- the Mid Atlantic Mariners Club

Mid Atlantic Mariners Club
Newsletter
Inside this issue
Spring 2011 Volume 10, Issue 1
1-2.
Opening Article/Skippers Corner
3.
Upcoming Events
5-6.
Photo Gallery
7.
What’s Shakin
8-9.
Legal Article
10-12. Technical Article
13.
Advertising Info
14
Contact Info/Acknowledgements
15-16. Membership Applications
The Skipper’s
Corner
Alex Kripetz
Travelers Ocean Marine
Like all of you, I’ve been keeping tab of the
many forecasts, analysis/opinions, and
predictions for how the boating industry
will fare once 2011 is said and done. For us
here in the Mid-Atlantic, we’re currently in
the Spring crunch which will play a large
part in determining how the local boating
economy will play out for the year.
As can be expected, when I attend industry
functions the message has been cautiously
optimistic, and when I talk directly to boat
dealers and insurance agents, the “state of
the union” and outlook varies depending
on who I talk to.
On the less positive note, the boat industry
has basically lost a decade of growth when
compared to where it was in 2002/2003,
the rate of decline continues (although at a
somewhat lesser pace which is good), and
Continued on next page
News and Upcoming Programs
Thank you to everyone who helped make our first
official Spring Social a really good time! We had 45
members and friends come out to Fado’s Annapolis
on a recent Friday night to just catch up and wind
down after another hectic Spring workweek, and as
usual a good time ensued. A big thank you goes
out to our event sponsors, because the bar tab
exceeded even our lofty expectations! Good times.
As you can see from our Upcoming Events section
on page 3, the Program Committee already has the
rest of the programs for 2011 in progress. From
marine engines to charter exposures to insurance
fraud, I think everyone is going to be really happy
with what is coming together for you. CE Credits
will be available for the December program.
So next up is the always popular Crab Feast on
7/14. As you may recall, we had to shut down online
registration last year after we reached max capacity
for the event, so please get online and register once
we send out notice letting you know you are clear to
do so. You also will have the option to send in the
registration by mail; we’ll send out that form with
the invite to our e-mail list. As always, the event will
be at the Kent Island Yacht Club.
More info will be forthcoming via our e-mail list and
website: www.marinersclub.net. We’ll see you soon.
Mid Atlantic Mariners Club
Skippers Corner Continued
if the fuel prices hit over $5/
gallon at the local docks, all
bets may be off!
On a positive note, the GDP
has been primarily up for
about the past year and a half,
and boat sales tend to follow.
Boating remains a $30b
industry, so the foundation is
still there. With repo’d
inventories way down from
where they were a couple of
years ago, the industry isn’t
competing with itself like it
was. And perhaps most
interestingly, there is a
definitive segment of boat
buyer that looks specifically to
buy late model used boats.
They don’t want older boats,
but they don’t want to pay
“new boat” prices. Because
new boat production was way
down in 2009/2010, this will
mean a shortage of late model
used boats for this segment to
consider, and this should
translate to this segment of
boat buyer biting the bullet
and just buying new.
So the disruptions in the
Middle East may or may not
prove to be a major disruption
of was thought to be an
otherwise slow but steady
recovery track. Stay tuned,
hopefully by the next
newsletter we’re back on
track. But no matter what,
remember we’re still part of a
very large industry, and even
more importantly we’re part of
an industry that brings friends
and family together to have
fun and forget about the
everyday stresses of life, and
that’s always positive news for
us. We’ll see you soon.
PAGE 2
Mid Atlantic Mariners Club
PAGE 3
***Online Registration/Payment Will Be Available at www.marinersclub.net***
Thursday July 14th
Summer Program and Crab Feast
Kent Island Yacht Club, Stevensville MD
This popular event will include a Program seminar that will center around “The Good, the Bad and the Ugly
of Marine Engines”, and related fire prevention. A major source of claims in our industry, this seminar will
help you get your mind around what insurance professionals need to know about marine engines. This
will be a hands on and interactive program! Engine fires and fire prevention in general will round out our
program. Then we’ll head outside for crabs, BBQ, beer, music and some summer fun!
More info will be coming your way in the upcoming months via our e-mail list and website.
