yacht rating meaning

What Does Yacht Certified Mean and Why You Would Want It

If you are unfamiliar with yacht certification, you are encouraged to learn more about what it means and why it is so important for both current and prospective boat owners.

The term “Yacht Certified” refers to a quality control process governed by the NMMA, an organization that ensures that yachts and boats are constructed to industry standards. As many as 90% of boats currently on the water in the U.S. carry an NMMA certification placard.

The NMMA certification process serves to remove these headaches by requiring participating manufacturers to pass physical inspections.

What Does Yacht Certified Mean?

Yacht certification is handled by the National Marine Manufacturers Association (NMMA). The program is designed for manufacturers, so that they may show prospective boat buyers that the vessel has been built to meet or exceed the standards of the American Boats & Yacht Council (ABYC).

Every model of a manufacturer’s fleet must be inspected annually for Yacht Certification. If a company decides to participate in the NMMA program, they run every design plan by the organization and continue to produce vessels that meet these same standards.

What Are the Standards?

Standards are applied to the critical components of the yacht so that consumers know that they are purchasing a boat that has passed an extensive physical inspection. The following components are emphasized during the inspection process:

Bilge pumps
Bilge blowers
Fuel hoses and tanks
Steering parts

How Do Boats Qualify to Be Yacht Certified?

To meet the definition of a yacht, the boat must be 26 feet or longer. The NMMA does build capacity tags for boats shorter than 26 feet, so the certification process indeed covers a wide range of vessels.

Manufacturers apply for certification on their behalf and pay annual membership fees. They must also meet inspection filing deadlines once they have become NMMA members. As such, membership in the Yacht Certification program shows that a company is determined to meet or exceed industry standards.

How Do You Know A Boat Is NMMA Certified?

You will know a boat is Yacht Certified if you see a sticker showing “NMMA Certified using ABYC standards.” This will be located overtop either the capacity or yacht plate at the helm of the boat. You can ask your dealer if you don’t happen to notice the placard. If you go to a boat show, you may notice a directory that explicitly shows which boats among the lineup are NMMA certified.

Why You Would Want Yacht Certification

Prospective buyers can take advantage of the NMMA certification program as a way to ensure consistent quality across the board, regardless of manufacturer. For new owners, it is challenging to shop for boats. Prospective buyers don’t usually get to take a boat for a test drive, as they would with a vehicle.

Approximately 90% of all boats currently on the water in the United States are certified by the NMMA. From a manufacturer’s perspective, it is an excellent way to build trust with consumers.

Safety Standards of a Yacht Certified Boat

Since you won’t generally be able to go for a test drive, it’ll give you peace of mind to know that a vessel is a yacht certified by the NMMA. Research has shown that NMMA-certified boats are seven times less likely to receive safety recalls than non-certified boats.

While it’s true that the U.S Coast Guard inspects every new yacht for safety, the NMMA certification is an expansion of the standard federal inspection checklist. There aren’t any Coast Guard requirements for steering systems, storage batteries, or exhaust systems, among many other components.

Passenger Capacity on a Yacht Certified Boat

Recreational vessels longer than 26 feet in length are excluded from passenger capacity and stability standards. In smaller boats, you’ll notice marked placards somewhere along the interior, which clearly states passenger capacity and the maximum allowable weight.

Equipment Issues Can Be Hard to Diagnose

Just as is the case with cars and trucks, boat issues can be hard to diagnose. When you finally land your dream boat, the last thing you want on your hands is a mechanical issue that’ll land it in the shop for several days, if not weeks.

There are thousands of trained technicians who can determine whether a given component passes the ABYC test. If there are any issues, they can be resolved immediately while the vessel is still at the factory.

One of the many categories inspected to meet ABYC standards is electric wiring. This is significant because marine electrical systems are susceptible to a host of complicated problems, including bad connections, improper inverter installations, and poor choices for conductor materials.

Quality Assurance

The regulations of NMMA Yacht Certification state that participating manufacturers must have at least one staff member who is knowledgeable about ABYC standards. Participating staff must attend training sessions and successfully pass exams testing their level of competency.

As a prospective buyer, you’ll know that any craft that is NMMA Yacht Certified has been constructed under the guidance of a trained industry expert. This provides manufacturers with a convenient process for quality assurance.

Consistency

Every year manufacturers update their fleet to include new technology. There is no way of knowing the actual consequences of such modifications unless the boat is tested and approved by an independent technician.

The NMMA yacht certification program requires manufacturers to ensure that their boats are up to code every model year, even if no significant modifications have been made to the design schematic.

Consumer Satisfaction Index (CSI)

The Yacht Certification program provides makers with an established structure for tracking customer feedback. At the very least, companies must send their customers a census-type survey within the first 12 months of ownership. The NMMA then asks that the survey results are tabulated and forwarded up the chain to the manufacturer’s internal management.

Members also have the option to take part in the Marine Industry Customer Satisfaction Awards. This is a great way for prospective buyers to continuously view the top-rated brands and dealerships from this page.

How Long Do Yacht Certifications Last?

Certification inspections take place at the factory where the boats are originally manufactured. The dealerships do not generally take part in any certification process, so it’ll be more challenging to determine whether a used boat is up to code. You may find out that the vessel was originally Yacht Certified, which certainly helps with models that haven’t seen too much wear or tear.

Manufacturers provide owners with certification programs confirming the quality of used boats. Membership in such services involves having the yachts routinely maintained by certified technicians. The incentive for owners to enroll in such programs is that this coverage should help boost the resale value of their yacht.

Are There Any Other NMMA Certifications?

The NMMA has certification categories for many different types of watercraft, including personal watercraft. The organization also helps ensure that boat trailers are manufactured per code. Boat trailer inspections emphasize trailer and tire capacity ratings, brakes, and hand winches, among other critical components, to provide owners with peace of mind while they transport their prized possession.

Final Thoughts

Yacht Certification is a manufacturing quality vetting process hosted by the National Marine Manufacturers Association (NMMA). The standards are established under the guidance of the American Boats & Yacht Council (ABYC).

The advantage of the certification process is that consumers can be assured that the critical components of the boat have been inspected by a trained representative of an independent organization, a true neutral party.

Ita Yachts Canada

Brokerage / Courtage

Demystifying yacht classification A, B, C, D

N.B. For your information, a more recent article was published on 24 Oct 2022 on the same subject, click here for direct access.

Demystifying yacht classification : Class A, B, C and D

Since 1998, CE certification is required for all recreational boats entering or being sold in Europe obliging boat manufacturers to respect certain building and security standards. Therefore, yachts ( boats ) are classified into four categories depending on their aptitude to confront navigational conditions taking into account both force of the wind and height of the waves. The categories are not to limit the area and distance of navigation (that is defined by security equipement onboard) but to sensitize the owner and/or captain of the boats capacities to navigate in complete security.

Let us start with the Beaufort Scale. A scale for classifying the force of the wind ranging from 0 (calm) to 12 (hurricane). It was devised by an admiral in the British Navy, Francis Beaufort, to uniform the description of the effect of different winds at sea.

There is a direct link between the Beaufort scale and boat classification. For discussion purposes, we will use only the 6, 7 and 8 forces.

A Class A yacht ( boat ) is a vessel that is built to navigate the open ocean and surpass a force 8 on the Beaufort scale and surpass waves higher that 4 meters. These yachts are constructed to be self sufficient in hostile seas.

A Class B yacht ( boat ) is a vessel built to navigate on the offshore waters (200 miles and less) and can substain UP TO force 8 and waves UP TO 4 meters.

A Class C boat is a vessel built to navigate inshore such as lakes, rivers, bays and close to the shore and can sustain UP TO force 6 and waves UP TO 2 meters.

A Class D boat is built for protected or sheltered waters such as canals, rivers, small lakes and sustain a force 4 and waves UP TO .3 meters (less that 1 ft).

With this said, you can understand that the Class A yacht ( boat ) respects a rigorous building code more so than a Class B and so forth. But regardless of the class, it is strongly discouraged to navigate in a force 7 for the reasons of safety and comfort as « pleasure » should always be on the agenda. Always consult the weather forecast prior to leaving any port and check hourly the weather situation.

Classification is very important and should be on your question list before purchasing any boat or yacht.

Classification rules are developed to assess the structural strength and integrity of the essential parts of the hull, the reliability and function of the propulsion, steering systems, power generation and all the other features installed on board which contribute to guarantee the main essential services of yacht.

Also for a class A, the portholes will be more resistant against a sustained wave, the drains to evacuate the water more abundant and of good size, the joints of the hull more hermetic, in short everything is in place to prevent water from s’ infiltrate on board.

By way of information, let us quote for example all the Ferretti yachts (60 to 96 feet), Pershing (60 to 115), the Riva (44 to 122) are all of class A just like the Magellano range at Azimut including also the 66 Flybridge.

Ferretti yachts (500, 550, 670 fly and over), Pershing (7X and over), Azimut Yachts (62, 64, 66, 68 Fly and over, the Sport Series 7X and over, all Magellano) are Class A. There are also other classifications such as RINA and American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, Germanischer Lloyd, Lloyd Register, that are more precise regulations and we will cover this later in another article.

Below is the graph of the Beaufort Scale along with photos.

Do not hesitate to contact us for any additional information, team Ita Yachts Canada is at your disposal.

Published by Guy Bolduc

View all posts by Guy Bolduc

Yacht owners guide to Classification Societies

Classification societies (also known as ‘class’ societies) make an important contribution to maritime safety. Their engineers and surveyors, who are experts in the technical aspects of yacht construction and maintenance, have two distinct but related roles.

The first is to research, establish and apply standards for the design, building and maintenance of trading ships and yachts. Known as the ‘rules’ of the society, these standards are highly detailed and technical and cover the strength and integrity of the yacht’s hull, engines and key safety systems, but not aesthetic or operational elements.

