of Offshore Financial, was upbeat about boating's future

companies activity attending the show. According to Matt Bartosh, President of Offshore Financial (www.offshorefinancial.com), “We’re financing boats costing under $100,000 and over $700,000. That’s the market. The buyer in-between, who five years ago financed a larger boat with a second mortgage, or with money from a rising stock market portfolio, are not here.” And it showed. The boats manufacturers were showing are the boats people can afford to buy.

The crowd this year was significantly greater than last year, which was better than the year before. Attendance was, in part, helped by great weather. Large boat manufacturers were nowhere to be seen, and the show’s size was noticeably smaller than in the past, taking up just a corner of one floor at the Jacob Javits Convention Center.

The cornerstones of previous shows, like Mack Boring, West Marine, Winslow Liferaft, and the major navionic manufacturers, took their usual places and did not disappoint.

This year’s show was encouraging because the crowd was younger…much younger than I

A sampling of what drew the younger crowd to the 2012 New York Boat Show

am used to seeing at this venue. The smallest children crawled over and through runabouts and small speedboats. Moms and dads stood watch as toddlers screamed atop personal watercraft. The infusion of youth was enough to give this experienced boater hope for boating’s future. Steven Gronka, Fearless Leader of Advance America Foundation/Sea Quest Kids was taking full advantage of both old and young by educating visitors about the Sea Quest Kids charity (www.seaquestkids.org). This group, founded by Steve and operating throughout America, brings small groups of kids together to build and sail their own small wooden boats. According to Steve, there is ‘…no better way to develop tomorrow’s engineers than to get a few kids together and have them build a boat.” The emphasis on kids and boating, and the overwhelming presence of boats that young families could afford, was a palpable difference compared with prior shows. Quite frankly, if it takes big green blow-up dolls and canary yellow speedboats to bring kids to boating, then bring them on!

Steve Gronka of Sea Quest Kids explaining the work of his charity to benefit kids and encourage their participation in boating

Surprisingly, nearly every vendor I met was cautiously upbeat about the future. The sentiment of manufacturers, retailers, and attendees was perhaps best summed up by Jim Rellar, a middle aged boater from Eastern Long Island who told me “This year is better for

This pocket cruise was packed with amenities designed to please a young family

sure, but we’re not there yet.” In our humble opinion boating is successfully evolving and adapting to changing times. The desire to get “out there” is alive and well, as evidenced by the faces of boating’s next generation. We, who have long loved being on the water, stand ready to assist the next wave of boaters…any way we can.

UN-Documenting a Vessel By Jonathan Breithweight

February 1, 2012

“UN-Documenting” a Vessel

By Jonathan Breithweight

Who would think that falling in love would necessitate un-documenting their boat? It happened to me, and the process was so convoluted that I thought NFTB readers might benefit from my experience. As an American recently married to a British citizen, I wished to add my wife’s name to our boat’s state registration and title. The process at first seemed rather straightforward until I learned that only American citizens are permitted to own documented vessels. Un-documenting my vessel was therefore required before I could add my wife’s name to the boat’s title and state registration. Before going any further, however, let me provide a brief summary of the reasons why someone might choose to document and/or register and title a boat in the first place.

Documentation as a Prerequisite for Obtaining a Mortgage

Coast Guard documentation is available for vessels of 5 or more net tons, and is generally required by lending institutions as a prerequisite for obtaining a boat mortgage. Documentation allows a lender to obtain a preferred “maritime lean”, which has priority over other leans. If you have a mortgage on your vessel then you probably needed to document the boat to satisfy the bank.

If not required by a mortgage company, the choice of whether or not to document a boat is up to the vessel’s owner, however only vessels owned entirely by American citizens may be documented.

Travel to Foreign Ports

Owners may wish to obtain a Certificate of Documentation if they plan to cruise outside the US, as documentation eases the process of clearing customs in foreign ports. Documentation is treated as a form of national registration, and identifies the vessel’s nationality.

State Registration and Title v. Documentation

In some states a documented vessel does not need to be registered or titled, making documentation for multi-year owned vessels less expensive than state registration (annual documentation renewals are free). Some states require a state registration and title despite documentation, making documentation an added cost. Documentation does not affect state tax liability.

