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Buying a Hurricane Damaged Boat

Buying a hurricane damaged boat can be a risky endeavor. Still, it can also present an exciting opportunity for the right person. 

During the 2017 Caribbean hurricane season, one of the largest yacht charter areas in the world was decimated by two tremendously powerful hurricanes in quick succession, Irma and Maria. In the region of 3,000 charter and privately owned vessels in the US & British Virgin Islands, Antigua, St Martin, and Puerto Rico came to the market within a few months. A further 50,000 vessels were reported damaged in Florida, offering an opportunity to grab a relatively new motor or sailing boat at a seemingly bargain price for those who knew what they were getting themselves into… and for many who didn’t.

I’m a boatowner who was on the island of St Martin during Hurricanes Gonzalo (category 1) and Irma (category 5) with a boat in the yard, I’ve lived in the Caribbean in the yachting industry for the years following, and I’ve bought, restored and sailed a hurricane damaged 40′ ex charter catamaran. In the following paragraphs, please enjoy my take on buying hurricane damaged boats.

Table of Contents

What happens to boats during a hurricane.

No two hurricanes are the same. They vary in strength, trajectory, the speed they pass over, and the geographical area of the earth affected. Gonzalo was a category 1 hurricane with winds of around 75 knots (138 km) an hour and lasted 3 hours; Irma was a category 5 and the largest, most powerful Atlantic storm in recorded history. Irma lasted 12 hours with sustained winds of around 155 knots (287 km) an hour. Within the hurricane itself, there were mini tornadoes of more concentrated power.

Whilst there are steps you can take to minimise the effects of a major storm on boats in the area that are recommended and approved by some marine insurers, for boat owners wanting to keep their vessels safe from these most significant storms, the only sure option is for the boat not to be there when the storm passes through.

A hurricane not only gives us excessive wind strengths that cause direct damage, but the winds also induce much higher wave heights which crash on the shoreline; the lowered barometric pressure causes the sea levels to rise, invariably accompanied by torrential rain. The slower a hurricane moves, the greater the overall impact as effects are sustained over a longer period:

Wind Impacts

• At 100km per hour , loose roof tiles, sidings and other materials will be displaced from buildings and can crash down on nearby cars or boats; boat canvas and sails not lashed down or securely stowed will be shredded. Boats moored will suffer excess forces and chafe on lines, cleats and dock fittings; anchored vessels may struggle to maintain a holding and can be swept ashore.
• At 200km per hour , roofing materials and anything unsecured will be blown and act as dangerous projectiles, trees can be uprooted and large limbs ripped off. The vibration levels in rigging and ropes cause intense fatigue in metals in a very short time, and materials already in poor condition will fail; masts will fall due to failure in the mast itself or the rigging wires or fittings. Falling masts, flailing roofing sheets and thrashing rigging wires chew up fibreglass, teak, aluminium and plexiglass. Boats ashore not correctly chocked and pegged to the ground may fall over or be blown over. Boats in the water not moored with adequate lines in a cat’s cradle arrangement will see failure in the lines themselves or the fittings securing them; there are few anchors/chains that can hold in these wind forces. Inflatable dinghies will be lifted and blown if not adequately secured.
• At 300km per hour , boats not adequately tied down will be lifted off the ground and overturned. I looked at a Lagoon 43 Powercat in Virgin Gorda that had been rolled several times over a distance of about 300 yards, ending up upside down in the shallows.

Torrential Rain

Gonzalo produced 5.7″ of rain in St Martin, and Irma more than 9″. These levels of rainfall cause flash flooding, which can wash away built structures and trees, sweeping them downhill and causing impact damage, heavy rain will also wash away the stands supporting boats in the boatyards. Boats topple over on top of their neighbours and neighbouring items, keel-to-hull joints are stressed, bolts can break, stands can punch holes through boat hulls and pierce internal structures such as fuel and water tanks. Masts smash against each other and break.

Hatches smashed by flying debris open the boat’s interior to the elements, and rainwater can soak cushions and wood cabinetry.

Sea Impacts

The sea level rose 3 metres during Hurricane Irma. Boats in the boatyards which would typically have been clear of the water, tried to float, vast volumes of water washed between the sea and the lagoon sweeping away or dislodging docks, containers and vessels with it. On the coastal side, waves smashed over waterside buildings and sea walls, and boats anchored or moored in marinas were washed over the top of the retaining walls and were found many metres inland.

Boats moored or at anchor with inadequate bilge pumping arrangements to cope with rain and waves washing through smashed hatches sank with the sheer volume of water inside.

Here is a video I took in the aftermath of Hurricane Irma.

Human Impacts

Whilst nature’s impacts of a hurricane can barely be imagined, it’s even harder to think that those who have just suffered through such a significant life event will selfishly pillage others as their first thought when the storm has barely passed. I witnessed hundreds of people pushing carts to rob stores before the full strength of the wind had abated, stealing electrical and electronic items when there wasn’t even any electricity to run them. I also saw men cutting holes in the decks of boats to remove engines and generators.

In the British Virgin Islands, where there was the biggest concentration of charter boats, the large charter companies quickly earmarked vessels with the least damage that would be saved and ripped good parts from those more damaged vessels they had no intention of recovering. Masts had already been ordered from the mast manufacturers even before the storm hit, leaving a considerable lead time for others after the storm was over.

What Types of Damage are Caused to Boats by Hurricanes?

• Impact Damage & Delamination  – from smashing against docks, boats, and things; may be minor or structural.
• Flooding damage  – salt water or fresh water, depending on the circumstances; can affect engines/generators, electronics, woodwork, batteries & electrics, latches and catches and mattresses/cushions.
• Dismasting  – sailing boat masts are particularly vulnerable.
• Electrolysis  – with many overturned and sunk boats piled together, batteries, inverters, and shore power cables will be underwater. Stray current can quickly cause pitting from electrolysis in exposed, un-earthed metal objects in contact with the water.
• Marine Growth  – barnacles grow on submerged structures very quickly, and their burrowing action can cause grooves and staining in fibreglass and scars on metals.

Long Term Damage

Beyond the immediate and obvious damage directly caused by the hurricane, there may be longer-term damage that can go unseen. The longer a hurricane boat is left uncared for, the more deterioration will occur in the vessel’s state.

