International Regulations for Yachts - Customs, ISPS & Piracy

Prerequisites

This is a Yachtmaster Ocean lesson. You should already:

• Hold the Yachtmaster Offshore Certificate of Competence (or equivalent) and be familiar with UK and EU port and customs requirements for cross-Channel and North Sea passages (Offshore syllabus), including the use of the Q flag and the UK pleasure craft arrival and departure reporting requirements.
• Know the COLREGs and the SOLAS Chapter V obligations for pleasure craft (passage planning, radar reflector, life-saving signals, assistance to persons in distress).
• Understand AIS, radar plotting and CPA, and VHF DSC distress procedures (SRC).

At Ocean level the examiner may ask how you prepared the yacht and its documents for an international passage, how you would clear in and out of foreign countries, and how you assessed security risks on your route.

Learning Objectives

By the end of this lesson you will be able to do the following. The items map to the RYA Yachtmaster Ocean shorebased syllabus topics International Regulations and Customs (zones, flag and port state, documents, pratique and clearance, visas, biosecurity) and ISPS Code and Piracy Awareness (security levels, high-risk areas, prevention, response, reporting).

• RYA syllabus item: explain the maritime zones of UNCLOS (territorial sea, contiguous zone, EEZ, high seas) and what each means for a visiting yacht.
• RYA syllabus item: distinguish flag state and port state jurisdiction, and name the main international conventions that apply to yachts (SOLAS V, COLREGs, MARPOL Annex V).
• RYA syllabus item: carry and manage the documents needed for international voyaging: registration, insurance, radio licence, crew list, passports, vaccination certificates.
• RYA syllabus item: clear in and out of a foreign country correctly, including the Q flag, pratique, advance notice, ports of entry, zarpe and courtesy flag.
• RYA syllabus item: plan for visa, health and biosecurity requirements, including temporary import and time limits for crew and yacht.
• RYA syllabus item: describe the ISPS Code security levels and what they mean for a yacht in port or near commercial shipping.
• RYA syllabus item: assess piracy risk on a route, apply preventive measures, report to UKMTO and other bodies, and respond to a suspicious approach or an attack.
• Describe the legal duties of a skipper: assistance to persons in distress, responsibility for crew, and compliance with local law.

Maritime Zones under UNCLOS

The 1982 United Nations Convention on the Law of the Sea (UNCLOS) divides the sea into zones measured from the baseline, normally the low-water line along the coast (or straight lines across bays and island groups).

Territorial sea: 12 miles

A coastal state's territorial sea extends up to 12 nautical miles from the baseline. The state has full sovereignty there, almost as if it were land: its customs, immigration, health, fishing and environmental laws apply. Foreign vessels have the right of innocent passage, meaning continuous and expeditious transit that is not prejudicial to the peace, good order or security of the state. Stopping, anchoring (other than as incidental to navigation or in distress), fishing or landing people breaks innocent passage.

The diagram below shows the territorial sea and the point at which arrival obligations begin.

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A yacht entering the territorial sea with the intention of arriving in that country is subject to its entry formalities from that moment. This is where you hoist the Q flag and head for a port of entry.

Contiguous zone and EEZ

Beyond the territorial sea:

• The contiguous zone extends to 24 miles. The coastal state can enforce customs, immigration, health and fiscal laws there to prevent or punish breaches within its territory.
• The Exclusive Economic Zone (EEZ) extends to 200 miles. The coastal state has rights over fishing, minerals, energy and marine research, and can regulate pollution, but foreign vessels have freedom of navigation.
• Beyond 200 miles are the high seas, where only the flag state's law (and international law) applies to a vessel.

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Practical consequences for a yacht:

• Fishing: in another state's EEZ, and especially its territorial sea, recreational fishing may need a licence (for example in French Polynesia, Mexico, or the Bahamas). On the high seas fishing is free, subject to international agreements.
• Pollution: MARPOL discharge rules apply everywhere, and many states have stricter rules (no sewage discharge within a set distance, special areas such as the Caribbean for garbage).
• Transit: you may sail through an EEZ without formalities, but if you stop (other than for distress) you may be expected to clear in. Some states, for example in parts of the Pacific and around the Galápagos, restrict yachts within their waters, and protected marine areas may be closed to navigation or anchoring.