Wednesday October 12th
Fall Program and Cocktail Reception
Sheraton Annapolis Hotel, Annapolis MD
Our October Program and Reception will be happening the day before the start of the 2011 Annapolis
Power Boat Show. This Program will be All About Charter Coverage , and include topics such as what
determines full-time vs. part-time charter, what does it really take to become a licensed captain, what is an
inspected vs. uninspected vessel (and what should that mean to insurance professionals), information on
charter fleets, etc. Top speakers from our industry will share what they know about Chartering, as
Annapolis gears up for one of the most popular boat shows in the US.
Thursday December 8th:
Winter Program and Holiday Party
Meeting and Cocktail Reception held at the Pier 5 Hotel in Baltimore MD.
Our December Program, “In the Devastating Wake of Insurance Fraud - Marine Insurance Is No Exception”
we will explore the who, what, where and why’s of insurance fraud and what it costs the Insurance Industry
and the Policyholder. Leaders from all aspects of our industry will discuss their role in detecting,
preventing and dealing with fraud through lecture and case studies that will be interesting and
informative. This program will also be eligible for 6 CE Credits in 7 states (possibly more) from CT to
VA! The Program will be followed by a festive Reception and Cocktail Party overlooking Baltimore’s Inner
Harbor. Mark your calendars now for December 8, 2011! More info to come as the program continues to be
developed by our Program Committee, but mark your calendars now!
Interested in getting on our e-mail mailing list for upcoming events, newsletters, etc.? Send an e-mail to
[email protected] and let us know!
Mid Atlantic Mariners Club
PAGE 4
Mid Atlantic Mariners Club
PAGE 5
Mid-Atlantic Mariners Club Photo Gallery
Winter Program and Holiday Party:
Mid Atlantic Mariners Club
PAGE 6
Mid-Atlantic Mariners Club Photo Gallery
Spring Social:
Mid Atlantic Mariners Club
PAGE 7
In Ace Recreational Marine News:
Len Algigi, Central Regional Agency Manager, is pleased to announce
that Club Member Debbie Hiebert has joined the Tampa, Florida team of
ACE Recreational Marine Insurance. Debbie has been involved in the
insurance industry for the past 25 years, with more than 22 years in the
marine specialty.
In the West Region, Regional Agency Manager Maile Silveira is also
pleased to announce that Danielle Comer has joined the ACE
Recreational Marine Insurance team in San Diego, California as Senior
Underwriter in that territory. Danielle joins Rec Marine after 8 years
with ACE’s Marine Facilities Group, working as a Multi-Line Senior
Underwriter, and more than 15 years in the insurance industry.
Century Insurance Group's Marine Department has a new underwriting team and a
new home in Glen Allen, Virginia. The Marine Team is currently comprised of
James Bass, Director of Marine, who was previously at Markel and Peter Meshin,
Senior Underwriter, previously of Berkeley Mid-Atlantic Group.
In Gowrie Group News, the Company’s recent Corporate Challenge to benefit the
Shoreline Soup Kitchen received unprecedented local support, raising a total of
$108,421! This year’s annual event far surpassed their initial goal of $70,000, and
reflected a 35% increase in donations. The Gowrie Group thanks all those who
participated.
Maritime General Agency announces its newly formed business identity of
“Maritime Program Group” which combines three niche marine insurance
underwriting facilities – Maritime General Agency, Marine MGA, and Windward
Marine Underwriters – into one managing general agency.
Maritime Program Group also recently announced the launch of their new Excess
P&I facility specifically designed for crewed yachts. The new program through
Navigators Insurance Company offers up to $25,000,000 excess of $5,000,000
underlying for crewed luxury yachts.
Welch and Harris, LLP is pleased to announce that Jason R. Harris recently
presented at the following events:
Knox Marine, 18th Annual Marine Yacht Claims Conference, Mr. Harris
presented on Practical Considerations in Yacht Salvage and Salvage
Pricing Methodology
International Association of Marine Investigators, Inc., 21st Annual Training
Seminar, Mr. Harris presented on Admiralty Law during the General
Session.
Mid Atlantic Mariners Club
PAGE 8
Legal Article
Boom, Bang, What’s That Smell?
By James Mercante
Rubin, Fiorella & Friedman LLP
You’ve heard the term “getting the crap knocked out of you” but can it really happen? Can
someone get injured by contact with another vessel even though there is no collision? And,
can it be that sailors can make their own laws applicable to a race that supersedes even the
rules of the road that govern all of boating?
The answers are yes.