The longer a boat is left fully or partially submerged, the more marine growth can occur and the greater the waterlogging of interior components. Saltwater is highly corrosive, and metal objects will start to rust, affecting the part and irreversibly staining woodwork, canvas and other furnishings. Waterlogged wood will begin to rot, notably with fresh water too, and plywood bulkheads that have been glassed in are an area of concern.

Missing and smashed hatches allow rainwater to keep coming in, exacerbating damage to wood, electrics, fixtures and fittings.

Exposed fibreglass fibres will wick water into the laminate over time and cause delamination over a far larger area than may be immediately evident. The same is true of electrical cables.

Just the experience of having been through a hurricane can cause unseen damage to a vessel. Boat fittings can be subjected to stresses far greater than those they were ever designed for, and the vibration levels, from the wind, in fixings and rigging cause metal fatigue which is not evident.

These longer-term aspects can result in future unexpected failure of a component.

What Types of Boats Become Available After a Hurricane?

Anyone who keeps their boat in a hurricane zone during hurricane season is either insured or a fool. All big charter companies have comprehensive insurance policies covering named storms, and some insurers will cover private vessels under certain conditions.

It’s a well-known fact that anything fibreglass can be repaired… it just depends on whether those repairs are economically worth doing. Wood and steel, whilst less desirable as hull materials, are also less easy to repair. Depending on the level of damage, a hurricane damaged boat can be:

• A complete write-off – smashed up and sunk with no hope of repair (see below section on Salvage Title)
• A constructive wite-off – not economical to be repaired under the contracted insurance value (see below section on Salvage Title)
• Repairable – repair costs fall within the insured value.

Most boats sold off after a hurricane in the Caribbean are charter vessels coming out of a charter fleet – expect monohull sailing boats, sailing and motor catamarans. Many privately owned boats will move out of the hurricane zone, leaving smaller numbers of sailing boats and catamarans with private insurance. In Florida, most damaged boats are power boats and trawlers in boatyards or marinas; the purpose-built storage sheds do a good job securing smaller vessels.

Remember that charter companies were fully insured for their losses, they already have new boats and masts/rigging on order, and they will keep and fix those boats which are the least damaged; they already have repair facilities and expertise on-island to do this. The more damaged boats are scavenged for their parts and then shipped away to clear up the sailing area for future chartering. This includes heavily damaged and sunk vessels.

After Irma, salvage companies were gifted the damaged boats to haul away in exchange for the salvage title.

About Salvage Title

A salvage title on a vessel refers to a legal designation given to a boat or watercraft that has been severely damaged, often due to accidents, natural disasters (such as hurricanes), or other catastrophic events. When a vessel sustains significant damage, and the cost to repair it exceeds a certain percentage of its pre-damaged value, the boat may be deemed a “total loss.”

Once a boat is declared a total loss, the insurance company or the relevant authorities issue a salvage title. This title serves as a warning to potential buyers that the vessel has undergone significant damage and has been written off as uneconomical to repair by the insurance company.

The term “salvage title” is primarily used in North America, particularly in the United States and Canada. A similar concept exists in Europe, but different names often refer to it and vary by country. In many European countries, a salvage title is called a “write-off” or a “total loss” title. 

European countries typically have their own regulations and procedures regarding salvaged or written-off vehicles and vessels. The specific criteria for determining a write-off can vary between countries. They may depend on the percentage of the vessel’s pre-accident value that the repairs would cost.

Similar to North America, when a vehicle or vessel is declared a write-off in Europe, it can be sold at a significantly reduced price compared to similar units with a clean history. Buyers interested in purchasing a salvaged or written-off vehicle or vessel should exercise caution and perform thorough inspections to assess the extent of the damage and potential restoration costs.

Suppose you are considering purchasing a salvaged vessel in Europe. In that case, it’s essential to familiarise yourself with the regulations and terminology specific to the country in which you plan to purchase. Consulting with local authorities and experts can help you navigate the process and make an informed decision.

It’s essential for buyers interested in purchasing a boat with a salvage title to conduct thorough inspections and assessments to determine the full extent of the damage and evaluate whether the vessel can be safely and economically restored to a seaworthy condition. Additionally, insurance companies may have specific policies regarding insuring vessels with salvage titles, so potential buyers should consider this aspect before purchasing.

Should You Buy a Hurricane-Damaged Boat?

This is the biiiig question! Although the price of the vessel may seem like a steal, costs for storage, transportation, replacement gear, repair materials and skilled or even unskilled labour can quickly exceed the current market value of an undamaged boat.

Reasons for Buying a Hurricane Damaged Boat

One of the main reasons is the potential for a great deal. After a major hurricane, many boat owners are looking to offload their damaged vessels quickly, often at significantly reduced prices. This can appeal to buyers willing to invest time and money into repairing and restoring the boat.

A hurricane damaged boat also presents the chance to customise and personalise the vessel. Buyers can rebuild and modify the boat according to their specific preferences, which can be an exciting project for boaters who enjoy hands-on work and have the skills or resources to undertake the necessary repairs.

Reasons for Not Buying a Hurricane Damaged Boat

One of the main concerns is the extent of the damage. Depending on the hurricane’s severity and the vessel’s precise damage, the repairs required to restore the boat to a safe and seaworthy condition can be extensive and costly. Buyers must carefully evaluate the potential costs and consider whether it is worth investing time and money.

Even after a thorough inspection, hidden structural or mechanical issues may not be immediately apparent. This hidden damage can lead to additional expenses and frustrations down the line, making it a risky investment for those who are not prepared to handle unforeseen complications.

You may not be able to get insurance coverage for your hurricane-damaged boat, even following skilled repairs. Some insurers refuse to cover boats with salvage title, and finding one who will may prove difficult.

What Type of Person Buys a Hurricane Damaged Boat?

A successful hurricane damage project requires someone willing and with the time, resources, and expertise to take on the risks and challenges of restoring a damaged vessel. 

They are often experienced boaters who understand boat maintenance, systems and repair well. They are also likely to have a network of contacts within the boating community who can provide guidance, advice, and assistance throughout the restoration process.