Flag State and Port State

Every vessel on an international voyage needs a nationality: its flag state. The diagram below shows how jurisdiction divides.

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• Flag state: the law of the country of registration applies aboard the vessel wherever it is, and governs its safety, manning and certification. A UK-flagged yacht is subject to UK law and must fly the correct ensign. For a commercially coded UK yacht, the MCA Code sets the equipment, and the skipper's commercially endorsed certificate is a flag-state qualification.
• Port (coastal) state: when you enter another state's territorial sea, its laws apply too, including customs, immigration, drugs and firearms laws, environmental rules and local navigation rules.
• In port both apply at once. You may be inspected by the port state, and must still comply with your flag state's rules.

Fly your ensign at all times when at sea in sight of land or other vessels, and in port, and fly a courtesy flag of the host country (the national or civil flag, in good condition) from the starboard spreader once cleared.

International Conventions and the Skipper's Duties

Several international conventions, adopted by the International Maritime Organization (IMO) and given effect in UK law through Merchant Shipping legislation, apply to private yachts as well as ships. The Ocean examiner expects you to know which ones, and what they ask of you.

The Skipper's Legal Responsibilities

The skipper (the master) of a yacht is responsible for the safety of the vessel and everyone aboard. Under international law and the law of the flag state the skipper must:

• Render assistance to anyone in danger of being lost at sea, so far as can be done without serious danger to their own vessel, crew or passengers.
• Report accidents, pollution incidents and casualties to the proper authority (for a UK yacht, the MCA and MAIB where applicable).
• Keep a log of the voyage. Although a yacht does not need a statutory logbook, the RYA and the insurer expect a log, and an examiner expects one for the qualifying passage.
• Keep the crew informed of emergency procedures, safety equipment and risks.
• Comply with local law in every port and territorial sea.
• Remain in command: the skipper's authority is not delegated to the crew, and the skipper cannot be absolved of responsibility by saying that the crew did not know.

Law of the Sea Rights in Brief

• Right of visit and hot pursuit: warships and government vessels may board a stateless vessel, and may pursue a vessel that has violated the law of the coastal state from its internal waters or territorial sea, onto the high seas, so long as the pursuit is continuous.
• Stateless vessels: a vessel with no registration, or one flying more than one flag, may be treated as stateless and boarded by any state's warship. This is another reason for a yacht to be properly registered.
• Transit passage and archipelagic waters: straits used for international navigation allow transit passage (without stopping) for all vessels, and archipelagic states (for example the Philippines, Indonesia, the Bahamas) allow innocent passage in their archipelagic waters, with designated sea lanes. Check the pilot book for restrictions.
• Marine protected areas and cruising permits: many states (including Australia, New Zealand, the Galapagos and several Pacific nations) require a cruising permit, or restrict anchoring and landing in protected areas, and enforce this with fines or confiscation.

Documents for International Voyaging

Vessel documents

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Carry originals (and keep scanned, encrypted backups stored separately):

• Certificate of registry: for international voyaging, UK yachts should be on Part I of the UK Ship Register (proves nationality and title) or Part III, the Small Ships Register (proves nationality only). Many countries do not accept unregistered boats.
• Insurance certificate: check that the policy covers the ocean passage, the cruising area, the crew numbers and the season (many exclude hurricane zones in hurricane season). Some countries require third-party liability cover and will not let you in without proof, sometimes translated into the local language.
• Ship radio licence (Ofcom), listing MMSI, call sign and equipment, and operators' certificates (SRC/LRC).
• Previous port clearance (zarpe, outward clearance, or transit log): proof you left your last port legally. Never depart a country without obtaining outward clearance where it is required.
• VAT status evidence for EU and UK waters, and any temporary import permit issued on arrival.
• Liferaft and EPIRB service certificates, and EPIRB registration.