The experts’ second role is to perform much of the ‘statutory’ inspection work – required by international conventions – for smaller nations that maintain a registry for flagging yachts, but do not have sufficient expertise of their own.

Occasionally, flag states may insist on a yacht being classed by an approved society, irrespective of size or use

The two roles can overlap. If a flag state’s technical requirements are sufficiently similar to a society’s rules, that society could undertake limited classification and statutory compliance responsibilities during a vessel’s construction, which saves re-inventing the wheel. Further, under the rules of the society, the flag state administration may have to be informed if a yacht falls foul of the rules, which, in turn, may invalidate the flag state’s equipment and safety certificates.

Societies often offer additional consultancy services, going beyond basic classification, during building and refits. It is also possible to have even fairly modest yachts built according to class rules, which are usually higher than those imposed by law and can boost resale value.

Compulsory classifications

Classification is voluntary, unless a flag state requires it, typically by virtue of the International Convention for the Safety of Life at Sea (SOLAS).

SOLAS demands that certain yachts be designed, constructed and maintained in compliance with the various requirements of a recognised society, or with the equivalent flag state requirements. This applies to yachts that undertake international passages on any sort of commercial basis, and which carry more than 12 guests, are of at least 500 gross tonnes, or both.

Occasionally, flag states may insist on a yacht being classed by an approved society, irrespective of size or use. In any event, classification is often needed to reassure any banks that hold security on the yacht and would otherwise have no way of ensuring that the asset is not depreciating excessively.

SOLAS demands that certain yachts be designed, constructed and maintained in compliance with the various requirements of a recognised society

Also, owners of larger yachts may also find it hard to obtain insurance at reasonable rates without classification. For the insurers’ peace of mind, policies commonly insist on the yacht being classed, and maintained ‘in class’, by a society agreed on by the underwriters, with all the experts’ recommendations being carried out as directed. If this is agreed to in the policy but then not adhered to, insurers could walk away without paying a penny in the event of a claim.

In fact, the societies were a product of the fledgling insurance industry. When this new sector was developing at the tables of Mr Lloyd’s coffee house in 18th-century London, it became apparent that the insurers’ knowledge of the ships they insured was less than perfect. As construction methods varied, the vessels were classed according to build quality and condition. The idea worked, and Lloyd’s Register was born. Insurance premiums could at last accurately reflect the risks, with higher build specifications and better maintenance being rewarded with lower premiums. Soon societies were being established around the world.

Today’s classification societies

There are now dozens of organisations worldwide providing classification services but only 13 make up the proudly self-regulating International Association of Classification Societies. Members are independent and non-profit-making and provide services to nearly all the world’s commercial and leisure tonnage. IACS itself also has the capacity to develop rules in conjunction with the International Maritime Organization.

Classification process

The initial process of classification involves assessments of drawing-board designs and attendance throughout construction or conversion. Once a survey has confirmed that these rules have been met, a certificate of classification is issued. This summarises the standards met, the broad intended use of the vessel and whether she should be used only in sheltered waters.

Crucially, the certificate is not an express guarantee of safety or seaworthiness, but merely evidence that the yacht meets certain standards.

Being maintained in class is achieved through regular surveys, which, to simplify matters, are carried out regardless of the yacht’s circumstances. Surveys performed to renew the classification, known as ‘special’ surveys, take place every five years, which can be extended by up to three months if necessary. The examinations can be surprisingly scientific in nature, with various tests conducted to assess the thickness of the hull, possible fractures and other forms of deterioration, as well as the condition of all the principal items of machinery and equipment.

The certificate is not an express guarantee of safety or seaworthiness

An intermediate survey is then carried out three months either side of the third anniversary. On top of this, annual surveys, which need not be so thorough, are conducted three months either side of the anniversary date.

Of course, yachts are often subject to modifications, as the owner’s whims and new regulations dictate. They may also be subject to heavy-weather damage, accidents and neglect. For these reasons, they are also be subject to ad hoc surveys.

Where any survey raises concerns, class can be suspended or withdrawn, depending on the nature of the problem. If it is rectifiable, the surveyor usually makes recommendations, known as ‘conditions of class’. Maintenance of the yacht in class then becomes conditional on the work being carried out.

A yacht may be suspended from class if the owner does not request a survey following an accident causing damage or following repairs or alterations, and will be suspended automatically if any of the regular surveys are overlooked. Class will then be withdrawn altogether following a six-month suspension.

Details of suspensions and withdrawals, and the yachts concerned, are published on the internet for all to see, including insurers.

Legal recourse

Class surveyors have made serious mistakes in the past which have led to large claims. Societies are seen as having deep pockets and their liability cannot be limited by international convention in the same way that an owner’s can.

Where a society provides consultancy services going beyond its conventional remit, it would almost certainly be responsible for its mistakes, subject to the contract terms. However, the courts take a tender view of mistakes made when providing traditional classification services.

Claims against a class society may be an uphill struggle, for the following reasons:

The primary legal responsibility for seaworthiness normally remains with the owner
Societies may specify where a yacht may operate, but they do not specify how she should be operated
The society may have expressly excluded liability where a contractual relationship exists
Surveys tend to involve selected sampling, rather than stem-to-stern inspections, and
A similarly high level of expertise is required to challenge their views. English courts have ruled out societies’ liability towards parties other than the owner. In 1985 a yacht called Morning Watch was sold with a valid classification certificate, but was so corroded that she was unseaworthy and worth considerably less than the buyer had paid. The buyer was unsuccessful in suing the society as the survey had not been requested by, or carried out for, the buyer, even though it had been undertaken with a purchase in mind. Societies could still be liable directly to an owner, however.

Although legal recourses against societies are limited, they have much to contribute to safety and can help maintain a yacht’s value

By contrast, some European courts take a less favourable view, with societies being found liable to third parties, although ‘gross negligence’ must have been displayed.

Where societies undertake work on behalf of flag states, they often benefit from their master’s state immunity. However, European Union legislation provides quality requirements where societies are working in this capacity, and this legislation does entertain the possibility of societies being made liable for gross negligence, but nothing less. Where an owner had failed to disclose something which a society would otherwise be anxious to survey, it is unlikely that the society would be exposed to any liability.

Although legal recourses against societies are limited, they have much to contribute to safety and can help maintain a yacht’s value. Classification should not, therefore, be seen as a pedantic exercise, performed just to keep insurers happy. The process brings to bear an independent and high level of expertise which should reassure present and prospective owners alike.

Benjamin Maltby is an English barrister with consultants MatrixLloyd, providing impartial guidance on all aspects of large yacht purchase, building, ownership and operation.

Originally published: May 2010 .

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Certifications and Ratings: What’s the Deal?

The acronyms alone are enough to drive you nuts: ABYC, ISO, IMCI, ABS, NMMA. And those with real names, what are they: Germanischer Lloyd, Lloyds Register, Bureau Veritas?

One suspects that these whatever-they-ares have something to do with the way boats are built, or not built, but beyond that, it’s well, vague. Readers wonder, and so do we.

Certifications and Ratings: What’s the Deal?

The United States Let’s start on our home turf. The dominant trade group in the U.S. is the National Marine Manufacturers Association (NMMA). It has offices in New York and Chicago. The NMMA represents nearly all businesses in the marine sector: boatbuilders, engine makers, and suppliers of accessories. A dozen years ago, during a bad financial phase for the boating industry in general, manufacturers of sailboats and sailing equipment weren’t happy with the way the NMMA represented them; after all, sailing is a small percentage of the boating industry. So a bunch of executives from the sailing realm (Frank Butler, Catalina; Everett Pearson, TPI; and John Southam, Cruising World magazine) started an association called ASAP that eventually came to be called Sail America. Sail America started running its own boat shows, called Sail Expos, and still does. But it was evident that the efforts of Sail America and the NMMA were to an extent redundant, so they have recently buried the hatchet and agreed to again share the same teepee.

Neither the NMMA nor Sail America promulgates standards for the construction or outfitting of boats. However, the NMMA has been vigorous in supporting ISO boatbuilding standards, which we’ll get to shortly.

For a time, the American Bureau of Shipping (ABS) attempted to develop standards for the construction of small fiberglass (composite) recreational boats. These standards actually included scan’tlings, but so many people in the industry criticized them as unrealistic that ABS retreated. Now, it offers only publication #37, “Building and Classing Offshore Racing Yachts,” which applies only to racing boats over 24 meters, or about 79 feet.

The ABS, like European classification societies, makes its money developing rules for building ships and other marine structures (like offshore oil platforms), and related equipment; then by reviewing the designers’ and builders’ plans, and sometimes by surveying the actual structure to assure compliance (often for insurance companies and lending institutions).

The Plan Review for a composite boat requires the submission of laminate schedules, information about the resins and reinforcements (fibers) and construction details. Many classification organizations also offer engineering services to companies to help them gain compliance. It’s a pretty nifty business plan: Make up a bunch of rules, then charge companies big fees to tell them how to comply.

The top classification is A1 with a Maltese cross; this means the classification society has reviewed the plans and observed the construction process. An A1 plan means the plans were reviewed for compliance with the rules, but no one from the classification society watched the construction take place.

For vessels built to class, such organizations may also conduct periodic surveys so that the vessel can “maintain class.”

The U.S. standard-setting organization that deals with recreational boats is the American Boat & Yacht Council (ABYC), which publishes “Standards and Technical Information Reports for Small Craft.” It’s a democratic sort of society, inasmuch as each standard is written by a committee of industry experts—employees of boatbuilding firms; employees of ancillary companies, like makers of electrical wire, pumps, and motors; and members of the ABYC staff. ABYC members (Practical Sailor is one) have the opportunity to attend committee meetings and to comment on the proposed standards.

