yacht rating form

Classic Rating Formula

The CRF Rating

The goal of the Classic Rating Formula (CRF) is to provide an objective, accurate and transparent rating system that is uniquely suited to scoring classic yacht races. CYOA's CRF Technical Committee routinely refines the formulae and factors used to calculate ratings annually, based on careful quantitative analysis of race results after each season. Maintaining the competitive balance within groups is a priority, but the ratings for most yachts will often change slightly from one year to the next even if the declared input data remains the same.  

Each year, each vessel needs a new CRF Certificate ($50 per certificate with a $25 rush charge after June 1). Certificates only cover a portion of our operating costs and we rely heavily on volunteers. We encourage owners to also support the CYOA's efforts with a $100 membership each year.

2023 CRF Rating Documents

• CRF Formula 2024
• CRF Data Input Definitions 2024
• CRF Factors 2024

GET YOUR 2024 CRF CERTIFICATE

GET OR RENEW YOUR CYOA MEMBERSHIP

CERTIFICATE DATABASE

Classic Rating Divisions

These general definitions describe the difference in the Racing divisions. Please refer to the official definitions for further detailed explanations between the divisions. All boats are assigned a division on the CRF Certificate for which they will be scored for the overall series. Individual regattas may re-classify or group boats to fit their needs.

Yachts designed before 1950 that have been built, maintained or restored with materials and methods consistent with the original design.

Yachts designed between 1950 and 1980 that are built primarily of wood, aluminum or steel, that have been built, maintained or restored with materials and methods consistent with their original design.

Modern Classic

Yachts designed between 1950 and 1980 with different keel and rudders or restored with modern materials that differ from their original design.

Spirit of Tradition

Yachts designed after 1980 that embody recognizable connections to classic yacht or traditional workboat elements in hull shape and deck and superstructure shape, style and features. 

Contemporary

Yachts designed after 1980, whose hulls are built of wood, with modern keels, and whose designs do not fit the SoT Division definition.

Keel Types and Descriptions

Rig Types and Descriptions

Frequently Asked Questions

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

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

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

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

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

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

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

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

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

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

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

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

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

Q. What is new for 2023 CRF?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Q. How do I send my certificate to regattas?

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

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

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

Q. How much will it cost?

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

Hull and Underbody Questions

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

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

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

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

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

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

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

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

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

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

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

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

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

New for 2024

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

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

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

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

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

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

Rig and Sail Questions

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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It usually takes over 6 months to be eligible for a Yacht Rating Certificate however we can fastrack this time to 3 months by offering a few courses to help you on your way.

Training We offer the four STCW Basic training courses RYA Competent Crew RYA Day Skipper shorebased RYA Day Skipper practical We will help organise the medical examinations …help you through the paperwork process.

You will then need to gain 2 months experience onboard a boat over 15m to fully gain the qualification.

To qualify as a Yacht Rating a candidate must: 1. be at least 16 years of age;

2a. demonstrate at least 6 months yacht service including 2 months sea service, all of which must be on vessels 15 metres and over in load line length; Or 2b. hold the RYA Competent Crew and RYA Day Skipper Certificate and attain 2 months sea service on vessels 15 metres and over in load line length.

3. complete the four elements of approved STCW basic training: Personal Survival Techniques Fire Prevention and Fire Fighting Elementary First Aid Personal Safety & Social Responsibility

4. complete the Yacht Rating Training Record Book if following the path shown in 2a above.

5. Hold a medical fitness certificate such as an ENG1

MSN 1862 has full details and the required Yacht Rating Training Record book is in Annex B

Candidates then apply to the MCA using application form MSF 4340 enclosing the above documentation to receive a Yacht Rating Certificate.

The Yacht Rating Certificate

Crew Life-1

As part of their safe manning requirements, some yachts (usually over 200 GT) require certain crew to have a minimum certification level of Yacht Rating Certificate (YRC).

Even if you don’t need a Yacht Rating Certificate for your current yacht, it is worth your while getting one. Often yachts ask for it when recruiting, so if you don’t have one, you could miss out on a future job opportunity.

For crew who are relatively new to the industry, the process of applying for the YRC can be complicated. This article provides all the information you need to apply for the certificate.

Requirements

In order to qualify for the YRC, you must:

• Be at least 16 years of age
• Have completed the Yacht Rating Training Record Book (see our tips for completing this). You can download this from the PYA or MCA website.
• STCW Personal Survival Techniques ( OR RYA Basic Sea Survival)
• STCW Fire Prevention and Fire Fighting
• STCW Elementary First Aid
• STCW Personal Safety & Social Responsibility
• Be able to demonstrate at least 6 months yacht service including 2 months sea service, all of which must be on vessels of 15 metres or above in load line length.

If you have one of the following qualifications, you do NOT need to complete a Yacht Rating Training Record Book, and the required 6 months of yacht service may be reduced to 2 months of days at sea on vessels of 15 metres or above in load line length.

• Watch Leader Certificate with an RYA Competent Crew Certificate
• Day Skipper certificate with an RYA Competent Crew Certificate and/or higher RYA certificate
• Yacht Rating Course Completion Certificate
• Yacht Master Offshore / Ocean

Sea service declaration

You will need to show evidence of 6 months yacht service (time signed on the vessel), including 60 days at sea (any day that the boat leaves the port, is underway or at anchor). Note that all sea time must be from yachts and not from commercial vessels.

If you have a completed PYA Service Record Book, this will suffice as your sole proof of sea time.

If not, you need to submit 2 forms of evidence:

• PYA Crew Work Book OR MCA approved log book OR Discharge Book OR Certificates of Discharge
• Original sea service testimonials which are signed either by the Captain or the management company, showing clearly the sign on and sign off dates, and the actual days at sea. Your testimonials should include the contact details of the person signing them. Testimonial templates can be downloaded from the PYA website.

Tips for completing the Yacht Rating Training Record Book

The Yacht Rating Training Record Book includes a list of deck tasks and skills which you must demonstrate that you can successfully complete. You can download it from the PYA or MCA website. Each element needs to be signed off by a senior in command. In order to avoid your TRB being rejected with your application, ensure that the tasks are signed off in real time and NOT all on the same date. Every box should have a signature. The TRB must be submitted in a presentable manner.

Guidelines for completing the Yacht Rating Application form (MSF4340 Rev 0118)

• DO complete the form in FULL, using BLACK ink and BLOCK CAPITALS
• DO send originals of your application form, certificates, sea service and Yacht Rating Training Record Book, however….
• DO NOT send your original passport. Instead, you should provide an attested copy, stamped, signed and cited as an original copy either by the PYA, the master of your vessel (with CoC number), an MCA approved Nautical college or a public notary.
• DO ensure that the name you write on the form is exactly the same as that on your passport
• DO write your date of birth in the format DD/MM/YYYY (not the American format)
• DO ensure that the person countersigning your application is either a British citizen, citizen of a Commonwealth country or an MCA approved signatory AND that the SAME person countersigns your passport photos.
• DO ensure that the sea service declaration is filled out in full and that original copies of the supporting documents are provided.

Checklist for Yacht Rating Certificate Application

• ORIGINAL completed application form. You can download the MSF4340 Rev 0118 from the MCA or PYA website.
• Attested COPY of your passport (Do NOT send the original)
• 2 x passport photographs. Put your name and date of birth on the back of both, and on the back of one, get whomever is countersigning your application to write “I certify that this is a true likeness of Mr/Mrs/Miss/ etc…” and add their signature.
• Proof of the required sea service
• ORIGINAL ENG 1 or MCA-approved equivalent medical certificate
• ORIGINAL STCW Basic Training Certificates
• ORIGINAL Yacht Rating Training Record Book (unless you hold one of the certificates listed in the ‘exemptions’ section above)
• Only if you qualify for an exemption, the ORIGINAL of the relevant certificate to prove you are exempt from the Yacht Rating Training Record Book and the additional sea time.