Registration, Ownership and Related Documents in More Detail

• UK Ship Register: Part I (full registration) gives a registered title and is accepted worldwide, and is required if you want to finance the yacht with a mortgage or to hold it for commercial use. Part III (Small Ships Register) is for pleasure vessels under 24 m, proves British nationality but not ownership title, and is valid for five years. Check that the details are correct and renew in good time.
• Bill of sale and VAT papers: carry the bill of sale, the VAT paid certificate (or Temporary Admission document) and any customs documentation. In the EU and the UK, a yacht's VAT status decides whether you may keep the boat there, and for how long. Under Temporary Admission a non-EU-owned yacht can stay in the EU for up to 18 months without VAT, then it must leave or have the VAT paid. Post-Brexit, the UK and EU run separate systems, so time in one does not count toward the other. Keep proof of the boat's VAT status aboard.
• Insurance: check the geographic limits, the named crew and the hurricane clause, which commonly requires the yacht to be north of a set latitude, or in a named safe area, during hurricane season. Ask your insurer in writing about passage cover, and keep a letter confirming the cover. Third-party liability cover to a stated amount is required by many countries, and Spanish, French, Italian and Croatian authorities, among others, may ask to see it.
• International Certificate of Competence (ICC): the RYA can issue an ICC based on an RYA certificate, and it is accepted for inland waters in many European countries (and for chartering in others). It is not required on the open sea, but you may be asked for it in a canal or a river.
• Radio documents: Ship Radio Licence, certificates of the operators (SRC, LRC), and a record of MMSI, EPIRB hex ID and call sign.
• Medical: a ship's medical kit list, prescriptions for any controlled drugs in the kit (carry a doctor's letter), and a record of which crew members have which conditions and medicines.
• Pets: rules vary widely and change often. UK-issued pet passports are no longer valid for entering the EU, so you need an animal health certificate. Check microchip, rabies vaccination, blood titre test and permit rules for each country well ahead. Some countries (Australia, New Zealand, Hawaii) apply strict quarantine.

Keep originals in a waterproof folder, and scans in two places (a cloud service and an encrypted USB or phone). Carry several photocopies of the registration, insurance and crew list for officials. Some officials will keep copies.

Crew documents

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• Passports valid for at least six months beyond the planned departure from each country, with blank pages.
• A crew list, typed (many officials will not accept a handwritten list), with full names exactly as in passports, passport numbers, nationalities, dates of birth and roles. Carry several signed copies with the ship's stamp if you have one: you will hand them out at every port. Update it immediately after any crew change.
• Visas where needed (see below).
• Health documents, including the vaccination certificate.

The skipper is legally responsible for the crew list. If a crew member leaves the boat in a foreign country without permission or proper paperwork, the skipper may be responsible for their repatriation costs. Many countries require crew without a return ticket to be signed off formally, or the skipper to hold their passport as bond.

Health documents

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The International Certificate of Vaccination or Prophylaxis (ICVP), the "yellow card", records vaccinations under the International Health Regulations. Yellow fever vaccination is required to enter some countries, particularly if arriving from a country with yellow fever risk (parts of South America and Africa). Keep it with the passport. Check country requirements (via the WHO and national travel health sites) for each crew member well before departure, as some vaccines must be given at least 10 days before arrival.

Visas

Visa rules vary by nationality and change often. Research each country on official government sites, noting whether visas are issued on arrival for yacht crew (often different from air travellers), lead time for applications (4–8 weeks is common), cost and length of stay. For example, the USA does not allow visa-waiver (ESTA) entry for arrival by private yacht: crew need a B1/B2 visa. Overstaying can lead to fines, deportation and entry bans, and sometimes problems for the yacht. Note also that some countries limit the time the yacht can remain (temporary import), separately from the crew's visas.

Arriving in a Foreign Country

Before arrival

• Send any advance notice required (from 24 to 96 hours ahead in many countries), often online (for example the US CBP ROAM app, or the Caribbean SailClear system used by many island states).
• Check which ports are ports of entry. You must go directly to one.
• Prepare documents and declaration forms. Complete a stores list: alcohol, tobacco, firearms, prescription drugs, food.

The Q flag

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The Q flag (code flag Q, plain yellow) means "My vessel is healthy and I request free pratique". Pratique is permission from the health authority to enter port and have contact with the shore. Hoist it, from the starboard spreader, on entering the territorial sea of the country you are arriving in, and keep it flying until you are cleared. At night, some authorities expect a red-over-white all-round light, though this is rarely used by yachts.

