http://www.cruisersforum.com/forums/ Discussions on necessary paperwork for bluewater cruising en Fri, 20 Nov 2009 22:18:16 GMT vBulletin 60 http://cdn.cruisersforum.com/forums/../ugala/forums/images/misc/rss.jpg http://www.cruisersforum.com/forums/ http://www.cruisersforum.com/forums/f57/we-bought-a-boat-corporation-from-guernsey-33180.html Tue, 17 Nov 2009 23:20:32 GMT Hi, A question for the offshore visitors of foreign ports... We bought a corporation from Guernsey (Basically Great Britain) which included... Hi,

A question for the offshore visitors of foreign ports...

We bought a corporation from Guernsey (Basically Great Britain) which included our sailing catamaran. We are US citizens with US passports, we are planing a long term cruise with many foreign ports in the Western Caribbean on our agenda. Our paperwork is in order, issued by the management company in Guernsey stating that we are the managers of said corporation and the sailing vessel.

The question: Will we have problems checking in and out because of the country discrepancy between our passports and the boats country of registry?

Cheers,
Meck ]]> Meck http://www.cruisersforum.com/forums/f57/we-bought-a-boat-corporation-from-guernsey-33180.html http://www.cruisersforum.com/forums/f57/marking-a-catamaran-for-australian-register-33173.html Tue, 17 Nov 2009 21:58:31 GMT Hi there,

I have a Seawind 1160 GRP Catamaran which I'm currently putting onto the Australian Register. I'm up to the stage of marking the boat.

The Marking and Carving Note specifies that I have to have the Official Number, LOA, Boat name, and Home Port on a permanent plate, with letters 100mm high. The plate has to be mounted on a main beam under the top deck.

How do other Aussie's manage this? Do you use a plate? Do you stick with the 100mm height requirement? Where is it mounted? ]]> DevoDave http://www.cruisersforum.com/forums/f57/marking-a-catamaran-for-australian-register-33173.html http://www.cruisersforum.com/forums/f57/state-mooring-insurance-requirement-33168.html Tue, 17 Nov 2009 20:14:16 GMT Aloha All,
Hawaii State, DLNR - Boating is starting to require $300,000 Liability insurance naming Hawaii State as "additional insured."
Does your state have a similar requirement?
Kind regards,:banghead: ]]> SkiprJohn http://www.cruisersforum.com/forums/f57/state-mooring-insurance-requirement-33168.html http://www.cruisersforum.com/forums/f57/clearing-out-of-texas-to-caribbean-help-needed-please-32756.html Thu, 05 Nov 2009 19:25:38 GMT Apologies but not getting concise information from many resources tried... Q : What exactly is needed as far as clearance certificates/customs & immigration forms and health cert's in order to leave the USA (Kemah, Texas) in order to do a 6 mth cruise to Carib?
***from what I understand 1) TX State registration will suffice in most islands ( I cannot get USCG reg for boat as I am South African and boat was purchased in USA) 2)Obviously Passports, Crew Lists, extra photographs etc etc
*** Here it gets murky - a) Is a tax clearance cert needed? given my circumstance (S African, US boat) b) As my boat is still part financed the title sits with the bank... Do I need this document or is the deed of sale, bank documentation etc OK for most islands c) A friend insists that I need "Form 100" ... some sort of US Coast Guard "tracking tag" for bridges or entry points around the USA. Anyone know exactly what this is?
I am going to avoid Mexico due to the 2 day nightmares in order to check in and out , Zarpes etc ... will fly into Cancun again without yacht at later stage!
Lastly and slightly off topic... have quote from Lemma Insurance via Blue Water Ins... sounds too good to be true and they are a Russian company... any experience from forum on how well they pay out on claims? Thank you in advance for any assistance on a DEFINITIVE checklist of paperwork, documentation, certification for me to get out the USA, into most Carib islands and back into the USA again. ]]> SamVogel http://www.cruisersforum.com/forums/f57/clearing-out-of-texas-to-caribbean-help-needed-please-32756.html http://www.cruisersforum.com/forums/f57/crew-member-visa-requirements-32640.html Mon, 02 Nov 2009 19:10:04 GMT I have a US passport (American citizen). My girl friend is Peruvian and holds a Peruvian passport. When we arrive in the US aboard our pleasure... I have a US passport (American citizen). My girl friend is Peruvian and holds a Peruvian passport.

When we arrive in the US aboard our pleasure vessel will she be allowed to visit ashore? If she requires a visa to visit ashore does she have to get it before we arrive or can she get the visa after arriving?