Did you know?

For new PYA members, the Yacht Rating Certificate can be provided free of charge as part of their first year’s membership fee. The usual fee for this service for non PYA members is € 80.

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or  of each measurement by choosing one of the following five codes: = Authenticated = Calculated from others; (only applies to waterline length on an application or revalidation form). = Owner measured = Published = Sister ship = Database derived = Estimated ... if a measurement is not available from any of the above sources, mark the field with an 'X' on the application form. The aim is to determine the boat weight to within 1%, taking into account errors arising from the conditions as well as the accumulated load-cell errors. , remember that having the boat prepared in the 'empty weight' condition gives an ideal opportunity to measure the bow, stern and topside overhangs, the transom height and the mean freeboard - refer to the measurement guide below. In addition it is also possible to take a measurement, whilst alongside, which is needed to establish the draught. The PDF link above captures all the information required for weighing - on a single sheet of A4. Home  Competition  Offshore  ORC Offshore Racing Congress (ORC) What's new for 2024? Continual research carried out by the ORC Technical Committee has updated the VPP for 2024. These and other changes approved by the ORC Congress and its Committees are summarized in a Changes to the Rules document available at this link . It's important to remember that while there are changes to ratings in the new year’s certificate, for the vast majority of boats these changes relative to their competitors are usually <0.5% different in their general handicap. Updated 2024 Application System US Sailing’s Offshore Office has spent the off-season developing an improved and more efficient application system, as well as an internal processing system designed to make issuing certificates more accurate, efficient, and repeatable. US Sailing has assigned a unique boat ID (SKU) to every boat that was received an ORC or ORR certificate in 2022 or 2023. Owners should have received an email from US Sailing assigning a boat ID to their boat. If a boat has not been assigned a Boat ID, they can start their ORC Certificate process below with the New Boat Application form. US Sailing is in the process of developing a universal measurement database for all offshore sailboats in the US. Assigning each boat a unique ID allows our office to track the boat through its life span in an efficient manner, allowing the office to provide more accurate and timely service to its members. START YOUR 2024 ORC APPLICATION Who Owns It Why did it start. The ORC was founded in 1969 by the Royal Ocean Racing Club (RORC) and the Cruising Club of America (CCA) to develop a handicap standard for the international community. Since then, the ORC has supported several rules including the IOR, IMS, and, most recently, the ORC Rule. The ORC Rule was structured in the late 2000’s to promote safe design practices and to fairly rate a broad range of designs, including cruiser/racer and modern race boats. The ORC Rule is recognized by World Sailing as an International Rating System. Learn more about the history of the ORC. How It Works The ORC Rule relies on a Velocity Prediction Program (VPP) based on standard measurements defined by the Universal Measurement System (UMS). More information on measurement may be found on our Services page. The rating calculator outputs a multi-number rating, suitable for various scoring options and course configurations. While ORC Club and ORC International certificates differ with respect to measurement criteria, they rely on the same calculation routine. As a result, Club and International certificates may be scored consistently with each other. The ORC VPP is updated annually and all rules , regulations , certificates and VPP documentation are freely available to the racing community. ORC scoring options include Time-on-Distance, Time-on-Time , Triple Number, and Performance Curve Scoring. Since 2022 all ORC certificates include custom scoring options tailored to specific races and events are explained on the Scoring Options document. Who Uses It ORC is globally recognized in local, national, and international races, making it the most popular measurement-based rating system in the world. With primary interests among European race circuits, the annual ORC World Championships draw international attention to the rating system. The ORC has been recently featured in numerous regions throughout the US, including Galveston Bay racing in Texas; SORC and Key West racing in South Florida; at Charleston Race Week; the Chicago Mac and Bayview Mac races as well as local races in the Chesapeake Bay, Biscayne Bay, St Petersburg, Long Island Sound, Seattle, San Francisco, and San Diego. Where We Fit In US Sailing Offshore is responsible for acquiring, processing, and archiving all data to issue ORC Club and ORC International certificates to boats based in the United States. ORC International ORCi is based on a complete boat measurement carried out by a US Sailing Official Yacht Measurer as defined by the Universal Measurement System. The hull and appendages must be measured and the offset file approved by ORC to meet ORCi standards. This is the most accurate rating the rule system offers. These certificates are intended for use in World, Continental, Regional, and National level races.  To request official measurement, please contact the US Sailing Offshore Office at [email protected] . Sample certificate and explanation Club certificates do not require verified measurement. Instead, owners are allowed to declare select measurements while other parameters are assigned by the rating office. Where input data is lacking, the rating office will apply estimates or default values that err to a faster rating. The more data submitted based on measurements, the more accurate the rating. ORC Club certificates are intended for club-level racing. Sample certificate and explanation . * *Note that the example ORC Club certificate on the ORC website is typically only two pages - US Sailing-issued ORC Club certificates are 4 pages and include all the same information that appears on Pages 3 and 4 of ORC International certificates. Page 2 of both certificate types issued in the US contain scoring options requested by races and regattas held in the US and Canada. ORC Double Handed and ORC Non-Spinnaker Certificates ORC policy permits that any yacht with an ORCi or ORC Club certificate is entitled to an ORC Double Handed and/or ORC Non-Spinnaker certificate that is valid as well. DH certificates are designed to model the performance of a boat racing with a shorthanded crew of a default crew weight of 170 kg. Non-spinnaker certificates may not have any Spinnakers or Headsails set Flying active in their sail inventory. There is a fee associated with these certificates, please see the pricing chart below for more information. ORC One Design For specific classes , ORCi and ORC Club certificates are available in a standardized configuration. All data affecting a boat’s rating are standardized based on One Design class rules or past measurements taken reflecting close tolerances. For boats sailing in One-Design configuration, no measurements are needed for these certificates, provided that there is proof supplied to the rating office that the boat is complying with its Class measurements. Any configuration change shall invalidate the ORC One Design certificate and a new standard ORC International or ORC Club certificate must be issued. ORC Super Yacht Handicapping widely disparate Super yachts represents one of the most formidable challenges any rule authority can undertake. A Super yacht fleet typically includes schooners, sloops and ketches of varying lengths and with displacements ranging from 50 to 600 tons and the huge disparity in yacht type, size and shape is exceptionally difficult to handicap. For more: ORC Super yacht ORC Multihull Using the same VPP technology as used for rating Monohulls, the ORC team has spent the past 4 years developing an analogous system for a scientific and fair rating system for Multihulls. ORC Multihull certificates are managed and issued by the ORC Central Rating Office. For more information: ORC Multihull For boats holding a current year valid certificate, any changes to the configuration must be reported and a new certificate reflecting those changes issued. For ORCi certificates, relevant parameters may need to be remeasured. Copy Certificates ORC provides free access to all measurements and any valid certificate issued by any rating office in the world since 2009 through the free ORC Sailor Services database. Measurements and copies of certificates are in HTML format and are available at no charge without limit. Copy certificates are NOT valid for racing. Alphabetical lists of all boats with current valid certificates are also available on the ORC Active Certificates Database link from the ORC Active Certificates . To