Boom
It happened recently during a sailing race. A woman was seated on the rail of a Hunter 140
sailing vessel assisting as race crew, in charge of the jib. The skipper controlled the mainsheet
and tiller. During the race, another vessel participating in the race came within two feet of the
Hunter, but had the right of way. The Hunter was the “give-way” vessel and thus had to yield
the right of way and was obligated to take necessary action to avoid collision. Since the Hunter
did not take any evasive action, the other skipper (who had the right of way), seeing that a collision was imminent, yelled out “jibe” and then jibed his vessel. The two vessels were so close
that the skippers were actually communicating their intentions and commands verbally to one
another. The jibe worked to avoid collision between the two vessels. However, the woman
seated on the rail was not paying attention and did not see the other vessel’s boom swinging
in her direction.
Bang
The boats did not collide. However, the boom swung hard over and the part of the boom that
extended beyond its own vessel struck the woman in the upper part of her neck causing her to
fall forward into the cockpit with her eyes closed and writhing in pain. The woman struck by the
boom was in and out of consciousness.
What’s that smell?
Luckily, the woman sustained no fractures. Nonetheless, she initiated an admiralty lawsuit
against both vessels in which she sought monetary damages for a loss of taste and smell.
Even her claim for medical expenses was limited to expenses that were related to loss of smell
and taste. She first noticed this condition ten days after the accident when she could not smell
her dog’s feces. Her taste was affected, too. She could not taste her lobster eggs Benedict at
her regular breakfast place and repeatedly sent the meals back. She even gained twenty
pounds, allegedly because of her continued attempts to taste food and because she had to
pour salt on her food to get any flavor.
Maritime law applied because of the genuine salty flavor of the dispute. The accident happened on a boat in “navigable waters” and involved injuries occurring on board a vessel during
a sailboat race, thereby bearing a significant relationship to a “traditional maritime activity.”
(Members of the Atlantis Anglers fishing club on Long Island know this because of my admiralty law talk last month to that now well-versed fishing organization).
In admiralty, liability for a collision or other type of maritime casualty is based on a finding of
fault. The mere fact of impact has no legal consequence. The operator’s conduct has to be
Continued on next page
Mid Atlantic Mariners Club
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Legal article continued from previous page
measured against that of a reasonably prudent skipper under similar circumstances. Generally, the place to start is to determine whether either vessel violated the nautical “rules of the
road.” Specifically, the steering and sailing regulations known as the COLREGS govern vessels’ duties and obligations when in sight of one another.
Oddly enough, sailors in an organized race can opt out of the rules of the road, if the participants all agree in advance to abide by an alternate set of rules. There is not much case precedent on this point, but a U.S. Court of Appeals held that by entering a regatta with sailing instructions which unambiguously set forth special, binding “rules of the road,” the participants
waive conflicting COLREGS and must sail in accordance with the agreed-upon rules. So, for
example, if a race committee determined that the race would be governed by the International
Yacht Racing Rules (IYRR), not the COLREGS, and all participants agreed to these rules, that
agreement forms a private contract between the participants and supersedes the statutory collision regulations.
The courts that have upheld this anomaly cite to the facts that a race is a private activity and to
the strong public policy favoring the private settlement of disputes. By this method, the race
committees have jurisdiction over casualties, protests, and appeal procedures. For example,
the Sailing Instructions for a race will typically establish the conditions to which race participants agree to be bound and more importantly, the mechanism for determining who among
competing yachts has infringed those rules of conduct.
Now, back to the woman who got the smell of feces and taste of lobster knocked right
out of her. Yes, she was awarded some money by the federal judge, who found her complaints
to be credible. The judge determined after listening to live testimony at trial that there was a
“temporal proximity” of the accident to her difficulty smelling her dog’s feces and inability to
taste food at local restaurants. However, the judge found the woman to be 40% at fault for her
injury for not paying attention to what was going on in the race, particularly demonstrated by
the fact that she considered the commands being barked out by the two captains while the
vessels were in close proximity just chit-chatting. The judge found the skipper of her vessel
(the give way vessel) 35% at fault, and the other vessel, which had the right of way but came
too close (within two feet of a collision), 25% at fault.
Conclusion
As this case demonstrates, in admiralty law, as in life, you should not have to get hit in the
head to wake up and smell the roses. Just pay attention!
* This article by James Mercante Esq. appeared courtesy of Long Island Boating World.
