Backstage At The Boat Show

This is an article we produced some time back and for whatever reason the boating magazines had no interest in. So we post it here for your reading enjoyment.

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.

Home From The Show

We are back home from the Stuart Cruiser's Expo Show and it is always good to be home but we sure enjoyed the great weather (read warm) and the opportunity to spend some time with a lot of current and future cruisers. This is pretty much a power boat cruiser's show but there were a few sailors there also. We heard from several other venders that the show did not have the same attendance as in past years but we found it to be a good show from our perspective so we look forward to doing it again. We were at the Waterway Guide booth through most of the weekend. We met a lot of folks and sold a lot of Waterway Guides.

On Friday I gave a seminar on cruising the Carolinas and it seemed to be well received. We talked about and covered side trips to many small towns that can be visited off the ICW by boat and how these trips make great alternative stops and cruising grounds. Capt. Chris Caldwell also joined in and gave a brief presentation on one of his favorite routes along Croaton Sound and how it can be used as an alternative to the ICW route. On Friday evening there was a cocktail and hor'dourves party and I was asked to be the Keynote Speaker. It was a fun speech and kept short since everyone was having too good a time to listen to a speaker for very long. There was lots of socializing and tall tales going around the room for hours. The sponsors and organizers put on a great spread and did a fine job for the entire weekend. We really enjoyed it and hope we will be participating again next year. The immediate future will have us perhaps at the Trawlerfest in Ft. Lauderdale, The Miami Boatshow, and for sure the MTOA Rendezvous in St. Augustine in April. I plan to give a talk on cruising Cuba at the MTOA event.





For now, it is back to work to fatten the bank account and get the cruising kitty built up. We have lots of expensive equipment to buy and install so this may be one of our longest work stops yet. We are having a great time with the new jobs and spending much more time with family, so other than the winter and the cold, there is not too much to complain about. But I will anyway.

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

Dehumidifier Recall

We try and post any safety issues we find that would have a affect a broad number of boaters and we feel this is an important one since many of us in all climates along the eastern seaboard especially, could be affected. We use a dehumidifier all of the time on board Beach House but not any of the ones affected by the recall. Nothing is more frightening and devastating for boat owner like a fire so we considered this one important. This humidifiers can be purchased on line or at many home improvement stores. Check the link and be sure yours is not included

The U.S. Consumer Product Safety Commission has issued a recall of 98,000 dehumidifiers sold under the Goldstar and Comfort-Aire brands between January 2007 and June 2008. The model in question, manufactured by China's LG Electronics Tianjin Appliance Co., has a 30-pint resevoir with a front-loading bucket, and a red shut-off button. This unit has been determined to be the cause of a number of fires — and we all know how boat fires usually turn out. To see if your dehumidifier is on the recall list, check this site.

Coast Guard EPIRB Warning

November 30, 2009 Alert 08-09
Washington, DC
UNAPPROVED EPIRB BATTERY REPLACEMENTS
Fishing vessel safety staff in the Coast Guard’s Seventh District has received at least three reports in
the past few months regarding unapproved replacements of 406 EPIRB batteries by servicing
companies having no association with the EPIRB manufacturer. These unauthorized battery
installations would likely result in a failure of this critical item of lifesaving equipment, and as such are
not in compliance with the operational readiness requirements of 46 CFR.
The following is a typical excerpt from an EPIRB manufacturer report:
“The unit was opened and a foreign battery was found inside. The battery was built up using
(manufacturer) fuses and wiring salvaged from the original (manufacturer) battery. They then
covered their battery with the original (manufacturer) yellow heat shrink, (manufacturer) labels
and taped it together. This was then covered with a black heat shrink wrap. The connections
were soldered and not spot welded, as is required by the design and is performed in
(manufacturer) production. The battery measured 8.7 volts. Our batteries read 9+ volts when
they are new. This battery was installed one week prior to it being brought into (manufacturer).
There was also evidence of water intrusion due to the crack in the top cap, which (servicing
company) did not recognize as they are not trained in these matters.
The EPIRB was condemned by (manufacturer) and the customer was notified when he came
to pick the unit up.”
Every approved (i.e., accepted by the FCC) EPIRB is tested during its approval process using a
battery, or batteries, specified by the manufacturer. Approved EPIRBs come with a user's manual
which describes battery maintenance and replacement procedures. In order for the EPIRB to remain
within the conditions of its approval, the manufacturer's instructions in the user's manual must be
adhered to. To ensure that replacement batteries are of the same type with which the EPIRB was
approved, and are correctly installed, manufacturers typically specify that battery replacements only
be done by the manufacturer or a manufacturer-approved shop.
Any modification or changes to an EPIRP must be made in accordance with the manufacturer. The
use of alternative replacement parts or batteries is prohibited and may prevent the device from
meeting lifesaving requirements. The Coast Guard strongly reminds EPIRB owners and servicing
facilities to be aware of the compliance implications and potential for equipment failure stemming from
any EPIRB modification or unauthorized battery replacement.
This safety alert is provided for informational purposes only and does not relieve any domestic or
international safety, operational or material requirement. Questions regarding the information
presented in this alert may be addressed to LCDR Vince Gamma of the U.S. Coast Guard
Headquarters Lifesaving & Fire Safety Standards Division at 202.372.1396 or
Vincent.A.Gamma@uscg.mil.