Thanks

Tom ]]> TinmanSr http://www.cruisersforum.com/forums/f57/crew-member-visa-requirements-32640.html http://www.cruisersforum.com/forums/f57/closed-loop-voyages-32579.html Sun, 01 Nov 2009 10:50:22 GMT I was reading about "closed loop voyages" they say that cruising to Mexico, Canada and parts of the Caribbean, if you start and return to the same US port you do not need a passport. Every thing I've read so far sounds like this rule only applies to cruise lines and not the private cruiser. Does anyone know more about this? Thanks ]]> lostnavigator http://www.cruisersforum.com/forums/f57/closed-loop-voyages-32579.html http://www.cruisersforum.com/forums/f57/a-sad-lesson-32574.html Sun, 01 Nov 2009 01:10:18 GMT What is to learn from this?


"At approximately 4 a.m. on September 20, 2006, the 92-foot sailboat Essence and the 623-foot coal carrier Barkald were on nearly reciprocal courses in Long Island Sound when they collided. S/Y Essence sank, resulting in one crewmember’s death from drowning. In November 2007, the U.S. Coast Guard released its official findings on the collision.

Barkald was outbound and Essence was motor-sailing on an inbound course. At the time of the collision, Essence’s mate (who did not have a captain’s license) was at the helm. The captain was asleep in the salon and the chef (who was licensed) was asleep in the pilothouse. According to the USCG report, the mate had been sick the day before and was making his first passage through the Sound.

There were four licensed officers, including a pilot, on watch on the bridge aboard Barkald at the time of the accident. However, approximately one minute and 17 seconds before impact, it was the mate aboard Essence who initiated radio contact. According to a transcript of the exchange, the mate aboard Essence hailed Barkald on 16 by saying, “Motor vessel off my port, motor vessel off my port….” Upon raising Barkald on his second attempt at contact, he said, “I don’t know if you know this but, um, your – your port light is not working; only the starboard is shining, over.”

The pilot did not respond to the comment regarding the port light and no agreement was made on course alteration; instead, the pilot replied, “Okay, so are you going to stay clear of my vessel?”

The mate responded, “Ya, I’m staying clear of your vessel.” Moments later, having clearly misread Barkald’s lights – which were in fact all working at the time of the accident – the mate “effected a seventy to ninety degree turn to starboard, crossing the Barkald bow, resulting in the collision.”

The USCG report indicates that the primary cause of the accident was “the failure of the mate on the Essence to properly identify the aspect of the lights of the Barkald and his position in relation to the Barkald.” However, the report goes on to list the Inland Water Navigation Rules violated by both vessels, which included: failure to maintain a proper lookout, improper communications, failure to determine that a collision risk existed, failure to make visual and/or radar contact and several other obvious factors in the accident.

“In reviewing the USCG and other reports of the incident, it would be far too easy and obvious to state that if both bridge teams had properly followed the Inland Navigation Rules, which they were required to do in these waters, the incident could have been avoided,” says Capt. Stewart Fontaine, a 3,000-ton captain who’s been in the industry for more than 20 years. He’s had vast experience as a relief captain and draws his operational style from the procedures of many different yachts.

“Some might say that it was because the mate on Essence was not licensed and therefore did not have a good working knowledge of the Rules,” says Fontaine. “If this was indeed the case, then the blame lies squarely with the captain and owner for allowing an unqualified person to operate the vessel. Ignoring all the obvious evidence to the contrary for a moment, my guess is that the mate, having already spent two years on board Essence, was probably… experienced standing watch underway alone and apparently had the captain’s confidence. Besides, if all it took was a license to avoid this collision, Barkald should have been able to do so singlehandedly with the collection of licenses they had on their bridge that early morning.”

In considering the incident from Essence’s perspective, Fontaine says, “The overriding question on my mind is why was the mate the only one awake on the bridge when he had apparently judged that they were on a head-on collision course with another vessel?” Fontaine appreciates the fact that there were only three crewmembers on board and sometimes vessels have to make do with what they have versus what would be optimal. But, he says, “Regardless of the size of the vessel and crew, the captain must provide, at the very least, a clear concise, written list of scenarios and instructions…[for which] the watch-stander is required to immediately call the captain and make him aware of the situation.”

“It is the captain’s responsibility to ensure that all watch-standers understand the reason the scenarios are on the list, why it is important for them to recognize as early as possible that one of the scenarios is developing and to make sure they understand that the safe operation of the vessel remains the captain’s responsibility whether he is on the bridge or not,” Fontaine says. “Had the mate of Essence called the captain, there is a good chance that between the two of them working as a bridge team, they would have come to a better conclusion than the mate did on his own.”