understand how a potential modification would impact a boat’s rating, trials may be ordered through the Sailor Services system on the ORC website. There is no limit to the number of trial certificates issued in the ORC Sailor Services system. For instructions on how to use ORC Sailor Services, instructions are available . To run trials that include a modification not available in Sailor Services, such as water ballast modifications, the Offshore Office can run trials for the boat. These trials are NOT valid for racing, and have an associated fee, seen here. If you have further questions regarding Sailor Services or running trials please contact the Offshore Office at [email protected] or call 401-342-7953. TRIAL APPLICATION Hydrostatics/Stability Data Sheet Understanding the limitations of stability is important to every boat owner, but this information is also useful to offshore race organizers interested in defining relevant safety standards in their entry requirements. A Hydrostatics/Stability Data Sheet can be produced for a cost of $100. For more: ORC Stability Datasheet Explanation Speed Guide The ORC Speed Guide uses the ORC VPP to develop polar diagrams for your yacht. These diagrams are an asset to understanding relationships between performance, sail selection, wind speed, and wind angle. They display the polar data in graphic, tabular, and digital formats, including the format used by the Expedition routing program. Pricing at $35 is at a 50% discount from the self-service rate when ordered through ORC Sailor Services. For more: ORC Speed Guide Explanation , ORC Speed Guide Sample ORC Pricing 2024 orc – uss pricing (price per foot). $8.67 $7.39 $4.54 $4.54 $3.30 $3.09 $1.98 $1.98 $9.82 $8.37 $5.14 $5.14 $4.40 $4.11 $2.64 $2.64 $10.97 $9.36 $5.75 $5.75 $5.50 $5.14 $3.30 $3.30 $12.13 $10.40 $6.36 $6.36 $6.60 $6.17 $3.96 $3.96 $12.71 $10.80 $6.66 $6.66 $7.70 $7.20 $4.62 $4.62 *ORC test certificates of existing boats that have been issued an ORC certificate at any time since 2009 can also be obtained using the online ORC Sailor Services system: Past ORC Certificates 2024 ORC – USS Certificate Add-ons Pricing See above ½ the price of first certificate configuration ½ the price of first certificate configuration $35 $20 $20 $100 Contact While racing dissimilar boats against each other, the ORC system provides handicap ratings based on measurements of the boat, sails, mast, hull, keel and rudder, etc. Using the ORC VPP (Velocity Prediction Program), this data is used to calculate the theoretical speed of the boat in given wind conditions, and this is used to calculate the handicap ratings that will be used by race organizers to score the race. To apply for the most basic level ORC Club certificate, there is only the most basic information needed: boat type, size (eg, length, beam and draft), keel type, rig dimensions (if known), and crew weight. Sources of this data may be from builder specifications, class rules, etc., as well as from a measurer. Sail dimension data, however, is required to be from a measurer or sailmaker to ensure accuracy, and this includes dimensions for the Mainsail, largest Headsail and largest Spinnaker, in addition to any Flying Headsails (those not attached to the headstay and <75% in midgirth/foot length ratio) and Code 0 spinnakers (75-85% midgirth ratio). Sailmakers and measurers have now a new online process to enter sail measurement data. For ORCi certificates, all data must be sourced from a certified measurer, and will include verification of an approved offset file of the boat used to describe the hull and its appendages, measurements of the rig, the freeboards and an inclination of the boat to determine stability. If you’re interested in measurement, contact Chief Measurer Chris Tutmark ( [email protected] ) for the contact information of a measurer near you. If your boat is among the ORC One Design class boats found here , and it is in one design class trim, you may apply for an ORC One Design certificate with US Sailing. Because it is not an approved One Design class by World Sailing, which requires strict compliance to published class rules and meets uniformity standards in design and construction. Without meeting these standards ORC cannot be assured all boats of this type have the same dimensions within reasonable and measurable tolerances and therefore perform to the same ratings. In some circumstances US Sailing will work with class authorities to determine a baseline set of dimensions to use for unmeasured ORC Club certificates. It’s better to have an ORCi certificate because it gives your boat the most accurate rating, whereas most Club certificates may have un-measured assumed data that may not be accurate: the policy of ORC rating offices is to use data that is least favorable to the rating when there is doubt. Regardless, ratings from either certificate type are compatible for ORC scoring. Note that some races and regattas may require some faster entries to require ORCi certificates (for example, the Chicago-Mac race for boats faster than 515 GPH and in the Long Island Sound and Newport area for boats faster than 560 GPH). The US Sailing application is located lower on this page under the Application section. Please read through application instructions listed below prior to applying. Also, remember to specify what race you need the certificate and its dates. Yes, this is necessary because the ORC VPP improves every year to give more fair and accurate ratings, and thus ratings generated from one year’s VPP cannot be used to race against ratings generated from another year’s VPP. Because the VPP has been upgraded and the new ratings represent the latest in VPP science from research conducted by the ORC International Technical Committee (ITC). Regardless of individual boat rating changes, it is ORC policy to try to keep these changes within about 0.5% for the over 1200 design types in the over 2500 boats rated in the ORCi database. And when comparing ratings always remember to use a competitor’s boat with the same year rating to gauge if there has been any change with the new year. Because in order to take full advantage of the VPP to accurately model boat performance for a wide variety of boat types to get accurate and fair ratings, the predicted wind conditions during the race are needed to generate these ratings. In the US race managers also prefer to have pre-selected course models to choose from their options so that scratch sheets and scoring can be easily handled by web-based scoring software. Ratings shown on ORC certificates allows this scoring software to easily retrieve this data for use in scoring by simply entering a certificate reference number. Yes, through use of the online web portal called ORC Sailor Services. With a free registration at Sailor Services , the user can access >150K measurement records including all ORC certificates issued since 2009. With the online search tool several features made accessible: certificate copies, their measurement data, use of an online editing tool to run what-if scenarios to examine rating effects in test certificates, populating online scratch sheets for time allowance tables, and obtaining polar performance data in graphic, tabular and digital formats in an ORC Speed Guide. For advanced users even the ORC VPP is also available for purchase and download at ORC Software Downloads . By use of a Time Allowance table that calculates time owed among the class entries for time (for Time-on-Time ratings) or distance (for Time-on-Distance ratings) sailed on the race course. This can be generated online by using the Scratch Sheet tool found at Sailor Services , either by yourself or as provided by the Race Committee. Yes: all Headsails set Flying (HSF’s, also sometimes called LRH’s) in a boat’s active sail inventory must be measured as Headsails and declared on their certificate. These are sails that are not attached to the headstay. Sails that are larger than 75% mid-girth to foot length ratio are Spinnakers, and they are often called Code 0’s if they are between 75-85%. These sails must be measured as Spinnakers and all must be declared if they are in a boat’s inventory while racing. Some Cruising classes limit the use of these sails, so make sure to check with your local authority on their rules and guidelines. Any yacht may get a Roller Furler credit if they race with only one Headsail throughout the range of racing conditions and do not change sails. Some local authorities may amend this by allowing a heavy weather jib in the inventory of Cruising class entries. The IMS rules give a description of what characteristics of the boat are needed to comply with the Cruiser/Racer designation, which for some yachts confers a small rating credit. The list of this criteria is in an appendix of the IMS rules and can be found here . Crew Weight is one because it affects a boat’s predicted upwind performance. The greater the crew weight the faster the rated upwind speed because the VPP places that crew where it will have the most advantageous affect on performance – i.e, on the rail in breezy conditions, and to leeward