yacht rating certificate

At the time of writing we have some 490 different boat types on the system, as listed below. If you are applying for a new rating and your boat appears on this list, please let us know because we can save you time with your application, by providing a copy of existing measurement data.

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Classification: Statutory certification explained

Is certification an unnecessary complication, the costs and hassle of which far outweigh the benefits, or a helpful and reassuring framework which sets the highest standards for structural and operational safety and safeguards life, property and the sea environment?

No one could possibly deny that the large yacht industry is, and has been for some time, in the throes of a boom in spite of a recent downturn since 2008. Some observers would suggest that this is in spite of all the new rules and regulations that seem set to dog the yacht owner’s every move. Others would suggest that it is through the introduction of rules and regulations such as the MCA’s Code of Practice for Safety of Large Commercial Sailing and Motor Vessels that the industry has been given the confidence to expand with such vigour, knowing that their investments are safer – both financially and physically – because of regulation.

Classification societies are non-governmental organisations or groups of professionals, ship surveyors and representatives that develop, publish and certify standards and technical rules to ensure an acceptable degree of stability, safety and environmental impact, among other things. They are authorised to certify yachts and vessels flagged virtually anywhere.

A classification certificate attests that the yacht complies with the standards developed and published by the issuing society

New construction and refit surveys carried out by a surveyor from the classification society under which the yacht is built are important inspections that take place at intervals throughout the duration of the project. They ensure that any and every installation, repair, upgrade or modification is carried out to the standards of that society. Classification surveyors are interested in the structural integrity of the hull, installation of equipment, stability, structural, engine and machinery surveys, electrical, electronic and ancillary equipment, rigging inspections, safety recommendations and ultrasonic thickness gauging.

Every owner has his own vision of what he wants his yacht to be and designers strive to deliver just that. The fulfillment of this vision in turn becomes paramount in the eyes of the building yard and others who represent the owner, so it is often the policies imposed in the form of building regulations and classification rules that act as the voice of reason. This ultimately allows a balance to be struck between the attainment of that vision and the safety and reliability embodied in the construction of a yacht built to class.

A classification certificate attests that the yacht complies with the standards developed and published by the issuing society. Periodic surveying of a yacht in service by the appropriate class surveyor, at intervals dictated by the appropriate classification society, is also required to ensure the vessel continues to meet the rules and thus maintain her in-class status. Should any defects that may affect class become apparent, or if damage is sustained between surveys, the owner or operators are required to inform the society concerned without delay.

Almost every yacht that is launched is bigger or in some way better than the last and, quite often, more complex than its predecessor

As independent, self-regulating bodies, classification societies have no commercial interest in design, building, ownership, operation, management, maintenance, repairs, insurance or chartering. Classification rules are not intended as a design code and, in fact, cannot be used as such. These are more generally covered by the flag state, which lays down standards, or codes of practice that dictate construction good practice.

Almost every yacht that is launched is bigger or in some way better than the last and, quite often, more complex than its predecessor. As this trend continues, so too is the involvement and role of classification societies increasing and evolving. But what exactly does classification entail, and how is it linked to the statutory requirements of the various flag states? These matters are often misunderstood, which can potentially result in a conflict of responsibility.

Classification

The classification process The classification of yachts may be regarded as the development and worldwide implementation of published rules and regulations which – in conjunction with proper care and conduct on the part of the builder, owner and operator – provides for the structural strength and, where necessary, the watertight integrity of the hull. The same rules cover any appendages to the hull itself.

Classification rules lay down regulations that govern the effectiveness, safety and reliability of the propulsion and steering systems and other features, as well as the auxiliary systems which establish and maintain basic conditions on board and ensure that guests and crew can be safely carried while the yacht is at sea, at anchor, or moored inside a harbour.

Owners sometimes see classification as an unnecessary complication offering no real advantage for the cost. Some even suggest that the classification societies exist simply to make a profit out of a yacht builder’s desire to build a saleable product.

‘This is a misconception and one that needs to be addressed,’ Paul Martin, a principal engineer at DNV, points out: ‘Classification societies are independent bodies without a commercial stake in the build, and are therefore in a unique position to make sure that the yacht meets requirements without considering commercial impact. This enables yachts to be built with safety of the yacht, her crew, other vessels and the environment given maximum priority, irrespective of cost.’

Owners sometimes see classification as an unnecessary complication offering no real advantage for the cost

‘Because most classification societies have enormous experience,’ he continues, ‘as well as a lot of data on the failure of various types of vessels, machinery and other connected disciplines, they can bring these to bear on new projects ensuring fees are justified, and at the same time enhancing safety against the most up-to-date maritime knowledge and good safe practice.’

Yachts are said to be ‘in class’ when the classification society believes that its rules and regulations have been complied with, unless it has granted a special dispensation from compliance for a particular aspect. In order to decide whether a vessel should achieve in-class status surveyors appraise design, surveys and reports on the vessel’s construction, machinery, apparatus, materials, components, equipment, production methods and processes of all kinds for the purpose of verifying their compliance with plans, specifications and rules, codes of practice, or their fitness for particular requirements.

Class surveyors can also provide other technical inspection and advisory services relating to yachts and maintain these provisions during periodical visits to ascertain that the vessel is complying with classification society regulations at all times. Any modification which would affect class must always receive prior approval by the society.

When a yacht is going to be built to class, construction plans and all particulars relevant to the hull, equipment and machinery have to be submitted for the society’s approval before the work commences. Subsequent modifications or additions to the scantlings, arrangements or equipment shown on the approved plans must also be submitted for appraisal.