Understand Your WHY

Ask yourself exactly why you want to do this and what will be your ideal outcome. This may be:

To restore the boat to its original condition and use it or sell it for a profit . This can be a difficult option for several reasons – firstly if the vessel has a salvage title, this will always be the case. It may be difficult to achieve market value or for a buyer to obtain insurance… both will affect your ability to make a sale. Secondly, the cost of skilled labour, replacement parts, storage and insurance can mount up very quickly. It can easily exceed the market value if not correctly anticipated and controlled.

To make sufficient repairs and/or alterations to use the vessel for living aboard or commercial purposes such as day chartering . In the aftermath of Irma, at least two new day charter businesses have sprung up using hurricane damaged boats to transport their guests. Pyratz and Captain SUP renovated dismasted catamarans, converting them to power-driven vessels for their day charter activities. Numerous other boats have been repaired to a greater or lesser degree. They are being used as liveaboard vessels around the Caribbean.

Just for fun … you’d better have a lot of time and deep pockets!

Assessing the Risks

One of the main financial risks associated with buying a hurricane damaged boat is the ability to forecast the real cost-saving opportunities. While it’s true that these boats are often sold at significantly lower prices compared to their undamaged counterparts, it is essential to weigh this seemingly great deal against the upcoming repair costs. The extent of damage caused by a hurricane can vary greatly, and it is not uncommon for repairs to exceed the estimated market value once complete, considering that it may always be deemed a salvaged vessel. It is crucial to have a thorough understanding of the boat’s condition and the estimated repair costs before making a decision.

Understanding insurance implications and limitations is another aspect to consider. Many marine insurance companies have specific policies regarding hurricane-damaged boats, and it is important to be aware of any limitations or exclusions that may apply. Some insurers may refuse coverage altogether, while others may only provide limited cover or require additional inspections and documentation. It is essential to consult with insurance professionals to understand the potential implications and costs associated with insuring a hurricane damaged boat, both during and after the repairs are complete.

Legal titles and available documentation should also be carefully considered. Paperwork may have been lost during the storm, and a buyer should ensure that there is a physical, legal title, salvage or otherwise, in place before closing on a transaction. 

Hidden repair costs and unforeseen damages are common challenges when buying a hurricane damaged boat. While some damages may be visible upon inspection, others may only become apparent during the repair process. Structural issues, electrical problems, or water damage may not be immediately evident, and the cost of repairing these hidden damages can quickly add up. It is crucial to have a professional surveyor thoroughly inspect the boat and provide an accurate assessment of the potential repair costs.

Another difficulty with buying a hurricane damaged boat is the lack of boat history. Compared to purchasing a used boat with a known maintenance and repair history, storm damaged boats often come with limited or no records. This makes assessing the boat’s overall condition before the hurricane, and potential future issues challenging. Buyers should be prepared for surprises.

Professional Evaluations

We have already discussed the need for an expert evaluation of the condition of the vessel to arrive at an approximate cost forecast for the repairs. The difficulty is that most surveyors are working at capacity immediately following a major storm, and scheduling a visit may be very hard! After Hurricane Irma, various marine industry workers were drafted in by insurance companies with little experience surveying boats simply because no one was available.

Whilst an experienced boater who has carried out a lot of maintenance and repairs may have a good idea of what he’s looking at, there’s no substitute for an impartial, experienced and qualified professional giving their opinion and an estimate of costs.

Professional experience is essential for evaluating a vessel’s structural integrity and safety, not only pre-purchase to identify any structural repairs but also during and following the repair to certify that it meets the minimum designed specification for the vessel as it was rolled out of the production shed.

Who Sells the Hurricane-Damaged Vessels?

Various parties will offer damaged boats for sale following the hurricane:

• Boat Owners  who had no insurance cover or received a pay-out from their insurer may decide that completing the repairs is not something they want to undertake. They may or may not use a broker.
• Insurance companies often use   Yacht Sales Brokers  to achieve the best recovery value for a vessel that they have assumed the title of following an insurance pay-out.
• Salvage Companies  are handed the titles to vessels in exchange for lifting and clearing away wrecked and sunken boats. Many, like Certified Yacht Sales and Harbor Shoppers , sell their inventory under an auction process.
• Some  Insurers  may sell their assumed titles directly to eliminate broker commission.
• Boat Yards  are also an excellent place to find vessels that may already be behind in their fees, and the owners hand over the title to the yard. There are lots of unfinished restoration projects languishing away in the boatyards of the Caribbean and Florida!

How Much Should You Pay for a Hurricane Damaged Vessel?

Purchasing a hurricane damaged boat may initially seem like a bargain. Still, it is crucial to consider the various costs outside the purchase price that will impact the final cost of your dream boat.

Assessing and Costing the Damage

Thoroughly assess the extent of the damage inflicted on the boat during the hurricane. This assessment will help determine the overall cost of repairs and whether it is financially viable to proceed with the purchase. 

Engaging a professional marine surveyor can provide an accurate evaluation of the damage, including structural, electrical, and mechanical issues. Once you have a list of the required repairs, you can approach skilled tradespeople for quotes and contact the brand dealers to estimate the cost of replacing missing or damaged parts.

Location & Retrieval

Another factor to consider is the location of the hurricane damaged boat. The cost of retrieval and relocation can significantly add to the overall expenses if it is still partially submerged, in a remote or inaccessible area, or somewhere without skilled labour or parts availability. Transportation costs, such as hiring a specialised barge or arranging a crane, should be considered when calculating the required investment.

Costing the Repairs

It is crucial to estimate the cost of repairs accurately. This includes not only the visible damage but also allowing a contingency for potential hidden issues that may arise during the restoration process. Consulting with experienced boat repair professionals can provide valuable insights into the potential costs of returning the boat to its pre-hurricane condition.

Storage & Repair Facilities

Where will you store and repair your boat during the restoration process? Depending on the size and complexity of the repairs, renting a dedicated covered space or utilising a boatyard with the necessary equipment and expertise may be necessary. These facilities come with their own costs, which should be costed in advance and factored into the overall budget.

Your Budget – Be Realistic!