The Benefits of Boat Co-Ownership by Spouses

Why you ask would a married couple want both their names on the boat’s ownership papers? Having both spouses’ names on ownership papers makes it easier (or even possible) for one spouse to legally manage the vessel if the other spouse dies or becomes incapacitated, especially in foreign ports. Co-ownership may also play a part in estate planning.

Documentation is not available when one spouse is a non-American citizen and both wish to be listed as owners. In such a situation, if the boat is documented in one spouse’s name it needs to be “un-documented” prior to both spouses obtaining a state registration and title.

The “Un-Documentation” Process

Before issuing a “Letter of Deletion” the Coast Guard (“CG”) requires proof that a boat is not encumbered (has no mortgages or liens). If a previous mortgage was part of the original documentation then proof that it has been paid off must be in a particular form.

All communications with the CG regarding the process can be handled by email or fax…even the payment of required fees. In my case, after sending the CG the “Mortgage Payoff” letter I received from my bank, along with the required fee, I received the following denial letter.

CG Denial Letter

The CG attached a sample “Satisfaction Letter”, which my previous bank needed to complete. Unfortunately, because this process of “un-documentation” is rare, no one at the bank had ever seen such a form or was willing to complete it. Instead, the bank issued an official “Satisfaction of Mortgage” certificate (see below).

My bank’s second attempt to satisfy the CG’s need for a “Satisfaction of Mortgage” document

Upon receipt of the above document the CG issued an “Evidence of Deletion form United States Documentation” letter, which was required before the state would add my wife’s name to our registration and title.

Deletion Letter

The CG was very helpful, and was available to answer my questions both by phone and via email. Their documentation website (http://www.uscg.mil/hq/cg5/nvdc/) is easily navigated and, along with their telephone and email support, provided all the information I needed to complete the process.

Now that all the paperwork is done my wife informs me that she intends to become an American citizen. Perhaps my next article will be a review of the documenting process after a boat has been un-documented. All this proves, once again, that boat ownership involves more than just paying the original ticket price.

Reader’s Comments-The Sea Joule Solar Bilge Pump

February 1, 2012

Reader’s Comments-The Sea Joule Solar Bilge Pump

Readers Comments is a place for your thoughts on products, places and things that are the subject of NFTB articles. Send us your feedback, and we will do our best to a) share your comments with fellow readers and b) help you obtain answers to questions.

Below please find this month’s readers comment, and the manufacturer’s response.

____________________________

NFTB’s article on the Sea Joule Solar Bilge Pump continues to be popular among readers.

An early version of the Sea Joule Solar Bilge Pump

We recently received the first negative comment about the product, which prompted us to contact the manufacturer. In fairness to the manufacturer, our initial review did include the following manufacturer’s recommendation:

“The manufacturer advises against submerging the pump underwater.  This is because, while all wire connections within the unit are watertight sealed, the battery terminals could be exposed if either a) the unit were to be placed under several feet of water or b) the unit is placed upside down under water.  Neither of these scenarios is likely to happen with normal use.  We repeatedly submerged the installed unit in seawater with no adverse affects.”

NFTB continues to test an early version of the Sea Joule pump that is in its third season.

Readers Comment

Dear NFTB:

My experience is that this (the Sea Joule Solar Bilge Pump) is not a pump to be used at sea. The first one I purchased and its replacement both corroded within a couple of months. The connections on top of the battery corroded right through. I had the version with the remote solar panel, and the connection between the panel and the pump also corroded right through. Moreover, the panel itself was not watertight, and both the original and the replacement deteriorated internally within a couple of months. The pump has a beautiful case, including a nice watertight rubber seal on the top. There is, however a big hole in the bottom so that seawater can flow around all the electrical parts, which appear to have no protection whatever.

E-mail: jeremy.fox@homail.co.uk

Manufacturer’s Response

Dear NFTB,

Thank you for referring your reader’s comment. While we have not personally seen the unit in question, when we learned of this possible problem we made a precautionary change to the Sea Joule Bilge Pump assembly, and added silicone sealant to both battery connections. All wire connections are now made with watertight heat shrink connectors.

Sincerely,

Tom Nugent, President

Sea Joule Marine Inc.