in light air. There is a default crew weight that is used when no declared crew weight is made. Double Handed certificates use a default crew weight of 170 kg, but this can be changed to a declared value. Once a valid certificate is issued by US Sailing, it remains in force until an amendment may be made to change the configuration of the boat. If this is desired, contact US Sailing with that change and an amended certificate will be issued that will supercede the validity of the previous certificate. An exception is made when a boat may also want to have a valid Double Handed and/or Non-Spinnaker certificate: these may have their own configuration values for their own validity besides that shown on a Standard certificate. Yes: Age Allowance is a credit for age of 0.0325% of ratings increase for each year from Age or Series Date to the current rule year up to maximum of 15 years (0.4875%). There is also a Dynamic Allowance (DA) credit representing the dynamic behavior of a boat taking into account performance in unsteady states (i.e. while tacking) calculated on the basis of: Upwind Sail Area/Volume ratio, Upwind Sail Area/Wetted Surface ratio, Downwind Sail Area/Volume ratio, Downwind Sail Area/Wetted Surface ratio and Length/Volume ratio. DA is applied to the ratings of all Cruiser/Racers, as well as any Performance boats with a Series Date older than 30 years. ORC Application How to apply. Read through the instructions below carefully. When you are ready to apply click the application button located below the instructions. Our new application was built to gather information about an owner and their boat to issue certificates more accurately and efficiently. Items to have on hand when applying: Boat ID - US Sailing has assigned a unique boat ID (SKU) to every boat that received an ORC or ORR certificate in 2022 or 2023. Owners should have received an email from US Sailing assigning a boat ID to their boat. The Boat ID powers the application, and will be needed to apply. If your boat has never been rated before, or you received an ORC or ORR rating prior to 2022 please use the New Boat Application below to apply for a rating. US Sailing Member ID – To obtain an ORC Certificate an owner must be a member of US Sailing. If an owner is not a member or needs to renew their membership, please use this link to learn more about our membership opportunities click here . Sail Certificates – Any new or remeasured sails that are being reported must have a sail certificate from the sail loft or a recognized measurer included in the application. If sails are being reported, the applicant will type in the measurements, measurer information, and sail certificate. Even if the sail is being replaced "same-for-same" the sail will need to be measured and reported. Crew Weight – Owners declaring a crew weight will declare their maximum weight on the application. If crew weight is not declared the default crew weight for the class/make of boat will be calculated by the VPP. Owners are highly encouraged to declare a crew weight. The declared crew weight is the maximum crew weight a boat shall sail at, as set by rule authority to sail within compliance of the certificate. First Race Information – On the application owners will declare the first race they are doing under the rule they are applying for a certificate under. Have the name and date of the boat’s first VPP race on hand. The Offshore Office will use this information to guarantee owners have their certificates in time to race. 2024 Certificate Application - Boats with a US Sailing Boat ID Any boat that was rated in 2022 or 2023, will have received a unique Boat ID from US Sailing. A Boat ID will be needed to use this application. If you do not have a Boat ID, but received a certificate under ORC or ORR in 2022 or 2023, please contact the Offshore Office at [email protected] or call 401-342-7953. If you do not have a Boat ID, and were NOT rated in 2022 or 2023, please use the New Boat Application below. 2024 CERTIFICATE APPLICATION New Boat Application - Boats without a US Sailing Boat ID Any boat that did not receive an ORC or ORR certificate in 2022 or 2023 will need to be assigned a Boat ID by the Offshore Office. Please complete the New Boat Application below. Once submitted, US Sailing will contact you in 1-2 business days with your Boat ID. If you have any questions, please contact the Offshore Office at [email protected] or call 401-342-7953. NEW BOAT APPLICATION Application FAQ's No, you are unable to save your application and return later. If you have further questions please call the Offshore Office at 401-342-7953. Complete the Certificate Application located on this page. Complete the Sail Measurement Form and Hull, Rig, and Propeller Measurement forms if needed. If these forms are needed instructions on how to do so will be emailed to upon completion of your Certificate Application. Ensure that all sail certificates and data is submitted to USS either by boat representative or certified measurer (i.e. sail loft, or measurer). Ensure all measurement data is submitted by the measurer, if applicable. USS will contact boat representatives with a test certificate and invoice. Boat representatives review test certificate, click here for information on what to review. Boat representative approves certificate and pays invoice. USS issues final certificate and speed guide (if purchased). Copies will be sent to owner and boat representatives (if designated on application). Certificate will be uploaded to ORC Once all of the input data (ex. sails, measurements, etc.) are submitted, US Sailing will run a test ORC certificate for your review. This will be sent to the owner email and boat representative (if applicable) email submitted in the application. The relevant boat parties will review the test certificate for accuracy. In a separate email the owner or boat representative (if applicable) will receive an invoice for the certificate(s). This email will come from Authorize.net on behalf of US Sailing. The email often gets caught in a spam or junk folder so these locations may need to be checked. Once the invoice is paid US Sailing will take this as approval of the test certificate and will issue the final certificate. The certificate is uploaded to ORC’s database of valid ORC certificates. The Offshore Office processes certificates in order of event. When the office is ahead of schedule, they will process certificates for future events. All boats will have their certificate prior to the event indicated on their certificate application. If the boat already has a current year ORC fully crewed, double handed, or non-spinnaker certificate then follow these steps to obtain an additional certificate: Launch US Sailing’s 2024 Certificate Application. Input Boat ID and contact information. On the Certificate Type page, select “ORC” as most recent certificate. Select “Additional Certificate” Select the type of certificate you wish to obtain (ex. Double Handed or Non-Spinnaker). Fill in necessary information including any sail differences and submit application. US Sailing will be in contact with a test certificate. If the boat does not have a current year ORC Certificate, follow these steps: On the Certificate Type page, select the most recent certificate received, if applicable. Select “Renewal” if you are renewing a past year certificate. Select “New” if your boat has never been rated (New Boat Application ONLY). Select all certificate types that you need, i.e, Fully Crewed, Double Handed, Non-Spinnaker. Fill in necessary information and submit application. US Sailing will be in contact with a test certificate and invoice. The Offshore Office implemented a new internal certificate processing system to issue certificates more efficiently, accurately, and in a more repeatable manner. This starts with our new database system, which organizes all certificate requests. To initiate any request an owner must fill out an application. This streamlines the process and allows for the removal of “fingers” in the data, creating a more accurate and repeatable system. In future years the renewal process will be quicker and more efficient as the Offshore Office will have this data in their database. The 2024 application is the first step in this process. The USS Offshore Office’s goal is to produce rating certificates that accurately represents a boat. This means getting some fingers off the keyboard. Each time data is re-typed there is a chance for errors. By having owners and boat representatives’ type in sail measurements directly which then feeds into a database we are cutting back on the amount of data we must re-type into the system. Additionally, to help achieve more accurate sail data, sail lofts will be using a similar system. US Sailing has created a new digital sail measurement form for lofts to use when measuring sails. These forms are automatically sent to US Sailing and stored in a boat’s sail inventory. Whenever sail data is submitted to US Sailing the Offshore Office checks each sail for errors and reserves the right to correct input mistakes as needed. Sail lofts have a