Before embarking on the purchase of a hurricane damaged boat, it is essential to know your budget. This should consider the purchase price, retrieval costs, repair expenses, and ongoing storage. Leave some room for unexpected expenses.

Timing is Everything

Timing plays a crucial role when buying a hurricane damaged boat. In the months following Irma, hundreds of boats came to the market. Some incredibly high prices were paid for boats with immense structural damage due to the initial excitement and the types of boats that came up for sale; other boats sold for next to nothing once the initial frenzy had subsided and/or when the boat model was less popular. Waiting for the initial buying buzz to pass can get you a better deal.

The availability of repair professionals, storage facilities, and necessary parts can vary depending on the time of year. However, following a hurricane may be especially difficult when yards are still clearing up from the aftermath. Every man and his dog is looking for a space. You may have to wait to start work which can impact the longer-term damage to the vessel if you still need to take steps to protect it, such as closing all hatches and hull openings and lifting it clear of the sea.

Know the Requirements for Restoring a Hurricane Damaged Boat

Whether you choose to undertake the restoration yourself or hire professionals, it is essential to ensure compliance with safety standards and regulations. Sourcing quality workmanship, materials, and parts is necessary to ensure the longevity and safety of the restored boat.

All new boats sold commercially must meet a minimum level of safety standards when they leave the factory. In Europe, this is signified by the CE Mark; in the US, it is the USCG Certification. Boat manufacturers must build professionally designed boats to ensure their seaworthiness. The manufacturing process must meet stringent checks at each stage to ensure that build quality and processes fulfil the designed strengths and tolerances. All components used, such as hatches, deck equipment, and electrical and electronic components, must be similarly marked/certified, and the fit-out of systems such as electrics and propane must meet separate standards.

Depending on the extent of the damage caused by the hurricane, you need to understand the requirements for restoring the vessel to its original condition so that the vessel continues to meet these original and designed standards. Before embarking on this restoration journey, it is important to assess whether you have the necessary skills and knowledge to undertake the project yourself or if it is better to hire professionals.

DIY restoration can be a cost-effective option for those with skills and experience in boat repairs. However, it would help if you were fully au fait with the standards applicable to your vessel. You should consult a marine surveyor during restoration to ensure you’re hitting the mark. Electrical systems, fuel systems, and structural integrity, in particular, must be thoroughly inspected and repaired to ensure they meet safety standards.

Hiring professionals for the restoration can provide peace of mind and ensure that the boat is restored to its original condition safely and efficiently. Professionals have the expertise and knowledge to navigate the complex regulations and safety standards that must be met. They also have access to specialised tools and equipment needed for the restoration process. However, It is essential to carefully research and choose reputable professionals who have experience restoring the types of damage particular to your vessel. Throughout the Caribbean are a host of skilled and unskilled tradesmen who claim to be able to do a job, ask around to make sure you choose the good ones, draw up a contract and make staged payments.

Sourcing quality materials and parts is another vital aspect of restoring a hurricane damaged boat. Ensuring that all materials used in the restoration are high quality and meet any CE or USCG standards is essential. This includes materials for repairing the hull, electrical systems, plumbing, and any other components that may have been damaged. Often the local dealer for your boat brand is your first port of call to source the original parts for your vessel. Once you have the parts list, you can go directly to manufacturers or search eBay for better prices. 

The Buying Process

The boat buying process is pretty standard, whether you buy through a broker, an auction house, or an individual seller. You make a formal offer, it is accepted, and you sign a bill of sale and pay the purchase price and any associated fees. More info is given in the links.

You should obtain a clear title to the vessel and register it under your chosen flag state.

After the Sale

Securing your boat and preventing further damage.

The priority is to secure the boat properly. This may involve removing any remaining water, sealing leaks, and covering the boat with a tarp or shrink wrap to protect it from the elements. It is crucial to prevent additional water intrusion or exposure to harsh weather conditions.

Relocating the boat to a safe and secure location is your next step. Suppose the boat is still in a hurricane-prone area. In that case, move it to a more secure location, such as a boatyard with proper repair facilities. This will provide a controlled environment for restoration work and protect the boat from future storms.

Developing A Comprehensive Restoration Plan

Revisit the damage reports and create a detailed plan outlining the necessary repairs and restoration work. This plan should include a timeline, budget, and a list of required materials and services. 

The first thing you need to do is clean the boat and clear it of any broken and unusable items; this will also give you an inventory of parts you can reuse.

Prioritising Repairs And Addressing Safety Concerns First

When prioritising repairs, address safety concerns first. Focus on fixing any structural damage, electrical issues, or other safety hazards that could pose a risk to the boat or its occupants. Once the safety concerns are addressed, proceed to cosmetic repairs and other non-essential improvements.

Choosing Reputable Repair Services And Suppliers

Choosing reputable repair services and suppliers is crucial to ensure the quality of the restoration work. Research and select professionals who have experience in repairing hurricane damage; check their credentials, read reviews, and ask for references. Similarly, source materials and supplies from reputable suppliers to ensure the durability and longevity of the repairs.

Managing The Project

Managing the restoration project is a significant undertaking. It involves coordinating the contractors, overseeing the progress, and ensuring the work is completed according to the plan and budget. Regular communication with the repair team is essential to stay updated on the progress and address any concerns or changes that may arise during the restoration process.

Consider engaging a marine surveyor to help with this aspect, ensuring at the same time that build standards are being met.

Insurance & Resale

Lastly, it is important to consider the boat’s insurance and potential resale value. Contact your insurance provider to discuss coverage options and any necessary adjustments to the policy. Remember that the boat’s resale value may be affected by its history of hurricane damage. Be prepared to disclose this information to potential buyers and adjust the asking price accordingly.

It’s a particular type of person that buys and restores a hurricane-damaged boat. If it’s your calling, be prepared to invest a significant chunk of your bank balance and of your life to achieve the end goal. You may make some money; you may very easily not. I hope this guide has helped you understand the processes and the pitfalls so you can make an informed decision.

ABOUT THE AUTHOR

Sam Bartlett is an IIMS Surveyor, a Commercial Skipper of sailing boats, and a boat owner for over 30 years. She lives in St Martin in the Caribbean and provides yacht surveys, skippering and marine consultancy throughout the Caribbean.