Goodbye 2009 and Hello 2010

For those of you expecting another post on new equipment or anything else boating related, you can log off now. It has been an interesting year to say the least. We have made many changes, some planned and some totally unexpected. But in the end we believe they will all be good changes and we don't regret any of them, well almost. Let me just say that our philosophy has changed considerably over the years and we have taken a more optimistic approach to the things that happen in our lives. Not too long ago, a loss of a job or changes in our circumstances would have had us energizing ourselves to correct the situation and make it conform to our plans. But something happened and I can't put my finger on just when the transition took place, or what the defining moment was. We came to the realization that if we looked closely at unfolding events, instead of trying to steer them in the direction we chose, we would see a different path open up that in the end was the proper direction for us. We were enjoying life in South Carolina and had settled in and things were not great but pretty good. Suddenly we found ourselves in the middle of a major recession with neither of us having a job and no prospects for the immediate future. Most folks might panic in a situation like this. But we have positioned ourselves financially to be in pretty good shape and our cruising lifestyle has kept us in a debt free state, or close to it, and the constant practice of filling the cruising kitty keeps us fairly fluid. When the job Susan had in Beaufort came to an end, and no viable employment looked available, then we considered our options. We could stay and tough it out, not our first choice. We could head south for warmer weather, but the economic situation in that area was not looking great either. Or we could head north where we had a good support system and lots of contacts with a greater potential for employment. The logical conclusion, and all of the sign posts, pointed us to the road north. This was not our favorite choice mostly because after more than 15 years in the tropics and subtropics, northern winters were not particularly inviting.



Our kids had come to South Carolina for a vacation and we realized that we had missed out on a lot with the grandkids, with us being off traveling around the planet. That alone gave us the reason to head north for a while and try to make up for lost time. But at the same time my old position in Maryland came open so gainful employment was again a possibility. And with over ten years in state employment, odds were pretty good that Susan would quickly be working also. The signs were pointing us in that direction so we took the path of least resistance and went with the flow. We know that when one door closes another opens and there are no accidents and no coincidences. Everything happens for a reason, you just need to look carefully for the reason and look for the new direction that you are being pointed towards. We both did some long distance interviewing and were feeling pretty good about the job prospects as we made the decision, then began the trip north on the boat, to relocate. But wouldn't you know it? Half way through the trip, before we arrived in the Chesapeake, the job possibilities faded for both of us. For Susan the jobs were being delayed due to funding and for me the company also decided to delay rehiring anyone till after the first of the year.

This might all sound discouraging but we just concluded that things were not where they needed to be yet, but we were still heading in the right direction. We needed to let everything play out and see where it was going. The trip north was fairly uneventful and we arrived at our old marina and met friends we had not seen for a long time. We had planned to make contact with Jack Dozier of the Waterway Guides when we arrived in the Chesapeake in hopes of doing some updates to his Chesapeake Guide over the summer months on a part-time basis since we would be here for a while. We had let Jack know we were relocating and he indicated he would like to meet with us after we arrived. Once were were settled in we did indeed meet him in his Annapolis office, and after a few meetings and discussions, I moved from an occasional job updating the Waterway Guide to a full time position as Marketing Director. Susan's job for consideration was still being delayed due to funding issues but at least one of us was now employed. As part of my position with Waterway Guide I have been tasked with developing and introducing new products that will enhance and add to the services the Waterway Guides already provide to the boating public. This meant considerable time and effort to gather data and get these new products to the marketplace. With Susan's cruising and boating experience and her penchant for detail, she was a perfect candidate to assist me in this new endeavor. We are now both gainfully employed and we can commute together every day. Once again doors closed and new ones opened.

We have spent the first holidays in a very long time with family and I have to say that it feels really good. The time we lost with the kids and grandkids can't be replaced but we can try and make up for it. Our new jobs are fun and exciting, developing new products that will be beneficial to fellow boaters, and we will have all of the resources at our disposal to outfit Beach House for extended cruises in the future. Not to mention the fact that we will have plenty of time to spend cruising her on the Chesapeake Bay, one of the greatest cruising grounds on the eastern United States. We will most assuredly be detailing each and every one of those cruises and all of our preparations and renovations on the boat. Now I know this is not about cruising or new equipment or anything else that we have posted in the past. But it is our Blog and we can post anything we like. For all of our family and friends and followers to the Blog we wish you a very Happy and Prosperous New Year and remind you to keep an open mind when life deals you lemons. We will soon get back to new projects even with the snow piling up outside. And thanks for sticking around and giving us an excuse to keep this site going. Chuck and Susan

Winterizing The Boat

Those are words I never thought I would hear myself say again, but never say never. We realized when we decided to come back to the Chesapeake for a while that we would once again have to deal with owning a boat in the cold north. We also realized that if we came north it would be the coldest, snowiest winter on record. The decision was made the last time we were here, to not live aboard the boat in the winter months. It was just too much of a hassle and too uncomfortable for us after more than 15 years living in the subtropics. We were fortunate enough to find a good house sitting position for some nice folks that spend the winters in warmer climates like we should be doing. Their schedule worked nicely with ours for hauling the boat and then relaunching in the spring. So with that in mind, when December first arrived, we began the move off process and winterized the boat, most of it done prior to the haul out.