ABYC does not have standards for scan’tlings, that is, the structural requirements of a hull in metal (like the thickness of plating), wood (like the spacing of frames) or plastic (like how many layers of fiberglass must be used in a given hull or deck). Nor does ABYC rate boats for specific uses, such as sheltered water versus open ocean. Instead, ABYC largely concerns itself with safety issues: fuel systems, electrical systems, lightning protection, through-hull strength and installation, load capacities, etc.

Compliance with ABYC standards is voluntary. So where does ABYC get its clout? To a great degree, from the insurance companies, which generally require surveyors to judge boats against ABYC standards. So, if your surveyor finds your boat not in compliance with ABYC, your insurance company may deny coverage. The same goes for banks and other lending institutions, which may require a survey to ABYC standards before finalizing a loan.

Boats built in the U.S. don’t have to comply with European standards unless they are to be sold there.

There are a few other groups affecting recreational boats, however: The U.S. Coast Guard is vitally involved in a variety of safety issues, from PFDs to fuel and electrical systems, buoyancy, loading, etc. One can order from the USCG a 271-page booklet titled, “Rules and Regulations for Recreation Boats,” which, to quote the Coast Guard explanation, contains among other things, “information of defect notification, manufacturer certification of compliance, labeling, hull identification numbers, capacity, safe loading, safe powering, testing electrical systems, fuel systems, ventilation, personal flotation devices, visual distress signals, fire extinguishers, marine sanitation devices, accident reporting requirements and state numbering systems.”

ABYC prepares and sells five individual “Compliance Guides” to help marine businesses understand the above codes. The guides on flotation, ventilation, electrical systems, fuel systems and safe loading sell for $25 each.

The Society of Naval Architects and Marine Engineers (SNAME) publishes its Technical and Research Bulletin 2-23, “Guide for Quality Assured Fiberglass Reinforced Structures,” which defines the basic materials and outlines what it considers acceptable shop practices. This could be considered an adjunct to the ABYC systems standards.

The National Fire Protection Association (NFPA) similarly has rules germane to its interests. Like the ABYC, it’s interested in safe systems, not in rating recreational boats for various wind and weather conditions.

The Offshore Racing Council (ORC) has established certain requirements for yachts to compete in certain sanctioned races. Some of these deal with safety equipment, but the more interesting ones to prospective boatbuyers have to do with features like cockpit volume, portlight size, and lifeline height. You can get a copy from US Sailing ( www.ussailing.org ).

Some gear installed in boats probably will have been tested and/or certified by other more industrial outfits like the American Society for Testing and Materials (ASTM International), a voluntary standards organization, and the American National Standards Institute (ANSI), which is a “private, non-profit organization (501(c)3) that administers and coordinates the U.S. voluntary standardization and conformity assessment system. The Institute’s mission is to enhance both the global competitiveness of U.S. business and the U.S. quality of life by promoting and facilitating voluntary consensus standards and conformity assessment systems, and safeguarding their integrity.”

Gear that would be standardized according to ANSI might include anything from a sink drain to a screw to a switch. ANSI is, for example, the group that makes sure all household lightbulbs have the same thread.

Then there’s Underwriters Laboratories (UL)—but it doesn’t develop scan’tlings for pleasure boats either.

ISO This brings us to the International Organization for Standardization (ISO). The easiest way to present this organization is to quote from its own self-explanation, which actually makes pretty interesting reading:

The International Organization for Standardization (ISO) is a worldwide federation of national standards bodies from some 140 countries, one from each country.

ISO is a non-governmental organization established in 1947. The mission of ISO is to promote the development of standardization and related activities in the world with a view to facilitating the international exchange of goods and services, and to developing cooperation in the spheres of intellectual, scientific, technological, and economic activity.

ISO’s work results in international agreements which are published as International Standards.

The ISO Name: Many people will have noticed a seeming lack of correspondence between the official title when used in full, International Organization for Standardization, and the short form, ISO. Shouldn’t the acronym be “IOS”? Yes, if it were an acronym — which it is not.

In fact, “ISO” is a word, derived from the Greek isos, meaning “equal,” which is the root of the prefix “iso-” that occurs in a host of terms, such as “isometric” (of equal measure or dimensions) and “isonomy” (equality of laws, or of people before the law)…

Why is international standardization needed? The existence of non-harmonized standards for similar technologies in different countries or regions can contribute to so-called “technical barriers to trade.” Export-minded industries have long sensed the need to agree on world standards to help rationalize the international trading process. This was the origin of the establishment of ISO.

ISO goes on to list the main reasons for its existence: worldwide progress in trade liberalization; inter-penetration of sectors; worldwide communications systems; global standards for emerging technologies; and developing countries that benefit from a standardized infrastructure.

ISO 9000 and ISO 14000 in plain language: Both “ISO 9000” and “ISO 14000” are actually families of standards which are referred to under these generic titles for convenience. Both families consist of standards and guidelines relating to management systems, and related supporting standards on terminology and specific tools, such as auditing (the process of checking that the management system conforms to the standard).

ISO 9000 is primarily concerned with “quality management.” Like “beauty,” everyone may have his or her idea of what “quality” is. In plain language, the standardized definition of “quality” in ISO 9000 refers to all those features of a product (or service) which are required by the customer. “Quality management” means what the organization does to ensure that its products conform to the customer’s requirements.

ISO 14000 is primarily concerned with “environmental management.” In plain language, this means what the organization does to minimize harmful effects on the environment caused by its activities.

Both ISO 9000 and ISO 14000 concern the way an organization goes about its work, and not directly the result of this work. In other words, they both concern processes, and not products — at least, not directly.

As bureaucratic autobiographies go, this one at least makes an attempt to be clear. Unfortunately, the manner in which ISO standards actually impact boatbuilding practices is anything but straightforward, and this seems to be due to the myriad complicated economic relationships between European countries.

Let’s start with the European Economic Area (EEA), which is composed of 15 countries—Austria, Belgium, Denmark, Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, the Netherlands, Portugal, Spain, Sweden and the United Kingdom; as well as three of four members of the European Free Trade Association: Iceland, Norway and Liechtenstein.

The EEA countries, as well as Switzerland, Tunisia, and Turkey, adopted something called the Recreational Craft Directive (RCD), which basically says that some set of standards must be met and provides a mechanism for making sure that boatbuilders and equipment manufacturers comply.

The RCD strongly urges that builders use ISO above other standards. Moreover, with few exceptions all boats—new and used—sold in Europe (which effectively encompasses all the countries belonging to the EEA) must be marked Conformité Européene (CE).

While builders of smaller boats can self-certify, a company building boats larger than 12 meters (roughly 39 feet) must apply for CE certification by showing its work to a “notified body,” which in the UK would include Lloyd’s Register; in France, Bureau Veritas; in Germany, Germanischer Lloyd; in Italy, Registro Italiano Navale (RINA); in Japan, Nippon Kaiji Kyokai; and in Norway, Det Norske Veritas.

There is also the Brussels, Belgium-based International Marine Certification Institute (IMCI), which was set up in part by the NMMA to aid U.S. builders. IMCI claims to have 60% of the certification business.

All of these outfits are akin to the ABS here in the U.S., and may be loosely called certification societies. This sort of implies that they are non-profit entities one step removed from government. This is not quite the case.

Here’s Germanischer Lloyd’s explanation of its “History and Corporate Form”:

In order to be able to assess ships’ quality and safety independently of outside interests, in 1867 Hanseatic shipowners and underwriters initiated the foundation of a classification society. Germanischer Lloyd was established in the form of a co-operative society. In 1899 the society was transformed into a joint-stock company having the character of a non-profit organization. Now as before, the 800 not freely transferable registered shares are owned by members of the shipping community (shipowners, shipyards, bankers and subcontractors). Subject to the company statutes, the shares may be transferred at par and with the Executive Board’s approval only.

Germanischer Lloyd has since developed from a classification society for ships into an engineering and inspection company operating worldwide. The object of the company is surveillance of safety and quality in the maritime sector.

Germanischer Lloyd is one of the leading classification societies worldwide. As an independent and impartial society GL supervises quality and safety mainly for ships and for maritime installations. Highly qualified engineers are operative worldwide at over 450 locations in more than 135 countries with major markets in Europe, the Americas and Asia.

So, yes, these societies are aggressively marketing themselves, and not to yacht owners, but to shipping magnates. Here’s the pitch from Lloyd’s Register:

We believe that our approach to classification is more dynamic than the traditional prescriptive approach. Applying our market-leading knowledge gained over many years, we can provide a robust framework for a risk-based approach to managing your fleet within the classification context. This enables you to incorporate effective risk management into your day-to-day business.

Lloyd’s Register has a number of standards to which builders can construct a yacht. The higher ratings require a Lloyd’s inspector to observe construction of the yacht at various phases to insure that the builder’s practices meet the rules. The cost of this inspection is inevitably passed along to his customer.

Have a look at the table below, “The Four Categories,” which defines various levels of seaworthiness that a builder can aim for. There are a number of ways in which a boatbuilder may have to get approval. Called “modules,” these range from “Internal production control” to “Conformity to Type” and “EC-type Examination,” which might work like this: Once a builder completes plans and engi neering details, and presumably builds the boat, he asks a “notified body,” such as IMCI, Lloyd’s Register, or Bureau Veritas, to examine his work and certify that the boat is indeed of the class claimed, such as B. OFFSHORE. The notified body determines whether the boat meets the applicable rules and either grants or denies certification. As we learned with the ill-fated attempt of ABS to write rules for small offshore sailboats, the standards applied by a notified body to a given boat may not be stringent or even reasonable. Here’s the RCD phraseology:

1. A notified body ascertains and attests that a specimen, representative of the production envisaged, meets the provisions of the Directive that apply to it.