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Salvaging a Storm Damaged Sailboat

• By Cap'n Fatty Goodlander
• Updated: February 13, 2018

Powerful storms that pounded the northern Caribbean, Florida and Texas last fall were potent reminders that severe weather causes severe damage. Still, every dark cloud has a silver lining. As insurance claims are paid out and piles of vessels are untangled, hundreds (perhaps thousands) of handyman skippers are going to end up with amazing boats, literally for pennies on the dollar. I know of which I speak. My wife, Carolyn, and I purchased the salvage rights to a Hughes 38 found sunk on the beach after Hurricane Hugo struck the Virgin Islands in 1989 for $3,000 — then fixed her up and sailed her twice around the world. Wild Card certainly wasn’t the most pristine yacht we saw in the 100,000 ocean miles we sailed her over the course of 23 wonderful years, but at an initial cost of 3 cents per mile, she was certainly among the cheapest. The problem with buying a hurricane-­damaged fiberglass sailboat is that a good buy can look like it is practically ­worthless, and a worthless vessel can look like a good buy. So the first concept you need to understand is that you’re not only buying a boat, you’re buying a tremendous liability as well. And once you buy it, the only way out involves either a pile of cash or a lot of blood, sweat and tears, sustained over a long period of time.

The first priority of a successful salvage is finding a wrecked boat that looks bad and thus sells cheap, but is actually fairly straightforward to remove and repair.

When it comes to salvage, tenacity is the key. If in doubt, don’t. I repeat: Only masochists need apply.

However, big risks can equal big gains, and each deal is unique. I’ve seen insured boats with barely any damage sitting atop uninsured boats that were totally crushed. The owner of the insured boat says shrilly, “She’s totaled!” Meanwhile, the crushed boat’s owner says, “I think I can fix her. It’s really just cosmetic!”

The first priority of a successful salvage is finding a wrecked boat that looks bad and thus sells cheap, but is actually fairly straightforward to remove and repair. Reinvigorating a vessel doesn’t only include the expense of buying the materials and smearing them on; transportation and shipyard costs must be factored in as well.

Some of the best deals happen fast, as each passing day, more and more sanity enters the marketplace. My buddy Kevin Rowlette, aboard Husky, was hired to drag a damaged Beneteau from the beach into deep water to sink it. But, instead of scuttling it, he tossed a single dollar bill at the owner as he attached his towline to the vessel. He eventually repaired it, and it became the famous Fast Buck . We sailed together during many a regatta. In fact, I think we did the entire Caribbean Ocean Racing Triangle series on it in the early 1990s, and every time Kevin would buy me a beer, he’d lament, “Damn, that’s twice what I paid for the boat, Fatty!”

Many people are scared by holes through the hull. Don’t be. These can be fixed easily if they are of small to moderate size and the boat hasn’t lost its shape. Use clear-cedar battens inside the vessel to maintain a fair curve as you fiberglass. Start outside, then once the shape is locked in, you can remove the battens and finish the repair on the inside.

There are certain types of damage to avoid: snapped-off rudder skegs; displaced keels; severe hull-to-deck-joint damage; smashed-off bows; crushed or cracked stems; and any damage that displaces such things as the engine, propeller shaft, mast step or rudder.

A vessel sunk for a day or two is a problem. A vessel underwater for more than a couple of weeks is a nightmare. Why? Because everything mechanical and electrical will have to be thrown away. In addition, all the wood will delaminate, swell, split and crack, meaning you’ll have to replace all the structural bulkheads, chainplate webs, mast steps and, of course, the entire interior.

That aside, the good news is that any fiberglass boat can be fixed.

There was an ace “glass mon” on Tortola who happened to end up with a new Beneteau 456 that had its deck burned up by an electrical fire in the headliner. He stowed it in the corner of the boatyard until he could find time to repair it. Later, an identical boat pounded hard on Anegada Reef. He bid peanuts on the vessel and then used a circular saw to cut both boats horizontally along the waterline before fiberglassing the good halves of each back together. He was totally honest with the new buyer on the boat’s history, and the guy learned to live with an interior that’s a micro bit askew!

In Wild Card’s case, when we found her, the prominent damage was just a small area of egg-shelling, or cracking with moderate seepage, around the port turn of the bilge where she’d pounded on the beach. We temporarily patched her, lifted her onto a barge with a crane and took her to Independent Boat Yard, where I cast myself at “de feet of de local glass mon.”

His name was Mike Sheen, and he was horrified when I prostrated myself before him, grabbed his ankles, burst into tears and said, “I’m an idiot! I’ve just spent all my wife and child’s food money on a wrecked boat. Woe is me!”

“Shut up and grind!” he growled.

That’s the key to mending fiberglass: Just bite the bullet and grind until your arms fall off. Grinding is the essential skill.

About two hours into it, Mike came by and said, “See how milky the fiberglass is? Grind it until it is clear, then angle the edge 16-to-1.”

I started to ask a question, but he growled. “Shut up and grind, Fatty!”

I quickly learned that a hole or wound in fiberglass is like a bullet through a windshield. While the opening is small, the damage is great. Endlessly, I ground away, until our little eggshell wound was 12 feet wide and 3 feet high, and had an actual hole through the hull the size of a basketball.

About 10 days later, I was down to pure fiberglass, with no milky places, and the area was faired with a 16-to-1 angled edge, so there was plenty of raw fiberglass for the new cloth and resin to adhere to.

Time to rebuild. I jammed a piece of waxed Formica inside the boat to keep the proper shape at the hole. Carolyn cut up the biaxial glass, with cloth on one side and mat on the other, in large chunks and placed it on our wet-out board. I slopped polyester resin on the cloth side and flipped it over to wet-out the mat side. Then I placed it over the wetted-out wound and rolled out the bubbles.

You have to work fast. The MEK catalyst makes the resin kick quickly in the tropics. We only put on a few layers at a time to avoid excessive heat buildup or, worst case, having the semi-kicked cloth begin to droop away from the hull. We tried to add new layers on sticky-but-cooling resin to avoid excess grinding. If we allowed the resin to dry, we reground it to ensure perfect adhesion.

