Tenders and chase boats are the workhorses of superyacht programmes, playing an essential role in charters, guest excursions and day-to-day operations. As these vessels have grown in both size and importance, towing has become a practical and often necessary solution when piloting or lifting them back onto the mothership is not feasible. Whether it is a short coastal trip between anchorages or an open-water crossing in the Mediterranean, towing requires the same level of care and premium equipment as any other part of the yacht’s operations.
Captains and crew prioritise solid insurance coverage for tenders and strict compliance with SOLAS towing regulations. A well-executed towing setup ensures the team avoids difficult scenarios and guarantees peace of mind in all conditions. With a well-considered system and the right gear, tender towing can be straightforward and stress free.
Here are five key considerations to make it so.
The Tender: Built for the Tow
Most tenders are built with one or two central towing points, as well as two symmetrical tow lugs at the bow to reduce side-to-side movement. Some tenders use a combination of all three. These towing points are only as strong as the hull structure they are fixed to, which must be built to meet the original equipment manufacturer’s structural load requirements. The hull must be capable of handling high shock loads from multiple directions.
The best towing points are made from corrosion-resistant and high-yield-strength materials such as Nitronic 50 stainless steel. They must be correctly aligned with the towing bridle or painter line, and the shape must fit the connecting hardware with minimal clearance. This reduces play and prevents long-term wear and tear at the lug interfaces.
The Towing System: Precision in Design
For tenders or chase boats with a displacement over one tonne, a Y or Y-Y layout is recommended. This layout consists of several parts.
Shipboard Tender Towing Bridle
This is made up of two legs of double-braid polyester mooring line. The material is valued for its ability to absorb shock loads thanks to its natural elongation. Each leg should be spliced with a professional eye and slipped over designated aft bollards. The legs should each be twice the width of the mothership and form an apex angle of less than sixty degrees to ensure even load distribution without overstressing the rope fibres. The legs converge onto a soft fibre loop, a stainless bow shackle or the eye of the main tow line. Chafe resistance is increased using non-swivelling hybrid connectors and low-friction rings. Since polyester does not float, integrated floats are useful to prevent the line from sinking when tension is reduced. Additional reinforced covers at spliced eyes and contact areas add strength and longevity.
Main Tow Line
The primary tow line should be made of twelve-strand Dyneema with a high-modulus polyethylene core. This material provides a very high strength-to-diameter ratio and natural buoyancy, making it ideal for use at sea. It is light, easy to stow and holds up well under prolonged tension. A Dyneema cover further protects the line from UV exposure and weathering while maintaining buoyancy. The line length is usually equal to or one and a half times the length of the mothership. This keeps the tender clear of the vessel’s wake in open water.
Tender Towing Bridle
The tender-side bridle is also made from Dyneema. This piece of rigging is buoyant, strong and lightweight, and is customised to the tender’s layout. It typically remains attached to the tender’s bow for quick connection to the main tow line. It also improves towing stability and is designed to be shorter than the distance between the towing point and the propulsion system. This prevents fouling or entanglement if the bridle is temporarily disconnected. While highly functional, the bridle should also meet the aesthetic standards expected on a superyacht.
Variables in Tender Towing System Design
The design of the towing system must consider a number of variables. These include:
- Tender weight or displacement
- Towing speed
- Wind force (Beaufort scale)
- Total towing distance and expected load cycling
Because weather and sea conditions are often unpredictable, modern tools can offer added reassurance. Load monitoring devices such as the Smart Link load cell from Cyclops Marine allow crews to measure strain and load cycling in real time. This confirms that the tender remains securely connected even in rough seas or limited visibility. It can also be integrated with systems such as Yacht Sentinel’s TowPro for full monitoring and tracking. These technologies satisfy insurers and provide valuable insights to captains and crew.
Maintenance and Certification
A reliable towing system should come with a manufacturer’s certificate that details material traceability and minimum breaking loads. These systems do not follow a fixed service life but should be maintained using a condition-based approach that reflects the actual use case of each yacht. The system should be inspected before and after each use. All components should be washed in fresh water, dried thoroughly and stored in a clean, dry space.
A complete inspection should be carried out once a year by a qualified technician. This is often aligned with the vessel’s lifting equipment survey or SOLAS LSA inspection. After any unusual load event or near-miss, a full system check is also advised. All certificates should be stored with the vessel’s technical documentation, and crew should report any wear or damage to the manufacturer without delay.
A Seamless Part of Yacht Operations
With careful planning, premium materials and proactive maintenance, tender towing becomes a natural part of superyacht operations. It ensures tenders and chase boats are protected in transit and available wherever they are needed, from short coastal hops to full transits across open sea. By focusing on sound engineering and trusted practices, captains can turn a necessary task into a smooth and secure extension of life on board.