The biggest danger in winter is water freezing in tight places and expanding until it breaks something. Our first step is to empty the water tanks and remove as much water as possible from all of the fresh water lines in the system. Some owners we know like to blow all of the lines out with air and this has been successful, but care needs to be taken that indeed all of the water is purged. We prefer to add antifreeze to the tanks and lines instead. We use the "pink stuff" that is not harmful to the plumbing and will not contaminate the tanks and lines. For our two seventy-five gallon tanks, we add three gallons to each tank once we are sure they are totally empty. The hot water heater is a large container and we don't want to add an additional eleven gallons just to fill it. So it is emptied completely and the fresh water lines removed from the tank and a simple hose connector added to bypass the heater all together. Once this is done, we open all of the hot and cold water handles on every faucet on board, including a fresh water hose bib on deck. With everything open we turn on the fresh water pump and allow it to run until there is "pink stuff" coming out of every faucet. As it comes out the faucets are turned off, one at a time until all of the lines are full of antifreeze, and this includes all shower head lines. Our shower drains into a sump box and discharged overboard so the box is emptied, thoroughly cleaned and more antifreeze is poured in from the shower drain until the sump is pumping it overboard and the discharge line is also full.

The next step are the two heads. For this, we disconnect the intake water lines and stick them in a bucket of antifreeze. Again it is important to use the right antifreeze so as to not damage internal parts sitting over the winter. With the intake in the bucket and the thru-hull set for overboard discharge, the head is pumped until the antifreeze is being discharged. We always use bio-degradable antifreeze for this. Once this is accomplished, the intake hose is reattached to the closed thru-hull. Be sure that the holding tank has been completely pumped out well before all of this is begun. If there is any liquid at all in the tank, antifreeze will also need to be added here.

If possible at this point we try and be sure the bilge is dry and stays that way. Any excess water is sucked out with a wet vac and, with our new dripless system, it stays out. We do add about a half gallon of antifreeze to the bilge just in case some stray water finds its way in over the winter. Now is a good time to check around the engine room for any other leaks, etc. The engine will be the last thing to winterize since we will need it to move into the haul-out pit. At this point, we also like to do an oil change so the engine will sit with fresh oil over the winter and we will not have to do this in the spring. Next on the list is the anchor wash down system and this is done in much the same way as the head. Since the intake is teed into the forward head, we actually do the head and the wash-down system at the same time. The intake line is disconnected to run the wash-down pump until antifreeze is discharged out of the hose bib on the deck and then the intake hose is reconnected to the closed thru-hull.

One of the final steps is to remove anything and everything on the boat that might freeze and burst. This includes soft drinks, paint, cleaning supplies, canned goods, or whatever. Every locker on board is inspected and the contents removed if it is suspect. The fridge is emptied out and everything taken ashore. The it is cleaned, defrosted and the door fixed in a partially opened position. We give the boat a couple of walk-throughs and try to spot anything we might have overlooked earlier. Any sensitive electronics will also be removed and taken ashore for both the potential for harm over the winter but also for security.

The engine will be the last step and one of the most important. If the boat will sit for a while prior to it being hauled we make sure there is heat aboard to protect it. Once the boat is in the haul out pit, the final winterization for it can be done. We make sure ahead of time the the fresh water side of the engine has a good mix of the correct antifreeze. On the raw water side we have a fitting on top of the raw water strainer that a water hose can be attached to. With the raw water intake thru-hull closed, a hose is attached and inserted into a 5 gallon bucket full of the correct antifreeze. The engine is started and allowed to run, drawing water from the bucket of antifreeze, until the antifreeze is discharged from the engine exhaust at the stern. We can also see the antifreeze in the raw water strainer. With all of these steps completed we are almost finished with prepping her for whatever the frigid north land will bring.

The last step we leave to the professionals, and that is to have the boat shrink wrapped. We have left it out in the winter in the past and it is harder on the boat than five years in the tropics. We do have to lower the mast and bimini as well as a few other items prior to it being done. Once the shrink wrap is on, we feel much more secure that it will come through the next few months without major issues. The shrink wrap will also allow us to be able to get on board during inclement weather to do some projects that we might otherwise not do if we are living aboard. And we will keep everyone posted on just what those projects are.