Once the outside of the repair was glassed greater than flush with the outside gelcoat, we went inside the boat, built a plastic tent and attacked the entire area with our grinder, then fiberglassed an additional four layers inside.

Glass mon Mike told me during our relaunch, “If you ever hit anything, Fatty, try to hit it on the repaired side. It is much stronger.”

This resulted in what I refer to as a hamburger patch, with a small hole where the patty is and two large overlapping buns inside and out.

Next, we block-sanded the repair on the outside using long, commercially available blocks of the gritty, abrasive material to achieve the fair curve of the hull. Then we finished off the job using West System Epoxy and micro balloons. You cannot see the repair to this day, nearly three decades and 100,000 ocean miles later.

When I went to pay him for his consulting work, he waved away my money and said loudly, “Shut up and grind!”

Was it gruesome work rebuilding Wild Card ? You betcha. Was it worth it? Oh, yes! For less than $10,000 and 21 days of utter agony, we ended up with an offshore-capable boat worth $50,000 and lots of calluses.

Though we weren’t ready to circumnavigate yet, coming in second in the Coral Bay Thanksgiving regatta was sweet less than a month after we lifted her off the beach.

In the ensuing years, we tossed in a new Perkins diesel and replaced all the electronics as time and money permitted. We improved the boat while still living in paradise, among the nicest, friendliest, most nurturing people in the world.

• More: How To , hurricane , sailboat , salvage , storm
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Should I buy a hurricane-damaged boat?

Obvious in the aftermath of Hurricanes Ian and Nicole was that boat owners took it on the chin.

In Southwest and Northeast Florida, the two hurricanes wiped out thousands of boats with high winds, high waves and storm surge. As water pushed above docks at marinas, boats of all shapes and sizes were floated away from smashed piers, shoved away from moorings, piled onto one other, flung onto land or sunk.

Some boats were mangled so violently they were sawed up and hauled off to landfills. Others were moved from their resting spots and placed in boatyards. Their owners and insurers must determine next steps.

After any disaster like this, a market is born for sunken and damaged boats. Buyers can't resist pursuing nautical dreams at a lower initial entry price. Before making that purchase, experts say sometimes a sweet deal can be had, but other times the pitfalls may not be worth the expense or headaches. Either way, they agree, it's buyer beware.

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Full disclosure and buyer beware

The first thing a potential buyer of a used boat needs to understand is that unlike with houses and cars, there is no full disclosure requirement for boats, said Brig Burgess of Your Captain Concierge Marine Surveyor in Palm City.

"The marine insurance industry is not regulated the way car insurance and home insurance is. When you buy a boat, you want a complete history of that vessel, if it was damaged, who repaired it and where. You can put it into the sales agreement contract," said Burgess, an American Boat and Yacht Council certified surveyor.

It's not something sellers voluntarily do very often because it brings diminished value for the boat, Burgess said. But if the buyer asks for it, the conversation can begin before any money changes hands. It's why hiring a highly qualified marine surveyor can make the difference between realizing one's boating dreams or becoming sucked into a do-it-yourself nightmare. Some surveyors specialize in certain types of boats or their systems, Burgess said.

Buying a damaged boat isn't for everyone, said John Hamilton of Hamilton & Hamilton Marine Surveyors in Palm City.

"A buyer needs to well-funded or super handy. The buyer has to also be on the lookout for marine fraud — and Florida is a place where it's rampant," said Hamilton who is also certified by the American Boat and Yacht Council.

Sellers regularly take buyers' money, only for the buyer to learn later that repairs were done by someone who "put lipstick on a pig," Hamilton said.

Boat buying tips

Boats have different systems and features which must be examined carefully before a purchase. Some of these systems are fragile and easily damaged while others are more resilient.

Hull — There are several types of hulls ranging from wood to fiberglass to composite materials. Sometimes punctures can be repaired with the right materials and skill; however, in some cases, a submerged vessel will need too much material replaced to be worthwhile. "If a composite hull is submerged, a lot of times that won't be too bad for it," Hamilton said.

Motors — Outboard motors are fairly resilient unless they have been submerged. "If they were submerged in freshwater, sometimes they can be alright unless water gets into the crank case. I'll download the computer and check oil samples to see if the wear I see matches up with the hours of service," Burgess said. Both surveyors agree, if an outboard motor was submerged in saltwater for any length of time, it needs to be replaced.

Engines — Inboard engines on the class of vessels such as sailboats, cruisers, sportfish and trawlers are more complicated to evaluate, Burgess said. If they show signs of water damage, then one knows that part of the boat was submerged.

Pumps and hoses — These important systems often control fluids such as oil and fuel, getting rid of water from the bilge, maintaining live wells and steering, among others. Pump parts will often corrode and need to be replaced and hoses will dry rot, Hamilton said.

Wiring and electronics — In the case where a boat has sunk, all wiring throughout the boat must be replaced because of corrosion, especially the fittings, panels and boards, Burgess said. It's the same for electronics that are sensitive and easily damaged.

Rigging — Rigging typically is designed to take on the weather, Burgess explained, so masts, cleats, outriggers and T-tops can survive a storm, unless they're bent or broken.

Fuel tanks — Fuel tanks present a unique problem with a damaged boat, Hamilton said. Tanks are made primarily of two materials: aluminum and polypropylene plastic. The foam material around tanks may need to be removed to eliminate water if the boat sunk. Aluminum may corrode too, and much of the fuel tanks' status will be unknown unless the deck is removed.

Don't be afraid

The marine survey on a damaged boat will not be cheap, but it will be a fraction of the sale price. Prices will vary based on type, size and condition of vessel and often will take a full day or longer. It's also advised to understand the specializations of the surveyor beforehand, Burgess said.

Many situations won't make buying a hurricane-damaged boat worthwhile, such as when a boat sunk or water damage requires the complete replacement of too many systems, Hamilton said.

"It's a roll of the dice, but sometimes you may be better off building a new boat," he said.

But some buyers enjoy the experience of rehabilitating a boat, Hamilton said.

"Don't be afraid to buy a damaged boat. You can take a damaged boat and make it better than it was the day it rolled out of the factory," he said.