And what, you may ask, are the applicable provisions? Here’s all the RCD says about structures:

3. INTEGRITY AND STRUCTURAL REQUIREMENTS 3.1. Structure The choice and combination of materials and its construction shall ensure that the craft is strong enough in all respects. Special attention shall be paid to the design category according to section 1, and the manufacturer’s maximum recommended load in accordance with section 3.6.

3.2. Stability and freeboard The craft shall have sufficient stability and freeboard considering its design category according to section 1 and the manufacturer’s maximum recommended load according to section 3.6.

Other requirements pertain to components like “Ignition-protected equipment for inboard and stern drive engines,” and “Steering wheels, steering mechanisms and cable assemblies.”(Interestingly, classification societies do not deal with the mast and rigging or sailplan.)

Note that no scan’tlings are specified. Therefore, if a builder claims his boats are A. OCEAN, and a “notified body” agrees that it conforms to applicable standards, then it is, at least according to the RCD and ISO (which is always in the background), a transoceanic-capable boat. But what does that mean? Here’s Hunter Marine’s statement on CE certification:

CE Certified boats are available for purchase in the United States, upon special order and for increased cost. As stated in our owners’ manuals, all CE Certified boats will carry a special CE plate, which will be attached to the boat. Boats that are destined for Europe or countries that require CE Certification will have this plate. Boats intended to be sold in the U. S. and most other areas will not carry the plate even though many aspects of the boat comply with the requirements. All hulls and decks are constructed to the same specifications whether they are to be CE Certified or not. The difference is in add-on accessories and different voltage appliances specified for certain countries.

This is a clear, non-glossy explanation of Hunter’s view of the benefits of CE certification (or lack thereof). It’s possible for builders to run that ball the other way, too, by making a bigger deal out of CE (or any other certification) than might be justified or necessary, simply to dazzle the customer.

ISO 12215 In any case, much of this is about to change. Scan’tlings from ISO are on the way. The standard, known as ISO 12215, is now in draft form and does specify minimum hull thicknesses.

At present there are 20 “harmonized” (meaning ratified by the governments of all countries) ISO standards for many boat systems, including steering, bilge pumps, seacocks, and electrical systems. Many more are in draft form—47 to be exact. These include not only scan’tlings for composites, metal, and wood, but others for stability and buoyancy. These, plus other standards, such as portlights, contain language that relates to the four categories of general seaworthiness mentioned above.

So… What Does It It All Mean? In the U.S., all that really counts is compliance with the US Coast Guard’s rules and the ABYC’s “Standards and Technical Information Reports for Small Craft.” Compliance may be necessary for insuring the vessel. But compliance should not imply that a given boat is suitable for a given set of conditions—and that’s what a lot of people want to know: Is my boat safe to take offshore?

Most of ABYC’s standards are sensible and should be incorporated in any boat, be it a sheltered-water runabout or round-the-world ketch. Many ISO standards were drawn from the ABYC and USCG and, if not identical, are generally of similar intent.

ABYC, however, does not promulgate scan’tlings such as fiberglass laminate thickness or design elements such as draft, beam-length ratios, etc. You could build a fiberglass tub an inch thick that wouldn’t be seaworthy, or a thin-skinned boat so intelligently conceived and engineered that it could survive falling off monster waves. And what of the skipper and crew? In extreme conditions the survivability of any boat is largely dependent on the skills of its crew. How do you write any of these elements into a rule?

The Bottom Line A boat that meets ABYC, ISO, or any other set of standards is more than likely a safer boat than one that does not. For the most part, the standards will apply to components such as fuel tanks, exhaust systems, installation of through-hull fittings, etc.

No rule can certify a certain design as “safe” offshore. The ocean can overwhelm any small craft, and the symphony of design, construction, fitting out, and crew skill are too varied and too complex to put on paper as definitions of offshore safety. We would not accept a CE/ISO designation of “A. OCEAN” as any sort of guarantee as to a boat’s suitability for crossing an ocean.

The intent behind ABYC, ISO and other standards is a worthy one—to protect the public from its own ignorance, and from manufacturers who may not have the best interest of their customers at heart.

Even though classification societies are almost inevitably beneficial, Practical Sailor is wary of the business side of certifying boats as ocean or offshore capable, and especially wary of the way in which it’s possible for a builder to “hype” a certification for marketing purposes, since it risks deluding a novice skipper into believing he has a boat that will cover his weaknesses. This is never the case.

Also With This Article Click here to view “The Four Categories.”

Contacts- ABYC, 3069 Solomons Island Rd., Edgewater, MD 21037; 410/956-1050; www.abycinc.org . International Marine Certification Institute, Rue Abbé Cuypers 3, Brussels B-1040, Belgium; 32-2-741-6836; www.imci.org . US Sailing, 15 Maritime Dr., Portsmouth, RI 02871; 401/683-0800; www.ussailing.org .

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The complete guide to rating systems in sail racing

In one of the previous guides dedicated to yatching, we spoke about the types of professional regattas that are out there.

In particular, we have learned that every association holds competitions among same-class yachts. However, there are also private regattas where the yachtsmen can command their own yacht or a charter one. To level the playing field for different vessels, the organizers use rating systems.

Let us look into that closely in this new and complete guide to rating systems in sail racing.

The rating systems in sail racing

During a year, federations of yacht / centerboard / catamaran classes hold their own races — national, regional and world championships events. The key rule for those is adhering to a single standard — the hull, sails and rigging should be the same. Yet, the same crews can compete in professional-amateur regattas, too. In this case, they are divided into separate groups (divisions) and have their results scored according to the class rules.

Scoring the results of the teams performing on different vessels, i.e. having different potential for winning, is a far more difficult task. To find out the real possibilities of a yacht as compared to racers, a special mathematic formula is used which calculates the racing score (rating). After a race, these individual score points are multiplied by the team’s results, and the team with the shortest recalculated time wins. Such a scoring system is called a rating system.

The rules of time recalculation depending on a yacht rating are called the handicap system. Any measurement and rating system is directly connected with the yacht’s technical characteristics, i.e. its handicap.

Frank Holleman C / Unsplash

The main types of rating systems (centificates) in sail racing

To take part in a regatta, a yacht should obtain the rating system certificate. Among the most applicable ones are the following certificates:

ORC (Offshore Racing Congress International and ORC Club)
IRC (International Rating Certificate)
MOCRA (Multihull Offshore Cruising & Racing Association)

Virtually all the large-scale world events combine different divisions (a division unites vessels racing on the same distance). Any of those events may use their own rating.

Offshore Racing Congress (ORC)

The Offshore Racing Congress (ORC) establishes and maintains uniform rating standards in the sailing sport. In 1969 it presented two certificates — ORC International and ORC Club — to unite the two then-dominant standards — CCA (Cruising Club of America) for North and South Americas and RORC (Royal Ocean Racing Club for European countries). The ORC International and the ORC Club are similar certificates. The difference between them is that an official measurer performs measurement for the former one, while in the case of the ORC Club, the boat owner can submit some of the details, unless there is a possibility to conduct the full measurement in one’s own region. To assess boats with different characteristics, the ORC system uses:

IMS (International Measurement System) computer-based measurement system. The programme measures performance characteristics of a given boat under various wind velocities and angles based on fundamental hydro- and aerodynamics principles;
VPP (ORC Velocity Prediction Program) , which performs an automated technical analysis of the 7 real wind velocities, 8 real wind angles and 2 VMG (Velocity Made Good) optimum angles for a yacht.

The measurement is performed onshore, hence the boat should be fixed in place as much as possible, with the centerboard (if any) raised and the rigging raked. The features to be measured are the hull in all its dimensions, the helm/rudder, the centerboard/keel, the internal ballast, accumulator batteries, fixed and/or permanent/immovable interior details, hatch covers and floorboards, permanent mechanisms, electric equipment and vessel systems, the outboard motor, the mast, the boom, the spinnaker boom and/or the bowsprit, the standing and running rigging. As a result, you get a boat measurement file, with the ORC certificate containing the current yacht characteristics. If you have altered any parts of the vessel, a new measurement is required.

The typical ORC certificate looks like this

There are two ways to present the measurement results:

In the metric system showing up to the third digit after the point, except sails for which only two digits after the point are indicated. The weight is presented in kilos with one-digit-after-point precision.
In the English system where all the measurements are in pounds and are indicated up to two digits, except sails which have it up to one digit. The weight is presented in pounds.

ORC is the sole reputable body recognized by World Sailing to regulate racing rules for any events using the IMS system. To take part in an ORC regatta or division, every competitor should have a certificate from an official measurer. Today, it may be obtained in 45 countries of the world . You can fill out an application on the ORC website to have your boat measured in the One Design or an ORC group, as well as to make yourself familiar with the current set of rules and the rating for other boats in the ORC Sailor Services online catalog. The certificate gives one the opportunity to compete in the sailing events, which are:

Organized directly by ORC according to their rating system . Among the most important events here are ORC World Championship, ORC European Championship and ORC European Sportboat Championship.
In a multitude of other national and international regattas in ORC divisions . The key events here are Barcolana, Rolex Giraglia Cup, Rolex Middle Sea Race, Copa del Rey and other ones.

The ORC breaks down the yachts into subgroups (ORC 0, ORC 1, ORC 2). Sometimes several subgroups may compete individually in regattas. One ORC subgroup includes yachts with similar handicap. The regatta’s organizing committee sets the participant rules itself. For instance, to take part in an ORC-division at Copa del Rey, you should comply with the following requirement : Boats with LOA (Lengh Overall) ≥ to 9.30 m., with GPH (General Purpose Handicap) between 505 sec./mile and 660 sec./mile. Under the criteria of the Organizing Committee, and according to the number of entries, this group may be divided in three classes with the following cuts:

ORC 1: GPH between 505 and < 575 sec/mile
ORC 2: GPH between 575 and < 605 sec/mile
ORC 3: GPH between 605 and <= 660 sec/mile

Thus, the ORC system allows to identify the technical parameters for each yacht and find the common denominator with the other competitors. After a race, the crew’s elapsed time is multiplied by the coefficient from the measurement table. The yacht with the least score is the winner.

