Yacht agency · One point of contact
Agents, authorities and naval reporting bodies. Departure to arrival.
You stay in command. We run everything around the passage.
50+ movements via Suez, the Red Sea and the Gulf of Aden · West Africa · Malacca Strait · high-latitude expedition
Evidence that we keep our finger on the pulse in the waters where our network operates. Select an area to move the map and filter the feed; tap an update to fly to its stated position.
Markers are plotted only where a source states a position; area-wide notices frame their stated area. Navigational chart: Esri Ocean bathymetry with OpenSeaMap seamarks: buoys, lights and traffic separation schemes.
Abridged by us from attributed official and public sources.
A third-party report indicates a tanker was struck by an unknown projectile while transiting the Strait of Hormuz, resulting in a fire. The crew are reported safe. Damage assessment and environmental impact are currently unknown.
UKMTO has received a time-late report of an LNG tanker being struck by an unknown projectile within the Strait of Hormuz. Authorities are investigating the incident. Vessels are advised to transit with caution and report any suspicious activity.
UKMTO has received a time-late report of a crude oil tanker being struck on its port side by an unknown projectile within the Strait of Hormuz. Authorities are investigating the incident. Vessels are advised to transit with caution.
A tanker transiting inbound in the Strait of Hormuz was struck by an unknown projectile. This incident has been reported to UKMTO by a verified source. Authorities are currently investigating the event.
The Panama Canal has increased the maximum authorised draft for Neopanamax locks to 14.94 m (49.0 feet), effective immediately. Additionally, daily transits in the Neopanamax locks will increase to 10, contributing to a total of 33 daily slots across all locks from 15 October 2026. These changes are due to improved Gatun Lake levels and water saving measures.
A vessel transiting the Strait of Hormuz was struck by a suspected unknown projectile on the evening of 28 September 2026, resulting in a fire. The fire has been extinguished, the vessel is underway, and the crew are safe. Authorities are investigating the incident.
The Suez Canal Authority has issued an amendment to the Suez Canal Rules of Navigation, specifically item (3), paragraph (F) of Article (92), found on page 179 of the December 2020 edition. This change applies to all vessels transiting the Suez Canal and their agents. Further details of the amendment are not provided in this circular.
Combined Task Force (CTF) 151 recently conducted a command post exercise in Bahrain to test its response to piracy incidents in the Gulf of Aden. The exercise rehearsed coordination of ships, aircraft, regional authorities, and maritime security partners during fast-moving incidents, including responses to boarded vessels and approaching armed skiffs. CTF 151 aims to be better prepared to act quickly with partners if pirates strike.
The light on Buoy "Båksör" in the Gulf of Finland is reported unreliable. This aid to navigation serves the Orrengrund-Kotka fairway at position 60.2627 N, 26.4604 E. Vessels transiting this fairway should not rely on the buoy's light and must verify their position by other means.
The 'Pitkäniemi 3' spar buoy in the Vuoksi watercourse, serving the Haukivesi - Joensuu fairway, is reported unlit. Vessels navigating this fairway should not rely on this aid and must verify their positions by other means. The fault was reported on 24 September 2026 and remains open.
A cargo vessel was struck by an unknown projectile in the Strait of Hormuz on 23 September 2026, resulting in a fire and the vessel being adrift. All crew were evacuated, with two casualties reported. Authorities are investigating the incident.
An LPG tanker transiting outbound of the Strait of Hormuz was reportedly hit by debris from unknown projectiles. All crew are safe, and there is no environmental impact. The vessel is continuing to its next port of call, and authorities are investigating.
Analyst-reviewed route and context briefings are a separate product. Open the intelligence desk.
The core offering
In difficult waters the difference between a clean passage and a stalled one is rarely paperwork. It is whether someone already knows the right person, in the right office, in the right port. That is what we hold, and we put the whole thing together for you.
Vetted agents in every port on the route, appointed and briefed by us to one standard, held to timings and reconciled afterwards. Not a directory: people we work with repeatedly.
Direct lines into maritime administrations, port authorities, customs and immigration, and embassies where permissions have to be asked for properly and in advance.