US Sailing developed tool to automatically submit sail measurements directly into the US Sailing system. This system identifies the boat and owner the sails are associated with. When the sails are submitted our office will attach the sails to your boat’s data file. Therefore, you are welcome to apply before you receive the sail or after. If you would like to apply and get your information into our system, you will need to contact your sail loft to ensure they send the unreported sails to us through our Sail Measurement Form for sail lofts. Addtionally, when you report you have new sails on your application, you will be sent a link to the Sail Measurement Form. Once you recieve the Sail Measurement Certificates from your US Sailing Recognized Sail Measurer, you can submit these new/remeasured sails. If you receive a sail certificate for a new or remeasured sail and you believe the sail loft has not submitted the data to US Sailing, please contact us at [email protected] or call at 401-342-7953. Other Resources ORC Homepage USA-CAN ORC Race Management Guide 2024 ORC Scoring Option USA and CAN 2024 Copyright ©2018-2024 United States Sailing Association. All rights reserved. US Sailing is a 501(c)3 organization. Website designed & developed by Design Principles, Inc. --> Privacy Policy Terms & Conditions +44 (0)1590 677030 RORC Rating Services Weighing & Measurement Class Administration Safety & Stability Sail Numbers MyIRC application portal Information for owners MyIRC & IRC Application FAQs GBR IRC Fees IRC weighing & measurement IRC Rule & Definitions Trial certificate policy GBR IRC Championships IRC Single Event Rating (SER) IRC Advocate Scheme How Do I Start Racing? IRC GBR Rule Authority Prescriptions Race Management IRC TCC listing Industry IRC services Sail lofts & sail measurers GBR IRC Committee IRCrating.org MyIRC.rorcrating.com IRCRecords™ RORC Rating Office » RYA YTC » RYA YTC Listings RYA YTC Listings Listing notes. Find Instructions: To find a particular boat name or design or any other text the instructions are as follows: Click on the   Edit   menu item and select  Find and replace Type the text you wish to find in the Find box and click the Find button and click the Done button to return to the sheet. Filtering Instructions: To filter the YTC Listings by region, sailing, boat or any column the instructions are as follows: Click on the   Data  menu and select   Filter views >  menu item followed by   Create new temporary filter view  menu item To filter by a particular column then select the 3 lines in a V shape to the right of the column title and select the filter type (e.g. Sort A to Z). For example to filter by a particular club select the four lines in a V shape then   Filter by values  select   Clear   and then type the name of your club in the search box and select the check box by that club name. To clear a filter select   Data  menu and select   Filter views >  followed by   None Download Instructions: To download the listing or your filtered view the instructions are as follows: Click on the  File   menu item and select the   Download >   menu item followed by the file type (e.g. Comma-separated values *.csv ). This can then be used to do your own data manipulation or import into scoring programs etc. Search rorcrating.com Cookies on GOV.UK We use some essential cookies to make this website work. We’d like to set additional cookies to understand how you use GOV.UK, remember your settings and improve government services. We also use cookies set by other sites to help us deliver content from their services. You have accepted additional cookies. You can change your cookie settings at any time. You have rejected additional cookies. You can change your cookie settings at any time. Maritime and shipping Seafarer management, training and certification Ship crew training and certification Deck Officers and Ratings Information on how to gain a UK CoC for Deck Officers or Deck Watch Rating Certificate Application process In line with MIN 655 , if you are applying for your first UK Certificate of Competency (CoC), you must post your application and original documents (except passport which must be an attested copy) at both NOE and CoC stages to: Seafarer Certification 2/11 Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG For all other applications, please email your application and scanned documents to [email protected] GMDSS applications should be sent to [email protected] Please ensure your documents are included as attachments or within a .zip folder. Unfortunately, we cannot open .rar extensions or links to file-sharing services (e.g. OneDrive, Google Drive, Dropbox etc). Fast track requests It is unlikely we will consider expediting a NOE (including Resit) or Rating application within our service standard of 28 days, or within 14 days for all other applications. If you have been waiting longer than this and need us to assess your application on an urgent basis, please ask your company to email [email protected] directly with your full name, date of birth and a compelling reason (including the vessel joining date). For NOE applications, your company must also confirm to us that you meet all of the licence requirements i.e. the only barrier to gaining the licence is you need to sit the MCA oral exam. For NOE resits, it is unlikely we will be able to consider a fast-track request if you’ve already had 3 attempts or more. Booking your MCA oral exam Information about how to book your oral exam will be emailed to you when you have met the requirements for an NOE. Oral Exam Part A From Spring 2023, the MCA OOW Unlimited, II/1, online oral examination will consist of the following elements: Part A: online computer-based proctored examination, and Part B: online face-to-face oral examination Part A of the examination will be an integral part of the assessment for the MCA OOW Unlimited, II/1, Certificate of Competency (CoC). All OOW Unlimited, II/1, candidates with a first attempt Notice of Eligibility (NOE) issued from 1 May 2023 and all OOW Unlimited, II/1, candidates (including resits) with an NOE issued from 1 June 2023 must successfully complete Part A before being able to book Part B of the examination. Further information can be found by accessing MIN 690 . The accessibility statement for the Part A exam can be found at Accessibility Part A exam ( MS Word Document , 2.31 MB ) . Oral exam syllabuses It is recommended that you review the relevant oral exam syllabus before sitting your MCA oral exam. CoC requirements If you pass your MCA oral exam, please see our guidance on the requirements for a deck CoC application . If you fail your MCA oral exam and wish to resit it, please email the NOE Fail to [email protected] . The fee is currently £159 and should be paid for online to prevent delays. This process also applies if you passed your oral exam more than 3 years ago. Additional requirements for a third MCA Oral Exam attempt (or more) From 3 July 2023, we will not be in a position to issue your NOE resit until we have received documentary evidence that you meet all of the CoC requirements (as per section 4.2 of MIN 690 ). Please send scanned copies of these documents by email to [email protected] when you apply for your NOE resit. If you were issued with a NOE over 5 years ago but did not sit the exam, the fee is reduced ( currently £90 ). We’ll also need to see two forms of evidence showing 6 months’ seagoing service in the last 5 years. Merchant Navy MSF 4274 - Application form for an oral examination leading to the issue of a certificate of competency (STCW) for masters, chief mates and deck officers in the merchant navy For guidance on the licence requirements, please see MSN 1856 Amendment 1 Deck Officer of the Watch II/1: sections 3.1 and 3.2 Chief Mate II/2 Unlimited: section 3.3 Master II/2 Unlimited: section 3.4 Commercial and private yachts (over 24m) MSF 4343 - Application form for an oral examination leading to the issue of a certificate of competency (STCW) for masters, chief mates and deck officers on commercially and privately operated yachts and sail training vessels For guidance on the licence requirements, please see MSN 1858 Amendment 1 . For conversions to a yacht CoC, please see: https://www.gov.uk/guidance/certification-for-deck-officers-on-commercial-and-private-yachts#conversions-to-a-yacht-coc Watch rating certificate MSF 4371 - Application form for MCA issued watch rating certificate (navigational) MSF 4340 - Application form for MCA issued watch rating certificate (yachts) For guidance on the certification requirements, please see MSN 1862 Amendment 1 . MSF 4260 - Application form for an oral examination leading to the issue of a certificate of competency (STCW) for masters and deck officers of tugs For the licence requirements, please see MGN 495 . Fishing CoC MSF 4345 - Application form for an oral examination, leading to issue, conversion or upgrade of a certificate of competency for fishing deck officers To find more information about training and certification for deck fishing vessel crew, please see MGN 411 . GMDSS STCW endorsement MSF 4354 - Application