yacht racing crew weight

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Yacht Racing for Beginners

It might sound scary and glamorous, but actually there’s lots of roles for newcomers to play onboard a yacht or keelboat. Rupert Holmes looks at how to get started big boat racing.

There are arguably more similarities than differences between inshore yacht racing and dinghy sailing, with the same skills of wind awareness, tactics, rules and subtle nuances of sail trim assuming equal importance. One of the biggest differences is the considerably greater loads on a big boat, especially on main, genoa and spinnaker sheets. On larger craft these can easily exceed one tonne and must be treated with respect, especially in heavy weather.

Equally, these loads must be tamed quickly in order to handle the boat efficiently, so the proper use of winches, clutches and other deck hardware is important, and effective teamwork is critical. Big boat sailing also tends to take place in a more adverse environment, further from the shore and in deeper tidal water, than dinghy racing.

Despite the potentially hostile environment, big boat racing is a statistically very safe sport, yet also one that offers huge thrills, although the potential consequences of falling overboard are very much more severe than for dinghy sailors, where taking a swim is often part of the overall experience.

Another important issue is to ensure you’re not hit by the boom, mainsheet or vang in a gybe — where enough force is generated to cause serious, possibly even fatal, injury.

Although a yacht will not capsize in the way that a dinghy will (although some broaches can be quite spectacular), optimum weight distribution is crucial to boat speed. Some tasks only involve one or two crew members, so those who are not actively engaged should be hiking hard on the rail. In light airs, weight might be needed to leeward and some crew members may even be sent below, where their weight will be better located and they won’t contribute to wind resistance.

On the other hand, weight needs to be as far aft as possible when sailing downwind in heavy weather. In all this, a dinghy sailor’s instincts will be very helpful, especially in light airs when even relatively large yachts such as Farr 45s and TP52s will be roll tacking.  Some manoeuvres, particularly spinnaker work, will involve everyone on board, with each task needing to be carried out in a strict order. Timing is everything, so even if you only have a minor role you must understand how it meshes into the overall picture.

Training options

There is no RYA scheme that serves as an introduction to yacht racing in the same way as for dinghy, keelboat and multihull sailing, so those wanting to learn to race big boats need to be a little more resourceful in planning their training. What’s the best size of boat to train on? It really doesn’t matter, especially if you already have some sailing experience — people can train on 52- footers, although most yachts used for training are in the mid 30-40ft bracket.

Whatever boat you start out on, it’s important to recognise that deck layouts vary enormously even among boats of similar sizes, so be flexible in your thinking and be prepared for things to be done slightly differently on each boat you sail.

This is even more marked for boats of different sizes and with differing numbers of crew, so when you first sail an unfamiliar boat make sure you’re briefed as to what your role in each manoeuvre will entail. The RYA’s very comprehensive sail cruising training scheme may be useful for those who want to get to grips with the general aspects of life afloat on a yacht.

For those who want to race, taking the Competent Crew course on a race oriented boat will prove more beneficial than on cruising designs. This scheme can also be invaluable at a later stage of your racing career when you may take charge of the boat, possibly on a delivery, or on a watch during an offshore race.

The Coastal Skipper and Yachtmaster qualifications include navigation, boat handling and seamanship skills that will be required alongside your racing knowledge and ability. A number of schools run race training courses which focus specifically on the skills needed for inshore racing. These can be tailored to suit your existing experience, will prepare you for specific roles and offer the opportunity to experience performing that role while competing in well known events.

This is often an excellent route for good dinghy sailors, or those with a cruising background, and gives a good leg-up into making rapid progress in the skills needed for yacht racing. Those who are new to sailing may also find the RYA keelboat courses helpful. These will give you experience sailing a smaller boat, and will give you at a broader range of experience covering all the roles on board, including helming. As a small boat is more responsive, it’s easier to get the feel of the vessel and the wind. This knowledge and awareness can then be easily transferred to larger craft.

Finding a crewing position

Yacht racing takes place at clubs all around the coast of the UK, and it’s possible to find a crewing position just by going along to a club and offering your services. This is especially true if you make the effort to gain some basic skills first. If your local club runs an evening series during the summer, these are often relatively low-key and relaxed, which means you have more chance of being able to go along as a newcomer and build your skills and confidence without getting in the way of serious competition.

The south coast, and particularly the Solent area, has numerous opportunities for yacht racing, with many people travelling considerable distances to sail there, although it’s arguably more difficult to make initial contact with owners as they’re less likely to sail within the structure of a single club.

One tactic is to hitch a lift by ‘dockwalking’ around marinas before the start of racing and offering your services. Another possibility is looking on event websites and the crew (sailors’ database) section of yachtsandyachting.com — a lot of people find crewing places in this way. It helps of course to have some solid experience behind you before taking this approach.

Being able to say you’ve performed a particular role on a certain type of boat in a particular event — which you can do as part of a training package — will help to open doors. Once you’ve gained a crewing position, it’s vital to understand how your role meshes with those of the others in the crew. Before the start, and when you’re on the rail on windward legs, ask the people around you what and when you’re expected to do in each manoeuvre — a well-drilled boat will often have everything planned down to almost the last hand movement. It’s always better to ask to be briefed in advance than it is to bumble along and make mistakes. Of course, we’re all human and do get things wrong from time to time. When this happens, once everything has settled down and the boat is sailing fast again, discuss the problems and learn from them. If you understand what you did wrong each time, and what you should have done differently, then you’ll make fast progress up the learning curve. This approach also maximises the likelihood that the team you’re with will ask you back.

Whenever you sail in conditions in which you don’t have lots of experience, possibly super light or super windy, be upfront about it and tell your fellow crew members. They’ll be happy to give you hints and tips, rather than risk you making a mistake that could cost valuable time. Not all crews are great to sail with — if you get the sense that the boat you’re on is sailing in a reactive (rather than proactive) fashion, with lots of shouting when things go wrong, then you may wish look for a ride on in different boat — one on which the crew practices more effective forms of communication.

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Home  Competition  Offshore  ORC

Offshore Racing Congress (ORC)

What's new for 2024?

Continual research carried out by the ORC Technical Committee has updated the VPP for 2024. These and other changes approved by the ORC Congress and its Committees are summarized in a Changes to the Rules document available at this link .

It's important to remember that while there are changes to ratings in the new year’s certificate, for the vast majority of boats these changes relative to their competitors are usually <0.5% different in their general handicap.

Updated 2024 Application System

US Sailing’s Offshore Office has spent the off-season developing an improved and more efficient application system, as well as an internal processing system designed to make issuing certificates more accurate, efficient, and repeatable.

US Sailing has assigned a unique boat ID (SKU) to every boat that was received an ORC or ORR certificate in 2022 or 2023. Owners should have received an email from US Sailing assigning a boat ID to their boat. If a boat has not been assigned a Boat ID, they can start their ORC Certificate process below with the New Boat Application form.