The tragedy reiterates the timeless truth that accidents at sea rarely are caused by a single mistake and provides some valuable lessons about complacency on any passage.

An item notably absent from the report is the element of fatigue. Though it does note that the mate had been ill the day before the incident, sources close to the crew allege that Essence recently had come out of the shipyard and was not budgeted to bring additional crew aboard prior to making the passage to Greenwich.

“When you consider that the collision occurred at 0400 and that Essence was sailing with a very short crew, the effects of fatigue must be taken into account,” Fontaine says. “With a crew of three and only one of them awake on the bridge in the run-up to the collision, it is difficult for me to fully accept that the mate was well rested and alert. Anyone who has worked the ‘graveyard watch’ will tell you that it can be very difficult to maintain the mental alertness necessary to make proper judgments, especially on the first night of a voyage, when your internal clock is trying to put you to sleep.” ]]> Pelagic http://www.cruisersforum.com/forums/f57/a-sad-lesson-32574.html http://www.cruisersforum.com/forums/f57/canadians-buying-a-boat-in-florida-then-sailing-the-caribbean-32468.html Thu, 29 Oct 2009 04:08:07 GMT 2 friends and myself will be in Ft. Lauderdale, Florida on Monday looking to purchase a sailboat which we will sail the Caribbean islands for the... 2 friends and myself will be in Ft. Lauderdale, Florida on Monday looking to purchase a sailboat which we will sail the Caribbean islands for the non-hurricane season.

We're still pretty confused by the logistics of registering/documenting the boat and which taxes we may need to pay etc. etc. and any help we could get would be appreciated.

Do we need to use a broker or attorney to write up a contract ourselves, or can it be as simple as signing over the registration papers of the boat?

Also, we are considering sailing the boat back up to the Canadian East Coast towards the end of our journey. We would keep the boat in Halifax until we are able to sell it. Does anyone know how this changes how we should register the boat?

We'd appreciate any help we could get to avoid confusion later on. Thanks!! ]]> saltyspringer http://www.cruisersforum.com/forums/f57/canadians-buying-a-boat-in-florida-then-sailing-the-caribbean-32468.html http://www.cruisersforum.com/forums/f57/have-you-been-boarded-searched-32446.html Wed, 28 Oct 2009 16:22:52 GMT What can one expect? I am well aware that each country has its own laws, which apply when in their waters... Have you ever been boarded/searched in... What can one expect? I am well aware that each country has its own laws, which apply when in their waters... Have you ever been boarded/searched in international waters? -- I wonder, what are your experiences (be they good or bad) ??? also, where were you when this happened? Has your vessel been searched every time you clear in?
CHEERS! ]]> SemperParatus http://www.cruisersforum.com/forums/f57/have-you-been-boarded-searched-32446.html http://www.cruisersforum.com/forums/f57/canadian-buying-a-boat-in-the-us-32364.html Mon, 26 Oct 2009 13:42:06 GMT Hello everyone, We are about to make an offer on an european-built boat located in Maryland. US taxes not paid. Where can I get info on how... Hello everyone,

We are about to make an offer on an european-built boat located in Maryland. US taxes not paid.
Where can I get info on how long we can keep the boat: 1- on the hard,
2- liveaboard. Which permits do we need?

We are Canadian citizen.

Thank you,

Marc & Catherine ]]> MARC D http://www.cruisersforum.com/forums/f57/canadian-buying-a-boat-in-the-us-32364.html http://www.cruisersforum.com/forums/f57/cruising-without-insurance-32270.html Fri, 23 Oct 2009 13:47:02 GMT We will be making the jump to Mexico in a few weeks and have carried insurance on our boat since we bought her two plus years ago. I've checked with my carrier(BoatUS) and they want a big amount of money to insure us in Mexico. About $115 every two weeks(as a rider to the price I am already paying which is not cheap) for the duration we will be there plus upping my deductible to 2% from 1%. Plus. they will only cover me till February of 2010. I've checked with other companies and have received quotes of from $1991 to $3500 for a years worth of insurance from other companies here in the US.

I have carried insurance since most marinas require proof of it to even get a slip all the way down the coast. I know I am required to have "Mexican" insurance to cruise in Mexico and the prices I have found ar less than a third of what BoatUS has quoted me. I would have no problem with having it since it is so reasonable.

Is there a problem dropping my BoatUS insurance once I'm out of the US and just having "Mexican" insurance? Do I need to have proof of insurance once I get to other countries as I cruise? ]]> mestrezat http://www.cruisersforum.com/forums/f57/cruising-without-insurance-32270.html