Clearing in

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1. Go directly to a designated port of entry. Call the port authority on VHF (initially on Ch 16 or the published port working channel, then shift to the working channel) and announce your arrival and intention to clear in.
2. Berth or anchor where directed, flying the Q flag.
3. Nobody goes ashore except the skipper to report (if local rules allow), and no goods or people are transferred to or from other boats until cleared.
4. Present the documents to the authorities: typically health (pratique), customs, immigration and sometimes port authority, agriculture/biosecurity and police. Officials may come aboard or you may need to visit each office in turn.
5. Answer all questions truthfully, declare everything required and be courteous. Smart dress and organised paperwork help.
6. Once cleared, lower the Q flag, hoist the courtesy flag and pay any fees. Keep the clearance documents: you will need them to clear out.

Failure to clear in properly can result in heavy fines, seizure of the vessel, arrest or deportation.

Health Regulations, Pratique and Quarantine

Free pratique is permission to enter port and communicate with the shore after the health authority has confirmed no risk of infectious disease. In most countries it is given with the customs and immigration clearance and no separate health officer visits. Where health officers do board, they may ask:

• Whether anyone aboard has been ill during the voyage, with fever, diarrhoea, rash, or any symptoms of a notifiable disease.
• Which ports you have called at in the last 30 days (or the period the country specifies).
• For vaccination certificates, in particular yellow fever and, in some cases, other vaccinations.
• Whether any animals aboard have been vaccinated and whether any pests (rats, mosquitoes) have been seen.

A Maritime Declaration of Health is a standard IMO/WHO form, used by some countries, in which the master confirms the health status of those aboard. If someone is ill, call the port authority by radio before arrival and say so. Do not hide an illness.

Mosquito-borne diseases (malaria, dengue, Zika) and others (cholera, typhoid) matter on long voyages. Consult a travel health clinic well before you leave. Some prophylactic courses (malaria tablets) must start before you arrive in a malarial area and continue after you leave. Keep records of vaccinations on the yellow card.

Currency, Fees and Cruising Permits

• Many countries charge fees for clearance, harbour dues, light dues, cruising permits and overtime if clearing outside office hours. Ask for receipts for every payment.
• Some countries limit the cash you can bring in and require a declaration over a threshold (often equivalent to 10,000 euros).
• Some countries (the Galapagos, French Polynesia, Tonga, Fiji, Palau) require a local agent or a bond (a deposit refundable when you leave). Plan the cost and the time the process takes.
• Overtime fees at weekends and holidays can be steep, so aim to arrive within office hours, which you can check in the cruising guide or on a cruising website.
• If an official asks for an informal payment, it is best to be polite, ask for an official receipt and, if in doubt, contact your consulate or a local agent. Never offer a bribe: it is illegal under UK law (Bribery Act) wherever it happens, and can result in prosecution at home.

Biosecurity

Many countries (notably Australia, New Zealand, many Pacific islands, and the Galápagos) enforce strict biosecurity rules to protect agriculture and ecosystems. Expect to declare and possibly surrender fresh fruit and vegetables, meat, dairy, eggs, honey, seeds, plants and wooden items. Pets need veterinary certificates, rabies vaccination and possibly quarantine. Some states require a clean hull (recent antifouling or diver inspection) to prevent spreading invasive marine species, and the Galápagos may inspect hulls and turn away a fouled boat. Firearms must be declared and are usually held by the police until departure. Plan provisioning so that you arrive with little fresh food left. If in doubt, declare it.

Cruising in Europe and the UK: Practical Points

Although this is an Ocean lesson, you will use the same system every time you cross the Channel or North Sea.