US Sailing is in the process of developing a universal measurement database for all offshore sailboats in the US. Assigning each boat a unique ID allows our office to track the boat through its life span in an efficient manner, allowing the office to provide more accurate and timely service to its members.

START YOUR 2024 ORC APPLICATION

Who Owns It

Why did it start.

The ORC was founded in 1969 by the Royal Ocean Racing Club (RORC) and the Cruising Club of America (CCA) to develop a handicap standard for the international community. Since then, the ORC has supported several rules including the IOR, IMS, and, most recently, the ORC Rule. The ORC Rule was structured in the late 2000’s to promote safe design practices and to fairly rate a broad range of designs, including cruiser/racer and modern race boats. The ORC Rule is recognized by World Sailing as an International Rating System. Learn more about the history of the ORC.

How It Works

The ORC Rule relies on a Velocity Prediction Program (VPP) based on standard measurements defined by the Universal Measurement System (UMS). More information on measurement may be found on our Services page. The rating calculator outputs a multi-number rating, suitable for various scoring options and course configurations. While ORC Club and ORC International certificates differ with respect to measurement criteria, they rely on the same calculation routine. As a result, Club and International certificates may be scored consistently with each other. The ORC VPP is updated annually and all rules , regulations , certificates and VPP documentation are freely available to the racing community. ORC scoring options include Time-on-Distance, Time-on-Time , Triple Number, and Performance Curve Scoring. Since 2022 all ORC certificates include custom scoring options tailored to specific races and events are explained on the Scoring Options document.

Who Uses It

ORC is globally recognized in local, national, and international races, making it the most popular measurement-based rating system in the world. With primary interests among European race circuits, the annual ORC World Championships draw international attention to the rating system. The ORC has been recently featured in numerous regions throughout the US, including Galveston Bay racing in Texas; SORC and Key West racing in South Florida; at Charleston Race Week; the Chicago Mac and Bayview Mac races as well as local races in the Chesapeake Bay, Biscayne Bay, St Petersburg, Long Island Sound, Seattle, San Francisco, and San Diego.

Where We Fit In

US Sailing Offshore is responsible for acquiring, processing, and archiving all data to issue ORC Club and ORC International certificates to boats based in the United States.

ORC International

ORCi is based on a complete boat measurement carried out by a US Sailing Official Yacht Measurer as defined by the Universal Measurement System. The hull and appendages must be measured and the offset file approved by ORC to meet ORCi standards. This is the most accurate rating the rule system offers. These certificates are intended for use in World, Continental, Regional, and National level races.  To request official measurement, please contact the US Sailing Offshore Office at [email protected] .

• Sample certificate and explanation

Club certificates do not require verified measurement. Instead, owners are allowed to declare select measurements while other parameters are assigned by the rating office. Where input data is lacking, the rating office will apply estimates or default values that err to a faster rating. The more data submitted based on measurements, the more accurate the rating. ORC Club certificates are intended for club-level racing.

• Sample certificate and explanation . *

*Note that the example ORC Club certificate on the ORC website is typically only two pages - US Sailing-issued ORC Club certificates are 4 pages and include all the same information that appears on Pages 3 and 4 of ORC International certificates. Page 2 of both certificate types issued in the US contain scoring options requested by races and regattas held in the US and Canada.

ORC Double Handed and ORC Non-Spinnaker Certificates

ORC policy permits that any yacht with an ORCi or ORC Club certificate is entitled to an ORC Double Handed and/or ORC Non-Spinnaker certificate that is valid as well. DH certificates are designed to model the performance of a boat racing with a shorthanded crew of a default crew weight of 170 kg. Non-spinnaker certificates may not have any Spinnakers or Headsails set Flying active in their sail inventory.

There is a fee associated with these certificates, please see the pricing chart below for more information.

ORC One Design

For specific classes , ORCi and ORC Club certificates are available in a standardized configuration. All data affecting a boat’s rating are standardized based on One Design class rules or past measurements taken reflecting close tolerances. For boats sailing in One-Design configuration, no measurements are needed for these certificates, provided that there is proof supplied to the rating office that the boat is complying with its Class measurements. Any configuration change shall invalidate the ORC One Design certificate and a new standard ORC International or ORC Club certificate must be issued.

ORC Super Yacht

Handicapping widely disparate Super yachts represents one of the most formidable challenges any rule authority can undertake. A Super yacht fleet typically includes schooners, sloops and ketches of varying lengths and with displacements ranging from 50 to 600 tons and the huge disparity in yacht type, size and shape is exceptionally difficult to handicap.

For more: ORC Super yacht

ORC Multihull

Using the same VPP technology as used for rating Monohulls, the ORC team has spent the past 4 years developing an analogous system for a scientific and fair rating system for Multihulls. ORC Multihull certificates are managed and issued by the ORC Central Rating Office.

For more information: ORC Multihull

For boats holding a current year valid certificate, any changes to the configuration must be reported and a new certificate reflecting those changes issued. For ORCi certificates, relevant parameters may need to be remeasured.

Copy Certificates

ORC provides free access to all measurements and any valid certificate issued by any rating office in the world since 2009 through the free ORC Sailor Services database. Measurements and copies of certificates are in HTML format and are available at no charge without limit. Copy certificates are NOT valid for racing.

Alphabetical lists of all boats with current valid certificates are also available on the ORC Active Certificates Database link from the ORC Active Certificates .

To understand how a potential modification would impact a boat’s rating, trials may be ordered through the Sailor Services system on the ORC website. There is no limit to the number of trial certificates issued in the ORC Sailor Services system. For instructions on how to use ORC Sailor Services, instructions are available .

To run trials that include a modification not available in Sailor Services, such as water ballast modifications, the Offshore Office can run trials for the boat. These trials are NOT valid for racing, and have an associated fee, seen here. If you have further questions regarding Sailor Services or running trials please contact the Offshore Office at [email protected] or call 401-342-7953.

TRIAL APPLICATION

Hydrostatics/Stability Data Sheet

Understanding the limitations of stability is important to every boat owner, but this information is also useful to offshore race organizers interested in defining relevant safety standards in their entry requirements. A Hydrostatics/Stability Data Sheet can be produced for a cost of $100.

For more: ORC Stability Datasheet Explanation

Speed Guide

The ORC Speed Guide uses the ORC VPP to develop polar diagrams for your yacht. These diagrams are an asset to understanding relationships between performance, sail selection, wind speed, and wind angle. They display the polar data in graphic, tabular, and digital formats, including the format used by the Expedition routing program.

Pricing at $35 is at a 50% discount from the self-service rate when ordered through ORC Sailor Services.

For more: ORC Speed Guide Explanation , ORC Speed Guide Sample

ORC Pricing

2024 orc – uss pricing (price per foot).