Implementation Statutory aspects deal with issues such as stability, life-saving appliances, pollution prevention and structural fire protection. Generally there are quite clear dividing lines between class and statutory requirements, although there are a few exceptions.

Flag states

The flag state, or nationality, of a yacht is important because it controls which country has the right to prescribe and enforce laws governing her operation. A ship must sail under the flag of a single state. The most common method by which a ship is granted the nationality of a state is by formal registration of the ship with that state.

Upon registration the ship acquires rights and duties as a result of registration which vary depending upon the state and the conventions and treaties to which it is party.

The rights will normally include action in an international court if there is a violation of international law against the vessel by another state, and representation at international conferences and organisations.

The duties include the upholding of the law of the flag state aboard the vessel, wherever she may be in the world.

Quality flags will also provide a recognised reputation for excellence, helping the vessel to avoid lengthy Port State Control inspections in foreign ports, and give worldwide support from embassies and consuls of that state and the protection of its navy.

International Maritime Organization

Statutory regulations are not only produced by the marine administrations of countries, but also the International Maritime Organization (IMO).

While some marine or flag administrations have the ability and knowledge to produce their own legislation, this is not true for the majority of countries. As shipping is an international business an international organisation is needed to regulate statutory issues. The United Nations established the IMO for the purpose of adopting the highest standards concerning matters of safety, navigation, and pollution prevention. The IMO held its first meeting in 1959 and now comprises 165 flag state members.

The United Nations established the IMO for the purpose of adopting the highest standards concerning matters of safety, navigation, and pollution prevention

The IMO’s purpose is to facilitate the general adoption of the highest practical standards in matters concerning maritime safety, efficiency of navigation and the prevention of marine pollution from ships among governments. Since its inception the IMO has introduced 40 conventions and protocols, although it is the responsibility of member countries to put these regulations into effect.

Statutory Implementation

The process of statutory implementation begins with the development and adoption of regulations by working groups at the IMO. Before these regulations come into force they have to have been accepted by a certain percentage of the IMO’s member states. This can take some time as each country has to introduce these statutory regulations as part of their maritime law before they can actually become mandatory on the ships registered in those countries.

It is important to understand that the IMO can adopt international legislation but that it remains the prerogative of the flag state to implement and enforce it. If a yacht registers with a country that has accepted these regulations then the yacht and her operators have to comply with them.

Maintenance of compliance is verified by a regular survey regime, which is the responsibility of the flag administrations and normally carried out by flag surveyors.

Not all flag administrations have the expertise or manpower to carry out the survey regime themselves, and they often delegate this work to classification societies

This arrangement means that the same class surveyor can issue certification on behalf of a flag state for compliance with, amongst other things, the MCA Large Yacht Code and Load Line Conventions. The class surveyor can also handle issues covered by the various annexes contained within the MARPOL Regulations, such as the prevention of oil, sewage and air pollution.

Class surveyors are often empowered by the state to inspect and certify crew accommodation, safety equipment, safety radio requirements, safety of navigation requirements, international tonnage, Suez and Panama Canal Tonnage Certification, and United States Coast Guard compliance. They are also frequently called on to service the requirements of SOLAS whenever a yacht becomes liable to comply with it.

Clearly, classification and statutory certification often go hand-in-hand where statutory certification requires classification of the yacht, and where a classification society requires valid statutory certification for the class to be valid.

In the preparation of this article the authors gratefully acknowledge the help they received from:

Engel JW de Boer – Service delivery manager, Lloyd’s Register, Rotterdam, The Netherlands

Mario Dogliani – Corporate affairs and communication, RINA, Genoa, Italy

Jean-Jacques Juenet – Commercial manager, Bureau Veritas (BV), Paris, France

Paul Martin – Det Norske Veritas (DNV), Houston, USA

John Guy – Merlin Corporate Communications, London, UK

Nick Gladwell – Regs4yachts, Southampton, UK

Originally published: May 2008.

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• ORC Certificate types

Depending on your boat you need different kind of certificates. These certificates lets you participate in certain events where you’ll be able to fairly compete against other ORC certified boats. You can find your path to get your ORC certificate here, or read more about the different kind of certificates we offer below.

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ORC Sailor Services allows you access to ORC Database of all ORC certificates issued worldwide such as accessing speed guides, target speeds and do test runs on any certificate.

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With an ORC Certificate you are getting more than just a rating. ORC Sailor Services allows you access to the ORC Database of all ORC certificates issued worldwide.

CRF Certificates

A new CRF certificate is required annually and is valid for the calendar year during which it is issued. All yachts competing in a classic regatta must have a CRF certificate for the current year. To view all CRF certificates, visit the CRF database and search by Owner’s Name, Boat Name, Boat Class, or Record Date.

In 2024, all yachts competing in a classic regatta will need a new certificate ($50 per certificate with a $25 rush charge after June 1). We also invite all owners and crew to join the Classic Yacht Owners Association (CYOA). We need your support so that CYOA can continue to support owners with rating rule administration, event management and owner advocacy.

To see what is new for 2024, scroll down to our FAQs and we have a new section called "What's New for 2024?"

GET YOUR 2024 CRF CERTIFICATE

GET OR RENEW YOUR CYOA MEMBERSHIP

CERTIFICATE DATABASE

FREQUENTLY ASKED QUESTIONS

2024 CRF FORMULA

DATA INPUT DEFINITIONS

Data Inquiry

Errors and uncertainties occur especially when dealing with transposing numbers and old boats. If you have questions about the data on your certificate or any other CRF MkII certificate, please contact the CRF Technical committee using the data inquiry form.

