Post-sale delivery
Brokerage transaction has closed; the tender needs to move from the seller's port to the buyer's mothership. The most common engagement.
Service
Tender Transport
We move a tender or chase boat between two points. Carrier, cradle, customs paperwork, insurance, supervised loading and signed handover at the receiving end.
Carrier network12+shipping + trailer partners
Quote turnaround48hours
Customs zonesEU + UK + US+ ME
Engagement
How the engagement runs
Routing brief
Origin, destination, dates, and any special handling: out-of-water, on-trailer, on-deck of a yacht-transport carrier, in a container, on a ferry.
Carrier selection
We quote across the relevant carriers for the route. For yacht transport we work with Sevenstar, DYT, Peters & May, and United Yacht Transport. For trailer transport, regional specialists per market.
Documentation
Customs paperwork (T2L, ATA carnet, T1 transit, US CBP entry), insurance certificate, cradle drawings, and transport contract.
Loading supervision
We attend loading where the value or the complexity warrants it, particularly for first-of-class or unusual hulls.
Tracking and arrival
We track the move and brief the receiving party on the arrival window.
Discharge and handover
We attend discharge for owner-side acceptance, sign off any in-transit damage, and hand over to the receiving captain or yard.
Triggers
When to call us in
End-of-build delivery
Builder's yard to mothership commissioning port. Often crosses customs zones (Italy to Spain, UK to EU, Turkey to Croatia) where paperwork matters as much as freight.
Seasonal repositioning
Med fleet moving to the Caribbean for winter, or a Pacific programme moving to New Zealand for the cyclone season. The mothership goes by ocean transport, the tenders follow.
Refit logistics
Tender moving to a specialist yard for work the local yard can't do: an electric re-power, paint refresh at MB92, structural rebuild.
Background and detail
We are not a freight forwarder; we are a tender specialist who runs the freight as part of a wider ownership service. The difference is that the tender's spec, the cradle drawings, the launch-and-recovery interface at the receiving mothership, and the customs treatment of the boat all sit in one place, ours, rather than being passed between yard, broker, freight forwarder, and captain with handovers between each.
The work that goes wrong most often is paperwork, not freight. A tender arriving at a Spanish port on a Belgian carrier from a UK yard, owned by a Maltese SPV, with VAT due in Italy on first use, is a documentation problem before it is a freight problem. Most of our value lives in getting the paperwork right at the origin.
For the longer-form treatment of cross-border tender movement and VAT, see the tender import VAT guide and the destinations directory for port-specific notes on loading and customs.
Talk to us
Brief us on a transport.
Send the mothership, the programme, and the role you need filled. A response follows within 48 hours.