yacht rating form

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

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

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

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

The Rating Rules

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

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

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

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

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

What Goes Into a Rating?

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

How Ratings Change

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

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

How to Optimize Your Rating

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

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

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

Option 1: Maximize what you’ve got.

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

Option 2: Deeper Analysis and Inventory

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

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

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

Option 3: Weather and Location Ratings

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

WHICH RATING DO I NEED?

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

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

Other Resources:

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

The Discussion

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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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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?

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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Home  Competition  Offshore  ORC

Offshore Racing Congress (ORC)

What's new for 2024?

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

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

Updated 2024 Application System

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

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

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

START YOUR 2024 ORC APPLICATION

Who Owns It

Why did it start.

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

How It Works

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

Who Uses It

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

Where We Fit In

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

ORC International

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

• Sample certificate and explanation

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

• Sample certificate and explanation . *

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

ORC Double Handed and ORC Non-Spinnaker Certificates

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

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

ORC One Design

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

ORC Super Yacht

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

For more: ORC Super yacht

ORC Multihull

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

For more information: ORC Multihull

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

Copy Certificates

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

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

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

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

TRIAL APPLICATION

Hydrostatics/Stability Data Sheet

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

For more: ORC Stability Datasheet Explanation

Speed Guide

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

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

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

ORC Pricing

2024 orc – uss pricing (price per foot).

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

2024 ORC – USS Certificate Add-ons Pricing

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Yes: all Headsails set Flying (HSF’s, also sometimes called LRH’s) in a boat’s active sail inventory must be measured as Headsails and declared on their certificate. These are sails that are not attached to the headstay and are tacked forward of the headstay. Sails that are larger than 75% midgirth 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 ORC Race Management Guide 2023

ORC Scoring Option USA and CAN 2024

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Frequently asked questions Crew Training

Do i need stcw basic safety training to get a job, which parts of my stcw need refreshing, i have got my yachtmaster and want to do oow. which course should i do first, i have lost my certificates, what can i do, how do i register on the sv route, what is the difference between psa & pdsd, how do i apply for a yacht rating, how long are my certificates valid for, when do my medical certificates run out, how do i revalidate an mca certificate of competency (coc), how do i revalidate my gmdss after 5 years, how do i revalidate the commercial endorsement on my rya certificate, how do i download mca application forms, how long is my notice of eligibility (noe) valid for, can i work on british flag vessels with a coc issued by another country, how do i apply for a flag state endorsement, how can i contact the mca, who can issue me a eng1 medical certificate, how do i apply for a british seaman’s discharge book, how long before i can do a resit after a "fail" result, how do i fill in my oow training record book, how do i verify my sea time, am i exempt from the sv workshop skills training, i have an iyt master of yachts 200gt - can i do the rya ocean theory course, will my online food hygiene certificate be accepted.

Yes! You will not get a job on a charter yacht without a STCW basic safety training, and it is required by the vast majority of private yachts. Any MCA coded yacht over 500gt will require all crew to hold a STCW basic safety training certificate.

Unfortunately, there are some training providers that issue STCW basic training certificates with expiry dates even though the qualification doesn’t technically expire. The new regulations are that the Fire Prevention & Fire Fighting module and the Personal Survival Techniques modules need revalidation. Elementary First Aid and PSSR do not actually expire or require revalidation though, and this is where the difficulty lies. If there is an expiry date on your Elementary First Aid and PSSR certificates (or on your STCW Basic Training certificate if all on one certificate), then were your vessel to have a control by the Port State authorities, this may well be an issue as officially speaking, the certificates look as if they are no longer valid. Therefore, many crew members in this position are choosing to take the complete STCW Basic Training again. In the end it is your choice whether to take the refreshers only or the full course again, but you may find some yacht management companies will enforce this. For the ’Updating Training’ for the STCW Basic Safety Training, we offer the Updated Proficiency in Fire Prevention and Fire Fighting and Personal Survival Techniques. As these two modules, A-VI/1-1.1 and A-VI/1-1.2, are the only two modules required to be updated by the STCW Manila Amendments. However, please note that if your First Aid and PSSR Certificates have expiry dates, they will be accepted by the MCA but, past that date, they may not be accepted by Flag State, Port State, Management companies or Insurance companies, so please check with your vessel if they have any issues.

We advise you to start with the Efficient Deckhand module as you need to hold this certificate for 18 months before you can apply for your NoE. You can then take the other courses in whichever order ou prefer. Please don’t forget your Training Record Book as this takes a minimum of 12 months to complete and cannot be backdated.

Please contact the training office you took your courses at and the Training Coordinators will be happy to help.

