That slip has been earning nothing for three years.

Start with photos and the authority question. Photographs of the hull or the unit, the trailer under it if there is one, and the space around it tell us most of what we need. The authority question is what determines whether we can schedule at all: confirm you are legally entitled to dispose of the property. We do not advise on that process and we will not adjudicate an ownership dispute -- once it is settled, we work.

Then we look at the actual situation rather than the category. For a boat: length, construction, whether it is on a trailer, whether the trailer rolls, whether there is a motor, how degraded the hull is, and what the access to it looks like. A boat that will roll onto a trailer and leave intact is a completely different job from one that has to come apart where it sits. For a storage unit: volume, access, what is in it, and whether anything in there needs to be handled separately.

The physical work follows from that. Boats come out intact when they can and get broken down on site when they cannot, and when one is dismantled the goal is that the spot looks like a boat was removed rather than like a boat was demolished there -- we collect the debris our own work generates and haul it with the boat. Crew and equipment are sized to the job, which for this category can mean dump trailers and container capacity rather than a truck.

Where the material goes depends on what it is. Metal is genuinely valuable and goes to SA Recycling -- old outboards, trailer frames, rigging, and the metal mass on a hull. Tires go into their own stream. Fiberglass and deteriorated composite go through the processes we have established for them. Usable contents out of a storage unit are worth offering to the organizations we work with, and they decide what they take. Some of it has reached the end of its life and is disposal, and we will say so rather than dress it up.

For yards clearing several items, documentation is worth capturing during the work rather than afterward: what left, what condition it was in, and photographs before and after.

This category prices after a look rather than over the phone, and that is not evasion -- it is that a boat's category tells you almost nothing about the job. Two twenty-foot hulls in the same yard can be an hour apart or a day apart depending on whether the trailer rolls, how far gone the hull is, and whether there is a clear path to it. Photographs settle most of it; a walkthrough settles the rest, and it is free.

What drives the number is the item, its condition, the access, and what it takes to move -- crew, equipment, and how many loads it comes to. A boat that leaves intact on its own trailer is the light end. One that has to come apart where it sits, with the debris collected and hauled, is the heavy end and is priced as the multi-stage job it is.

Storage units price on volume and access once the unit is open. Scrap metal, tires, and bulk pallets price by what they are rather than by the space they take up, because that is how the downstream side of them works.

For yards clearing several items, batching is genuinely cheaper -- crew and equipment get sized once instead of five times, and the schedule plans instead of reacting. Recurring work is priced per an agreed workflow rather than re-quoted each visit. Commercial account terms may be available for approved customers, arranged in advance, and a certificate of insurance goes to whoever needs one before work begins.

We do not publish a price chart and we will not put a number on a hull nobody has looked at. You get a real figure before anything moves, and it holds unless the scope does.