form for initial STCW endorsement and subsequent revalidation to GMDSS certificate of competence For the endorsement requirements, please see MSN 1864 Amendment 1 . Radio operators working on offshore oil and gas installations or fishing vessels do not need a GMDSS endorsement. If you do request an endorsement, you’ll need to comply with MCA application requirements and provide STCW basic training certificates. Please contact AMERC if you’ve lost your original GOC or ROC certificate and need a replacement. Vessel Traffic Services (VTS) licence MSF 4807 - Application for the issue of a vessel traffic services (VTS) operator logbook, VTS endorsements and VTS revalidations For the licence requirements, please see MGN 434 Amendment 2 . New tanker endorsements MSF 4210 - Application form for a tanker endorsement on a UK CoC Sea service/training/occupation must be within the last 5 years : Basic/Operational level Relevant MCA-approved Basic Tanker Training, and; MCA-approved Tanker Fire Fighting. If you already hold Advanced Oil or Advanced Chemical tanker endorsement on your UK CoC, you automatically qualify for Basic Oil and Chemical endorsement (i.e. no training required). Advanced/Management level You must meet the basic level requirements (as above) unless you are exempt because you hold the corresponding basic endorsement on your UK CoC, or you are applying for Advanced Oil/Chemical and hold the opposite Advanced Oil/Chemical endorsement on your UK CoC, and; Relevant MCA-approved Advanced Tanker Training, and; Two forms of evidence (e.g. discharge book and dangerous cargo testimonials) showing 90 days’ seagoing service on board a tanker carrying the relevant cargo. Lapsed endorsements If you previously held tanker endorsement(s) on your UK CoC but they were removed, you will still need to complete MSF 4210 and pay the fee, however, the requirements are: 90 days’ seagoing service on board a tanker carrying the relevant cargo, or; Relevant MCA-approved tanker training certificate(s), or; 30 months’ occupation in a role involving loading/unloading dangerous cargo. MSF 4350 - Application form for an IGF Certificate of Proficiency For guidance on the requirements, please see MSN 1866 Amendment 1 : Basic IGF - sections 9 and 10 Advanced IGF - sections 9 and 11 For training for service on ships using fuels covered within the IGF Code, please see our list of MCA-approved training providers . Given ordinary sea service testimonials do not cover all of the information we need, please consider using our IGF specific specimen report of service . Limitation removal To remove ECDIS or Davit limitations, please apply using form MSF 3901 . You can also use this form to change your name. CoC replacement You can apply for a replacement using form MSF 4299 . If your CoC was stolen, you must report it to the Police. CoC revalidation Please see our detailed guidance on how to revalidate a UK CoC . Royal Navy conversion to Merchant Navy We have a Memorandum of Understanding with the Royal Navy, giving a route to Merchant STCW Certification based on the education and training, as well as experience, gained whilst in the Navy. For those in the surface fleet, please see the Deck Royal Naval Conversion Flow Chart . More information can be obtained directly from the Royal Navy (contact details on request). If you are a Submariner, we are currently in discussions regarding routes taking into account your education, training and experience. We can raise your case directly with our examiner for review if needed; please email us your Rank, service history and any relevant education and training. PSSR, EFA and MFA Your UK CoC is proof that you have met the requirements for PSSR (A-VI/1-4), EFA (A-VI/1-3) and MFA (A-VI/4-1). There’s also no requirement to update these three courses. If an employer is querying this, please refer them to sections 5.1 and 5.2 of MIN 643 . Pre-August 1998 grandfather rights If a seafarer had 6 months sea service prior to August 1998, they were not required to complete PSSR or EFA originally (as per section 2.4 of MGN 97 ). ‘First Aid at Sea’ certificate issued before August 1998 should be considered as equivalent to MFA (A-VI/4-1) as per MGN 147 . Updates to this page Updated to reflect MIN 434 Amendment 2 for VTS personnel. The email address for GMDSS applications has changed. Added link to MSF 4340 (Yacht Rating Certificate) Added Oral Exams Part A text and Accessibility attachment 'NOE resits' section - added: Additional requirements for third attempt (or more) advice in line with section 4.2 of MIN 690. Added section on CoC requirements. Updated information on how to book an oral exam. Updated links to new M notices. Also added sections on how to book MCA oral exam and where to find the oral exam syllabuses. First published. Sign up for emails or print this page Related content, is this page useful. Yes this page is useful No this page is not useful Help us improve GOV.UK Don’t include personal or financial information like your National Insurance number or credit card details. To help us improve GOV.UK, we’d like to know more about your visit today. Please fill in this survey (opens in a new tab) . May 31 - September 13, 2024 June 1, July 6, August 3, September 7, October 5 June 29-30, 2024 July 13, 2024 July 23-27, 2024 July 24 - August 28, 2024 July 25 – July 28, 2024 July 25-28, 2024 July 25-26, 2024 July 25 - 27, 2024 July 25 - 28th, 2024 July 25 - 28, 2024 July 26 - 28, 2024 Friday, July 26, 2024 July 26 - July 28, 2024 July 26, 2024 July 26-28, 2024 July 27 - 28, 2024 July 25 -28, 2024 July 27, 2024 July 27-28, 2024 Saturday, July 27, 2024 27 y 28 de julio de 2024 About Yacht Scoring Top Scoring Options and Results Top ( ) ( ) ( and ) ( ) ( ) ( ) ( ) ( ) ( ) ( ) We plan on adding others so if you have a specific handicap system you require in your event, local sailing area or country, please let us know so we can add them to the systems. We can be reached at . With online system, the possibilities are endless. to contact us and start using to manage and score your event.      Sailing News and Social Media Top 2000-2024   •   Wall Street is bullish on stocks for the 2nd half of the year. Here are each firm's exact forecasts. The S&P 500's record-setting rally this year has sparked a wave of price target increases from Wall Street. The most bullish S&P 500 price target is 6,000 from Evercore ISI, which represents a gain of about 7%.  Key bullish drivers includes AI benefits, consumer resilience, and imminent Fed rate cuts. The S&P 500 has soared this year, with the index jumping about 15% to record highs in the first half. With the second half of 2024 underway, Wall Street strategists are updating their year-end price targets for the S&P 500, and nearly all of them are leaning bullish as they increase their forecasts. While the average year-end S&P 500 price target is 5,429, according to data from Bloomberg, the median year-end price target is 5,600. The S&P 500 traded around 5,630 on Friday. These are the updated stock market predictions of some of the most bullish strategists on Wall Street. Evercore ISI: S&P 500 price target of 6,000 Evercore ISI strategist Julian Emanuel went from bearish to the biggest bull on Wall Street when he raised his year-end S&P 500 price target last month to 6,000 from 4,750. Emanuel's price target represents potential upside of 7% for the S&P 500 between now and the end of the year, and would represent a full-year gain of 26%. "AI revolution is in the early innings" and that should lead to continued strength in earnings growth, Emanuel said. Emanuel forecasts S&P 500 EPS growth of 8% and 5% in 2024 and 2025, respectively. "The pandemic changed everything. Record stimulus, elevated household cash balances and low leverage support the consumer. Then came AI. Today, Gen AI's productivity potential in every job and sector is inflecting. The backdrop of slowing inflation, a Fed intent on cutting rates and steady growth have supported Goldilocks," Emanuel said. And while the stock market's valuation multiple may be high, Emanuel said they're justified. "High multiples are supported by companies' proven record of managing costs and maintaining/growing margins," Emanuel explained. Oppenheimer: S&P 500 price target of 5,900 Oppenheimer strategist John Stoltzfus increased his year-end price target to 5,900 from 5,500 this month, driven by continued resilience in the US consumer. "Just like before, it's a matter of the fundamentals, where they stand right now," John Stoltzfus, Oppenheimer's chief investment strategist, told CNBC. "It includes the resilience of the consumer, even as the economy slows, quite a bit of resilience there — the resilience in business, job growth, wage growth." Importantly, the potential gains aren't being driven by short-term investors, but rather by long-term investors who have to park their money somewhere to fund their retirement, and stocks are the likely winners. "It's driven a lot by intermediate- to longer-term investors, some of which are just the citizenry recognizes that there's real threats to Social Security stability, and people realize