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With an
estimated 16.7 million recreational boats on the water, the business of
repairing boats is alive and well, lucrative.
In
fact, making boat repairs is a multi-million dollar industry. Estimates
are that the average boat owner spends hundreds of dollars each year for
repairs by marinas, boat yards, and an army of individual mechanics who
travel from job to job with few overhead costs besides a pickup truck and
a tool chest.
There
are an estimated 9,000 businesses in the U.S. that repair boats either as
their primary activity or as an adjunct of slip rental or dry storage. In
addition, an untold number of so-called "shade tree" mechanics make their
living outside the established business community.
For
the most part, boat repairers operate unfettered by the licensing and
regulatory requirements imposed by states, counties and cities on
non-marine professionals like plumbers, electricians and building
contractors, who often are required to pass rigorous exams and obtain
bonding before they can do business.
While
plumbers, house builders and electricians must abide by local building
codes in most parts of the country, boat repairers are required to meet
only minimal federal standards imposed by the U.S. Coast Guard and
voluntary standards developed by advisory groups like the American Boat
and Yacht Council and the National Fire Protection Association.
Do
boating consumers suffer because boat repairers are unregulated? Are
government regulations necessary? Should standards be voluntary and set by
the marine industry?
While
it's natural that consumers would like to see a clamp-down on the excesses
of unscrupulous repair shops, in talking with several marina and boat yard
operators, BOAT/U.S. learned that some in the industry also see a need for
establishing standards of performance and reliability for boat repairers.
After
all, almost every boat owner who's ever hired someone to fix his boat can
tell a story of a job gone bad or repair costs that took on a life of
their own. And almost every reputable boat yard has faced the unenviable
challenge of winning a customer's trust after he was burned by another
shop.
For
example, a BOAT/U.S. member in Maryland told us he brought his houseboat
to a Virginia Beach marina to make "complicated electrical repairs" to his
Volvo outdrives. Not only did the work drag on for weeks, but the marina
ruined one of the engines in the process.
"I
began reading manuals and digging around and found that many of the
'complicated repairs' were nothing more than missing fuses or fuse
holders," the boat owner recalled. "When the marine realized I could
figure out some of these things, they suddenly determined that the boat
would be ready by the next week.
Relieved that the job finally appeared to be completed, the boat owner
paid his bill and headed up the Chesapeake Bay to his home port.
After
two engine break-downs en route, the boat completed the journey to
Annapolis overland on a flatbed truck. A few more surprises were still in
store.
First, the local Volvo mechanic told him that the breakdowns occurred
because the Virginia Beach marina "repaired" his outdrives with
replacement parts meant for another Volvo model.
Second, the owner found a letter the mechanic carelessly left in the cabin
during the repairs. It was a complaint from another angry customer whose
boat nearly sank as a result of shoddy workmanship.
The
expense and difficulty of suing an out-of-state company made the houseboat
owner think twice about litigation. Had regulations been in effect,
however, local authorities could have cited the marina for violating
standards and may even have revoked the marina's business license.
"This
kind of situation erodes the industry," said John Hall, owner of Frank
Hall Boat Yard in Westerly, RI, and president of the American Boat
Builders and Repairers Association (ABBRA).
However since licensing and liability requirements would probably add to
the cost of doing business, Hall said, "My gut feelings are that
certification should come from inside the industry."
ABBRA
is currently pursuing voluntary certification on a "low key basis" through
training programs in fiberglass repair, electrical wiring systems and
diesel engine repair offered by New England Tech and other maritime
schools.
"We've been pushing for some sort of certification for years," Hall said.
However, during those years while the industry has cogitated on exactly
how to regulate itself, it's probably fair to say that boating has lost a
number of consumers who have given up on this avocation as an outlet for
their recreation dollars because of what they perceive as the industry's
indifference to customer service.
On
the other hand, many marina and boat yard operators feel they are already
the victims of excessive regulation. Additional oversight in the form of
licenses and standards of performance will probably not be embraced --
even if doing so means bolstering customer confidence.
While
Hall says certification would "weed out the people who don't keep up with
training", voluntary industry-led standards will work only as long as
most, not just a few, repair shops are willing to get on board. Even if
all 200 members of ABBRA abide by the certification program Hall is
seeking, there are thousands of non-ABBRA businesses the program may never
reach.
And
quite frankly, the individual mechanics who are not allied with any boat
repair shop probably will never participate.
Free
of the normal operating costs of established businesses, these individuals
often charge labor rates that are 30% to 50% below marina rates. Human
nature being what it is, many consumers shop for boat repairs on price
alone and put little consideration into what will happen if the job isn't
done right.
Regardless of whether you favor government regulations or voluntary
certification, the bottom line is that you shouldn't hold your breath
waiting for standardized requirements to be in place any time soon. For
the foreseeable future, boating consumers will have to continue navigating
waters that are uncharted and often treacherous.
To
keep your boat, your wallet and your sanity intact, the best advice before
beginning repair projects is to do your homework.
Whether you choose an established yard or an individual repairer, ask for
references from other customers. Insist on written estimates including the
brands and types of materials to be used, since this makes comparison
shopping easier.
Once
you have decided who will do the job, get a written work order with a
description of the work to be done and materials to be used. The work
order should include a completion date. If the project is a complicated
one, the repair shop may require that payments be made as certain stages
are completed. Have the shop put its guarantees in writing. And, insist
that the shop obtain your written authorization before proceeding with
repairs that exceed initial cost estimates by more than 10%.
Also, find out whether you can cut costs -- while at the same time
controlling quality -- by purchasing some or all of the repair materials
yourself. Boat yards whose primary source of income is from repairs will
probably not agree to this arrangement, but itinerant mechanics may. If
you are dealing with an established business, it is reasonable to assume
that the company has adequate personal liability, property damage and
workman's compensation insurance in case of damages or injuries.
Individual repairers may skip this insurance altogether because of it's
expense. If anyone gets hurt on the job, you could be sued, so ask to see
a certificate of insurance before proceeding. Marine insurance policies to
not cover injuries to workers and paid captains and crew. If your repairer
isn't insured, ask yourself whether the risk is worth the money you expect
to save.
Finally, when the job is completed, make a thorough inspection before
making your final payment.
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