*ORC test certificates of existing boats that have been issued an ORC certificate at any time since 2009 can also be obtained using the online ORC Sailor Services system: Past ORC Certificates

2024 ORC – USS Certificate Add-ons Pricing

While racing dissimilar boats against each other, the ORC system provides handicap ratings based on measurements of the boat, sails, mast, hull, keel and rudder, etc. Using the ORC VPP (Velocity Prediction Program), this data is used to calculate the theoretical speed of the boat in given wind conditions, and this is used to calculate the handicap ratings that will be used by race organizers to score the race.

To apply for the most basic level ORC Club certificate, there is only the most basic information needed: boat type, size (eg, length, beam and draft), keel type, rig dimensions (if known), and crew weight. Sources of this data may be from builder specifications, class rules, etc., as well as from a measurer. Sail dimension data, however, is required to be from a measurer or sailmaker to ensure accuracy, and this includes dimensions for the Mainsail, largest Headsail and largest Spinnaker, in addition to any Flying Headsails (those not attached to the headstay and <75% in midgirth/foot length ratio) and Code 0 spinnakers (75-85% midgirth ratio).

Sailmakers and measurers have now a new online process to enter sail measurement data.

For ORCi certificates, all data must be sourced from a certified measurer, and will include verification of an approved offset file of the boat used to describe the hull and its appendages, measurements of the rig, the freeboards and an inclination of the boat to determine stability.

If you’re interested in measurement, contact Chief Measurer Chris Tutmark ( [email protected] ) for the contact information of a measurer near you.

If your boat is among the ORC One Design class boats found here , and it is in one design class trim, you may apply for an ORC One Design certificate with US Sailing.

Because it is not an approved One Design class by World Sailing, which requires strict compliance to published class rules and meets uniformity standards in design and construction. Without meeting these standards ORC cannot be assured all boats of this type have the same dimensions within reasonable and measurable tolerances and therefore perform to the same ratings. In some circumstances US Sailing will work with class authorities to determine a baseline set of dimensions to use for unmeasured ORC Club certificates.

It’s better to have an ORCi certificate because it gives your boat the most accurate rating, whereas most Club certificates may have un-measured assumed data that may not be accurate: the policy of ORC rating offices is to use data that is least favorable to the rating when there is doubt. Regardless, ratings from either certificate type are compatible for ORC scoring. Note that some races and regattas may require some faster entries to require ORCi certificates (for example, the Chicago-Mac race for boats faster than 515 GPH and in the Long Island Sound and Newport area for boats faster than 560 GPH).

The US Sailing application is located lower on this page under the Application section. Please read through application instructions listed below prior to applying. Also, remember to specify what race you need the certificate and its dates.

Yes, this is necessary because the ORC VPP improves every year to give more fair and accurate ratings, and thus ratings generated from one year’s VPP cannot be used to race against ratings generated from another year’s VPP.

Because the VPP has been upgraded and the new ratings represent the latest in VPP science from research conducted by the ORC International Technical Committee (ITC). Regardless of individual boat rating changes, it is ORC policy to try to keep these changes within about 0.5% for the over 1200 design types in the over 2500 boats rated in the ORCi database. And when comparing ratings always remember to use a competitor’s boat with the same year rating to gauge if there has been any change with the new year.

Because in order to take full advantage of the VPP to accurately model boat performance for a wide variety of boat types to get accurate and fair ratings, the predicted wind conditions during the race are needed to generate these ratings. In the US race managers also prefer to have pre-selected course models to choose from their options so that scratch sheets and scoring can be easily handled by web-based scoring software. Ratings shown on ORC certificates allows this scoring software to easily retrieve this data for use in scoring by simply entering a certificate reference number.

Yes, through use of the online web portal called ORC Sailor Services. With a free registration at Sailor Services , the user can access >150K measurement records including all ORC certificates issued since 2009. With the online search tool several features made accessible: certificate copies, their measurement data, use of an online editing tool to run what-if scenarios to examine rating effects in test certificates, populating online scratch sheets for time allowance tables, and obtaining polar performance data in graphic, tabular and digital formats in an ORC Speed Guide.

For advanced users even the ORC VPP is also available for purchase and download at ORC Software Downloads .

By use of a Time Allowance table that calculates time owed among the class entries for time (for Time-on-Time ratings) or distance (for Time-on-Distance ratings) sailed on the race course. This can be generated online by using the Scratch Sheet tool found at Sailor Services , either by yourself or as provided by the Race Committee.

Yes: all Headsails set Flying (HSF’s, also sometimes called LRH’s) in a boat’s active sail inventory must be measured as Headsails and declared on their certificate. These are sails that are not attached to the headstay. Sails that are larger than 75% mid-girth to foot length ratio are Spinnakers, and they are often called Code 0’s if they are between 75-85%. These sails must be measured as Spinnakers and all must be declared if they are in a boat’s inventory while racing.

Some Cruising classes limit the use of these sails, so make sure to check with your local authority on their rules and guidelines.

Any yacht may get a Roller Furler credit if they race with only one Headsail throughout the range of racing conditions and do not change sails. Some local authorities may amend this by allowing a heavy weather jib in the inventory of Cruising class entries.

The IMS rules give a description of what characteristics of the boat are needed to comply with the Cruiser/Racer designation, which for some yachts confers a small rating credit. The list of this criteria is in an appendix of the IMS rules and can be found here .

Crew Weight is one because it affects a boat’s predicted upwind performance. The greater the crew weight the faster the rated upwind speed because the VPP places that crew where it will have the most advantageous affect on performance – i.e, on the rail in breezy conditions, and to leeward in light air. There is a default crew weight that is used when no declared crew weight is made. Double Handed certificates use a default crew weight of 170 kg, but this can be changed to a declared value.

Once a valid certificate is issued by US Sailing, it remains in force until an amendment may be made to change the configuration of the boat. If this is desired, contact US Sailing with that change and an amended certificate will be issued that will supercede the validity of the previous certificate.

An exception is made when a boat may also want to have a valid Double Handed and/or Non-Spinnaker certificate: these may have their own configuration values for their own validity besides that shown on a Standard certificate.

Yes: Age Allowance is a credit for age of 0.0325% of ratings increase for each year from Age or Series Date to the current rule year up to maximum of 15 years (0.4875%).

There is also a Dynamic Allowance (DA) credit representing the dynamic behavior of a boat taking into account performance in unsteady states (i.e. while tacking) calculated on the basis of: Upwind Sail Area/Volume ratio, Upwind Sail Area/Wetted Surface ratio, Downwind Sail Area/Volume ratio, Downwind Sail Area/Wetted Surface ratio and Length/Volume ratio.

DA is applied to the ratings of all Cruiser/Racers, as well as any Performance boats with a Series Date older than 30 years.