Steffi Pereira / Unsplash

International Rating System (IRC)

Another leading rating system is the International Rating System (IRC) . It now issues certificates in over 60 countries of the world . The owners and curators in the UK and France are the Royal Ocean Racing Club (RORC) and l’Union Nationale de la Course au Large (UNCL) respectively. The distinct feature of this rating is that the organization does not set particular rules so that yacht designers could not adjust the characteristics accordingly. With that said, the measurement may be performed in the authorized IRC centres only. An indicator is calculated for each boat, based on which the resulting time in a race is corrected — TCC (Time Corrector). To that end, the boat’s measurements, such as its length, weight, draft, sail area and other characteristics are used. The higher the TCC is, the higher the potential boat speed is. After the race, the boat’s elapsed time is multiplied by a coefficient. The crew with the least final corrected time is the winner.

The IRC Certificate allows one to take part in the competitions, which are:

Held according to the IRC measurement only : Rolex Fastnet Race, Rolex China Sea Race and Phuket King’s Cup Regatta.
Most large-scale regattas which include several IRC divisions (IRC 0, IRC 1, IRC 2, etc.), uniting yachts with a similar TCC. In this case, the winners and prize-holders of each divisions and holders of the best results in the overall standings (IRC Overall) are awarded.

Each organizer is entitled to set their own rules for IRC divisions competitors. For example, the Copa del Rey Notice of Race also has separate rules for the IRC division:

Boats with a valid 2018 IRC endorsed certificate , shall comply the following requirements: a) boats with TCC ≥1.240 and b) HF (Hull Factor): ≥ 8,5c) Dlr (Displacement-length ratio): ≤185.
Under the criteria of the Organizing Committee and according to the number of entries, this group may be divided in two classes with an approximate cut at TCC 1.420.

This means that if more applications with different TCC are submitted, the entire group will be divided into two subgroups with the second of them including yachts with TCC higher than 1.420 as per the IRC certificate. Another example is the Rolex Fastnet Race. The regatta uses several ratings: IRC, ORC Club and MOCRA. On the regatta’s website you can separately download IRC rules , along with the regatta’s Notice of Race.

The following list shows the rules of group division based on TCC range:

IRC Zero: 1.275 and greater
IRC One: 1.101 — 1.274
IRC Two: 1.051 — 1.100
IRC Three: 1.004 — 1.050
IRC Four: 0.850 — 1.003

The popular British regatta J.P.M. Round the Island Race includes four IRC groups, with each of them being broken down into several more with alphabetical designations. Also, there are many IRC-group participants in the following regattas: Rolex Giraglia Cup, Les Voiles de Saint-Tropez, Rolex Middle Sea Race and Rorc Carribean 600, and others.

Thom Milkovic / Unsplash

Multihull Offshore Cruising & Racing Association (MOCRA)

The Multihull Offshore Cruising & Racing Association (MOCRA) has been specifically created for multihull vessels. It allows to correct the time for catamarans and trimarans of various forms and sizes. Among the regattas using this rating are RORC Fastnet Race, Cowes Week, Plymouth Regatta, JPM Round the Island Race and RORC Carribean 600. This rating is most common for the regattas of the UK, MOCRA’s home country. The certificate includes the following information: measurement based on SI (International System Units) system or any other international certificate; coefficient calculation of TCF (Time Correction Factor). For instance, in the above mentioned Fastnet Race the following characteristics are mentioned for the MOCRA division: Multihull (MOCRA): 1.100 and greater TCF range.

Another example is the J.P.M. Round the Island Race which is also held in the UK. The regatta includes divisions which are assessed according to several ratings (IRC, ISCRS, MOCRA). In 2019 two Multihull Gran Prix and MOCRA divisions were announced with 14 applications in each of them: up to 9,15 metres long and from 9,15 metres and higher. The final results table always includes open information about every participant and the time, so that anyone who so wishes could recalculate the results using the formula: vessel name, its series number, coefficient (TCF), finish time, elapsed time, corrected time and final standing as of end of the day or regatta.

Rating systems have come a long way to get to the present-day models of measurement and time correction. Among today’s most popular rating systems are ORC, IRC for monohull vessels and MOCRA for multihull ones.

To be included in a division whose results are measured based on handicap and rating systems, one should have the vessel measured in advance and obtain a certificate. Based on that document and the rules set by the regatta’s organizers, the vessel will be included in the respective group (IRC, ORC) and subgroup (IRC 0, IRC 1 and so on).

In case any parts of the hull, sails and rigging change, the certificate is to be renewed, too.

This post was originally published in the Windy.app on July 27, 2019.

Text: Windy.app team

Cover photo: Alina Pkhakadze / Unsplash

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Blog | Owner’s Guide to Yacht Classification

Yacht classification is a system used to categorize yachts based on various factors such as size, construction, and intended use. The specific classification categories and requirements can vary between different yacht classification societies, but some common classifications include:

Pleasure Yacht: A yacht intended for leisure use, typically not engaged in commerce.
Charter Yacht: A yacht that is available for hire for pleasure use, also known as commercial yacht.
Large Yacht: A yacht that exceeds a certain size or gross tonnage.
Small Commercial Yacht: A yacht that is used for commercial purposes but does not exceed a certain size or gross tonnage.
Passenger Yacht: A yacht that is used to carry passengers for hire.
Workboat: A yacht or vessel intended for work-related use, such as a survey vessel, cable layer, or other specialty use.
Ocean Going: Yachts that are able to make ocean passages and are built and equipped to meet the requirement of such voyages
Coastal: Yachts that are intended to operate in coastal and sheltered waters and meeting less stringent requirement than ocean going yachts.

The main differences between yacht classification societies are their specific rules, regulations, and requirements for yacht classification. While many societies have similar overall goals of ensuring that yachts meet certain standards of design, construction, and maintenance, they may have slightly different interpretations of these standards and how they should be applied.

Some societies may have stricter or more detailed rules and regulations than others. For example, one society may have more stringent requirements for fire protection, while another society may place more emphasis on stability calculations.

Another difference is the type of yachts they cover and the services they offer. Some societies focus primarily on pleasure yachts, while others also cover commercial yachts and workboats. Societies may also offer different levels of classification, such as “unrestricted” or “restricted” class, and this might vary depending on the intended use of the yacht.

Lastly, some societies have a more global presence than others, or have more experience or expertise in certain types of yachts or regions. This can be important for yacht owners who plan to take their vessel to different parts of the world and may need to comply with different regulations in different countries.

In short, yacht classification societies are similar in their overall goals, but they can have different rules, regulations, and requirements for yacht classification, different services and different areas of focus. Yacht owners should research and compare different societies to determine which one is the best fit for their specific needs and intended use of the yacht.

There are several yacht classification societies that provide certification and inspection services for yachts and other small vessels. Some of the most well-known include:

American Bureau of Shipping (ABS)
Bureau Veritas (BV)
Germanischer Lloyd (GL)
Lloyd’s Register (LR)
RINA (Registro Italiano Navale)
Det Norske Veritas (DNV) now known as DNV GL

These organizations are responsible for ensuring that yachts and other vessels meet certain standards of design, construction, and maintenance, and they issue certificates of compliance to vessels that meet these standards. They also conduct periodic inspections to ensure that vessels continue to meet these standards over time. Some of them also provide additional services such as collision avoidance, navigation and stability calculations and other specialized services.

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How to apply for a yacht rating certificate

Complete form MSF 4340, to apply for a yacht rating certificate for commercially and privately owned yachts and sail training vessels less than 3000 GT

Application for a yacht rating certificate for ratings on commercially and privately owned yachts and sail training vessels less than 3000 GT (MSF 4340)

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Guidance on how to apply for a yacht rating certificate

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How Racing Rating Rules Work (and how to maximize yours)

February 25, 2021

Racing ratings can seem confusing and overwhelming. Our team at Quantum is here to help you understand how ratings work, decipher the various systems, and help you maximize your ratings to ensure your best shot at the podium. Our sail designers have outlined a few key elements about ratings. Understanding them can help you get the most out of your racing rating.

Rating rules are a powerful tool that allows a variety of yachts to compete on a level playing field. If you race a tortoise against a hare (assuming the hare is smart enough not to take a nap in the middle of the race), the hare will always win. Not really a fair match-up. The same goes for non-one design racing. Being the first yacht over the finish line, while impressive, does not necessarily mean you sailed the best race comparatively. Therefore, rating rules come into play. It is important to understand how they work so you can work with your sailmaker and other specialists to optimize your program and level the playing field, so your crew’s talent shines.

There are four main rating rules: Performance Handicap Racing Fleet (PHRF), International Racing Conference (IRC), Offshore Racing Congress (ORC), and Offshore Racing Rule (ORR). We will give a brief overview of how each rating rule assigns a rating, why it is important to your program, and how Quantum can help make sure you have the best rating possible. While there are other rating systems, these are the four we focus on in this article.

The Rating Rules

In general, rating systems assign a value to a yacht or a particular yacht setup. This number is then used to correct finish times after each race. With all four rules, the most common way to score a race is to use a time-on-time (TOT) or a time-on-distance (TOD) correction. TOT corrections consider how long it takes to race; the TOD formula looks at the distance of the race. However, ORC and ORR ratings consider additional factors and have some flexibility for a custom correction formula.

PHRF is a simple handicap system, similar to the system used in golf. Considering the type of yacht, an assumed sail plan, and the team’s performance, a corrected-time handicap factor is assigned to the team. Races under PHRF rules correct times using TOD or TOT.