Mid Atlantic Mariners Club
PAGE 10
Technical Article
Wooden Boat Surveys
Featuring the return of the Anonymous Surveyor
Fifty to sixty years ago, before fiberglass boats led to the demise of craftsmen in boat building,
there was this material for building boats that had been used since the first man decided to try
and float on the top of the water. It was a natural material, and when used appropriately and
in a proper manner produced some of the most astounding watercraft ever to ply the seas. It
was wood.
Even though still used today, much of the knowledge, skill, and craftsmanship that went into
constructing the wood classics of the early 1900’s up through the late 40’s to early 50’s is
rapidly disappearing. And along with the passing of these craftsmen, the surveyor who really
knows how to properly evaluate a wooden boat and all of her intricacies and hidden flaws is
also disappearing.
I am not talking about cold-molded boats which are really nothing more than a fiberglass boat
with plywood or wood veneer replacing the mat and woven roving. I am talking about clinker
and carvel plank on frame boats. I am talking about the double diagonal planked Owens
cruisers, the Pacemaker, Post and Egg Harbor sportfishing boats, the old Elco and
Consolidated commuters, the Gar Wood and Hacker Craft day boats, etc. Unlike the boats of
today held together by space age resins, these classics of yesteryear relied on metallic
fastenings to hold the planks, frames, stringers, etc in place.
And that is the problem, the fastenings. Many older wooden boats today are held together by
habit and water pressure! And I am not being facetious. In many of these older boats you
could slide a long feeler gauge between the planks and the frames below the waterline and
never hit a fastening. I know because I have done it on boats that had recently been
“surveyed.” How is that possible you might ask? It is very easy when you consider the boats
had never been refastened or if they had, it had been done improperly. And “surveyors” don’t
get paid for finding issues of this magnitude that in many instances makes the boat a
worthless liability. It has no market value if its true conditions are known but is an extreme
liability to anyone onboard and the environment if it sinks.
A recent “survey” on an old 1920’s Consolidated 58’ commuter put the value at $450,000 with
three minimal recommendations. $2.5 million later the boat is still not finished. With what I
had learned about the vessel, I took a look at the survey with the following questions in mind:
Were any of the extremely rotted frames identified?
Were any of the (almost totally) wasted copper rivet fastenings tested and pulled?
Was any of the solid strand, lamp cord, and other types of wiring meant for household
use, not marine use, identified?
Were the scorched terminal ends that melted the backside of the 110 VAC breakers
noted?
The answer to these and the other 40 or so recommendations I had to write was a resounding
NO. This “surveyor” was putting the lives of innocent people at risk because he did not know
how to, or chose not to properly survey a wooden boat. His “survey” was acceptable because
he was a member of one of the two major recognized organizations that certify/accredit marine
“surveyors.” (That is a topic for another day!) I did another boat where the “surveyor” allegedly
spent “two or three days” going over a Chesapeake deadrise
Continued on next page
Mid Atlantic Mariners Club
PAGE 11
built in Virginia in the 1950s. He never pulled one fastening but commented that after hammer
sounding the hull it “appeared to be tight and intact…suitable for inland and offshore
cruising.” (That comment alone should have clued any knowledgeable person that this
“surveyor” didn’t have a clue. Suggesting a Chesapeake deadrise is suitable for offshore
cruising is tantamount to gross incompetence.) When I told the owner he should pull at least
two planks to get an idea of how she was fastened and refastened, he strongly objected.
When I explained that based on what I was seeing I sincerely doubted more than 25% of the
fastenings holding the planks to the frames were still holding. As is frequently the case
whenever I estimate something like this I was proven wrong. There were actually only about
10% still intact; the other 90% were non-existent or were so wasted that the yard was able to
easily pry the planks from the hull. What would have happened if this boat had hit any
weather with the owner, family and guests onboard? Does anyone remember the EL TORO II,
and that was a Coast Guard inspected wooden hull! Short of reconstructing this hull, the yard
did the next best thing, going back with oversized silicon bronze screws. But this was only a
band aid on a cancer as the myriad of dissimilar metals in the planks and the frames will cause
these fasteners to fail or the frames will suffer from “nail sickness” in 10 years or so and a total
reconstruction of the hull will be required at a cost of at least $500,000.