• Notification to the CRF Technical committee using this Form.
• Committee reviews for errors in transposing or errors in reporting.
• CRF resolves with yacht in question.
• If the CRF Technical Committee cannot resolve, a measurer will be asked to confirm data in question at the expense of the appealing party.

DATA INQUIRY FORM

Keel Types and Descriptions

Rig Types and Descriptions

Frequently Asked Questions

Q: Which scoring approach is preferable, Time on Distance (ToD) or Time on Time (ToT)? 

A: The debate about whether ToD or ToT scoring is preferable can be endless.  The reality is that ToD is simpler, it makes it much easier to monitor time allowances while on the race course, and it is more directly connected with the actual science of yacht performance predictions.   At the same time, CRF is a single number rating system, and ToT scoring can give better results when the course content and/or wind conditions are well outside the rule targets, or when the conditions are unusually unsteady.  When it comes to ToD vs ToT scoring, there is no one answer that best suits all circumstances.   With that in mind, adding TCF’s for ToT scoring to the CRF certificate gives race organizers another tool for them to use in making informed choices that suit their own courses and conditions, as well as the preferences of their participants.  For most races, ToD and ToT scoring give very similar finish positions, despite the fact that the corrected times calculated by the two systems are not directly comparable. 

Q: How is the Time Correction Factor (TCF) shown on the CRF 2024 certificate calculated?

A: CRF converts its ratings used for Time on Distance scoring (expressed in seconds/mile) to the Time Correction Factors (TCF’s) used for Time on Time scoring via the following formula:  TCF=600/(CRF+535), OR TCF=600/(CRF GPH) .  For example, a boat with a CRF rating of 72 (or a CRF GPH=72+535=607) would have a TCF=600/(72+535)=600/607=0.988

Q: What is the difference between Time on Distance (ToD) and Time on Time (ToT) scoring?

A: The ratings used in the familiar ToD approach to scoring follow directly from the science of sailing yacht performance prediction, in that ToD ratings  reflect the time that it takes for rated boats to sail a given distance in certain conditions. These days, ToD ratings are typically expressed in seconds per mile, and corrected times (CT’s) are calculated by subtracting a time allowance (TA) for each boat relative to an arbitrary scratch boat (TA=delta rating x course length) from their elapsed time (ET).  Calculated this way, CT’s for each boat are lower than their ET’s, and the boat with the lowest CT is the winner.

ToT scoring is quite different, in that instead of handicaps targeting the distance sailed as in ToD, the ToT handicaps target the time taken to complete the course.   To do this, a Time Correction Factor (TCF) is established for each boat based on a conversion from her ToD handicap.  TCF’s are typically targeted to have a value of 1.000 for a mythical boat that represents a fleet ‘median’.  Boats that are faster than the median have TCF’s greater than 1.000, and slower boats have TCF’s less than 1.000.  A boat’s corrected time is calculated by multiplying her elapsed time by her TCF, so fast boats have CT’s that are greater than their ET’s.  The boat with the lowest CT is the winner, just as in ToD scoring.

Q: Why is a ‘CRF GPH’ rating shown on the CRF 2024 certificate? What is the value added?

A: A CRF GPH rating is a prediction of how fast a boat should sail around a 1 mile course whose content consists of 1/3 VMG upwind, 1/3 VMG downwind, and 1/3 reaching, in a wind range of 8-12 kts.   This suggests that a boat with a CRF GPH handicap of 600sec/mi should get around a 10nm course (whose content and weather conditions are near the rule targets) in 600sec/mi*10nm=6000sec, or 6000/60=100min, or 1 hr 40 min.  This prediction can be a huge help to race organizers and officers in deciding on appropriate class breaks and course lengths.  For the sailor, it can be helpful in estimating when his boat may finish a race, and thus when the crew should get home for dinner (or to the bar).   The CRF GPH can also be very useful in post-race analysis, by dividing a boat’s elapsed time for a race by the course length, and comparing that to the boat’s CRF GPH.  If a boat sails a course slower than her rating, (eg the boat with the CRF GPH of 600 actually took 1hr 41 min 17 sec to sail that 10 mile race, so she did it in 1*3600+41*60+17=6077sec, or 607.7 sec/mi), the wind might have been light, the current adverse, or the boat had two bad tacks, or some combination thereof.  If, on the other hand, the boat sailed the course faster than her rating, there likely was a lot of breeze, and/or the course content included a lot of reaching.  (NB that in CYOA Technical Committee uses this same comparison between rated and ‘as sailed’performance every year in its analysis of how well CRF predictions match up with on the water realty over a full season of racing).

 Q: What is the difference between the CRF GPH and the CRF ratings shown previously on CRF certificates?

A: The short answer is that the CRF GPH is greater by a constant 535 sec/mi for all CRF ratings, so they can be used in either form to score a race.  That is, a boat that is used to ‘owing’ a competitor 23 sec/mi with the CRF ratings published previously will ‘owe’ that same boat the same 23 sec/mi if their new ‘CRF GPH’ ratings are used, as the latter is simply 535 sec/mi  greater than the former for both boats. A more complete answer is that CRF ratings are actually first generated in terms of linear feet, (to reflect effective sailing length and thus speed potential), and they are converted internally to ‘GPH’ ratings in seconds/mile.  When the ‘MkII’ version of CRF was introduced in 2017, it was decided to subtract an arbitrary constant of 535 sec/mi from the calculated numbers to generate handicaps with values that are comparable to those produced by PHRF, and that are thus familiar to many sailors. This means that the CRF GPH rating for a boat is equal to her familiar ‘PHRF-like’ CRF rating plus the 535 sec/mi constant .  For example, for a boat with a CRF rating of 65, her CRF GPH=65+535=600.

