Overland Transport
Trailering small runabouts and sailboats is a fairly easy task, but to move a larger vessel overland you will probably have to hire a trucking company that specializes in moving boats. There are an estimated 300 such carriers operating in the U.S. The typical transport vehicle is a 20-ton tractor-trailer equipped with a cradle capable of being fitted for boats up to 70 feet.
Transports can cost several thousand dollars, depending on boat length, width and weight. Costs rise dramatically during peak seasons in the fall and spring and when loads exceed state highway width and height standards. You may be able to reduce shipping costs by “sharing a ride” with another boat being shipped to your dealer or by getting a ride on a trailer that would otherwise be returning empty after delivering a boat to a dealer.
To keep the moving experience as hassle-free as possible, do business only with carriers that have operating authority from the Federal Motor Carrier Safety Administration (FMCSA). Legitimate companies will be willing to show you documentation of their authority, as well as required insurance coverage — $750,000 for vehicle liability and at least $100,000 for cargo. Boat owners can pay for additional coverage if their vessels are valued higher.
The carrier will orchestrate loading and unloading your boat, but you will be responsible for making sure that rigging, covers, wind screens, loose gear and fragile items are removed, secured or chafe-protected. Fuel, water and holding tanks must be emptied and it goes without saying that sailboat masts must be unstepped and securely tied down. Lock doors, ports and hatches to keep out vandals and road dirt (keep the keys). Most carriers will give you detailed instructions about preparing your boat. Your marine insurance company may also have some advice about preparing your boat.
Once the boat is on the truck, make a detailed inspection and note any existing damages on the “condition of cargo” report which should be attached to the bill of lading outlining the delivery agreement. At the end of the trip, inspect the boat again before it is removed from the truck. Note any new damages and get the driver to sign the “condition of cargo” report.
Remember, once the boat is unloaded, the trucking company is off the hook for any problems discovered later. Marine insurance policies do not cover damages that occur as a result of the carrier’s negligence.
Towing
And Salvage Sorry to say, at some point your boat may run out of gas, break down underway or go aground. You will need help and, chances are, it will come in the form of a commercial tower.
Understanding the difference between towing and salvage can save boaters money and aggravation. Towing occurs when there’s no immediate danger to the boat or to a protected marine environment such as a coral reef or sea grass bed. If a grounded boat can rest without peril until the tide returns to float her free, or a boat is drifting in calm conditions after losing power, it almost always calls for towing, not salvage.
On the other hand, salvage is any voluntary and successful rescue of a boat, its cargo and/or its passengers from a peril at sea. Salvage can also occur when a boat becomes disabled in a protected marine environment. The tower — now a salvor — may use more than one vessel or employ special equipment, like high capacity pumps or air bags, or they may need to send divers into the water to rescue the boat and prevent damage to the environment.
Towing costs much less and is billed by the hour, averaging $125 per hour. Salvage often results in a "demand" for a percentage — sometimes as much as 25% — of the boat's post-casualty value. Towers and salvors alike charge from the time they leave their docks to the time they return to their home ports.
Boaters should always ask whether the job is towing or salvage before they accept assistance. If the salvor wants to do the job but does not know the cost and will make a claim afterwards, the final amount will be decided one of three ways -- negotiation with your insurance company; binding arbitration (including the BoatU.S. Salvage Arbitration Program) or, rarely, through litigation in federal Admiralty courts.
If the salvor does not give a price before doing the job, the boater should ask the salvor if he uses or will agree to use the BoatU.S. Open Form Yacht Salvage Contract, which assures any claim can go to binding arbitration if negotiation fails. As long as the situation is not dangerous and not deteriorating, boaters should feel free to call another company by radio or call the BoatU.S. 24-hour dispatch service for help at 800-888-4869. BoatU.S. membership includes $50 free on-the-water towing assistance from over 400 TowBoatU.S. companies. Coverage can be increased for a small yearly fee.
Although the U.S. Coast Guard no longer tows recreational boats unless it's a life-threatening situation, they will help boaters contact commercial assistance and will stand by on the radio until help arrives.
All boaters should review their marine insurance coverage with their agent. The best protection against a salvage bill is adequate insurance. Boaters should make sure the policy provides for salvage up to the full value of the boat, not a percentage of its value, and that there is no deductible for salvage costs. The BoatU.S. marine insurance program offers this level of service.