ORC Application

How to apply.

Read through the instructions below carefully. When you are ready to apply click the application button located below the instructions.

Our new application was built to gather information about an owner and their boat to issue certificates more accurately and efficiently.

Items to have on hand when applying:

• Boat ID - US Sailing has assigned a unique boat ID (SKU) to every boat that received an ORC or ORR certificate in 2022 or 2023. Owners should have received an email from US Sailing assigning a boat ID to their boat. The Boat ID powers the application, and will be needed to apply. If your boat has never been rated before, or you received an ORC or ORR rating prior to 2022 please use the New Boat Application below to apply for a rating.
• US Sailing Member ID – To obtain an ORC Certificate an owner must be a member of US Sailing. If an owner is not a member or needs to renew their membership, please use this link to learn more about our membership opportunities click here .
• Sail Certificates – Any new or remeasured sails that are being reported must have a sail certificate from the sail loft or a recognized measurer included in the application. If sails are being reported, the applicant will type in the measurements, measurer information, and sail certificate. Even if the sail is being replaced "same-for-same" the sail will need to be measured and reported.
• Crew Weight – Owners declaring a crew weight will declare their maximum weight on the application. If crew weight is not declared the default crew weight for the class/make of boat will be calculated by the VPP. Owners are highly encouraged to declare a crew weight. The declared crew weight is the maximum crew weight a boat shall sail at, as set by rule authority to sail within compliance of the certificate.
• First Race Information – On the application owners will declare the first race they are doing under the rule they are applying for a certificate under. Have the name and date of the boat’s first VPP race on hand. The Offshore Office will use this information to guarantee owners have their certificates in time to race.

2024 Certificate Application - Boats with a US Sailing Boat ID

Any boat that was rated in 2022 or 2023, will have received a unique Boat ID from US Sailing. A Boat ID will be needed to use this application. If you do not have a Boat ID, but received a certificate under ORC or ORR in 2022 or 2023, please contact the Offshore Office at [email protected] or call 401-342-7953. If you do not have a Boat ID, and were NOT rated in 2022 or 2023, please use the New Boat Application below.

2024 CERTIFICATE APPLICATION

New Boat Application - Boats without a US Sailing Boat ID

Any boat that did not receive an ORC or ORR certificate in 2022 or 2023 will need to be assigned a Boat ID by the Offshore Office. Please complete the New Boat Application below. Once submitted, US Sailing will contact you in 1-2 business days with your Boat ID. If you have any questions, please contact the Offshore Office at [email protected] or call 401-342-7953.

NEW BOAT APPLICATION

Application FAQ's

No, you are unable to save your application and return later.

If you have further questions please call the Offshore Office at 401-342-7953.

• Complete the Certificate Application located on this page.
• Complete the Sail Measurement Form and Hull, Rig, and Propeller Measurement forms if needed. If these forms are needed instructions on how to do so will be emailed to upon completion of your Certificate Application.
• Ensure that all sail certificates and data is submitted to USS either by boat representative or certified measurer (i.e. sail loft, or measurer).
• Ensure all measurement data is submitted by the measurer, if applicable.
• USS will contact boat representatives with a test certificate and invoice.
• Boat representatives review test certificate, click here for information on what to review.
• Boat representative approves certificate and pays invoice.
• USS issues final certificate and speed guide (if purchased). Copies will be sent to owner and boat representatives (if designated on application).
• Certificate will be uploaded to ORC

Once all of the input data (ex. sails, measurements, etc.) are submitted, US Sailing will run a test ORC certificate for your review. This will be sent to the owner email and boat representative (if applicable) email submitted in the application. The relevant boat parties will review the test certificate for accuracy.

In a separate email the owner or boat representative (if applicable) will receive an invoice for the certificate(s). This email will come from Authorize.net on behalf of US Sailing. The email often gets caught in a spam or junk folder so these locations may need to be checked.

Once the invoice is paid US Sailing will take this as approval of the test certificate and will issue the final certificate. The certificate is uploaded to ORC’s database of valid ORC certificates.

The Offshore Office processes certificates in order of event. When the office is ahead of schedule, they will process certificates for future events. All boats will have their certificate prior to the event indicated on their certificate application.

If the boat already has a current year ORC fully crewed, double handed, or non-spinnaker certificate then follow these steps to obtain an additional certificate:

• Launch US Sailing’s 2024 Certificate Application. Input Boat ID and contact information.
• On the Certificate Type page, select “ORC” as most recent certificate.
• Select “Additional Certificate”
• Select the type of certificate you wish to obtain (ex. Double Handed or Non-Spinnaker).
• Fill in necessary information including any sail differences and submit application. US Sailing will be in contact with a test certificate.

If the boat does not have a current year ORC Certificate, follow these steps:

• On the Certificate Type page, select the most recent certificate received, if applicable.
• Select “Renewal” if you are renewing a past year certificate. Select “New” if your boat has never been rated (New Boat Application ONLY).
• Select all certificate types that you need, i.e, Fully Crewed, Double Handed, Non-Spinnaker.
• Fill in necessary information and submit application. US Sailing will be in contact with a test certificate and invoice.

The Offshore Office implemented a new internal certificate processing system to issue certificates more efficiently, accurately, and in a more repeatable manner. This starts with our new database system, which organizes all certificate requests. To initiate any request an owner must fill out an application. This streamlines the process and allows for the removal of “fingers” in the data, creating a more accurate and repeatable system.

In future years the renewal process will be quicker and more efficient as the Offshore Office will have this data in their database. The 2024 application is the first step in this process.

The USS Offshore Office’s goal is to produce rating certificates that accurately represents a boat. This means getting some fingers off the keyboard. Each time data is re-typed there is a chance for errors. By having owners and boat representatives’ type in sail measurements directly which then feeds into a database we are cutting back on the amount of data we must re-type into the system.

Additionally, to help achieve more accurate sail data, sail lofts will be using a similar system. US Sailing has created a new digital sail measurement form for lofts to use when measuring sails. These forms are automatically sent to US Sailing and stored in a boat’s sail inventory.

Whenever sail data is submitted to US Sailing the Offshore Office checks each sail for errors and reserves the right to correct input mistakes as needed.

Sail lofts have a US Sailing developed tool to automatically submit sail measurements directly into the US Sailing system. This system identifies the boat and owner the sails are associated with. When the sails are submitted our office will attach the sails to your boat’s data file.

Therefore, you are welcome to apply before you receive the sail or after. If you would like to apply and get your information into our system, you will need to contact your sail loft to ensure they send the unreported sails to us through our Sail Measurement Form for sail lofts.

Addtionally, when you report you have new sails on your application, you will be sent a link to the Sail Measurement Form. Once you recieve the Sail Measurement Certificates from your US Sailing Recognized Sail Measurer, you can submit these new/remeasured sails.