Q:  I see ratings under a ‘CRF GPH’ heading on the CRF 2024 certificate.  What is a GPH rating?

A: ‘ GPH’ is an abbreviation for ‘ General Purpose Handicap’ .  The ‘CRF’ prefix is added to distinguish the CRF GPH from the GPH handicaps that are produced by the ORCi and ORR VPP based rating rules.  The CRF GPH rating for a boat predicts how much time she should take (in seconds) to sail around a 1 mile course consisting of 1/3 VMG upwind, 1/3 VMG downwind, and 1/3 reaching, in a wind range of 8-12 kts.  In most cases, GPH ratings generated for fully measured boats by the ORCi and/or ORR VPPs are similar and comparable to CRF GPH ratings.

Q. What is new for 2023 CRF?

A. Following a careful analysis of the 2022 CYOA racing season, a few refinements to the formulae and factors used to calculate ratings have been made for CRF 2023:

• In CRF 2022, mainsail and spinnaker girths were used for the first time in calculating ratings for boats that declared them.  For 2023, the sail areas calculated with via those girths (widths) are used at full value.  As a result, the ratings for a few boats with aggressive mainsail roach profiles and/or unusually broad spinnakers will be sped up slightly.  
• The ratings for boats whose Rated Draft (RD) is greater than their Base Draft (BD) are slowed up, typically by 1 sec/mi or less.  The ratings of a handful of centerboard boats with unusually deep board down draft are slowed up by considerably more.  
• Boats with high stability (e.g. 12m’s) were observed to be advantaged in 2022, so the Stability Correction (StabC) for boats with high ballast/displacement ratios has been increased, speeding up the ratings of a few of these boats by as much as 6 sec/mi. Most vintage and Classic boats are unaffected.
• Boats that are either heavy for their length, or that have low sail area for their displacement (or both!) were seen as disadvantaged in 2022.  As a result, the Displacement Length Factor (DLF) has been decreased for heavy boats, and the Sail Area Displacement Factor (SaDF) has been decreased for boats that a\re low on sail area. Taken together, these changes slow the ratings of typical Vintage and Classic boats by 2-3 sec/mi.  The ratings for a few especially heavy CCA and Universal Rule boats are slowed by slightly more.
• The rating gap between sloops with wooden vs aluminum masts has been closed by about 2 sec/mi.
• Taken together, the changes in rating resulting from all of the above refinements are on the order of 3 sec/mi slower for most Vintage and Classic boats, with some heavy CCA and Universal Rule ratings slowed by a bit more.  Boats with unusually high stability will rated faster by 2-3 sec/mi. 

Q. What additional information is needed for a renewal application?

A. In most years, the data declarations made for one year will be the same as those for the next year, and that data will auto-load with your renewal application. Declarations for mainsail and spinnaker widths are required for all sails built since 2021, and are optional for older sails.  NB that most Vintage and Classic boats have mains whose girths (widths) are smaller than the ‘no girth declaration’ default, so declaring mainsail girths will slow rating slightly (typically by 1-2 sec/mi).

Q. My new rating is different from my previous one, and my data declarations are the same. Why? What caused the change?

A. The CRF formulae and factors are routinely refined annually to reflect biases that were identified via an objective, in-depth analysis of the previous year's race results. Typically most ratings change only slightly, and those that see a significant change will find that other yachts of the same size and type will have changed by a similar amount. Maintaining the competitive balance within groups having similar characteristics is always a primary objective.

Q. I’ve noticed that on my certificate I have a CYOA Division listed, but that division is not always the one that I compete under. Sometimes, I compete against a group of yachts, but at another regatta, I’m in a different division. Why is that?

A. Sailboat racing is at its best when participating boats are divided into groups of similar size, age, and type.   Toward this end, all boats racing under CRF are assigned to a Division before their CRF Certificate is issued.  All Division assignments are made at the discretion of the CYOA Technical Committee.  The Division assignments are provided as guidelines to Organizing Authorities; each regatta may, based on their individual traditions or numbers of entries, place competitors from  different divisions in the same class, so you may not compete against the same yachts in the same class in all events.  The CYOA Challenge season awards are scored within assigned Divisions, however.

Q. I have had a valid CRF certificate in the past, and wish to renew for this year. Is there additional information that will be required?

A. No new data declarations are required for 2023 compared to 2022.

Q. How do I compare my yacht’s measurements and ratings with other yachts?

A.  Certificates of all currently registered classic yachts may be viewed by going to the  CERTIFICATES CRF Database.

Q. I believe the rating on a competitor’s yacht is wrong. How can I confirm if the rating is accurate?

A . A first step should be to check the declared data on which the rating is based.  CRF is committed to full transparency, and all valid CRF certificates are available for inspection online.  If you still have questions, you can file a rating inquiry.

On receipt of your inquiry, the CRF Technical Committee will review the certificate, and if they determine that there is a error, they will notify the yacht owner of the error and of any resulting change in rating.  If the measurement in question needs verification from an independent outside source, a measurer will be hired at the expense of the appealing party.

Q. I believe the rating on my yacht is wrong. How can I confirm if the rating is accurate?

A.  First, while it is possible that an input error has been made, be aware that the formulae and factors used to calculate ratings are routinely refined each year, so ratings often change from one year to the next. For example, beginning in 2020, a Standing Rigging factor effected ratings compared to 2019, as did an improved Stability Correction.  Similarly, beginning in 2020 ratings reflect an adjustment to the effective sailing length of canoe stern (double ended) hulls.

Of course, it is possible that an error in data input has been made.  If you feel that this is the case,  file an inquiry .  On receipt of your inquiry, the CRF Technical Committee will review the data to see if there is an error.  If so they will notify you, correct the rating, and issue you a new certificate.