they need to play a role in their own retirement," Stoltzfus said. Yardeni Research: S&P 500 price target of 5,800 Yardeni Research raised its year-end S&P 500 price target to 5,800 from 5,400 this week. Strategist Eric Wallerstein said the combination of $6 trillion in sidelined cash and imminent interest rate cuts from the Federal Reserve should drive stock prices higher. "We're still targeting SPX 8000 by end of decade. Our Roaring 2020s scenario is just being discounted faster than we anticipated. We don't think rate cuts are necessary, but with Q2 GDPNow at 2% and $6.15 trillion in money-market funds, rate cuts will further fuel a meltup," Wallerstein said on Thursday. Wallerstein added that, unlike the dot-com bubble in 2000, company profits are booming right now, which should lead to sustainable stock price gains. Additionally, Wallerstein said the stock market's rally should expand to companies other than the mega-cap tech stocks as AI benefits begin to trickle down to other companies outside of the technology sector. Ned Davis Research: S&P 500 price target of 5,725 A strong rally in the stock market this year led to Ned Davis Research increasing its year-end S&P 500 price target to 5,725 from 4,900 last month. The research firm said as long as earnings growth continues to accelerate, even if just slightly, it should fuel a continued rally in stock prices. "The modest earnings acceleration is continuing, the economy and inflation appear to be moderating enough for the Federal Reserve to lower its benchmark rate, and the market tends to enjoy a year-end rally during presidential election years," NDR strategist Ed Clissold said. Goldman Sachs: S&P 500 price target of 5,600 Goldman Sachs strategist David Kostin boosted his S&P 500 price target to 5,600 from 5,200 last month. The bank had originally expected the index to end the year at 5,100. Though Kostin boosted his price target increases, he warned that heavy concentration in mega-cap tech companies and a likely slowdown in earnings growth during the second half of the year could lead to flat returns for the next six months. "Our 2024 and 2025 earnings estimates remain unchanged but stellar earnings growth by five mega-cap tech stocks have offset the typical pattern of negative revisions to consensus EPS estimates," Kostin said. UBS: S&P 500 price target of 5,600 UBS raised its S&P 500 price target to 5,600 from 5,400 in May, and that's after the bank raised its price target in February. The bullishness was driven by no signs of a recession in the economy and solid GDP growth forecasts. "Since then, consensus 2024 GDP forecasts have increased from 1.6% to 2.4%," analysts led by Jonathan Golub wrote. "At the same time, recession/tail risks have declined on a number of key metrics including economist surveys and the Chicago Fed's Financial Conditions Index." UBS also hiked its earnings-per-share forecasts to $245 from $240 this year and raised 2025 estimates to $260 from $255. According to data from Bloomberg, the average S&P 500 earnings per share target for 2024 is $242. Main content India ‘racing’ to get Pacific Ocean licences to scout for critical minerals used in EVs India plans to focus on a vast plain between Hawaii and Mexico known to hold large volumes of minerals used in electric vehicles and solar panels India will apply for licences to explore for deep-sea minerals in the Pacific Ocean as it competes to secure supplies of minerals critical for energy transition technologies, a top government scientist said. The UN-backed International Seabed Authority (ISA) has issued 31 deep-sea exploration licences, including two for India in the Indian Ocean, but is yet to allow mining because the 36-member body is still working on regulations. The 36-member ISA council is meeting in Jamaica this month to negotiate the latest draft of a mining code. Do you have questions about the biggest topics and trends from around the world? Get the answers with SCMP Knowledge , our new platform of curated content with explainers, FAQs, analyses and infographics brought to you by our award-winning team. M. Ravichandran, the top scientist at India's Ministry of Earth Sciences, said his ministry will work closely with India's mining industry as it readies to apply next year for exploration of seabed minerals in the Pacific. India's critical minerals plans in the Pacific have not been previously reported. China, Russia, and some Pacific Island nations have already secured exploration licences for the Pacific Ocean. India plans to focus on the Clarion-Clipperton Zone, a vast plain between Hawaii and Mexico known to hold large volumes of polymetallic nodules containing minerals used in electric vehicles and solar panels including manganese, nickel, copper, and cobalt. First discovered by British sailors in 1873, the potato-shaped nodules take millions of years to form. Reservoir of minerals Unlike China, India lacks seabed mining expertise and will take at least three to four years before it is ready to extract minerals from the ocean's depths, experts said. "We have done a lot of work on the deep sea mining technology, but not perfected [it]. In that aspect, we are not yet ready," said M. Rajeevan, former chief of India's Ministry of Earth Sciences. Opponents of deep-sea mining say that not enough is known about its impact on marine ecosystems. "I am not confident that current technologies and methods can overcome the environmental concerns," said Pradeep Singh, an ocean governance specialist at the Research Institute for Sustainability in Potsdam, Germany. Some 27 countries have called for a moratorium or suspension of all ocean mining-related activities, but some Pacific nations including Nauru and Cook Islands favour deep-sea mining. Nauru is expected to submit a mining license application to the ISA on behalf of Canada's The Metals Company later this year. India also expects to receive two more exploration permits from the ISA this year for the Indian Ocean, focused on the Carlsberg Ridge and Afanasy-Nikitin Seamount regions, known for polymetallic sulphide deposits and ferromanganese crusts, Ravichandran said. The permits last for 15 years, according to the ISA website. Polymetallic sulphide deposits contain metals such as copper, gold, silver and zinc. Ferromanganese crusts are known for cobalt, nickel, manganese, platinum and rare earth elements among other resources. India, which relies on imports of raw materials such as copper and lithium, has listed 24 minerals as "critical" for energy transition. It is also scouting for overseas mineral assets to meet its rising green energy requirements. "This is like racing," Ravichandran said of the urgency to seek seabed minerals. More Articles from SCMP CrowdStrike-Microsoft outage: China avoids disruption on back of cybersecurity drive Meet Magic Johnson’s supportive wife, Cookie Johnson: the ex-Lakers star’s college sweetheart stuck by through infidelity rumours and his HIV diagnosis, and enjoys yacht holidays in the Mediterranean China’s rural land reform could be a cash cow for farmers after bold move at third plenum Hong Kong police sergeant dies after falling off open air truck in Thailand This article originally appeared on the South China Morning Post (www.scmp.com), the leading news media reporting on China and Asia. Copyright (c) 2024. South China Morning Post Publishers Ltd. All rights reserved. Sea Service Verification The PYA is authorised by the UK Maritime Coastguard Agency (MCA) and by Transport Malta to verify yacht sea service testimonials for all yacht crew worldwide. Career Advice Support and Advice are available to members and potential new members to provide professional advice and one-to-one support to seafarers in yachting. Yacht Rating Certificate Some vessels require crew to have a Yacht Rating Certificate as part of their safe manning requirements. Having this certificate can improve your chances of finding a job. Application Support Support and Advice to obtaining your NOE, CoC, Action Plan, Revalidation and Conversion. OOW 3000 Deck Training Record Book The OOW 3000 Deck Training Record Book (TRB) is part of the requirements for the Officer of the Watch (Yachts) Certification – OOW 3000 (Y). Research & Insights Research and surveys are carried out on a regular basis by the PYA to learn about yachting industry issues from crew retention and recruitment through to safety, welfare and new technologies. Certification of Documents for NoEs The PYA is authorised by the MCA to certify hard copies of all original documents for MCA purposes, i.e. for NOE applications Interior Certificate of Competency The GUEST Certificate of Competency is a program designed by IAMI to provide yacht crew with an opportunity to demonstrate their knowledge and skills in guest services. Member Assistance Service The MAS is a confidential support service that offers practical support to PYA members facing difficulties or challenges in their professional lives, including all work-related issues. Welfare Group The PYA Welfare Group aims to educate, support & guide yacht crew ensuring their well-being is safeguarded. Empowering crew with knowledge to protect their rights, and to steer them in the right direction for legal and professional assistance. Partner Offers PYA Partners offer our members special benefits Services we offer Join the PYA membership to get access to the services listed below. Offshore Racing Congress Partners Log in to ORC Sailor services using email and password ORC Sailor Services allows you access to ORC Database of all ORC certificates issued worldwide such as accessing speed guides, target speeds and do test runs on any certificate. ORC Sailor Services - Password reminder Please enter the e-mail address registered for the ORC Sailor Services to receive your password ORC Sailor Services With an ORC Certificate you are getting more than just a rating. ORC Sailor Services allows you access to the ORC Database of all ORC certificates issued worldwide. 