If you receive a sail certificate for a new or remeasured sail and you believe the sail loft has not submitted the data to US Sailing, please contact us at [email protected] or call at 401-342-7953.

Other Resources

ORC Homepage

USA-CAN ORC Race Management Guide 2024

ORC Scoring Option USA and CAN 2024

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Mark Reynolds

Crew weight depends a lot on where you are sailing.  In steady boat speed type conditions the optimum crew weight is over 400 lbs.  My crew and I are currently very close to max weight.  I sailed a few weeks ago here in San Diego at 395 in pretty steady conditions and we did ok (we won) but not quite with the speed I normally have.  The Star starts getting overpowered in about 10 knots of wind so from there on up the weight helps.  In shifty stuff like on a lake I would say that weight doesn’t make much difference.  Agility becomes more important and just finding the wind and playing the shifts become so much more important as well.  I would rather have a good crew that is fast and can help with the wind and tactics that weighed 190 then a 270 pound person that couldn't help out.

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A pocket guide to the J Class yachts – the world’s most elegant racing fleet

• Toby Hodges
• March 19, 2017

Toby Hodges profiles the world's most beautiful fleet of classic racing yachts – the J Class

Shamrock V – JK3

J Class yacht Shamrock sailplan

LOA: 36.50m /119ft 9in · LWL: 26.7m/87ft 7in · Beam: 6.00m/19ft 8in · Disp: 166 tonnes

Original lines: Charles E Nicholson

Modified design: Dykstra Naval Architects

Launch year and yard: 1930, Camper & Nicholsons

Identifying features: The only wooden J and the smallest. Dark green hull with bronze deck fittings.

Current state: She has just had a refit in Palma after a long period under her past owner chartering, cruising and occasional racing.

Race prediction:Her smaller size means she will struggle against the other J Class yachts in real time – but she has the most experienced skipper and her recent mods are all aimed at making her competitive on handicap.

Skipper: Simon Lacey · Race Helmsman: Mike ‘Moose’ Sanderson

Photo: J Class Association / Gerhard Standop

Velsheda – JK7

J Class yacht Velsheda sailplan

LOA: 39.25m/128ft 9in · LWL: 27.8m/91ft 3in · Beam: 6.57m/21ft 7in · Disp: 180 tonnes

Launch year and yard: 1933, Camper & Nicholsons. Rebuilt by Southampton Yacht Services in 1997.

Identifying features: Dark blue hull, pinched transom and that iconic sharp J bow.

Current state: Continually optimised and very well prepared.

Race prediction: Highly experienced, well-gelled crew and a yacht that is looking particularly nimble and aggressive at the start. Despite surrendering size to the modern J Class yachts she’s a firm favourite to win any regatta.

Skipper: Barney Henshaw-Depledge · Race helmsman: Owner-driver

Helen Fretter goes racing on board J Class yacht Velsheda

Photo: J Class Association / Onne van der Wal

Endeavour – JK4

J Class yacht Endeavour sailplan

LOA: 39.31m/128ft 12in · LWL: 27.30m/89ft 7in · Beam: 6.68m/21ft 11in · Disp: 175 tonnes

Launch year and yard: 1934, Camper & Nicholson. Relaunched by Royal Huisman in 1989.

Identifying features: Royal ‘Endeavour Blue’ hull, clean deck, single deckhouse.

Current state: Completely refitted by Yachting Developments in 2010-11. Based between Palma and Cascais she is for sale through Edmiston and in prize condition.

Race prediction: Fully optimised and race ready, but is up for sale and now already unlikely to be ready in time for Bermuda.

Skipper: Luke Bines · Race helmsman: N/A (Torben Grael in 2012)

Video exclusive: what it’s like to sail the iconic J Class Endeavour

Photo: J Class Association / Jens Fischer

Ranger – J5

J Class yacht Ranger sailplan

LOA: 41.63m/136ft 7in · LWL: 28.80m/94ft 6in · Beam: 6.41m/21ft 0in · Disp: 203 tonnes

Original design: Starling Burgess and Olin Stephens

Modified design: Studio Scanu, Reichel Pugh, Fred Elliot and Dykstra Naval Architects

Launch year and yard: 2003, Danish Yacht

Identifying features: White hull with snub nose and spoon bow.

Current state: Refitted and optimised at Newport Shipyard 2016, where chainplates were moved forward and tracks modified to take a bigger headsail.

Race prediction: The heaviest J, but a rocket in flat water, such as in Bermuda’s Great Sound. A veteran crew whose consistency is Ranger’s trump card.

Skipper: Dan Jackson · Race helmsman: Erle Williams

Ranger J5 – the first completely new J Class yacht

Ranger , J5 RYS centenary 2015. Photo Paul Wyeth

Rainbow – JH2

J Class yacht Rainbow sailplan

LOA: 39.89m/130ft 11in · LWL: 26.90m/88ft 3in · Beam: 6.42m/21ft 1in · Disp: 167 tonnes

Original lines: William Starling Burgess

Launch year and yard: 2012, Holland Jachtbouw

Identifying features: Black hull, red bottom and modern grey rig with race boom.

Current state: Sold in 2015 by Chris Gongriep, the former owner of Holland Jachtbouw, she has since solely been used for cruising by her US owner who shows no signs of wanting to race, although she will be in Bermuda to watch.

Race prediction: Was cruised and raced extensively for a couple of seasons after she was built and has proven to be a supremely fast boat for her size in the right hands.

J Class yacht Rainbow – the Dutch destroyer

Hanuman – JK6

J Class yacht Hanuman sailplan

LOA: 42.19m/138ft 5in · LWL: 27.50m/90ft 3in · Beam: 6.60m/21ft 8in · Disp: 180 tonnes

Launch year and yard: 2009 Royal Huisman

Identifying features: Carries the old Endeavour II sail number JK6 – but a totally modern day reinterpretation of Sopwith’s second boat, built in aluminium.

Current state: Her weight and stability were optimised at Newport Shipyard in 2016 and she was also fitted with a new mast and rigging, plus a new furling headstay.

Race prediction: With her same core Comanche/Puma crew and Ken Read on the wheel, this is a highly race-oriented J Class yacht.

Skipper: Greg Sloat · Race helmsman: Ken Read

Inside J class yacht Hanuman

Lionheart JH1

J Class yacht Lionheart sailplan

LOA: 43.4m/142ft 5in · LWL 27.2m/89ft 3in · Beam: 6.55m/21ft 6in · Disp: 180 tonnes

Original lines: Starling Burgess and Olin Stephens

Modified design: Hoek Design

Launch year and yard: 2010, Bloemsma and Claasen Jachtbouw

Identifying features: Black hull and rig, bulwarks giving a high freeboard effect, two deckhouses.

Current state: Constantly upgraded, Lionheart has new North raw sails with plans to build more sails before Bermuda.