Q. I’ve made a mistake on measurements on my application, and my certificate has been issued. What do I do?

A.  File an inquiry and see our process here. Your request will be reviewed by CRF, and if there is an error, they will notify you, make the change in the data, and issue you a new certificate with the corrected measurements.

Q. Can I have more than one CRF certificate with different data declarations (e.g. different sail configurations) that are valid for racing at the same time?

A. No. A boat can have just one valid certificate and one pair of spinnaker/no spinnaker ratings at any one time. A boat will be allowed one configuration change (e.g from a big genoa to a small jib) during any one racing season. A new CRF certificate reflecting that one change must be issued at least 10 days before the next race in which the boat competes, and the boat may not revert back to her original configuration later in the same season. This ‘one change’ limitation does not preclude correcting errors or making minor updates to declarations, which may be accepted and a new certificate issued, at the discretion of CRF administration.

Q. How often to I need to renew my rating?

A. A CRF certificate is valid for the calendar year in which it is issued, and must be renewed each year in order to be valid for racing.

Q. How do I send my certificate to regattas?

A.  Once processed, your will receive a link to your certificate. You may send that link to regatta organizers so they have a copy of your certificate.

Q. How long will it take to get my rating certificate?

A.  Although the application is processed automatically for a rating, to ensure accuracy each certificate will be manually reviewed before it is issued. CRF typically starts issuing new certificates in April. After that start up, plan on at least 5-7 business days early in the season. If applying during July and August, it may take longer due to a larger number of certificates being issued.

Q. How much will it cost?

A. A certificate costs $50.00.  The fee contributes to the expenses of rating rule administration and development. 

Hull and Underbody Questions

Q. i have a yacht with a centerboard, and none of the keel profile sketches displayed in the rating application show a centerboard. what keel type should i declare.

A: Centerboard profiles are now shown in the underbody sketches for Keel Types 4, 5 and 6 here.

Q. Where/How do I find the weight of my keel so I can complete the ballast weight portion of the certificate?

A.  Designer data, builder specifications and brochures, etc. are typically the best source.  If necessary, the CRF Technical Committee can help with researching ballast data or even calculating it from measurements.

To request help in calculating your ballast weight, complete as much of your CRF Application as you can, use our Data Inquiry Form to request help and specifically request assistance in determining your ballast weight.  

A. Check the box corresponding to the underbody profile that most closely resembles the fixed portion of your keel and your rudder type. CRF accounts for the effect of the centerboard via the declared value for ‘Draft Centerboard Down’.

Q. Why is the “Underbody Type’ declaration included in the CRF rating?

A.  Stability and wetted area are critically important performance parameters, but it is not reasonable or practical to ask yacht owners to declare appropriate values for them. The 6 underbody types displayed on the CRF rating application work indirectly as surrogates for stability (via related keel volume, VCB and VCG), and more directly for wetted area. In addition, the various underbody type options help account for the advantages of a high aspect ratio fin keel with a separated spade rudder over a lower aspect ratio configurations, including a full keel with an attached rudder.

Q. I have determined that the displacement of my yacht is heavier than that shown in the designer/builder specifications. How does this affect the other CRF data declarations that I need to make?

A. If you are declaring a displacement that is heavier than the designer/builder specification, it follows that your declaration for the LWL that corresponds to that heavier displacement should be longer, and that your declaration for Draft should be deeper, than the designer/builder specified values. One way to quantify the differences in LWL and Draft (DM) would be to estimate the sinkage resulting from the difference between the designer/builder spec and the declared displacement (DSPS). The ‘Pounds per Inch Immersion’ (sink) for most boats can be approximated by: Lbs/in Immer = 1.1*LWL^2. It follows that actual sinkage (in inches) = delta DSPS/Lbs per In Immer. This estimated sinkage would equal to the amount added to the designer/builder specified Draft (DM) in inches , and for most boats multiplying this sinkage by 6 approximates the amount added to the designer/builder specified LWL, also in inches.

For example: Suppose that the designer/builder spec for the displacement of a boat is 40,000 lbs, but the actual displacement has been determined to be 46,000 lbs. If the published value for LWL = 38.0 at the lighter floatation, an estimate for 'pounds per inch immersion' would be 1.1 * LWL^2, or 1588 lbs. This implies that the boat would float deeper than the original spec by (46,000 - 40,000) / 1588 = 3.8 inches, or 3.8 / 12 = 0.31 ft. This, in turn, would imply that the actual LWL would be 38.0 +6 * 0.31 = 39.9 ft. Similarly, if the published draft were 5.33 ft, the implied actual draft would be 5.33 + 0.31 = 5.61 ft.

Q. The only information that I have on displacement for my yacht comes from original design specification. How can I update that to a current ‘as raced’ weight?

A.  Designers and builders typically provide displacement data referenced to the ‘design waterline’ that most often resembles a ‘light ship’ condition, with empty tanks and minimal food and gear. The weight added in equipping and provisioning for coastal cruising can increase that displacement by 10% or more. The boat hauling equipment in some yards can provide a boat weight, but these weights are typically not especially accurate, and should be used as a rough reality check only. If a displacement is declared that is significantly heavier than the original designer/builder spec, the declarations for LWL and draft (DM) need be longer and deeper, respectively, by appropriate amounts.

New for 2024

Q. i understand that a ‘tweener’ sail whose luff is not attached to a stay (termed a ‘headsail set flying’, or hsf) that is kept in place throughout an event is not allowed under crf 2024.  since these sails are becoming more user-friendly and popular for both racing and cruising, will crf be changed to account for a hsf in the future.