To register for the SV programme, please bring, or scan and send, the following documents to a Bluewater training centre : • Course completion certificates for MCA Approved Engine Course part 1 & part 2 • Valid Seafarer’s medical certificate (e.g. ENG1) • STCW basic safety training certificate (plus updated training certificates if required) • Proof of sea-time of at least 24 months service, including minimum 6 months actual sea service (this sea time MUST be verified by the PYA or Nautilus), and no more than 90 days in a shipyard. All is required to be accumulated in an engineering capacity. • Purchase an SV Second Engineer Training Record Book (€100 from a Bluewater training centre, this also includes the registration letter). • A passport-sized photo and a form of photo ID A member of the training team will check the above documents, and date and stamp your training record book accordingly. We will need to sight all elements before we can do this. Your date of registration is the date that we received all of your documents and enter this into the training record book. From this point, you can start to accumulate the remaining 11 months service required, 4 of which is actual sea-time, start the SV written modules (Marine Diesels, Operational Procedures, and Auxiliary Equipment part 1), complete the workshop as well as complete the tasks listed in the training record book. You cannot begin to have the tasks in the book signed off until you have registered onto the SV route.

Proficiency in Security Awareness (PSA) is required for every crew member on board ISPS-compliant vessels (which for yachts means every commercial yacht over 500 gross tonnes – approximately 50m+) and Proficiency in Designated Security Duties (PDSD) is for those who have security duties as outlined in the Ship’s Security Plan. We would strongly advise you go straight to Proficiency in Designated Security Duties (PDSD). This 1-day course includes the PSA syllabus and is the course many yacht crew would need if they have designated security duties on board. PSA and PDSD are available as e-learning courses or you can contact our training department for more information on the classroom schedules.

To obtain your Yacht Rating, please refer to MSN1862 Section 3 and Annexe B , then fill out form MSF4340 . You will need to show proof of 6 months’ yacht service, 2 months’ sea service and have a valid STCW and ENG1.

As of 1st January 2017, if your STCW basic safety training certificate is 5 years old or over, you must update your training for your certificate to remain valid. Specifically, this applies to the Proficiency in Fire Prevention and Fire Fighting and Proficiency in Personal Survival Techniques modules of your STCW basic safety training. This directive doesn’t apply to the other modules. You can update your training by completing the full STCW basic safety training course again, or by completing a refresher course. The refresher courses are called ‘Updated Proficiency in Fire Prevention and Fire Fighting and Personal Survival Techniques’ and we offer them at all our training centres. This directive also applies if you hold Proficiency in Advanced Fire Fighting and/or Proficiency in Advanced Sea Survival (OR Proficiency in Survival Craft and Rescue Boats (Other than Fast Rescue Boats)). We run refresher courses for both of these (note: we run the refresher for the Advanced Sea Survival, now known as the Proficiency in Survival Craft and Rescue Boats (Other than Fast Rescue Boats) RESTRICTED. For medical certificate validity, see the next question. All IAMI (deck) exam pass certificates last for 3 years from the date the examination took place. You must have sat your oral exam and have applied for your CoC before they expire. If you fail to apply for the CoC before your exam pass certificates expire, you would need to obtain a new exam pass certificate by resitting the exam only. If, however you fail the exam, you would be required to complete the full course again for another opportunity to take the exam. SQA (engineering) pass certificates last for 3 years, and you can retake the exam as many times as necessary to obtain an exam pass. On successful pass of an SQA exam, the exam pass certificate is valid for 3 years from the date the examination took place, during which you would need to apply for the appropriate CoC.

The Medical Care at Sea certificate is valid for 5 years, after which you would need to update your medical training. This can be done with a Medical Care at Sea course or an Updated Proficiency in Medical Care course. As Captain, or the designated medical person in charge, your medical certificates should always be in date. However, you do not need to send this certificate when you revalidate your MCA CoC. Elementary First Aid and Medical First Aid do not expire. The RYA requires a certificate of updated medical training within the last 5 years to revalidate a commercial endorsement. Please refer to the question ‘How do I revalidate the commercial endorsement on my RYA certificate?’ to find out how to revalidate a commercial endorsement.

Send the following to: MCA (Seafarer Training & Certification), Spring Place, 105 Commercial Road, Southampton, SO15 1EG, U.K. • application form MSF 4201 (to download the form, refer to the question ‘How do I download MCA application forms?’) • original certificate of competency • 2 x passport photos (One certified, the other with your name and date of birth) • sea service testimonials and discharge book, or PYA/Nautilus Service Record Book (indicating 12 months on board yacht service in the last five years or 3 months on board yacht service in the last 6 months). • Masters: If you do not submit a PYA/Nautilus Service Record Book then you must provide a company letter verifying at least 12 months of your sea service. • courier fee of £56.00 (EU) or £66.00 (Rest of the World) • Evidence of having completed the basic (and advanced if applicable) updated proficiency safety courses in the last 5 years • valid ENG1 medical certificate (or accepted equivalent) • deck officers only: GMDSS GOC/ROC (as applicable) • deck officers only: ECDIS certificate (if not supplied, you will receive a negative endorsement) • engineer officers only: High voltage course completion certificate (if not supplied you will receive a negative endorsement) Additional information can be found in MSN 1861(M)