Race prediction: Lionheart is consistently optimised, has some key pros and a fantastic crew spirit. Should be finishing in the top three in Bermuda.

Skipper: Toby Brand · Race helmsman: Owner-driver · Tactics: Bouwe Bekking

J Class yacht Lionheart J/H1 – replica of an original that was never built

Photo: J Class Association / Thierry Martinez

J Class yacht Topaz sailplan

LOA: 42.7m/140ft 1in · LWL: 27.8m/91ft 3in · Beam: 6.75m/22ft 2in · Disp: 180 tonnes

Original lines: Frank Paine

Launch year and yard: 2015, Holland Jachtbouw

Identifying features: Longest waterline of all the Js (for which there is a sail area penalty) she has a striking Art Deco interior and a dark blue hull with turquoise antifoul.

Current state: New and raring to go.

Race prediction: With her fuller volume forward, longer waterline and shorter keel, Hoek believes she will be the fastest J Class downwind and in light airs. The crew has practised hard since last year and now has top big boat helm in Holmberg.

Skipper: Romke Lopik · Race helmsman: Peter Holmberg

New J Class yacht named Topaz is launched – and the design team says she is “absolutely stunning”

Photo: J Class Association / Carlo Borlenghi

J Class yacht Svea sailplan

LOA: 43.6m/143ft 1in · LWL: 27.6m/90ft 7in · Beam: 6.65m/21ft 10in · Disp: 180 tonnes

Original lines: Tore Holm

Launch year and yard: 2017, Bloemsma / Vitters

Identifying features: Dark grey metallic hull, near flush ultra-clean, ergonomically optimised deck with low single doghouse and huge 8ft diameter wheel that turns in a well that extends down to the keel frames.

Current state: Just launched.

Race prediction: Tore Holm was a gifted Metre designer and Svea looks like a fast upwind boat, with a race oriented deck design and a slippery underwater shape. It’s asking a lot of her crew to be competitive for 2017.

Skipper: Paul ‘PK’ Kelly

Race helmsman: Owner driver

Nine Js and counting: J Class Svea J-S1 is sold and under construction at Vitters

The history of the J-Class

The Js are inextricably linked with the America’s Cup as, barring Velsheda , all were built for the purpose of America’s Cup racing. From 1929 to 1937, 20 J Class yachts were designed. Ten of these went on to be built, with six racing in the America’s Cup finals. A modern J Class yacht’s  lines can only be taken from the original designs, ensuring the fleet’s look endures.

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Live updates: Seven dead in 56m superyacht Bayesian sinking tragedy

Seven people have died in the Bayesian sinking disaster. These include the six missing people who were inside the yacht when it sank, as well as a seventh person who was located shortly after the disaster. The seventh person is understood to be the yacht's chef, Recaldo Thomas. The other six are:

• British tech entrepreneur Mike Lynch, once dubbed 'Britain's Bill Gates'
• Lynch's 18-year-old daughter, Hannah
• Morgan Stanley's chairman, Jonathan Bloomer
• Judy Bloomer, wife of Morgan Stanley chairman
• Chris Morvillo, a lawyer working for London-based law firm Clifford Chance
• Neda Morvillo, an American jewellery designer and Chris' wife

It is understood that the yacht was being used to celebrate Lynch's recent victory in a 13-year £8 billion fraud acquittal.

No one remembers the mast snapping before 56m superyacht Bayesian sunk, says crew

No one recalls seeing the mast snap on board the 56-metre Perini Navi sailing yacht Bayesian which sank off the Italian island of Sicily on 19 August. The eyewitness account of a crewmember on board the vessel, which was obtained by BOAT International , said that the boat was struck by a freak weather event which led to the yacht heeling at around 20 degrees to starboard. As crewmembers were securing items, the heeling angle began to increase rapidly until the yacht started taking on water and sank rapidly.

The crewmembers who were up on deck were able to evacuate the yacht with minor injuries. The yacht is understood to have sunk in just twelve minutes, and it is believed that a "major ingress" of water from the top down would have caused the sinking, according to a captain who wishes to remain anonymous. This is based on the fact that no breaches have been reported in the yacht's hull, and the fact that the yacht should have been able to remain afloat with two flooded compartments.

"Very difficult to understand what could have overwhelmed a vessel of that size" says captain of sistership

The captain of the sistership to the sunken 56-metre Perini Navi sailing yacht Bayesian has said it is "very difficult to understand what could have overwhelmed a vessel of that size" and called the 56-metre Perini Navi series "bulletproof".

David Hutchinson, captain of Rosehearty , said he had taken the yacht around the world multiple times and he had "total faith in the boat".  "We've been to Antarctica and Chile, and we've had her in 70 knots of wind," he says, and the vessel had never put them in a situation that felt unmanageable.

However, Hutchinson noted there were differences between Bayesian and Rosehearty ; notably, Bayesian's  74-metre mast, which would have been heavier and added increased windage. The yacht's layout was also different, with guest accommodation on Bayesian located further forward.

Live updates

• During a news conference on Saturday morning (24 August), prosecutors confirmed they are in the early stages of investigating a "crime hypothesis" of culpable shipwreck and manslaughter. Authorities also said the yacht likely sunk because of a downburst (powerful wind that descends from a thunderstorm), rather than a waterspout.
• A search and rescue for six missing people has concluded. The final missing person is understood to be Hannah Lynch. 
• According to Reuters, six bodies have now been found in the sunken yacht. These include Mike Lynch, a British technology entrepreneur who co-founded Autonomy Corporation and founded Invoke Capital, although Italian authorities have not confirmed this.  
• One person was found immediately after the yacht sunk, and this is understood to be the yacht's chef. 
• Lynch’s wife, Angela Bacares, and a one-year-old are among the fifteen people rescued along with Bayesian' s captain, James Cutfield.
• Another sailing vessel in the area, the 42-metre Sir Robert Baden Powell ,  stepped in to offer assistance in the initial rescue.
• Divers have been able to reach Bayesian' s sunken hull, which lies at 45 metres of depth about half a mile from the coast. The yacht had the largest aluminium masts of any sailing yacht on the water.
• Eyewitnesses in the area reported "hurricane" conditions off the coast but local weather websites did not indicate any severe squall, which suggests that the weather event was not forecast.
• At around 5am local time on 19 August, Bayesian was hit by bad weather and sunk.  The sailing yacht was anchored or idle at the time of the incident.

Built in Italy by renowned builder Perini Navi and delivered in 2008, the yacht's naval architecture was developed by Ron Holland Design while the interior design is by Rémi Tessier . She was formerly known as Salute and was last refitted in 2016. She was listed for sale earlier this year, according to BOATPro . The yacht had accommodation for nine guests and 12 crew.

BOAT International will update the story as it develops.