A. Yes, it is likely that ‘headsails set flying’ (HSF) will be addressed by CRF in the future. Discussions on how best to do this are now underway. One option under consideration is for the rated sail area for a boat that declares a HSF will be increased by a modest multiplier, in the same way that CRF accounts for differences in standing rigging type.

Q:  I have a ‘tweener’ type code sail whose girths are smaller than those of an asymmetrical spinnaker or a ‘Code 0’.  Can I fly this sail in races scored under CRF?

A:  To avoid confusing owners, CRF strives to keep its sail definitions in synch with those laid out in the Equipment Rules of Sailing (ref page 30, https://d7qh6ksdplczd.cloudfront.net/sailing/wp-content/uploads/2020/10/05151946/Equipment-Rules-of-Sailing-2021-2024.pdf ).  These can be summarized as saying that a spinnaker is a sail set forward of the mast whose mid width is equal to or greater than 75% its foot width, while a headsail is a sail set forward of the mast whose mid with is less than 75% of is foot length.  The ERS also say that a sail ‘set flying’ is one that does not have an edge attached to a stay.  A ‘tweener’ is then a headsail (mid with less than 75% of its foot length), and may be a  ‘headsail  set flying’ (HSF) because its luff flies free, and is not attached to a stay.  The Classic Yacht Racing Guidelines https://www.classicyachts.org/wp-content/uploads/2023/05/Classic-Yacht-Racing-Guidelines-2023.pdf that govern most CYOA events currently state under ‘Setting and Sheeting of Sails’ that all headsails need to be flown while ‘fully attached’ to a stay.  Since ‘tweeners’ are headsails and most have luffs that are built to be free flying (not attached to a stay) they cannot be used in events governed by the CYOA Guidelines.  At the same time, a big overlapping (often masthead) headsail whose luff IS FULLY ATTACHED to a stay can be used, as long as its hoist and tack location (often equal to ‘ISP’ and ‘TPS’) and its overlap are accounted for on the CRF certificate as ‘IG’ ,‘J’, and ‘LP’, and  as long as the stay (or l=uff rope) that supports this sail is kept in place and taut throughout the event.  The configuration cannot be changed from race to race or from day to day depending on the conditions, and NB that only one CRF rating configuration change is allowed in any one calendar year.

Q: I sail a schooner and intend to fly a ‘Gollywobbler’ type sail between her two masts.  What data to I have to declare in order to be rated for that sail?

A. Yes, it is likely that ‘headsails set flying’ (HSF) will be addressed by CRF in the future.  Discussions on how best to do this are now underway.  One option under consideration is for the rated sail area for a boat that declares a HSF will be increased by a modest multiplier, in the same way that CRF accounts for differences in standing rigging type.

Rig and Sail Questions

Q. what is the difference between a spinnaker and a headsail.

A. A spinnaker is any sail set forward of the foremost mast whose width, measured between the midpoints of its luff and leech, is equal to or greater than 75% of its foot length. A headsail is a sail set forward of the foremost mast whose width, measured between the midpoint of its luff and leech, is equal to or less than 75% of its foot length. (See RRS 55.4 and Equipment Rules of Sailing G.1.3 d&f).

Q. Explain the requests for sail girths (widths) for mainsails and spinnakers.

A. Requests for sail girths (widths) for mainsails and spinnakers were new for 2020. They were intended then to be for newly built sails only, as the data for those would be readily available to owners from the sailmaker. These sail girths were used for data gathering only and not for ratings in 2020.

Now after two years of collecting data, CRF 2022 has included declared mainsail girths and spinnaker widths in rating calculations.  Boats declaring mainsails girths greater than the previously assumed defaults (unusually big roach profiles) will see their ratings get slightly faster.  Those declaring girths below those defaults will see slightly slower ratings, so it can be to the advantage of boats with minimal roach mains to declare those girths.  Except in extreme cases, the effect on the rating is +/-1 or 2 sec/mi.  The same approach has been taken with spinnaker widths, with declared widths greater than a previously assumed default rating slightly faster under CRF 2022. 

Q. Explain the 2020 sail material changes for Vintage and Classic yachts.

A. Sail material guidelines are intended to encourage the use of sails that are cost efficient and that are aesthetically appropriate for Classic racing.  Classic Yacht Racing Guidelines first published in 2020 remove the prior requirement for paneled construction and allow for ‘molded’ sails.  This change also removes the requirement for ‘woven fabric.’   In the Vintage and Classic divisions, carbon is prohibited (since low stretch sails risk damaging older hulls hardware, and rigs), and only classic, light colored sails are allowed. In the Spirit of Tradition and Modern Classic Divisions, sail materials and colors not restricted.

Q. Why is standing rigging material required in the CRF application?

A. The rigs of some older boats have been upgraded by replacing the original wire standing rigging with stainless steel rod, which implies a rating advantage.  Also, some boats are fitted with composite (typically carbon) standing rigging, that results in a substantial performance advantage. A Standing Rigging Factor that was new for CRF 2020 addresses this advantage via a rating adjustment.

Q. Can I use a spinnaker pole in flying my asymmetrical spinnaker?

A.  Yes, as long as you declare a spinnaker pole length ‘SPL’. Note that a whisker pole can only be used to wing out a headsail, and not to trim a spinnaker. Also, be aware that if you do declare an ‘SPL’, your calculated spinnaker area will be larger, and your rating will be faster, than it would be if you declare just a centerline a-sail tack point ‘TPS’ with a length equal to that ‘SPL’. This higher rating is due to the fact that being able to square back a spinnaker pole increases projected spinnaker area and in some conditions it allows a boat to sail at deeper true wind angles off the wind, resulting in potentially higher downwind VMG.