• UK arrival and departure: a yacht arriving in the UK from abroad must report to HMRC and Border Force, normally through the online service and any telephone reporting arrangements current at the time. Fly the Q flag and go directly to a port of entry or a designated reporting point, and do not go ashore until cleared.
• Schengen limits for crew: in the Schengen area, visitors from outside it (including UK citizens) can normally stay up to 90 days in any 180. The EU is introducing the Entry/Exit System and ETIAS travel authorisation, so check current requirements. Time spent in Ireland, Cyprus and non-Schengen countries does not count in the same way.
• Border posts for yachts: in the Schengen area, controls are relaxed between member states but can be reimposed at any time, and most skippers carry passports and papers. Arrival from a non-Schengen country (for example the UK, Morocco, Tunisia or Turkey) means formalities at the first port of entry.
• Fees and long stays: some countries charge cruising fees, vignettes or local taxes on visiting yachts, and may expect long-stay boats to register locally or to leave within a fixed time. Check each country's rules before you go.

Check the latest guidance from HMRC, Border Force, the RYA's cruising pages and the destination country's government site before each trip.

Clearing out

Before leaving, clear out with customs, immigration and the port authority, and obtain the outward clearance (zarpe). The next country will usually ask for it. Leave within the time allowed (often 24 hours) once cleared, and do not stop elsewhere in that country after clearing out unless permitted.

Maritime Security: the ISPS Code

The International Ship and Port Facility Security (ISPS) Code, part of SOLAS, applies to ships of 500 gt and over on international voyages and to the port facilities serving them. It does not apply to private yachts, but you will meet it whenever you visit a commercial port or are near large ships. It defines three security levels.

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For yachts this means: keep clear of large ships alongside or at anchor, obey security zones around naval vessels and terminals, expect to be challenged if you approach, and maintain your own security against theft and unauthorised boarding at anchor (locked hatches, deck lights, dinghy lifted at night).

Security Levels in Practice

When you approach a commercial port, the harbour authority may tell you the current ISPS level on VHF or on the port's website. Meaning for a yacht:

• Level 1: enter in the usual way, call the harbour control as required, and stay clear of exclusion zones around ships and terminals.
• Level 2: expect to be asked to stand off, or to be refused entry to some areas. Stay at least the distance the authorities specify from tankers, cruise ships and naval vessels, and have your crew list and registration available in case a patrol boat or Border Force vessel stops you.
• Level 3: do not approach any port or terminal unless told to. Follow the harbour authority's instructions exactly.

Most naval and military vessels maintain a security zone, typically 100 m or more (the United States Navy, for example, enforces 500 yards around its ships), and in many ports a larger one. Entering one can lead to a challenge on VHF, a warning shot or an arrest. Never approach a naval vessel close enough to be a concern, even in daylight.

Close to home, many harbours operate permit systems for visiting vessels and use CCTV and harbour patrols. Always follow the harbour master's directions.

Personal and Yacht Security Ashore and at Anchor

Theft and armed robbery against yachts are more common than piracy at sea. Sensible precautions:

• Lock the boat when you go ashore and when you sleep, and lift or lock the dinghy and outboard at night. A dinghy chained to a pontoon can still be stolen.
• Mark equipment with the boat's name or registration, and note serial numbers and engine numbers for the police and insurer.
• Anchor in a recommended anchorage, in sight of other yachts if possible, and use a bright anchor light.
• Ask local cruisers and the cruising net about problems, and use reports on Noonsite and cruising association forums.
• Keep cash and valuables hidden, avoid walking alone at night in an unfamiliar place and avoid carrying expensive items ashore.
• Do not resist armed robbers. Give them what they ask for.

Piracy and Armed Robbery

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Where the risk is

Piracy and armed robbery against ships change over time. The diagram below shows the main areas of concern in recent years.

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• Gulf of Aden, southern Red Sea, Somali Basin and Arabian Sea: piracy has fallen from its 2009–2011 peak but has re-emerged at times, and the region has additional risks from regional conflict. UK government advice has for many years been that yachts should avoid the High Risk Area altogether; most cruising yachts now go round the Cape of Good Hope instead.
• Gulf of Guinea (West Africa): armed robbery and kidnap for ransom.
• Malacca and Singapore Straits: mostly opportunistic theft from slow ships at night.
• Parts of the Caribbean, Venezuela coast, and some South American and South-East Asian anchorages: armed robbery and theft from yachts at anchor.