The other three rating rules are a bit more complicated. These rules use formulas to assign a rating to each yacht based on the yacht’s dimensions, construction, and design features. The formulas for IRC and ORR are closely guarded secrets; however, it is still possible for sailmakers, yacht builders, and other specialists to understand how various factors affect the rating. ORC has two categories of classification, ORC International and ORC Club. In this article and for most applications, we refer mostly to ORC-International rating that requires a measurement performed by an official and certified measurer. ORC has a published formula that gives designers information to analyze and data to work from.

IRC looks at several yacht elements from sail size to weight and beam. It compares yachts as a percentage and then assigns the yacht a rating that is corrected using TOT.

ORC and ORR take their rating system to the next level by using complex formulas to predict the speed of the yacht with a given setup. These formulas are often referred to as Velocity Prediction Programs (VPP). There are a few ways these ratings can be used to score a race, including TOT, TOD, and performance curve scoring.

What Goes Into a Rating?

A large amount of data is plugged into IRC, ORC, and ORR proprietary formulas that generate ratings for various conditions and situations. For example, an ORR certificate has multiple standard and custom ratings for specific events such as the Newport Bermuda Race. Common data used to determine ratings includes hull data, sail measurements and types, crew and yacht weight, waterline, hardware, sailing trim, and other rigging data and measurements.

How Ratings Change

Due to several factors, your ratings can change even though your yacht hasn’t. The most common factor in rating change is sail size. Smaller sails equal a better rating across the board, and, since all modern sails shrink with use, your ratings can change over time. Every time you fold, hoist, or tack your sails, they shrink a bit, not unlike the way a piece of paper shrinks each time you crumple it up and re-flatten it. Some sail constructions, such as those using a lot of Dyneema, tend to shrink more than carbon sails.

General yacht specifications from the yacht manufacturer are often used to compile data points; however, each yacht is unique, so having the correct data for your yacht and rig can go a long way toward improving your rating.

How to Optimize Your Rating

Because IRC, ORC, and ORR ratings consider a number of elements that affect the speed of the yacht, there is a lot of room to tweak your setup to optimize your yacht for a particular racing rule. Sometimes a simple sail re-measurement is all it takes to better your handicap. That can be a real game changer when you are racing the 333-mile Chicago-to-Mackinac, the 475-mile Annapolis-to-Newport, or the 2,225-mile Trans Pac.

PHRF is harder to optimize due to the way ratings are assigned. Since the rating is based on boat type, it assumes these boats all use the same sail inventory. The best way to improve your PHRF rating is to improve your performance by using the sails your handicap is rated for. Quantum can help you review your rating and inventory and ensure the form is accurate. Our team can also explore how your regional PHRF committee measures the impact of switching from a pole and symmetrical spinnaker setup to a fixed-pole asymmetrical setup, as that can also greatly affect your handicap.

Whether you have an existing rating or need to apply for a new one, there are essentially three ways you can get the best, or at least a better, rating.

Option 1: Maximize what you’ve got.

This is the most common, easiest, and cheapest way to improve your rating. Bring your rating certificate and your largest sails to your local Quantum loft. We will start by verifying the sails listed on the certificate and re-measure them. We’ll discuss your yacht and sail plan, regatta schedule, overall program, and where you want to take it. This gives us a better understanding and helps us identify other areas that can improve your rating. Sometimes it is as simple as helping you re-submit your form with updated sail sizes.

Option 2: Deeper Analysis and Inventory

If your team is looking to take things to the next level or has a specific goal in mind, Quantum can help guide you through the second option. It is a bit more expensive than the first option but yields results. After assessing your current rating, goals, and budget, we will help coordinate and guide you through a whole-yacht optimization process using our in-house design team as well as other industry partners.

A Quantum sail designer will look carefully at your existing inventory, identify gaps or areas that could be improved, make recommendations for tweaking current sails, and add new or swap different sails to your inventory. We’ll run various simulations to dial in your rating based on your sail plan and help you create a long-term plan focused on optimizing your rating and sailing objectives.

Then we’ll work with other industry experts and review your yacht for potential changes or upgrades. These experts will run multiple analyses of your setup and identify areas that could benefit from re-evaluating your measurements, such as weighing your yacht to get an accurate weight instead of using the rules default values.

Option 3: Weather and Location Ratings

The third option builds on the first two options and fine-tunes your rating for specific wind conditions and/or locations. Working within our network of industry experts, we’ll gather historical weather data for a particular event and run multiple simulations for the venue to further optimize your overall plan. This is a common practice with professional and Grand Prix racing teams

WHICH RATING DO I NEED?

This is a rather complex question that ultimately involves weighing and prioritizing factors that answer other questions. Is there an offshore race you’ve always wanted to sail? A destination regatta with a variety of classes to compete in? How much value is placed on the potential outcome, thereby determining which event to sail? Ratings and measurement systems evolve, and your boat, using one rating, may be more favorable in the same race with a different rating in a different class or suited for a different race altogether. While we can’t recommend one system over another, we can walk you through your sailing program plans and goals and help you decide which is the best system and then optimize that rating.

Regardless of where your program stands, we are here to help you understand how rating rules work and guide you to a better rating so that you and your team get the most out of the hard work you put in to cross the finish line. Email our team at [email protected] to get the process started. _____

Other Resources:

US Sailing: Rating Rules and Handicapping Systems.
US Sailng: Offshore Competition
US Sailing: PHRF Fleet Contact Directory
International Rating Certificate: Official Website
Offshore Racing Congress: Official Website
Offshore Rating Rule: Offical Website

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Class Notations on Yachts – Classification Guide

9 December 2016

INTRODUCTION TO YACHTS CLASSES

Classification.

Rules are developed to establish standards for the structural strength of the large yacht’s hull and its appendages, and the suitability of the propulsion and steering systems, power generation and those other features and auxiliary systems which have been built into the ship to assist in its operation, and even pollution protection systems. A yacht may be maintained in class provided that, in the opinion of the Society concerned, it remains in compliance with the relevant Rules, as ascertained by a periodic or non-periodic survey(s). Today a vessel either meets the relevant Class Society’s Rules or it does not. As a consequence, it is either “in” or “out” of “Class”.

In summary, Class Notations on Yachts will tell you a lot about the building quality and condition of each vessel and its components on an annual basis, according to the excellence of its construction and its adjudged continuing soundness. A yacht that has been designed and built to the appropriate Rules of a Society may apply for a Certificate of Class from that Society or for a periodical survey (generally required every 5 years) meant for the Renewal of Class Certificate . Class Societies have often developed two separate sets of Rules for Commercial and Private Yachts . They can be applied to New Construction as well as Existing Yachts .

Classification Societies

Classification Societies play a fundamental role in today’s marine industry. A Society will act on behalf of ship-owners and builders to ensure high build quality and the safety of a ship’s main structural parts . Classification also provides a point of reference with regard to those who were involved in the supply chain including builders, charterers and insurers.

As an independent, self-regulating, externally audited, body, a Classification Society has no commercial interests related to ship design, shipbuilding, ship ownership, ship operation, ship management, ship maintenance or repairs, insurance, or chartering.

The process begins with the design and construction phases, focussing on the implementation and manufacture of key components as well as technical specifications. The standards which must be adhered to are dictated by the regulations of the chosen society and are published as rules, evolving continuously to incorporate new technologies and client requests via the advice of highly competent engineers and architects.

All Classification Societies waive liability for future faults as a surveyor can only record a vessel’s quality at the time of inspection; it is then the responsibility of the yacht owner to maintain the vessel and inform the society in the event of damage or structural alteration. Although the surveys are thorough, they do not cover all aspects of a ship’s build and operating service. This can include crew qualifications, navigational aids and manoeuvrability.

Classification Societies are often simply referred to as “Class Societies” or just “Class”. There are currently 13 members of the International Association of Classification Societies (IACS) , each with a unique set of rules, classification layouts and notations. Five of the biggest Classification Societies are listed below, along with their identifying signature, to denote a ship constructed under special survey in compliance with the Society’s rules, suitable for unrestricted sea-going service:

The marks following the Society’s standard signature are not interchangeable between organizations, meaning each letter or number will represent a different characteristic for each society. Each mark can be broken down to highlight a yacht’s capabilities, equipment or restrictions.

Each of the Classification Societies has developed a series of notations that may be granted to a vessel to indicate that it is in compliance with some additional voluntary criteria that may be either specific to that vessel type or that are in excess of the standard classification requirements.

The Classification of a yacht does not absolve the Interested Party from compliance with any requirements issued by Administrations and any other applicable international and national regulations for the safety of life at sea and protection of the marine environment such as SOLAS, ILLC, MARPOL, ILO or IMO.

Smaller vessels are categorized differently, adhering to different requirements and statutory regulations. With a heavier focus on passenger numbers and distance of operation from shore, the Maritime and Coastguard Agency (MCA) outlines guidance for UK vessels (up to 24 meters in length) which are used for charter or commercial use.

As RINA is today the most reputed Classification Society in the Mediterranean and a leader in the yachting certification business, developing and offering services of ships classification, certification, verification of conformity, inspection, and testing, we will hereby provide you with a summary of their more common Class Notations on Yachts , this will be helpful to identify these most peculiar symbols :

CLASS NOTATIONS – RINA

Main class symbol.

The main class symbol C is assigned to ships built in accordance with the requirements of the Rules or other rules recognized as equivalent and maintained in a condition considered satisfactory by the Society. The period of class (or interval between class renewal surveys) assigned to a ship is a maximum of 5 years.

Except for special cases, a class is assigned to a ship only when the hull, propulsion and auxiliary machinery installations, and equipment providing essential services have all been reviewed in relation to the requirements of RINA’s Rules.

