Tender Classification Rules

Tender Classification Rules for superyacht programmes. Independent reference for owners, captains, and build managers.

Why classification matters for tenders

A superyacht tender is not just a small boat. Once it is carried by a yacht in commercial use, or once it crosses certain length and capacity thresholds, it falls under flag-state, classification-society, and code-based rules. Get the classification wrong and you can find a tender excluded from the yacht's certificate, refused by a charter client's insurer, or grounded by a port-state inspector in Cannes during charter season.

This page is a reference, not a substitute for flag-state advice. Always confirm specifics with the yacht's classification society and flag-state administration before contracting.

The two regimes that matter

Most superyacht tenders sit under one of two frameworks:

  1. The Red Ensign Group Yacht Code (REG Yacht Code, formerly LY3) for yachts flying UK, Cayman, BVI, Bermuda, Isle of Man, and similar Red Ensign flags. This consolidated code replaced the earlier LY3 (Large Yacht Code) and PYC (Passenger Yacht Code) and is published by the Red Ensign Group
  2. SOLAS (Safety of Life at Sea) for yachts above 500GT in commercial operation, which then triggers specific tender and rescue-boat carriage requirements

For private-use yachts under 500GT, flag-state rules are usually more permissive but the CE recreational craft regime still applies in EU waters under Directive 2013/53/EU.

CE Recreational Craft Directive

For tenders under 24m used recreationally (including most carried by yachts under 24m or by private-flag yachts), the CE Recreational Craft Directive applies in the EU. The directive sets four design categories:

  • Category A: ocean, wind force above 8, wave heights above 4m
  • Category B: offshore, up to wind force 8, wave heights up to 4m
  • Category C: inshore, up to wind force 6, wave heights up to 2m
  • Category D: sheltered waters, up to wind force 4, wave heights up to 0.3m

Most superyacht tenders ship as CE Category B or C. Sport tenders and limousines designed for coastal transfer between island chains generally fall into Category B; smaller open boats and beachlanders into C. The category is moulded into the CE plate and cannot be upgraded after the fact without a Notified Body re-assessment.

SOLAS rescue boat duty

A yacht in commercial operation above 500GT must carry a rescue boat compliant with SOLAS Chapter III and the LSA Code (Life-Saving Appliances). The rescue boat must:

  • Be capable of being launched within 5 minutes
  • Operate in a seaway with up to 6 persons aboard at not less than 6 knots, plus tow the largest liferaft loaded with persons at not less than 2 knots
  • Be self-righting or fitted with a buoyant cover, depending on configuration
  • Carry the prescribed equipment inventory (radar reflector, sea anchor, painter, bailer, etc.)

Most superyachts solve this by dual-purposing one of the carried tenders as the SOLAS rescue boat. The economics are usually right: the rescue-boat certification adds engineering and survey cost but avoids carrying a separate dedicated boat. See our SOLAS rescue tenders page for the certified models.

For yachts below 500GT in commercial use, the REG Yacht Code sets equivalent but more proportionate carriage requirements. A typical 45m yacht under the code must carry a rescue boat sized to its complement.

The MCA / LY context

The MCA's Large Commercial Yacht Code (LY3) was consolidated into the REG Yacht Code in 2019. Older yachts built under LY2 or LY3 retain their original certification basis but new builds under Red Ensign flags now reference the REG code. The substance for tenders is unchanged: rescue boat carriage, garage stowage, lifting equipment, and crew familiarisation are all surveyed at the yacht's annual or intermediate inspection.

Crane and lifting equipment

Tender lifting gear sits under the LOLER regime in the UK and equivalent EU Lifting Equipment Directive elsewhere. Under MCA-coded yachts, tender cranes and davits must:

  • Carry a visible Safe Working Load (SWL) marking
  • Be subject to thorough examination at least every 12 months by a competent person
  • Have load-test documentation kept aboard
  • Be operated only by trained crew

The tender's lifting points must be load-rated and proof-tested with documentation that follows the boat for life. A non-rated lift point, even on a beautifully built tender, will fail the survey and can void insurance after a drop. For garage and stowage geometry, the SWL of the crane is one of the binding constraints.

Capacity and certification numbers

Maximum guest capacity on a tender is set by:

  1. The CE category and the design assessment
  2. The yacht's flag-state code (REG, SOLAS, or equivalent)
  3. The yacht's own Safe Manning Document and operating area

A 9m sport tender CE-rated for 12 persons offshore can be restricted to 8 persons by the mothership's flag-state code if the boat carries no licensed crew aboard. Charter operators frequently print a lower number on the in-house operating manual than the CE plate allows, to leave a safety margin.

Boatmaster, Powerboat Level 2, and crew tickets

Crew driving the tender require minimum qualifications under most flag-state regimes:

  • RYA Powerboat Level 2 is the minimum recognised standard for tenders up to 10m on commercially-coded yachts in many jurisdictions
  • RYA Tender Operator or similar for vessels carrying paying passengers
  • Powerboat Advanced for higher-speed sport tenders and chase boats
  • STCW Basic Safety is mandatory for all yacht crew operating commercial-use tenders

Charter clients increasingly ask to see the tender driver's ticket. A captain caught letting a stewardess drive a sport tender without the right qualification has lost a season's bond money before now.

Flag-state quirks worth knowing

  • Cayman Islands: under the REG code, accepts dual-purpose tenders as SOLAS rescue craft on yachts above 500GT, with proper survey
  • Marshall Islands: more flexible on rescue boat dual-use; widely used for charter yachts
  • Malta: EU flag, applies CE regime strictly; private-use yachts have somewhat lighter touch
  • USA (USCG): USCG has its own carriage and inspection regime for inspected vessels; private US-flag pleasure yachts are largely out of scope but charter operations trigger Subchapter T or K rules

If the yacht changes flag mid-life, the tender certification may need to be re-mapped. Plan for this on a flag change or a new charter programme.

What to check before you contract

When commissioning a new tender or buying used, verify:

  • CE certification and design category appropriate to use
  • Builder's declaration of conformity and Notified Body involvement on Category A and B
  • Lifting points load-rated and certificated
  • Engine and exhaust emissions compliance (Stage V in EU, EPA in US)
  • AIS, VHF, and EPIRB carriage as required by flag-state rules for the operating area
  • Fuel system meets ABYC or ISO standards for petrol, where relevant

Our buying process and specification guide embed these checks at the right stages.

When to bring in independent advice

Classification questions intersect with insurance, charter contracts, and flag-state filings. For straightforward private-use coastal tenders the CE plate and a competent yard get you most of the way. For SOLAS rescue-boat dual use, charter conversion, or flag changes, get an independent surveyor and a maritime lawyer involved before signing.

We work alongside flag-state advisors and classification societies on every brokerage we handle. If a tender purchase has classification complexity attached, send the brief and we will route it through the right specialists.