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Mike Lynch: Seven key unanswered questions around the sinking of the Bayesian

With the search continuing of the sunken bayesian an investigation has been launched to establish what caused the disaster off the coast of sicily, article bookmarked.

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With the Bayesian lying on her side 50 metres underneath the now gentle waters of the Mediterranean, mystery still surrounds how the 56-metre superyacht, sank in the typhoon off the port of Porticello.

Remotely controlled underwater vehicles and cave divers are looking to raise the yacht , which experts will examine in the coming days. For now, the focus is on finding the final sixth passenger since the yacht went down in the early hours of Monday 19 August.

Four bodies were recovered from the vessel on Wednesday, with the fifth brought to shore on Thursday morning. They have now been identified as British tech tycoon Mike Lynch, Morgan Stanley chairman Jonathan Bloomer, his wife Judith Bloomer, lawyer Christopher Morvillo and his wife Neda Morvillo.

Mr Lynch ’s 18-year-old daughter remains unaccounted for, with divers returning to the site to continue searching the sunken boat.

It will take weeks for Ambrogio Cartosio, the chief prosecutor of Termini Imerese, and his team to establish whether the sinking of the Bayesian was down to human error, an unpredictable weather event or whether anyone is liable.

They have said they will interview the survivors in the coming days – some of whom were pictured leaving the Domina Zagarella hotel in Santa Flavia, which has become the headquarters for survivors, police and rescuers.

Many questions face the investigators:

Were access hatches left open?

One expert at the scene in Sicily said an early focus of the investigation would be on whether the yacht’s crew had failed to close access hatches before the tornado struck.

Yachting experts have suggested that the hatches being open could have allowed the Bayesian to fill with water quickly and sink.

But Andrea Ratti, a nautical design professor at Polytechnic University of Milan, said a boat the size of the Bayesian could only sink so rapidly by taking in a huge amount of water.

“One can make plausible assumptions that leave room for doubt,” he said, before suggesting that one or more portholes, windows or other openings may have been broken or smashed open by the waterspout.

Was the boat prepared for a storm?

Prosecutors will look at whether appropriate measures were taken in preparation for the storm.

The yacht’s captain, James Catfield, from New Zealand, told Italian media of the suddenness of the waterspout that turned a luxury super yacht into a death trap.

“We just didn’t see it coming,” he said.

Luca Mercalli, the president of the Italian Meteorological Society, said on Tuesday that the crew should have made sure that all the guests were awake and given them lifejackets in light of the forecasted heavy rains.

The coast guard said bad weather had been forecast, but added that it was more virulent than expected. Some locals spoke of a waterspout, or sea whirlwind, of exceptional force.

“It was a strange thing,” fisherman Andrea Carini said. The Bayesian was at anchor, its sails down, when the tempest hit, with another yacht moored nearby.

A nearby yacht, the 42-metre Sir Robert Baden Powell, remained anchored and weathered the storm after its captain turned on the engine to keep control of the vessel and avoid a collision with the Bayesian.

The captain, Karsten Borner, said he did not know whether the crew of the Bayesian had managed to switch on its engines.

“I don’t think they did things wrong, I think they were surprised by the power of the storm,” he said.

“I only know that they went flat with the mast on the water and that they sank in two minutes,” he said, adding that the storm was “very violent, very intense”, bringing in “a lot of water and I think a turning system like a tornado”.

Did the world’s largest aluminium mast have anything to do with the sinking?

The Bayesian was built by Italian shipbuilder Perini in 2008 with a 75m (246ft) mast which it claims is the tallest aluminium mast in the world.

Scott Painter, who took over Lynch’s multi-billion dollar software company called Autonomy, founded in 1996, said Lynch’s yacht may have been more vulnerable due to the mast.

“The mast was the ultimate sailor’s bragging right,” Painter told the outlet. “That mast must’ve been over 240 feet tall, which is either the tallest or second tallest in the world.”

He added: “That could certainly contribute to a capsize as it would destabilize the yacht. And if it were to lean over too far, it could absolutely capsize the yacht.”

Captain Borner said: “If the mast had been broken they wouldn’t have capsized.”

Would a lightning shock wave damage the mast?

Colonel Attilio Di Diodato, director of the Italian Air Force’s Center for Aerospace Meteorology and Climatology, said the agency had registered intense lightning activity and strong gusts of wind in the area.

The Bayesian had one of the tallest aluminium masts in the world, according to its builder, Perini Navi.

“Having a tall aluminium mast would not make it the safest port to be in case of a storm,” said Andrea Ratti, associate professor of nautical design and architecture technology told the Politecnico di Milano.

The type of intensity unleashed by a violent lightning storm “could have created a significant shock wave”, he added.

Was the Bayesian keel retractable and was it down?

The Bayesian had a retractable keel, a fin-like apparatus under the hull that helps stabilise boats and acts as a counterweight to the mast. It is not known whether it was down at the time of the vicious storm.

Both Ratti and Mattioni questioned whether the yacht had been anchored with the keel up, reducing the vessel’s depth under water and making it less stable. Ratti said strong winds might have caused the boat to start oscillating wildly, “like a pendulum”, putting exceptional strain on the mast.

Was the the Bayesian properly anchored?

Tom Sharpe, a retired Royal Navy commander and defence commentator, told CBC News that a mast the size of the Bayesian’s is designed for a massive sail, and without that sail raised and catching the wind, the gusts likely would’ve had a negligible impact on the aluminum pole.

He instead suggested the anchor may have played a pivotal role.

“My kind of working assumption is that she was probably a bit further in at anchor, and it’s very likely, in these sort of conditions, that her anchor dragged,” he said.

He added the 10-strong crew was better off steering toward the anchor to stabilise the yacht or even raising the anchor and steering into the open Meditteranean to ride out the storm.

“They might have got caught in that middle ground where they’re not on a particularly good anchorage but the anchor is now controlling the bow of the ship”, he posted.

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Bayesian sinking: The key questions for investigators

It will be a long time before we get answers as to exactly how the UK-flagged Bayesian yacht sank off the coast of Sicily.

The luxury superyacht was carrying 22 people when a heavy storm that created waterspouts struck early on Monday 19 August.

Seven bodies have been recovered from the wreck of the boat.

As Italian authorities continue to investigate the circumstances around the incident, speculation has swirled about what went wrong, with fingers being pointed at the captain, the crew, and faults with the yacht itself.

But experts have told the BBC that this was likely a "black swan" occurrence of freak weather - and that no-one is necessarily at fault.

Here are the key questions that investigators will be asking as they look into the tragedy.

Was the keel up? And if so, why?

The role of the boat's keel will be closely examined by investigators.

A keel is a large, fin-like part of the boat that protrudes from its base.

The bottom of the keel - which is the lowest part of the boat - contains a huge weight, the bulb, which keeps the boat stable. When the wind pushes the boat onto its side, the keel rises through the water until - like a see-saw - the weight of it pushes the boat back level.