With the 5 year class period is to be understood as being the highest class granted by the Society.

Construction Marks

The construction mark identifies the procedure under which the yacht and its main equipment or arrangements have been surveyed for the initial assignment of the Class.

Construction marks defined below are assigned separately to the hull of the yacht and its appendages, to the machinery installation.

The construction mark is placed before the symbol HULL for the hull, before the symbol MACH for the machinery installations, and before the additional Class Notation granted, when such a notation is eligible for a construction mark.

When the same construction mark is assigned to both hull and machinery, the construction mark is assigned globally to the ship without indication HULL and MACH after the main class symbol.

Hull Construction Mark (HULL)

Construction mark ✠ is assigned to the hull when it has been surveyed by RINA during its construction in compliance with the new building procedure.
Construction mark ✠ is assigned to the hull when it was built under the survey of another Society.
Construction mark ● is assigned to the hull in all cases other than those listed above.

Machinery Construction Mark (MACH)

The construction mark ✠ is assigned when the propelling and auxiliary machinery has been designed, constructed, certified, installed and tested in accordance with RINA Rules.
The construction mark ✠ is assigned when the propelling and auxiliary machinery has been designed, constructed and certified in accordance with the rules of another society and installed and tested under the survey of RINA.
Construction mark ● is assigned in all cases other than those listed above.

Navigation and Operating Notations

The navigation notation UNRESTRICTED NAVIGATION is assigned to a ship intended to operate in any area and any period of the year.

Restricted operating area notations are optional and will be marked accordingly like, for example, on a specified operating area or operation service within “x” miles from shore.

Additional Class Notations

An additional Class Notation expresses the classification of additional equipment or specific arrangement, which has been requested by the Interested Party. The assignment of such an additional Class Notation is subject to the compliance with additional rule requirements.

Some additional Class Notations, due to the importance of relevant equipment or arrangements, are assigned a construction mark. This is indicated in the definition of the relevant additional Class Notations. Class Notations which may be assigned to a ship are listed according to the category to which they belong:

Automated Machinery Systems (AUT)

AUT notations are relevant to automated machinery systems installed onboard ships.

Automated machinery systems (AUT – UMS (Y))

The additional Class Notation AUT-UMS (Y) may be assigned to yachts that are fitted with automated installations enabling machinery spaces to remain periodically unattended in all sailing conditions including manoeuvring.

Integrated Ship Systems (SYS)

SYS notations are relevant to the operation of integrated systems regarding navigation, machinery, communication and specific cargo, as applicable.

Centralised Navigation Equipment (SYS-NEQ)

The additional Class Notation SYS-NEQ is assigned to yachts which are fitted with a centralized navigation control system so laid out and arranged that it enables normal navigation and manoeuvring operation of the ship by two persons in cooperation.

Centralised Navigation Equipment (SYS-NEQ-1)

The additional Class Notation SYS-NEQ-1 is assigned when, in addition to the above, the installation is so arranged that the navigation and manoeuvring of the yacht can be operated under normal conditions by one person, for a periodical one-man watch. This notation includes specific requirements for the prevention of accidents caused by the operator’s unfitness.

Integrated Bridge System (SYS-IBS)

The additional Class Notation SYS-IBS is assigned to yachts which are fitted with an integrated bridge system which allows simplified and centralized bridge operation of all main functions of navigation manoeuvring and communication, as well as monitoring from the bridge of other functions related to specific cargoes and pollution; for passenger ships, heating, ventilation and air conditioning are also included in the monitored functions

Communication System (SYS-COM)

The additional Class Notation SYS-COM is assigned to yachts which are fitted with a local area network including the alarm, monitoring and control systems and computers used for management operations and external communication devices for reporting ashore navigation, maintenance and operational information.

Damage Stability (DMS)

The additional Class Notation DMS may be assigned to yachts complying with the damage stability requirements.

STAR Notation

General STAR is a System of Trace and Analysis of Records integrating rational analysis with data and records from ship-in-service concerning planned inspection and ship maintenance.

The additional Class Notation STAR-HULL is assigned to ships on which an Inspection and Maintenance Plan (IMP) for the hull is implemented.

The notation may be completed by the suffix NB when a structural tridimensional analysis has been performed for the hull structures, at the new building stage. The suffix NB is removed when the ship enters the STAR-HULL survey program through the implementation of the Inspection and Maintenance Plan (IMP).

The additional Class Notation STAR-MACH is assigned to yachts on which an Inspection and Maintenance Plan (IMP) for the machinery is implemented. This plan is based on a risk analysis review of the installation.

STAR Notation (STAR)

When yachts are granted both STAR-HULL and STAR-MACH, the two separate notations are superseded by the cumulative additional Class Notation STAR.

Crew Accommodation and Recreational Facilities (MLCDESIGN)

According to the Maritime Labour Convention 2006 Notation:

The additional Class Notation MLCDESIGN is assigned to yachts having crew accommodation and recreational facilities complying with the Maritime Labour Convention 2006 (MLC).

GREEN PLUS Notation (Eco-Friendly Yachts)

Issued in 2008 and updated yearly, the GREEN PLUS additional Class Notation has been revised in 2012 to cover new issues for seagoing ships and ships operated at a fixed location. The additional Class Notation GREEN PLUS is assigned to Eco-Friendly yachts compliant with the Society’s environmental protection framework of airborne gases, spillage/leakage of substances, oil, sewage, greywater, garbage disposal and noise mitigation systems to prevent pollution.

Safety Class Notation EFP (Bureau Veritas)

The following additional Class Notations are assigned to yachts complying with the requirements of this Section:

EFP-A : for yachts having Enhanced Fire Safety Protection in accommodation spaces,
EFP-M : for yachts having Enhanced Fire Safety Protection in machinery spaces,
EFP-C : for yachts having Enhanced Fire Safety Protection in cargo areas,
EFP-AMC : for yachts complying with all the requirements of this Section.

For more information on Class Notations on Yachts – Classification of Yachts , please feel free to contact Allied Yachting .

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The PYA is authorized to issue Yacht Rating Certificates on behalf of the MCA.

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.

We accept digital applications! Simply email all required documentation to [email protected] - read below for further details.

In the case of a seafarer joining the PYA as a full member, the YRC, if required at time of joining, will be included in their first year's membership fee. The charge is €40 to PYA other type members and €80 for non-PYA members.

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Proved through testing and extensive use over the last 14 years, VPRS offers yacht clubs a single system which is easy to use and gives accurate ratings across a vast range of yacht types – including sportsboats – based only upon measurement data.

The data is used to configure a Velocity Prediction Program (VPP) which predicts the boat's speed for a range of wind speeds and directions. Then it calculates a Time Correction Coefficient (TCC) from these, which is used to correct elapsed times in a race.

Best of all, we provide a fast and friendly service at an annual charge of —and we will help you to gather the data you need to get a rating certificate.

Originally developed for in 2009, VPRS is used by all the major clubs in Poole Harbour as well as clubs in Chichester Harbour, the Solent, Weymouth, Plymouth, the Isle of Man and Ireland. We also have keen users Brazil and in the Mediterranean.

For some background information there is a

By the end of May nearly 300 rating certificates had been issued to boats as far afield as Brazil, Dublin and Chichester,as well as our core fleets in Poole, Weymouth and the Solent. In particular we are delighted to have been able to provide rating certificates for , hosted by the Royal Southern Yacht Club, which took place over the weekend of 31 May - 2 June.

The Stoneways VPRS Championship 2024, which formed part of the International Paint Poole Regatta was a great event with mostly close matched racing in various conditions, testing every crew's skill and adaptability. A huge vote of thanks is owed to the combined yacht clubs of Poole for a fantastically organised race weekend and to all competitors who joined in and made the event what it was. You can read all about it here in the from our partners, Stoneways Marine.

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Watch: Rescuers find final body in search for Hannah Lynch after Bayesian yacht sinks

Watch as the search continued to find Hannah Lynch after the body of her father, British tech magnate Mike Lynch, was retrieved on Thursday (22 August) following the sinking of the Bayesian superyacht off the coast of Sicily on Monday.

The final body, believed to be that of the 18-year-old, has been found in Italian waters four days after the Bayesian superyacht sank, the Italian Coast Guard has said.

A green body bag was taken to the port of Porticello from the site of the sinking, meaning all missing passengers have now been found.

The British tech entrepreneur’s superyacht, carrying 22 passengers and crew, sank off Sicily earlier this week.

The bodies of Mr Lynch, Morgan Stanley International bank chairman Jonathan Bloomer, his wife Judy Bloomer, Clifford Chance lawyer Chris Morvillo and his wife Neda Morvillo, have all been recovered from the wreckage and identified.

Hannah’s mother, Angela Bacares, was among the 15 survivors who were rescued from a lifeboat after the boat dramatically sank in minutes at around 5am.

The teenager had been due to study English at University of Oxford having recently finished her A-levels, The Times reported.

Bodies of Autonomy founder Mike Lynch and his daughter recovered from sunken Bayesian yacht

Mike Lynch, the U.K. investor and founder of IT company Autonomy, has been identified as one of two bodies recovered from the Bayesian, the yacht that sunk off the coast of Sicily early Monday, according to several reports coming out of the country that cite the chief of Civil Protection, Salvo Cocina. The boat, registered to Lynch's wife, Angela Bacares, quickly capsized in the early hours of Monday after it was struck by a tornado-like water column. In a tragic coincidence, Chamberlain was hit by a car last Saturday and died of his wounds earlier this week.

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Prosecutors open manslaughter investigation into sunken superyacht

TERMINI IMERSE, Italy — Prosecutors said there "could be a question of manslaughter" as they opened an investigation into the deaths of seven people after a superyacht sank while anchored off the Sicilian coast Monday.