Before planning a route, check the ICC International Maritime Bureau (IMB) Piracy Reporting Centre live map and reports, the UK FCDO travel advice, the Noonsite and CSSN yacht security reports, and the guidance from UKMTO (UK Maritime Trade Operations) and the EU naval force's maritime security centre (MSCHOA) for the Indian Ocean. Register voyage plans with UKMTO when entering its Voluntary Reporting Area.

Recognising an attack

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Warning signs include small craft approaching at high speed, more people aboard than fishing requires, ladders or hooks, visible weapons and two or more skiffs converging from different directions. Fishermen are common in all these areas and are usually harmless; the combination and the behaviour matter.

Preventive measures

Industry guidance for merchant ships, published as BMP5 (Best Management Practices for Protection against Somalia Based Piracy) and its successor maritime security guidance, sets out layered measures. Many are impractical for a yacht, but the principles apply.

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• Avoid the area if at all possible. For yachts this is the primary measure.
• Speed and timing: transit risk areas at the best sustainable speed and, where possible, plan to be in the most dangerous stretch in daylight.
• Make boarding hard: locked hatches and companionway, ladders removed, boarding points obstructed. (Ships use razor wire and fire hoses; a yacht's low freeboard makes boarding easy, which is why avoidance matters so much.)
• Watchkeeping: enhanced visual and radar watch, lookouts rotated so they stay alert.
• Reporting: register with UKMTO, send regular position reports, and know the emergency numbers.
• Safe room: merchant ships prepare a citadel.

The diagram below shows the citadel concept.

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A ship's citadel is a reinforced room where the crew can lock themselves in with independent communications, food and water, and the means to stop the engines, so attackers gain nothing and naval forces can intervene knowing the crew is safe. A yacht cannot build a true citadel, so its crew's protection comes from avoidance and from not resisting.

Naval corridors and AIS

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In the Gulf of Aden, the Internationally Recommended Transit Corridor (IRTC) separates eastbound and westbound traffic and is patrolled by naval forces. Vessels register their transit with UKMTO and MSCHOA, keep within the corridor, may join group transits timed to pass the highest-risk area in daylight, and report any suspicious activity to UKMTO at once.

AIS policy in risk areas is set by current guidance: generally AIS is left on so that naval forces can track you, but it also tells others where you are. Remember that AIS can be falsified.

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Spoofed or cloned AIS targets, ghost vessels, and GNSS position interference have been reported in several regions. Cross-check every AIS target against radar and eyesight, be suspicious of targets whose position, course and speed are inconsistent, report anomalies to UKMTO, and never rely on AIS alone for decisions in a risk area.

Reporting and Information Sources

Reporting helps naval forces and other yachts. Know these organisations:

The Indian Ocean industry High Risk Area was formally withdrawn at the start of 2023, but UKMTO's Voluntary Reporting Area remains, piracy has recurred, and since late 2023 the Red Sea and Gulf of Aden have been subject to missile and drone attacks on shipping in the context of the regional conflict. Treat these waters as no-go for yachts unless government advice has clearly changed. Take advice from the FCDO, UKMTO and the RYA before any route near them.

The Law on Weapons, Armed Guards and Resistance

• Do not carry firearms on a yacht to defend it. Most countries require firearms to be declared on arrival and held by the authorities until you leave, and unlicensed arms are an offence. Carrying one into a country that bans them can mean a prison sentence.
• Private armed guards on yachts are not an accepted solution. They raise legal, insurance and flag state issues and may increase the risk of violence.
• Non-violent measures are the only sensible response for a yacht: avoid, delay, alert and, if boarded, comply.
• A yacht's crew has the right of self-defence, but it applies only to reasonable and proportionate force to protect life, and resistance against armed pirates risks lives.

Responding to an approach

If a suspicious craft approaches:

1. Raise the alarm: alert the crew; send a DSC distress alert (VHF Ch 70 or MF/HF), call UKMTO or the MRCC by satellite phone, and make a Mayday call by voice giving vessel name, position and "under pirate attack". (Check the current UKMTO contact numbers in the latest guidance and the Admiralty List of Radio Signals before departure, and keep them by the chart table.)
2. Manoeuvre: increase to full speed and alter course to open the CPA, making the approach difficult. Ships use their wake and turns to hamper skiffs.