Q. Can I include both symmetrical and asymmetrical spinnakers in my inventory?

A. Yes, as long as you declare a spinnaker pole length ‘SPL’. If you declare both a pole length ‘SPL’ and a spinnaker tack point ‘TPS’, CRF will calculate a spinnaker area for both an s-sail via SPL, and an a-sail via TPS, and it will calculate rating on whichever area is larger.

Q. Please explain the difference between a spinnaker pole and a whisker pole.

A.  Any pole used in trimming a spinnaker is a spinnaker pole, and it is rated as such with its overall length declared as ‘SPL’. A whisker pole is a pole used to wing out headsails only, and its length is limited to not more than 1.1 * ’J’. A spinnaker pole with a declared length not longer than 1.1 * ’J’ can be used as a whisker pole to trim headsails. A boat can use a spinnaker pole with either symmetrical or asymmetrical spinnakers, but if a spinnaker pole is declared, the boat will be rated for an s-sail spinnaker area, whether or not she actually carries any s-sails.

Q. Please explain the definition and use of the declaration for the tack point of an asymmetrical spinnaker (TPS).

A.  ‘TPS’ is the distance from the forward face of the mast to the attachment point for an a-sail tack to the deck, to an anchor roller, to a bowsprit, or to a similar fixture. If an a-sail is tacked to the stem near the headstay tang, ‘TPS’ is nearly equal to ‘J’, the length of the foretriangle base. If an a-sail is tacked further forward to the end of an overhanging stem or to a bowsprit, ‘TPS’ will be significantly larger than ‘J’, the rated area of that a-sail will be bigger, and the rating will be faster. Under CRF the change in rating for increasing ‘TPS’ is generally in line with that of other handicapping systems.

Q. In light air, I plan to fly a headsail whose mid girth is less than 50% of its foot length, but it is too big to fit inside the nominal foretriangle. What should my declarations be for foretriangle height (IG), foretriangle base (J), and longest perpendicular, LP?

A. This sail is by definition a headsail and not a spinnaker (See RRS 55.4), and CRF will rate it as a headsail. For such a sail, ‘IG’ would be declared as the vertical distance from the sheerline to the top of the sheave supporting its halyard, and not to the upper end of the nominal foretriangle headstay. Similarly, for such a sail, ‘J’ would be declared as the horizontal distance from the forward face of the mast to the attachment point for its tack on the deck or bowsprit, and not to the nominal forestay headstay tang at the deck. And finally, the LP of this sail would be the distance from its clew to its luff, measured perpendicular to the luff, and not the LP of a smaller sail set in the nominal foretriangle. Note that CRF will rate the speed potential of the boat with this sail in its best condition, and that the rating with such a sail will be ‘faster’ than it would be with a smaller headsail set in the nominal foretriangle, even when only that smaller sail is flown. Note further that the CYOA Classic Yacht Racing Guidelines require that such a headsail must have its luff attached to a stay, and that it cannot be set free flying

Q. Some previously ‘square head’ mainsails in the Spirit of Tradition (SOT) class were converted to gaff headed sails and were rated as such in 2016. How will such conversions be dealt with under CRF?

A.  Under CRF, gaff headed mainsails in the SOT class will be rated as ‘square headed’. Exceptions to this approach are possible in cases where the sail configuration is very intentionally designed to have an entirely traditional appearance, with the gaff length on the order of 2/3 that of the boom length. However, any such exceptions shall only be made after special consideration by, and at the discretion of, the rating authority.

Q. Can you clarify the difference between the declared heights of jib headed and gaff headed mainsails?

A. The height of a jib headed mainsail is declared as ‘P’, which is essentially the luff length of the sail. The height of a gaff headed mainsail is declared as ‘PG’, which is the height from the mainsail tack to either the peak halyard block, or to head of a topsail (if carried), whichever is higher.

The Classic Yacht Owners Association is an exempt organization as described in Section 501(C) (3) of the Internal Revenue Code. Donations and membership fees are charitable contributions and tax-deductible. Employer Identification Number: 81-285925

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• Maritime & Coastguard Agency

Guidance on how to apply for a watch rating certificate

Updated 22 December 2023

© Crown copyright 2023

This publication is licensed under the terms of the Open Government Licence v3.0 except where otherwise stated. To view this licence, visit nationalarchives.gov.uk/doc/open-government-licence/version/3 or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or email: [email protected] .

Where we have identified any third party copyright information you will need to obtain permission from the copyright holders concerned.

This publication is available at https://www.gov.uk/government/publications/watch-rating-certificates-msf-4371/guidence-on-how-to-apply-for-a-watch-rating-certificate

Sea service evidence and documents to obtain a Rating issued by the Maritime and Coastguard Agency (MCA) are detailed below. Failure to provide all the required evidence may result in your application being delayed or even rejected.

All Applications

Completed application form

Pay the appropriate fee

Sign the declaration

Countersignature

Your counter signatory must:

have known you for at least 2 years

be able to identify you, for example they’re a friend, neighbour or colleague (not just someone who knows you professionally)

be ‘a person of good standing in their community’ or work in (or be retired from) a recognised profession

Copy of passport, attested by a responsible person in a recognised profession

• Passport photograph, cropped to 4:3 ratio

ENG1 or accepted equivalent

Must have two forms of sea service evidence:

Discharge Book or Certificates of Discharge

Sea Service Testimonials

STCW basic safety training certificates:

Personal Survival Techniques (STCW Code A-VI/1-1)*

Fire Prevention and Fire Fighting (STCW Code A-VI/1-2)*

Elementary First Aid (STCW Code A-VI/1-3)*

Personal Safety & Social Responsibilities (STCW Code A-VI/1-4)*

*Certificates will be accepted from either an MCA Approved Training provider or a country on the IMO Whitelist

Navigational Watch Rating Certificate – II/4 (WRC)

Sea Service Evidence, as detailed below:

At least 6 months seagoing service in the Deck Department on vessels of at least 15 metres in Load Line Length, or

Reduced 2 months seagoing service in the Deck Department on vessels of at least 15 metres in Load Line Length if undertaking ‘special training’, i.e. when following an course given by an MCA approved training provider.