On a boat the size of the Bayesian, keels are often designed to be retracted so that the vessel can dock in areas that aren’t as deep, like a harbour.

When the keel is raised, it makes the boat much less stable.

In this case, the wreck of the Bayesian was found at a depth of 50m (164ft), which suggests there was no reason that the keel needed to be retracted.

But that doesn’t mean the captain or crew were at fault.

"Even without the keel completely out, the ship is stable and only a massive entry of water could have caused the sinking,” a spokesperson for Italian Sea Group, which owns the company that built the Bayesian, said, according to the Telegraph.

Investigators will want to know whether the keel was “up, down or somewhere halfway,” says Jean-Baptiste Souppez, fellow of the Royal Institution of Naval Architects and editor-in-chief of the Journal of Sailing Technology.

What measures did the crew take during a weather warning?

The Captain of the Bayesian, James Cutfield, reportedly told Italian media that he couldn't have foreseen the storm which battered the Bayesian.

But we do know that bad weather had been forecast beforehand.

Luca Mercalli, the president of the Italian Meteorological Society, said on Tuesday that the crew should have made sure that all the guests were awake and assigned them lifejackets, given the poor forecast.

One survivor reportedly told medical staff that the ship started sinking just two minutes after she fell asleep.

Bad weather is one thing, but a waterspout is something else entirely. And not something that the crew could have predicted.

One expert at the scene in Sicily told Reuters news agency an early focus of the investigation would be on whether the yacht’s crew had failed to close access hatches before the bad weather struck.

But on a boat of this size, open hatches alone would likely not have been enough to make the Bayesian sink, experts say.

There are also other entry points for water around the boat known as "down-flooding points", which are there to allow the engine room to be ventilated, among other things.

“There will obviously be questions about the crew and what happened and whether they were prepared,” says Mr Souppez.

“But think it's important to remember that the vessel sank in a matter of minutes, and so actually in the middle of the night for the crew to be able to keep so many people on board alive, deploy the flare, and act in the heat of the moment is a tough task,” he says.

“It is very difficult to say precisely what happened here," said Dr Paul Stott, fellow of the Royal Institute of Naval Architects.

"But it is unlikely that the crew could have reacted in any way to save the yacht in the face of such a sudden and catastrophic weather event."

Approached by BBC News, the Italian police confirmed an investigation was ongoing but no charges have yet been brought.

The yacht's captain, James Cutfield, his eight surviving crew members and passengers have been questioned by the Coast Guard on behalf of prosecutors.

In cases like this one, it is common for officials to embark on a broad investigation - known as a 'crime hypothesis' - that considers a series of possible criminal charges.

How did the boat sink so quickly?

A doctor treating survivors said the ship "capsized within a few minutes".

A key question is how exactly that happened - and how it happened so fast.

“For the vessel to sink, especially at that speed, you are looking at water making its way inside the vessel throughout its entire length”, says Mr Souppez.

“Vessels like this are not actually designed to stand any period of time at 90 degrees,” says Mr Souppez.

“So if the vessel found itself at 90 degrees, then you would expect water to get inside regardless of whether hatches were open or not. Though it would obviously speed up the process.”

Some have speculated that a waterspout flying over the Bayesian could have been "popped" by the mast, dumping a huge amount of water onto the boat - and sinking it rapidly.

Was this just a freak accident, caused by the weather?

Witnesses have described seeing a waterspout form during the storm before the sinking of the Bayesian.

Most are familiar with what tornadoes look like - they are rotating columns of destructive winds, protruding from the base of clouds down to the ground.

According to BBC Weather, waterspouts are just that too, but are over water rather than land. With sea temperatures rising due to climate change, there is a concern that they could become more common.

According to the International Centre for Waterspout Research, there were 18 confirmed waterspouts off the coast of Italy on 19 August alone.

But the chance of one striking a ship directly - as has been speculated could have happened here - is still very low.

“I think that the bottom line will be that even if there have been issues with keel or hatches being open, you are probably still looking at a freak weather accident,” says Mr Souppez.

“This is likely to be a very safe modern design that has met with a freak weather condition for which nothing is designed for,” says Mr Stott.

Tributes to 'brilliant' Mike and Hannah Lynch as family speak of shock

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Boeing Starliner astronauts will stay in space 6 more months before returning with SpaceX, NASA says. How we got to this point.

The two astronauts have been in space since June 5.

Starliner astronauts will come home in February on a SpaceX Crew Dragon

Astronauts Butch Wilmore and Suni Williams will come home in February 2025 on a SpaceX Crew Dragon, and the Boeing Starliner they flew to the International Space Station on in June will return uncrewed.

These seamless panties that 'fit like a dream' are $17 for a 6-pack

You'll also love the soft fabric and low-cut waist that make these feel like a second skin.

Junkyard Gem: 1995 Mitsubishi Mirage S Coupe

A 1995 Mitsubishi Mirage S Coupe, twin to the Dodge and Plymouth Colt, found in a Colorado wrecking yard.

Walmart's early Labor Day sale has dropped: Score rare deals on HP, Beats, Dyson and more

Snag an HP laptop for under $200, fan-favorite Beats headphones for nearly $200 off and a cute-but-tough chainsaw for just $43.

Dr. Fauci was reportedly hospitalized with West Nile virus. What to know about the mosquito-borne illness — and how to protect yourself.

Dr. Fauci is expected to make a full recovery after six days in the hospital.

Women 50+ love these stylish, forgiving jeans — now on sale, starting at $18

Lee, Gloria Vanderbilt and more: Here's the skinny on these denim delights.

The top AI deals in Europe this year

Startups overall are still facing strong headwinds when it comes to raising venture capital funding. Europe, however, is not too far behind: Our research shows that as of August, Europe has seen 14 investments valued at $100 million or more for AI companies, with one company snagging two investments. AI is driving the European long-tail startup ecosystem in a big way.

Turn your patio into a pati-OH! with these classy string lights, on sale for $27

They're weatherproof and commercial-grade, with a warm vintage vibe — and they're ideal for late summer nights.

These popular Hanes sweatpants are 'baby soft' — grab them for as low as $10

Does a cranked a/c leave you in the cold? Stay warm and cozy now and into fall with these wide-waistband classics.

This mini book light offers 80 hours of reading time and is down to just $11

Turn off the lights and let your partner sleep better with this bedtime-book companion.

New tech features can cause significant headaches for buyers, study says

J.D. Power's recent study found that automakers' push to include everything and the kitchen sink for tech might not be the best approach.

The 49ers' wild play to end their preseason against the Raiders has to be seen to be believed

There were only three seconds left in Friday night's preseason finale between San Francisco and Las Vegas, but the 49ers weren't ready to go home just yet.