104 IMAGES 19 certificate of achievement army Fillable Online YACHT APPLICATION FORM Fillable Online APPLICATION FOR A YACHT RATING CERTIFICATE: For Sail How to apply for a yacht rating certificate Our Guide to Yacht Rating Certificates Fillable Online PHRF Rating Form VIDEO Unveiling Billionaire Yacht Production GRADE 1 MCA Proficiency In Survival Craft And Rescue Boats How to check your marine diesel engine The WEIRDEST 40' Sailboat I've EVER Seen [Short Tour] Part 2 COMMENTS 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. Guidance on how to apply for a yacht rating certificate Guidance on how to apply for a yacht rating certificate. Updated 23 November 2023. Sea service evidence and documents to obtain a Rating issued by the Maritime and Coastguard Agency (MCA) are ... Yacht Rating Certificate Yacht Rating Application form (filled in, signed and countersigned*) Original or Certified copy of passport (by a training school or your Captain or Chief Officer with their CoC number included) 2 Passport-size photographs (if applying by email, 1 will suffice) - the back of the photo must be countersigned by the same person countersigning your ... PDF APPLICATION FOR A YACHT RATING CERTIFICATE: For Sail Training Vessels This form is for a yacht rating certificate for service on yachts or sail training vessels of less than 3000gt For all applications the sea service declaration (page 2) must be filled out in full. On board yacht service is reckoned from the date of engagement to the date of discharge. What is IRC? The yacht Rating Rule for all. Rate your standard production cruiser/racer, classic or hi-tech racing yacht; Great racing inshore and offshore; ... All an owner needs to do is fill in the application form and send it to us. There is the option of an 'Endorsed' certificate, for which the data has been audited which may include official ... Our Guide to Yacht Rating Certificates 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]. How to apply for Able Seafarer, Rating certificates and EDH pay the fee as per the payment section of the application form; Yacht rating overview. Yacht rating certificates will allow you to work on yachts and sail training vessels of less than 3000GT. Classic Rating Formula The CRF Rating. The goal of the Classic Rating Formula (CRF) is to provide an objective, accurate and transparent rating system that is uniquely suited to scoring classic yacht races. CYOA's CRF Technical Committee routinely refines the formulae and factors used to calculate ratings annually, based on careful quantitative analysis of race ... Active Certificates More than five decades since its inception, ORC has emerged as the world's preeminent measurement-based rating system, operating through its national rating offices. It has issued over 14,000 certificates to yachts across 45 countries, encompassing a diverse spectrum, from Sportboats to Superyachts and Multihulls. 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, 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 the ... IRC Rating IRC website resources updated. 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. MCA Yacht Rating Certificate 4. complete the Yacht Rating Training Record Book if following the path shown in 2a above. 5. Hold a medical fitness certificate such as an ENG1. MSN 1862 has full details and the required Yacht Rating Training Record book is in Annex B. Candidates then apply to the MCA using application form MSF 4340 enclosing the above documentation to ... The Yacht Rating Certificate The Yacht Rating Certificate. Crew Life-1. As part of their safe manning requirements, some yachts (usually over 200 GT) require certain crew to have a minimum certification level of Yacht Rating Certificate (YRC). Even if you don't need a Yacht Rating Certificate for your current yacht, it is worth your while getting one. Professional Yachting Association The Voice of professional yacht crew worldwide. Run by yachting professionals, for yachting professionals since 1991. The Professional Yachting Association offers MCA compliant sea service verification, career advice, and yacht rating certification for members. Join our association and gain access to industry events, networking opportunities ... VPRS yacht measurement guide The sole purpose of a VPRS rating is to modify elapsed times recorded in yacht races. VPRS data sources and accuracy. Linear dimensions should be taken to the nearest centimetre. Weights should be given to the nearest 10 kilograms. When completing a rating application form, or when amending a revalidation form, you must indicate the source of ... ORC Any boat that was rated in 2022 or 2023, will have received a unique Boat ID from US Sailing. A Boat ID will be needed to use this application. If you do not have a Boat ID, but received a certificate under ORC or ORR in 2022 or 2023, please contact the Offshore Office at [email protected] or call 401-342-7953. RYA YTC Listings Filtering Instructions: To filter the YTC Listings by region, sailing, boat or any column the instructions are as follows: Click on the Data menu and select Filter views > menu item followed by Create new temporary filter view menu item. To filter by a particular column then select the 3 lines in a V shape to the right of the column title and ... Deck Officers and Ratings MSF 4371 - Application form for MCA issued watch rating certificate (navigational) MSF 4340 - Application form for MCA issued watch rating certificate (yachts) For guidance on the certification ... Measurements Measurement is a fundamental part of any rating system. In order to have a boat's rating calculated, the boat's characteristics need to be defined by taking the measurement of all parts that affect the boat's performance. The International Measurement System (IMS) is a set of rules that defines what and how is measured on the boat. By using IMS, the complete boat can be measured, including ... Yacht Scoring Yacht Scoring is a featured packed 100% web based Yacht Racing Management and Scoring system that simplifies the task of competitor registration, event management, competitor and media communications while providing complete results in near-real time to competitors and the Sailing World following your event on the internet. Nvidia Stock Outlook: Expect a Big Reveal on Upcoming Q2 Earnings Call There are growing worries that for all the hundreds of billions of dollars being spent on Nvidia's AI chips, there's little to show from it in the form of profits and revenue for Nvidia's customers. Evercore ISI: S&P 500 price target of 6,000 The S&P 500 has soared this year, with the index jumping about 15% to record highs in the first half. With the second half of 2024 underway, Wall Street strategists are updating their year-end ... Verification Forms and Guidelines The testimonial form should contain all necessary information, i.e. details of the yacht, legible signatory's email address, breakdown of service time (days at sea, standby, shipyard, and watchkeeping, where applicable) ... Yacht Rating Certificate. Application Support. OOW 3000 TRB. Certification of Documents. Interior CoC. Member Assistance ... Algorithm optimization of architectural form through sequential Designing architectural and urban spaces based on continuous human spatial experience throughout a sequence may lead to architectural and urban forms not bound to conventional concepts. These forms... 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The PYA provides many different services. Become a member to get access to Sea Service Verification, Yacht Rating Certificate, Yacht Training Record Book and more. CDL Exempt Drivers Some commercial vehicles, based upon their gross vehicle weight rating, may not require the driver to hold a CDL. Drivers of these vehicles need to hold a Class A or B non-commercial driver's license. Measurement Forms Offshore Racing Congress. More than five decades since its inception, ORC has emerged as the world's preeminent measurement-based rating system, operating through its national rating offices. It has issued over 14,000 certificates to yachts across 45 countries, encompassing a diverse spectrum, from Sportboats to Superyachts and Multihulls. catamaran gulet motorboat riverboat sailboat trimaran yacht