The problem is that even if the best fastening material ever manufactured for use in wooden
boats is used, the result is the same as a boat ages. A Monel fastening will be around long
after all who read this are long gone. The problem is the wood around the Monel undergoes
what the old-timers referred to as “nail sickness.” When the Monel becomes wet as it will, it
slowly starts to deteriorate on the molecular level. And this slow deterioration results in an
alkali condition around it that attacks the lignin in the wood. The lignin is the “glue” that holds
the wood together. That is why the only fastenings in the old deadrise that were still good
were the Monel ring-shanked nails, however the frames into which they were driven had
turned to mush around them. In this case it wasn’t just the effects of the Monel on the oak
frame, but the myriad of other fastenings. There were the remnants of the original squareshank, hot dip galvanized boat nails, stainless nails, silicon bronze screws, etc. All of these
dissimilar metal fastenings set up localized galvanic cells creating alkali that attacks the lignin.
Common wood fastening metals like silicon bronze, hot-dipped galvanized, and stainless steel
all result in “nail sickness.” It is just a matter of time before it manifests itself in planks coming
adrift. (Just for information, there is probably no worse material for fastening planks and
framing in a wooden boat than stainless steel nails and bolts. They deteriorate as fast as or
faster than galvanized nails due to the lack of oxygen necessary to keep them passivated.)
Another issue with many older wooden boats that most don’t understand is the caulking of the
plank seams. Frequently, the gap between the planks was caulked with a mixture of cotton
and oakum. Since there are very few corkers (individuals who knew how to caulk older
wooden boats) left, unknowing people just keep inserting more and more caulking material
between the planks to try to keep the water out. This is usually done before launching in the
spring when the planks have shrunk over the winter. The result is the hulls start to “grow” with
the planks pulling away from the frames and bulkheads. I have seen boats where the gap
between the bulkhead and the hull was ½” or more. And that is also the gap between the
frames and the planks in some instances, but more often the frames will tend to “follow” the
planks as they expand outwards as long as the fastenings are still somewhat intact. The
original boat builders did not build their boats with these gaps; everything was tight and flush
as that is the way the men of this craft did it. The proper solution is one that you don’t even
want to consider, because it involves lots and lots of two things…money and time!
Continued on next page
PAGE 12
Mid Atlantic Mariners Club
Everyone knows that BOAT is the acronym for Bring Out Another Thousand. That may apply
to newer fiberglass and cold-molded boats. However, the owners of old wooden boats are
more familiar with the acronym that applies to their boats…BOAM: Bring Out Another Million!
And that is not too far off. In order to restore an older wooden boat to any semblance of her
original structural integrity simply refastening is often not an option. As noted previously the
frames have become so deteriorated that refastening does little but help the water pressure
and habit hold the boat together while resting calmly at the dock.
What should an underwriter at a bank or insurance company do when presented with a survey
on an older wooden boat? My suggestion would be at a minimum determine if the boat has
been reconstructed in the past 20 years using quality materials at a reputable wooden boat
repair yard. If that is not the case determine if it has been refastened at a reputable wooden
boat repair yard in the last ten years. If that is not the case, don’t walk away, RUN. You are
no longer being asked to underwrite a risk but are looking at an almost certain loss.
As an aside, if the individual surveying an older wooden boat isn’t close to the same age as
the boat and been surveying for at least 35-40 years, he or she is probably imminently
unqualified to be surveying the boat. And you will end up with a “survey” similar to those
where I have the unenviable task of informing a boat owner that his new boat is actually a
BOAM.
Mid-Atlantic Mariners Club Contact Information:
Regular Mail:
Mid Atlantic Mariners Club
163 Mitchells Chance Road, PMB 279
Edgewater MD 21037
Website:
www.marinersclub.net
PAGE 13
Mid Atlantic Mariners Club
This tenth edition of our MAMC newsletter will be
distributed to all of our Club members, numerous
non-members, and marine-related businesses both in an
e-newsletter format and hard copies at events. For those
interested in advertising in an upcoming issue, we will be
offering the following space on a per-issue basis:
FULL PAGE AD: $250
QUARTER-PAGE AD: $125
BUSINESS CARD SIZE AD: $75
Interested parties please send a request via e-mail to
[email protected]
PAGE 14
Mid Atlantic Mariners Club
Acknowledgements
MAMC Officers
Skipper:
First Mate:
Program Director:
Purser:
`
Yeoman (2):
Alex Kripetz
Derek Rhymes
Jon Horton
Christine Wilson
Sue Cacoilo
Sandi Davidson
Travelers Ocean Marine
All Boat & Yacht Inspections
Jack Martin and Associates
Hartge Insurance Associates
Travelers Luxury Yacht
Windsor Mount Joy
Program Speakers/CE Credit Coordination and Management:
Professional Development: Helen Dierker
Technical Advisor
Bob Skord
International Marine Insurance Services
Skord and Company Inc
Program/Facility Assistance:
Program Sponsorship
Program Guide Coordination:
Registration Assistance
Damon Hostetter
Suzanne Redden
Tammy Kraushaar
ACE Recreational Marine
Seaworthy Insurance
RLI Marine
Alex Kripetz
Christine Wilson
Travelers Ocean Marine
Hartge Insurance Associates
Newsletter Committee:
Committee Chair/Editing Director
Distribution Director/Editing
We would like to acknowledge and thank:
Executive Committee Members Damon Hostetter and Alicia Shaffer of ACE
Recreational Marine, for their continued involvement with and support of the Club.