1. If boarding is inevitable, gather all crew together in one place, preferably below, and do not resist. Raise your hands, make no sudden moves and comply. No property is worth a life. Pirates and robbers are often nervous, armed and under the influence of drugs.
2. Afterwards: account for all crew, give first aid, report to UKMTO, the MRCC and the local authorities, and record everything you remember: number of attackers, descriptions, weapons, boats, times and directions. Preserve evidence.

Worked Example: Clearing into Barbados after an Atlantic Crossing

1. Before departure from Cape Verde: obtain outward clearance (zarpe); check crew passports (6 months' validity) and visa requirements; prepare typed crew list; complete the SailClear advance notification.
2. Approaching the island: at 12 miles hoist the Q flag; call Bridgetown Port Signal Station on VHF for instructions.
3. Proceed directly to the port of entry and berth where instructed. Crew remain aboard.
4. Skipper takes passports, ship's registration, insurance, crew list, previous clearance and declarations to Port Health, Immigration and Customs. Declare remaining fresh fruit, alcohol and any medication.
5. Once cleared, lower the Q flag, hoist the Barbados courtesy flag and move to the anchorage.
6. Before leaving for the next island, clear out with the same authorities and keep the clearance for arrival there.

A Pacific Clearance Plan: Panama to the Marquesas to Tahiti

A UK-flagged yacht with four crew (two non-British) plans to cross the Pacific from Panama.

1. Panama: clear out at Balboa or Cristobal and obtain a zarpe naming the next port. The Canal Authority puts an adviser aboard for the transit, most yachts use an agent, and you need extra line handlers (four line handlers plus a helmsman is standard for yachts) with fenders and four 38 m lines. The yacht pays the canal fee (published by tonnage and length).
2. Galapagos: a yacht may only call at the islands with an authorised agent and permits arranged well ahead, and for a limited period. Hulls must be clean and there is a bio-inspection. The skipper may decide to bypass the Galapagos because of the cost and the restrictions, or to go via a different route.
3. French Polynesia (Marquesas): crew from outside the EU and the UK need a bond or a repatriation ticket (check the current requirements), and the skipper may need to give advance notice. The gendarmerie clears the yacht in at Hiva Oa or Nuku Hiva. The visa-free stay for UK citizens is up to 90 days, and a long-stay visa should be arranged before departure if more is needed. Fresh produce, meat and eggs may not be imported.
4. Documents prepared: typed crew lists (with the passport numbers of all four), registration, insurance with Pacific cover and hurricane clause, radio licence, outward clearance from Panama, vaccination certificates, spare passport photographs, copies of the bills of sale and VAT status, and proof of onward travel for each non-resident crew member.
5. Plan for the unexpected: a crew member leaves in Tahiti. The skipper must sign them off with the authorities, pay their fare home if required, and update the crew list. A new crew member must have their own visa and ticket before joining.

Common Mistakes

• Stopping at a beautiful anchorage before clearing in. It is illegal in most countries and can lead to fines or seizure.
• Crew going ashore before clearance to buy bread or phone home.
• No outward clearance from the last port.
• Handwritten crew lists with errors that do not match passports.
• Visa assumptions: assuming crew can enter by yacht on the same terms as air travellers.
• Insurance that does not cover the route, season or crew.
• Undeclared food or firearms, particularly in biosecurity-conscious countries.
• Treating BMP measures as a reason to enter a High Risk Area in a yacht instead of avoiding it.
• Trusting AIS targets without radar or visual confirmation.
• Resisting armed attackers.
• Carrying firearms for defence without declaring them, or at all.
• Overstaying visas or the temporary import period for the yacht.
• Assuming the Red Sea or Gulf of Aden is safe because the industry High Risk Area was withdrawn.
• Paying informal fees without a receipt.
• Ignoring garbage rules under MARPOL Annex V, particularly plastics at sea.