Working contact with naval reporting bodies and coordination centres covering high-risk and security-sensitive waters, so reporting, posture and escort questions are answered by the people who actually decide.
You deal with us throughout. We hold the whole passage together across all of the above, and remain reachable while the yacht is under way.
Track record
The network is not theoretical. It was built passage by passage, in the corridors where getting a yacht through depends on who answers the phone.
50+
Suez · Red Sea · Gulf of Aden
Vessel movements facilitated through the Suez Canal, the Red Sea and the Gulf of Aden, including periods of elevated threat and disrupted transit scheduling.
Many
West Africa
Passages and port calls supported down the West African seaboard and through the Gulf of Guinea, where agent quality and pre-arrival permissions decide the outcome.
Many
Malacca & South East Asia
Transits of the Malacca Strait and the Singapore approaches, with reporting, bunkers, crew changes and onward clearances handled end to end.
Many
High-latitude expedition
Expedition voyages in high latitudes, where permits, ice information, remote logistics and search-and-rescue coordination have to be arranged long before departure.
Vessel names, owners and itineraries are not published. Client references can be provided on request at the appropriate point in a discussion.
How we engage and what it costs →Scope
The network is the offering. This is the work it is put to on a passage.
Route options assessed against season, range, insurance conditions and the practical realities of each stop. Fuel, weather windows and arrival timing are planned together, not separately.
Direct contact with port authorities, maritime administrations, navies and, where required, embassies. We ask the questions in the form each authority expects, in advance of arrival.
We appoint and manage local agents on your behalf, brief them to one standard, hold them to timings and check their work before the yacht arrives.
Suez and Panama documentation, tonnage measurement, pilotage, convoy scheduling and the sequence in which each paper has to be lodged.
Consolidated reporting for the corridor you are entering: current posture, reporting schemes, standoff practice and what other vessels are actually doing. Sourced and time-stamped.
Bunkers with quality reporting, spares clearance, provisioning, visas, flights and transfers arranged around the yacht's actual timing rather than a fixed itinerary.
Access to yards, riding technicians, class and survey attendance at the ports where the work can realistically be done, and honest advice where it cannot.
A single number during passage. Medical, mechanical, weather and security events are handled by the same people who planned the voyage, with pre-agreed escalation.
Process
Yacht, range, crew, insurance position and hard dates. Twenty minutes on a call is usually enough to start.
Legs, bunkers, weather windows, formalities per port and the decisions that must be taken before departure rather than at sea.
Agents appointed and briefed, authorities notified, permits and transit bookings lodged, fuel, spares and crew changes scheduled against the plan.
The passage is tracked. When conditions or posture change, options come to you with the operational consequences already worked out.
Arrival formalities completed, accounts reconciled against the original scope, written passage record for the yacht's files.
Coverage
These are the corridors with live public source coverage behind them right now. An area appears here only once a source is ingesting relevant content for it.
Intelligence
Automated operational updates
Public and official source material is read continuously, and each item is abridged into our own plain-English update: what changed, where, from when, and what it means for a yacht. The original notice is always linked as evidence. No manual curation, and nothing is published unless the substance was actually extracted.
Reviewed briefings
Route and corridor briefings written and reviewed by an analyst for a specific passage: current posture, reporting schemes, standoff practice, documentation timing and the decisions that follow from them. A separate, deliberate product.
Open the intelligence desk →Sister company · Yacht.Delivery
Most owners and captains keep command and use us purely for shore-side passage support. When that is not the plan, Yacht.Delivery can supply a professional captain and delivery crew and execute the voyage, while The Yachting Agent continues to run agents, authorities, formalities, fuel and logistics. Two companies, one operational picture.
Visit Yacht.DeliveryContact
There is no form to fill in. Send the outline by email, or message the desk directly, and we come back with the operational picture: what the voyage requires, where the timing pressure sits, which documents drive the schedule and what should be decided before you leave.
Talk to us directly
Send the outline: yacht, rough position, where she needs to be and when. If the yacht is under way, or the question is time-critical, use WhatsApp or the 24/7 line.
For a yacht in immediate danger, contact the relevant naval reporting authority and rescue coordination centre first, then call us.