Complete Training Record Book

Annex A of MSN 1862 should be completed**

Onboard Training tasks should be signed as completed by a UK CoC or UK FSE holder. Details of the signing officer should be documented in Annex C

**All tasks should be completed, where appropriate, and failure to comply will result in the delay of your application/issue of your licence.

Applications should be emailed to [email protected]

Please ensure your documents are included as attachments or within a .zip folder. Unfortunately, we cannot open .rar extensions or links to file-sharing services (e.g. OneDrive, Google Drive, Dropbox etc).

Engineering Watch Rating Certificate – III/4 (EWRC)

Sea service Evidence, as detailed below:

6 months sea time in the last 5 years on a vessel of

• Of at least 15 meters Load Line Length and ,
• Propulsion power of at least 350 kW and ,
• Have an engine room of sufficient size and complexity to be assessed in the required competencies

Sea time may be reduced to two months if:

• MCA approved training has been completed – (e.g. Level 2 Award in Maritime Studies, Watch Rating – engine room)

Completed Training Record Book

Annex A of MSN 1863 should be completed**

• Onboard Training tasks should be signed as completed by a UK CoC or UK FSE holder.
• Details of the signing officer should be documented in Annex B

Steam Tasks

If you are not able to complete the steam tasks on board a vessel then you may be able to:

Complete the boiler tasks at a college with a simulator course covering the relevant items, or

Speak to your company as they may be able to able to arrange for the tasks to be completed at a shore based location, or

If none of the above can be completed then the MCA will issue a limited Watch Rating.

The certificate will state “not valid on ships with steam plant and oil/gas fired boiler”.

Applications should be emailed to [email protected]

Electro-Technical Rating – III/7

• UK Citizen, EU Citizens who live in the UK (Hold a UK Passport or valid UK Citizenship evidence)

Sea Service Evidence

4 months seagoing service in the last 5 years

Of which needs to be on ships of 350kW or more

Education and Training

Before applying for a ETR you must send scan copies of your qualifications to [email protected]

ETR TRB should be completed fully prior to applying – ETR TRB

TRB will have to be an attachment alongside the application form, or an in-line attachment

Yacht Rating Certificate II/4

Sea Service Evidence:

• At least 6 months onboard Yacht service which includes at least 2 months of actual seagoing service 
• All vessels need to be at least 15 metres in Load Line Length. 

If either of the following licences are held then this may result in a reduction in sea service:  

• RYA Offshore CoC 
• RYA Ocean CoC 

Potential Reduction

Yacht service reduced to 2 month actual seagoing service  

Yacht Rating TRB does not need to be completed 

Complete Training Record Book  

Annex B of MSN 1862 should be completed**  

• Onboard Training tasks should be signed as completed by a UK CoC or UK FSE holder. 
• Details of the signing officer should be documented in Annex C 

**All tasks should be completed, where appropriate, and failure to comply will result in the delay of your application/issue of your licence. 

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Frequently Asked Questions (FAQs)

Sea Service Verification

The PYA is authorised by the UK Maritime Coastguard Agency (MCA) and by Transport Malta to verify yacht sea service testimonials for all yacht crew worldwide.

Career Advice

Support and Advice are available to members and potential new members to provide professional advice and one-to-one support to seafarers in yachting.

Yacht Rating Certificate

Some vessels require crew to have a Yacht Rating Certificate as part of their safe manning requirements. Having this certificate can improve your chances of finding a job.

Application Support

Support and Advice to obtaining your NOE, CoC, Action Plan, Revalidation and Conversion.

OOW 3000 Deck Training Record Book

The OOW 3000 Deck Training Record Book (TRB) is part of the requirements for the Officer of the Watch (Yachts) Certification – OOW 3000 (Y).

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Research and surveys are carried out on a regular basis by the PYA to learn about yachting industry issues from crew retention and recruitment through to safety, welfare and new technologies.

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The PYA is authorised by the MCA to certify hard copies of all original documents for MCA purposes, i.e. for NOE applications

Interior Certificate of Competency

The GUEST Certificate of Competency is a program designed by IAMI to provide yacht crew with an opportunity to demonstrate their knowledge and skills in guest services.

Member Assistance Service

The MAS is a confidential support service that offers practical support to PYA members facing difficulties or challenges in their professional lives, including all work-related issues.

Welfare Group

The PYA Welfare Group aims to educate, support & guide yacht crew ensuring their well-being is safeguarded. Empowering crew with knowledge to protect their rights, and to steer them in the right direction for legal and professional assistance.

Partner Offers

PYA Partners offer our members special benefits

Services we offer

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Why Choose IYT Worldwide for Your Certification?

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• No other national yachting marine certification authority has an internationally recognised ISO quality management system.  We are proud to be certified by the Canadian General Standards Board (CGSB)
• No other yachting organisation has been built by professional mariners.
• No other yachting company offers high security certificates with QR code, hologram, photograph and signature strip.

IYT has over 20 years of industry leadership and continues to lead the global maritime industry in certification and nautical standards.

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