Burgess has seen examples of buyers investing the time and money to make the right repairs the right way.

"Surveyors have the option to certify a boat as 'bristol,' when everything about the boat is perfect," he said.

Buying a boat damaged in a hurricane or any other situation can turn into a rewarding adventure, but use caution when making a decision of this magnitude, the experts warn.

"Every case is different," Hamilton said.

Ed Killer is a columnist & reporter with TCPalm.com . Follow him on social media or reach out to him at [email protected].

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Repairing Hurricane Damaged Boats

<!--more--><div class="hs-responsive-embed-wrapper hs-responsive-embed" style="width: 100%; height: auto; position: relative; overflow: hidden; padding: 0; max-width: 560px; max-height: 315px; min-width: 256px; margin: 0px auto; display: block;"><div class="hs-responsive-embed-inner-wrapper" style="position: relative; overflow: hidden; max-width: 100%; padding-bottom: 56.25%; margin: 0;"><iframe class="hs-responsive-embed-iframe" style="position: absolute; top: 0; left: 0; width: 100%; height: 100%; border: none;" allow="accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture" xml="lang" src="// www.youtube.com/embed/ff6zHRRPYeo" width="560" height="315" frameborder="0" allowfullscreen="allowfullscreen" data-service="youtube"></iframe></div></div><p><span>As many of you know, Hurricane IRMA was the most powerful Atlantic hurricane in recorded history. This Category 5 storm had winds in excess of 180 mph and ripped through the Moorings &amp; Sunsail bases in Oyster Pond, St. Martin and Tortola, B.V.I. leaving devastation in its path.&nbsp; </span></p><p><span>We finally got the numbers and facts together and thought that it would be a good time to share with our community to make sure that everyone is informed and to set the record straight.</span></p><p><span>In total the Moorings and Sunsail fleets had 179 yachts and counting that were deemed a Constructive Total Loss (CTL) or Total Loss (TL) by our underwriter.&nbsp; All of these CTL/TL’s were sold off by our underwriter, and The Moorings/Sunsail Brokerage had nothing to do with these sales.&nbsp; The rest of the fleet was deemed “Repairable” so the long task started to find quality GRP workers from around the globe to fly into Tortola to begin the repair process.&nbsp; The Moorings &amp; Sunsail own the boatyard called Tortola Yacht Services (TYS) which is directly across from the base.&nbsp; Because of this we were able to get the repair process started quickly, and The Moorings quickly reopened the Tortola charter operations a mere three months after the storm.&nbsp; Before operations started to repair the boats they opted to employ a 3^rd party surveyor to do an initial damage assessment, track the repair process, and then do a final sign off once completed.&nbsp; Since the storm, the Tortola base has employed over 153 experienced and skilled contractors with a range of expertise from GRP, to joinery, to mechanical to work through the yachts repair schedules, and to date they have repaired 200+ yachts and counting.</span></p><p><span><img src=" https://cdn2.hubspot.net/hubfs/2435475/quality-repair.jpg" alt="quality-repair" width="600" style="width: 600px; display: block; margin: 19px auto;"></span></p><p><span>During the repair process we employed third party accredited marine surveyors to be involved with the repair from start to finish.&nbsp; Also, the equipment on these yachts is being replaced with new equipment where needed even on yachts leaving the fleet.&nbsp; Because of our direct relationship with the builders we were able to jointly plan a repair methodology and put together a repair schedule.&nbsp; The Leopard Catamarans have been repaired to Robertson and Caine’s factory spec, and the same goes for the Beneteau &amp; Jeanneau monohulls.&nbsp; In many cases they are now stronger than they were when new, and no shortcuts were taken along the way.&nbsp; When the boats were hauled if there was more damage found than initially was noted a surveyor was called out to re-assess, and then the repair methodology confirmed and then the work continued on.&nbsp;&nbsp; Since the Moorings/Sunsail bases have vast resources we were able to take on a project of this size that still continues to this day.&nbsp;</span></p><p><span><img src=" https://cdn2.hubspot.net/hubfs/2435475/repair-yard.jpg" alt="repair-yard" width="600" style="width: 600px; display: block; margin: 23px auto;"></span></p><p><span>As we start to see some of these “Repairable” boats come back to the market we anticipate to have to fight against very low prices on the refurbished CTL/TL Leopards which will impact the resale value of other “Repairable” boats as well as boats that were never effected by the hurricane.&nbsp; I had a chance to speak to Peter Robertson with Robertson and Caine regarding their obligation concerning the CTL/TL’s that are being sold off by our underwriter and this was his response.</span></p><p><em><span>“We have no obligation to vessels classified as total loss or constructive total loss.&nbsp; The warranty is void and all claims must be referred to the repair contractor.&nbsp; The declaration of conformity (CE Certificate) is only valid for the original sale between R&amp;C and the first owner.</span></em></p><p><em><span>Besides this, when we get inquiries&nbsp;from people who have either bought or are planning to buy these CTL/TL boats we always point out to them that they are buying a boat deemed to be irreparable into a good and seaworthy state.&nbsp; We refuse to give them repair advice, procedures, etc. and also don’t give them any technical drawings or other advice.&nbsp; The only thing we’ll give them is a copy of the original Owner’s Manual as long as the client shows a copy of the BOS for that HIN in their name.&nbsp; We also are able to sell them certain spare parts that aren’t readily available e.g. stainless steel parts specific for Leopards is the most common request.” </span></em></p><p><span>To date we have seen some of these CTL/TL boats come back to the market after they have been repaired. A few of the owners/brokers haven’t admitted and/or disclosed the fact that the boat they are selling was a CTL/TL and had since been repaired.&nbsp; For all the Leopard/Beneteau/Jeanneau Buyers out there, if there is any concern with whether or not the boat you are looking to buy was initially a CTL/TL from hurricane IRMA/ MARIA feel free to contact our office and we can send you the information that we have available.&nbsp; We have a full list of the Leopard/Beneteau/Jeanneau HIN’s that were deemed CTL/TL’s and we are more than happy to check the HIN you provide.&nbsp; We are a full disclosure brokerage so we prefer to give the client all the information that we have available for the boats, and then let the client make their own informed decision on whether they want to move forward with the deal.&nbsp; </span><span><img src=" https://cdn2.hubspot.net/hubfs/2435475/buffing-boat.jpg" alt="buffing-boat" width="600" style="width: 600px; display: block; margin: 23px auto;"></span><span></span></p><p><span>Recently Robertson and Caine’s Quality Assurance Manager, Dieter Roux, released the advisory below after meeting with both the National Marine Manufacturers Association (NMMA) and CE bodies.&nbsp; </span></p><p><em><span>Vessels Classified as Total Loss or Constructive Total Loss:</span></em></p><p><em><span>All Leopard Catamarans manufactured by Robertson and Caine (Pty) Ltd are built to the standards set out in the relevant Recreational Craft Directive and US Coast Guard regulations stipulated in the ABYC Standards. Vessels are issued with EC Type Examination Certificates by the International Marine Certification Institute (IMCI) and, since 2010, a NMMA Certificate.</span></em></p><p><em><span>Builders Certificates and Declarations of Conformity are issued to every vessel and is only valid at the moment the vessel is sold to the first retail purchaser in ex-factory condition.&nbsp; Vessels classified as total loss or constructive total loss may no longer conform to the Recreational Craft (EC Type Examination Certificate) and/or US Coast Guard regulations (NMMA Certificate).</span></em></p><p><em><span>Robertson and Caine (Pty) Ltd or any representative cannot be held liable for any claims against a vessel classified as total loss or constructive total loss by an insurer.&nbsp; Vessels classified as total loss or constructive total loss retain the registered hull identification number (HIN) and the manufacturers identification code (MIC).</span></em></p><p><span>Another concern with these boats is that most banks will not loan on a boat with any significant repaired hurricane damage, much less a CTL/TL.&nbsp; Therefore, any potential buyer would most likely have to pay for the yacht in cash.&nbsp; Plus all yacht insurance policies have the implied warranty that the vessel must remain seaworthy at all times.&nbsp; If an owner knows that a vessel was previously a CTL/TL then they must declare this to a carrier. If the carrier decides they want to accept the risk knowing that the vessel was a CTL/TL, then they should be covered.&nbsp; Unfortunately, most carriers won’t accept these risks.&nbsp; The danger is that someone might buy one of these boats and not know that the vessel was a CTL/TL prior to the repairs.&nbsp; Subsequently, if the new owners have a claim large enough the carrier would then do their research and find out that the vessel was a CTL/TL and they could declare that the vessel was not seaworthy which would void the policy.</span></p><p><span><img src=" https://cdn2.hubspot.net/hubfs/2435475/boat-yard.jpg" alt="boat-yard" width="600" style="width: 600px; display: block; margin: 22px auto;"></span></p><p><span>In the end we all just want to enjoy a day on the water without having to deal with boat problems.&nbsp; Though it’s inevitable that every boat has its own kinks that need to be worked out, we want to make sure that both buyers and brokers do their due diligence prior to purchase so their mind can be at ease.&nbsp; We recommend all buyer’s work with a licensed and bonded Yacht Broker as well as a reputable surveyor for their sale/purchase transaction.&nbsp; The catamaran community is a very small community, so if you work with a broker in the know they will look after your best interest and guide you through the waves of purchasing a boat.&nbsp; As always, if we can be of any assistance, please don’t hesitate to reach out to us directly.</span></p>