Summary

• UNCLOS zones: territorial sea to 12 miles (full sovereignty, innocent passage), contiguous zone to 24 miles, EEZ to 200 miles (resource rights, freedom of navigation), then high seas.
• Flag state law applies aboard everywhere; port state law applies inside its waters. In port, both apply.
• Carry registration, insurance, radio licence, previous clearance, typed crew lists, passports, visas and vaccination certificates, with secure digital backups.
• Hoist the Q flag on entering the territorial sea, go directly to a port of entry, stay aboard until cleared, then lower the Q flag and fly a courtesy flag. Always clear out.
• Respect biosecurity rules and declare when in doubt.
• ISPS Code security levels 1–3 apply to ships and ports; yachts should be aware and keep clear.
• SOLAS V duties apply to yachts: help persons in distress, make a passage plan, and do not misuse distress signals. MARPOL Annex V bans plastic discharge and 12 m and over need a garbage placard.
• Keep to temporary import and visa limits for both crew and yacht; ask for receipts for all fees; arrange agents and bonds early where required.
• For piracy: avoid high-risk areas, check IMB and UKMTO information, register and report, harden the boat, raise the alarm early, and never resist armed boarders.

Check Your Understanding

1. What is the right of innocent passage, and in which zone does it apply?

Answer: The right of foreign vessels to pass through a state's territorial sea (up to 12 miles) continuously and expeditiously without prejudicing its peace, good order or security. Stopping, anchoring (except in distress or as incidental to navigation), fishing or landing people is not innocent passage.

1. What rights does a coastal state have in its EEZ, and what freedom do foreign vessels keep there?

Answer: Sovereign rights over fishing, minerals, energy and marine research, and some powers over pollution. Foreign vessels keep freedom of navigation.

1. Which law applies aboard a UK-registered yacht moored in a Portuguese marina?

Answer: Both: UK law as the flag state, and Portuguese law as the port state, including customs, immigration and local regulations.

1. When should you hoist the Q flag and when should you lower it?

Answer: Hoist it on entering the territorial sea of the country where you intend to arrive, and keep it flying until you have been granted pratique and cleared in by the authorities.

1. List five documents you would expect to present when clearing in.

Answer: Any five of: certificate of registry; crew passports (and visas); typed crew list; outward clearance (zarpe) from the previous port; insurance certificate; ship radio licence; health and customs declarations; vaccination certificates where required.

1. Why is a zarpe important?

Answer: It proves that the vessel left its last port legally. The next country will usually ask for it on arrival, and arriving without it can cause delays, fines or suspicion.

1. Does the ISPS Code apply to a private 12 m yacht? Why should the skipper still understand it?

Answer: No, it applies to ships of 500 gt and over on international voyages and to port facilities. The skipper should understand it because security levels affect access to ports, restrictions near ships and terminals, and the response of the authorities to small craft.

1. What is the single most important piracy precaution for a yacht?

Answer: Avoid high-risk areas altogether. A yacht is slow and has low freeboard, so physical protection is very limited.

1. A skiff with six men and a ladder is closing at high speed in a risk area. What do you do?

Answer: Alert the crew; send a DSC distress alert and call UKMTO/MRCC by satellite phone; make a Mayday by voice stating you are under pirate attack; increase speed and alter course to open the CPA. If boarding is inevitable, gather the crew together and do not resist. Afterwards report and record everything.

1. How would you check whether an AIS target is genuine?

Answer: Cross-check it against radar and visual observation, check that its position, course and speed are consistent, verify the MMSI and name against databases if possible, and report anomalies to UKMTO or the authorities.

1. Name three duties that SOLAS Chapter V places on the skipper of a private yacht.

Answer: To help persons in distress at sea where this can be done safely (Regulation 33), to make a passage plan that takes account of weather, tides and hazards (Regulation 34), and not to misuse distress signals (Regulation 35). Also to carry life-saving signal information (Regulation 29).

1. Why is the Indian Ocean still a poor choice for a yacht even though the industry High Risk Area was withdrawn in 2023?

Answer: Piracy has recurred, UKMTO still runs a Voluntary Reporting Area, and since late 2023 the Red Sea and Gulf of Aden have been exposed to missile and drone attacks on shipping linked to regional conflict. Yachts have no physical protection against these threats, so the safe course is to avoid the area and follow current FCDO and UKMTO advice.