Dirk Schwenk of Baylaw LLC for his assistance with our website.
Club Volunteers Dan Zottarelli of Dockmaster’s Yacht and Marine Insurance, Bob
Kochan of Forensic Marine Investigations, and Hank Reiser of Pocahontas Marina.
We would also like to acknowledge and thank our newsletter advertisers Stephen F.
White, Esq., Forensic Marine Investigations, Pantaenius, Markel, JP & Associates,
and Rubin, Fiorella & Friedman LLP. Their advertising dollars help the Club by
supporting the printing and further distribution of this newsletter.
PAGE 15
Mid Atlantic Mariners Club
Mid-Atlantic Mariners Club
APPLICATION FOR INDIVIDUAL MEMBERSHIP
Mid-Atlantic Mariners Club members in good standing must sponsor your application. Membership dues of $100
must accompany this application. Please mail back application and payment made out to “Mid-Atlantic Mariners
Club” to: MAMC, 163 Mitchells Chance Road, PMB 279, Edgewater MD 21037. You will then be contacted
regarding membership.
Name: ________________________________________________________________
Company Name: ________________________________________________________
Mailing Address: ________________________________________________________
City, State, Zip: _________________________________________________________
Phone: ____________________________ Fax: ______________________________
E-mail Address: _____________________ Web Address: _______________________
Job Title or Description: __________________________________________________
Describe your involvement in the Marine Industry: _____________________________
_______________________________________________________________________
Why do you want to be a member of the Mariners Club? ________________________
_______________________________________________________________________
What name would you like on your badge? ___________________________________
Would you be interested in serving on committees or the leadership of the club? ______
1st Sponsor Name: ______________________
Signature: ____________________
2nd Sponsor Name: ______________________
Signature: ____________________
Applicant Signature: _________________________ Date: ________________
Approved by: ____________________________________ Date: _________________
Dues Paid: _____________________
Check No. _________________________
PAGE 16
Mid Atlantic Mariners Club
Mid-Atlantic Mariners Club
APPLICATION FOR CORPORATE MEMBERSHIP
Mid-Atlantic Mariners Club members in good standing must sponsor your application. Membership dues
of $_____ must accompany this application. ($500 for 10 or less employees, $1,000 for over 10 employees).
Please mail back application and payment made out to “Mid-Atlantic Mariners Club” to MAMC, 163
Mitchells Chance Road, PMB 279, Edgewater MD 21037. You will then be contacted regarding
membership.
Company Name: ____________________________ Contact Person: ____________
Mailing Address: ______________________________________________________________________
Phone: __________________________
Fax: ______________________________
E-mail Address: _____________________________ Web Address: _____________________________
Job Title or Description: __________________________________________________
Describe your involvement in the Marine Industry: ___________________________________________
_____________________________________________________________________________________
Why do you want to be a member of the Mariners Club? _____________________________________
Initial list of your employees:
Name: ________________________________ e-mail:________________________________________
Name: ________________________________ e-mail:________________________________________
Name: ________________________________ e-mail:________________________________________
Name: ________________________________ e-mail:________________________________________
Name: ________________________________ e-mail:________________________________________
What name would you like on your badges? ________________________________________________
Would anyone in your firm be interested in serving on committees or the leadership of the club?
_____________________________
1st Sponsor Name: _________________________
Signature: _____________________________
2nd Sponsor Name: _________________________
Signature: _____________________________
Signature of contact person: ____________________________ Date: ________________
Approved by: ____________________________________ Date: _________________