Speaking at a press conference, prosecutor Ambrogio Cartosio said the investigation is not currently directed at any individuals, and is looking into “the crime of culpable shipwreck and multiple manslaughter."

"But we are only at an early stage," Cartosio said. "Developments in the investigation could be of any kind, and we are not ruling anything out.”

Twenty-two people were onboard the 184-foot Bayesian when a sudden and violent storm struck before dawn on Monday, Aug. 19. Divers embarked on a challenging rescue operation, r e covering se ven bodies from the wreckage. The vessel was anchored about a half-mile offshore when it sank, leaving divers to search its hull on the seabed 164 feet underwater.

There were 15 survivors, including all but one of the ship's crew.

Cartosio said that the sinking could have been caused by "behaviors that were not in order."

Taking questions from reporters, prosecutors asked about the crew's responsibilities said they were “concentrating on this particular aspect,” adding they wanted to “discover how much they knew and to what extent all the people were warned.”

They said that the passengers who died were probably asleep, and that this is the reason they failed to escape.

Prosecutors also confirmed that the captain of the Bayesian will undergo more questioning. New Zealander James Cutfield has already been questioned for more than two hours, and prosecutors said he had been "extremely cooperative."

The prosecutor said that there was no legal obligation for the captain, crew and passengers to remain in Italy, but expected them to "cooperate fully" in the investigation.

Bad weather was forecast ahead of the sinking, and questions about the weather were also raised by journalists.

“Apart from extreme events which are being verified by the prosecutor, there was a great deal of visibility,” an official said according to a translation by Sky News, NBC's partner network in the U.K.

Based on forecasts from midnight to 4 a.m. on the Monday that the ship sank, he added that “there wasn’t anything to suggest there could be an extreme situation arising."

The accounts of survivors that have emerged through the Italian medics who treated them have suggested the sinking took place in mere minutes and came as a shock.

Prosecutor Raffaele Cammarano added that “The investigation, which will be based on the recovery and then on the analysis of the wreck, will allow us to obtain answers to questions that remain unknown.”

The body of British tech magnate Mike Lynch — regularly described in U.K. media as “Britain’s Bill Gates” — was among those recovered from the wreck. His 18-year-old daughter, Hannah, was the last to be found after the five-day rescue operation.

The others casualties were Lynch’s associates and their partners, including one of the lawyers who had successfully defended him in a blockbuster U.S. fraud trial earlier this summer: Jonathan Bloomer, chairman of Morgan Stanley International and the British insurance firm Hiscox, and his wife, Judy; and a well-known New York City defense attorney, Christopher Morvillo, and his wife, Neda.

The body of Recaldo Thomas, a Canadian Antiguan national who was the ship’s cook, was recovered shortly after the accident.

Prosecutors said that autopsies had not yet been done.

Claudia Rizzo is an Italy based journalist.

Freddie Clayton is a freelance journalist based in London.

IMAGES

MCA Yacht Rating Certificate
Yacht Rating Certificate
Yacht Rating Certificate
Mystery of Yacht Certification: What Does it Really Mean?
MCA Yacht Rating Certificate
How to apply for a yacht rating certificate

COMMENTS

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You can apply online for your Yacht Rating Certificate. Read our step-by-step guide, including all the requirements and documents needed to get your certificate. Our team should be able to issue your YRC within 2 weeks. If you have a specific question about YRC's or would like additional information, please email [email protected].
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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 ...
Yacht owners guide to Classification Societies
Yacht owners guide to Classification Societies. 21 January 2015 • Written by Benjamin Maltby. Alysia was built specifically for charter and complies to SOLAS. She can carry up to 36 passengers and is over 500GT. Classification societies (also known as 'class' societies) make an important contribution to maritime safety.
Guidance on how to apply for a yacht rating certificate
Government activity Departments. Departments, agencies and public bodies. News. News stories, speeches, letters and notices. Guidance and regulation
The Lloyds Standards
Understanding the Lloyds yacht rating systems By Chris Caswell. August 25, 2000. There is probably no nautical topic where more myth, fable and outright misrepresentation exists than in the "classification" of yachts. You've probably seen the advertisements that proudly state that a yacht is "Lloyd's +100A1" or "ABS-classed," but even the ...
Certifications and Ratings: What's the Deal?
Lloyd's Register has a number of standards to which builders can construct a yacht. The higher ratings require a Lloyd's inspector to observe construction of the yacht at various phases to insure that the builder's practices meet the rules. The cost of this inspection is inevitably passed along to his customer.
The complete guide to rating systems in sail racing
Any measurement and rating system is directly connected with the yacht's technical characteristics, i.e. its handicap. Frank Holleman C / Unsplash. The main types of rating systems (centificates) in sail racing. To take part in a regatta, a yacht should obtain the rating system certificate. Among the most applicable ones are the following ...
What is IRC?
IRC is for keelboats of all size and shapes. IRC is aimed at a very wide range of keelboats of all sizes and shapes including modern production cruisers and cruiser/racers through dedicated one-off race boats, older cruisers and racers to classic yachts and superyachts. IRC is continually developed to encompass new developments in both cruisers ...
Owner's Guide to Yacht Classification
Yacht classification is a system used to categorize yachts based on various factors such as size, construction, and intended use. The specific classification categories and requirements can vary between different yacht classification societies, but some common classifications include: Pleasure Yacht: A yacht intended for leisure use, typically ...
How to apply for a yacht rating certificate
Ship crew training and certification. Complete form MSF 4340, to apply for a yacht rating certificate for commercially and privately owned yachts and sail training vessels less than 3000 GT.
How Racing Rating Rules Work (and how to maximize yours)
Rating rules are a powerful tool that allows a variety of yachts to compete on a level playing field. If you race a tortoise against a hare (assuming the hare is smart enough not to take a nap in the middle of the race), the hare will always win. Not really a fair match-up. The same goes for non-one design racing.
Class Notations on Yachts
INTRODUCTION TO YACHTS CLASSES Classification. Rules are developed to establish standards for the structural strength of the large yacht's hull and its appendages, and the suitability of the propulsion and steering systems, power generation and those other features and auxiliary systems which have been built into the ship to assist in its operation, and even pollution protection systems.
PDF ISO CE Mark Category A "Ocean" Rating What Does IT Mean?
MJM Yachts is dedicated to producing the safest, strongest and most durable yachts possible. For this reason, while those under 40 feet can only be rated "B", each of our powerboats is designed and built to exceed small craft structural requirements for ISO Category A "Ocean". ISO requirements for strength are based on a design's top
International Rating Certificate
International Rating Certificate (IRC) is a system of handicapping sailboats and yachts for the purpose of racing. It is managed by the Royal Ocean Racing Club (RORC) in the United Kingdom through their dedicated Rating Office, [1] and the Union Nationale pour la Course au Large (UNCL) in France.. The IRC rule is not published, meaning the only bodies capable of calculating an IRC rating are ...
IRC Rating
IRC is a rating rule to handicap different designs of keelboats allowing them to race together. Ratings are based on the physical measurements of the boat. Apply Now. ... Prizes for Corinthian yachts at 2024 IRC European Championship; IRC Europeans 2024 in Ireland - find out more; 40 Years of IRC Rating; IRC website resources updated;
Yacht Rating Certificate
Services. Knowledge Base. The PYA is authorized to issue Yacht Rating Certificates on behalf of the MCA. 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. We accept digital applications!
Performance Handicap Racing Fleet
Performance Handicap Racing Fleet. Performance Handicap Racing Fleet ( PHRF) is a handicapping system used for yacht racing in North America. It allows dissimilar classes of sailboats to be raced against each other. The aim is to cancel out the inherent advantages and disadvantages of each class of boats, so that results reflect crew skill ...
VPRS yacht rating: home
A yacht rating system for everybody. VPRS is a rating system that enables monohull yachts to race fairly against one another. Proved through testing and extensive use over the last 14 years, VPRS offers yacht clubs a single system which is easy to use and gives accurate ratings across a vast range of yacht types - including sportsboats ...
Sicily yacht sinking likely caused by 'downburst'
Italian authorities say a downburst was the most likely cause of the sinking of the Bayesian superyacht which led to the deaths of seven people. Initially it was thought that a waterspout ...
Watch: Rescuers find final body in search for Hannah Lynch after
Watch as the search continued to find Hannah Lynch after the body of her father, British tech magnate Mike Lynch, was retrieved on Thursday (22 August) following the sinking of the Bayesian superyacht off the coast of Sicily on Monday. The final body, believed to be that of the 18-year-old, has been found in Italian waters four days after the Bayesian superyacht sank, the Italian Coast Guard ...
Prosecutors open manslaughter investigation into sunken superyacht
TERMINI IMERSE, Italy — Prosecutors said there "could be a question of manslaughter" as they opened an investigation into the deaths of seven people after a superyacht sank while anchored off ...

What Does Yacht Certified Mean and Why You Would Want It

What Does Yacht Certified Mean?

What Are the Standards?

How Do Boats Qualify to Be Yacht Certified?

How Do You Know A Boat Is NMMA Certified?

Why You Would Want Yacht Certification

Safety Standards of a Yacht Certified Boat

Passenger Capacity on a Yacht Certified Boat

Equipment Issues Can Be Hard to Diagnose

Quality Assurance

Consistency

Consumer Satisfaction Index (CSI)

How Long Do Yacht Certifications Last?

Are There Any Other NMMA Certifications?

Final Thoughts

Demystifying yacht classification A, B, C, D

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Yacht owners guide to Classification Societies

Compulsory classifications

Today’s classification societies

Classification process

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How to apply for a yacht rating certificate

Application for a yacht rating certificate for ratings on commercially and privately owned yachts and sail training vessels less than 3000 GT (MSF 4340)

Guidance on how to apply for a yacht rating certificate