Boat & Yacht Shipping

Before SAC can quote or dispatch a carrier for your vessel, provide the boat’s length overall (LOA), beam (width at the widest point), height in transport position (including any fixed T-tops, radar arches, or antennas that cannot be removed), and approximate dry weight. These four figures determine the trailer type, permit requirements, and route planning for the entire transport.

Use the manufacturer’s specification sheet or the vessel’s documentation for accurate measurements. For vessels with folding or removable T-tops, outriggers, or radar arches, note both the height with and without these components so your coordinator can advise on the most practical transport configuration. Inaccurate dimensions at booking are the most common cause of permit errors and carrier mismatches – accurate specs upfront prevent all of it.

Remove all removable above-deck equipment that increases the vessel’s transport height or width. This includes VHF and GPS antennas, outriggers on sportfishing boats, folding radar arches, bimini tops, and any canvas or fabric covers that are not properly secured for highway speeds. Equipment left in the raised or deployed position will be damaged during transport and may create clearance issues that force a carrier to re-route.

For equipment that cannot be removed – permanently welded outrigger bases, fixed radar arches, or hard top structures – measure and record the height from the waterline to the highest point of the fixed structure. This measurement is what determines bridge clearance requirements for the entire route. Communicate it clearly to your SAC coordinator at booking so route planning is based on the actual transport height.

Before transport, drain all standing water from the bilge, live wells, baitwells, washdown water tanks, and any other onboard water storage. Water adds significant weight and shifts during transit, affecting the load balance on the trailer. Bilge water that sloshes against hull panels and equipment during highway travel can cause internal damage and create moisture problems in enclosed compartments.

For boats with raw water cooling systems, ensure the engine cooling system is fully winterized or flushed if the transport will take the vessel through cold weather states. A cooling system with residual water that freezes during a multi-day winter transport can cause serious engine damage. Your SAC coordinator can advise on any winterization steps specific to your vessel’s engine type and the transport route’s seasonal conditions.

Before pickup, walk the vessel and confirm every hatch, compartment door, rod holder cover, fuel fill cap, and access panel is closed and latched. Open hatches and compartment doors catch wind at highway speed and can rip off their hinges or cause structural damage to the surrounding gelcoat and fiberglass. Fuel fill caps that are loose or missing allow fuel vapor to escape, which is both a safety hazard and a regulatory issue during transport.

For vessels with cockpit drains and transom openings, confirm all drain plugs are in place and that the transom drain is not obstructed. A boat transported without drain plugs will collect rain and road spray in the cockpit during transit, potentially causing water intrusion into the bilge and interior compartments. A quick hatch-and-plug check takes less than ten minutes and prevents the most common causes of water damage during boat transport.

Drain or consume fuel down to a minimal level before transport – approximately one-quarter tank or less if the vessel’s fuel system allows it. Marine fuel is heavy, and a full fuel tank adds several hundred pounds to the trailer load on larger vessels, which affects permit weight calculations and tow vehicle requirements. Additionally, full fuel tanks present a higher vapor and fire risk during transport.

For boats with multiple fuel tanks, drain to the lowest practical level across all tanks and confirm all fuel cap seals are in good condition. Fuel that sloshes in nearly-empty tanks during highway travel does not present the same structural risk as water, but sealing integrity on every fill point should be confirmed before the carrier loads the vessel. Notify your SAC coordinator of the approximate fuel load so it is factored into the trailer weight calculation at booking.

Boat transport carriers operate large commercial vehicles with long trailer configurations. Before your pickup date, confirm that the marina, boatyard, or storage facility where the vessel is located can accommodate a commercial trailer for haul-out and loading. Access considerations include gate widths, overhead clearance at entry points, road surface weight ratings, turning radius for the trailer, and travel lift or forklift availability if the vessel is in the water and needs to be haul-out prior to loading.

For vessels currently in the water, coordinate with your marina for haul-out scheduling and confirm the timing aligns with the carrier’s pickup window. A vessel that is still in the water when the carrier arrives cannot be loaded, and rescheduling a marine carrier is both time-consuming and potentially costly. Coordinating the haul-out date and the carrier pickup date through your SAC coordinator in advance eliminates this scenario entirely.

Before the carrier arrives, photograph the entire vessel – all four sides, the bow, the stern, the deck, the cockpit, and any areas with pre-existing damage including gelcoat chips, scratches, stress cracks, or hardware damage. Time-stamp the photos and keep them on file. The carrier driver will complete a condition inspection before loading. Compare the driver’s notes against your photos and address any discrepancies before signing the transport agreement.

For high-value yachts and sportfishers, consider having a professional marine surveyor document the vessel’s condition immediately before transport if one has not been done recently. This provides independent professional documentation of the vessel’s pre-transport condition that carries weight in any insurance or damage discussion. Your SAC coordinator can advise on the documentation process for high-value vessel transport and ensure the carrier is briefed on any specific condition concerns before loading.