The Moorings Yacht Brokerage

850 NE 3rd St #201, Dania Beach, FL 33004

800-850-4081 / 954-925-4150

[email protected]

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• Make : Lagoon
• Model : 450
• Vessel Name : Lucky
• Model Year : 2012
• Length : 45 (ft)

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2012 450 Lagoon 45′ (Lucky)

Location: Harbor Shoppers, St. Thomas, USVI View in Google Maps

Vessel Information:

It was damaged in hurricane Irma in 2017

Lucky – Lagoon 450 is a 3 Head version Lagoon. It was first built in 2012 by the very renowned boat builders ‘Lagoon’. 2012 Lagoon 450 is well-equipped for comfort and long distance cruising. It is 45-foot boat having a beam of 25′ 9″ and offers an extensive range of options and the upgrades are best for any sailing condition. The Lagoon 450 has innovative and spacious interiors and solid exteriors.

The generator was recently installed.

No mast. Also, there is some glasswork that needs to be done. Also, all the rig is gone.  The engines were pulled and need to be replaced.

BASIC DETAILS:

MAKE: Lagoon MODEL: 450 BOAT NAME: Lucky LENGTH: 45′ YEAR: 2012 CATEGORY: Sail CONDITION: Good WHERE IS THE VESSEL REGISTERED:

MEASUREMENTS:

LOA: 45′10″ BEAM: 25′9″ DRAFT: 4′ 3″

DRY WEIGHT: 37265 Lb

DISPLACEMENT: 26791 Lb

FUEL TYPE: Diesel FUEL CAPACITY: 264 gal FRESH WATER CAPACITY: 92 gal HOW MANY HEADS: 3 BERTHS: HOW MANY CABINS: 3 HOW MANY SINGLE BERTHS: 1 HOW MANY DOUBLE BERTHS: MAXIMUM PASSENGERS: 12

Sail Drive: Partially Damaged

Cabin 1: Partially Damaged Cabin 2: Partially Damaged Cabin 3: Partially Damaged Cabin 4: Partially Damaged

Other Items:

Needs Salvage At Buyers Expense: No Needs Major Repair: Yes Includes A Dinghy: No

Terms Of The Sale: This is a private boat for sale., This vessel has been declared a Constructive Total Loss (CTL) by the involved underwriters. The winning bidder will be provided with a chain of title and a bill of sale.

This sale is strictly on an “as is, where is” basis. The Seller makes no warranties, express or implied, in connection with the Assets or its sale of the same to the Buyer. Without limiting the generality of the foregoing, the Seller and their agents, partners, clients other involved parties hereby DISCLAIM ANY WARRANTY OF MERCHANTABILITY OR OF FITNESS FOR A PARTICULAR PURPOSE with respect to the Assets or its sale of the same to the Buyer. For more information on the rules of each sale please visit https://harborshoppers.com/legal/.

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