Send the following scanned documents to [email protected] : • completed application form MSF 4354 • original GMDSS licence • proof of 12 months’ sea service (testimonials/log book) within the last 5 years • courier fee of £10.00 (UK), £20.00 (EU) or £30.00 (Rest of the World) • valid ENG1 medical certificate (or accepted equivalent)

Send the following to: Royal Yachting Association, RYA House, Ensign Way, Hamble, Southampton, SO31 4YA, U.K. Tel: +44 2380 604 100 • commercial endorsement revalidation form (can be obtained from the RYA website ) • original RYA certificate (Yachtmaster Offshore/Ocean, Powerboat Level 2, etc.) • 1 passport photo • valid ENG1 medical certificate (or accepted equivalent) • proof of sea-time (at least 150 days of actual sea service during the last 5 years) • Professional Practice and Responsibilities (PPR) online test or MCA issued deck CoC • fee of £35.00 (plus £25.00 for fast track service) • Elementary First Aid certificate from the last 5 years (or accepted medical equivalent)

On the UK government services website: www.gov.uk , use the large search box to find the relevant application code.

It is valid for 5 years or 3 years following successful completion of an oral exam. The examination pass certificates must be less than 3 years old for issue of the CoC.

Yes, the MCA recognises STCW endorsed certificates from other countries, provided that they have inspected and approved the training system in that country. You should check the MCA website for an updated list of countries currently recognised. If your country is recognised, you can apply for a Flag State Endorsement (formerly Certificate of Equivalent Competency (CEC)). The MCA should issue a Flag State Endorsement with the same limitations as the original certificate. Information on how to apply for a Flag State Endorsement can be found here .

Email scans of the following documents to [email protected] : • completed application form MSF 4203 • non-UK Certificate of Competency • deck officers only: GMDSS certificate • passport or discharge book • evidence of competency in English language (see the guidance notes in the application form for details on this) • 2 x passport photos (One certified, the other with your name and date of birth) • fee of £109 (UK), £129 (EU/EEA) or £139 (rest of the World)

Helpline: +44 2380 329 231. You don’t need to wait for the operator to ask your questions, you can just select 1 for Deck/GMDSS, select 2 for Engineering or Safe Manning, or select 3 for Certificates of Equivalent Competency. Alternatively, you can email the MCA on [email protected] , [email protected] , or [email protected] .

You can call any of the doctors below and try to get an appointment to see them whilst you are here in Antibes. For a full list of MCA approved ENG1 doctors for the UK please click HERE and for overseas doctors click HERE . Dr Christopher Besse 74 avenue de la Liberté, 2nd floor, 06220 Golfe Juan. Tel: +33 (0)6 47 45 22 88 Dr Jolanda Weerts 55 place de la Vignasse, 06560 Valbonne. Tel: +33 497 25 71 16, direct line: +33 492 92 13 84 Dr Bruno Lavagne “Le Vendome” C, 4 Chemin du Tanit, Juan Les Pins 06160. Tel: +33 493 67 03 07 Dr N Weiss Cabinet d’expertises Medicale, 21 Avenue Desambrois, 06000 Nice. Tel: +33 6 13 50 53 40 In Spain you can go to; Dr Amit Bajpai British Medical Centre, Carrer ses Planas, 7, 07181 Palma Nova, Calvia, Mallorca, Tel: +34 971 683 511 - Email Dr Johanna Clark Club de Mar Medical, Carrer Les Rafaletes, 1A, Edificio Torremar B, Planta Primera, Local 2 IZQUIERDA, 07015 Palma de Mallorca, Tel: +34 971 703 391 - Email

Visit www.gov.uk and apply by post. It costs £55 to apply for a British seaman’s card and £55 to apply for a discharge book. You can also apply through the 24-hour premium service, that costs £105 for a British seaman’s card and £105 for a discharge book, or £160 for both. The form downloaded on the website explains how to pay and where to send your application. A seaman’s discharge book is a full record of a seaman’s career experience and certification. You need a discharge book if you are either: • a British citizen who works on ships or large yachts • not a British citizen but employed on a UK-registered ship or large yacht

For externally moderated OOW 3000gt and Master courses, you may resit the failed exam as soon as you can organise a date with your training provider. You must resit any failed exam within 12 months of sitting the original. If you fail a second time, you must retake the whole course before re-attempting the exam. For externally moderated Engineering courses, you are able to resit the exam as many times as necessary without having to retake the course, up to 3 years following the date of the course completion certificate.

Carefully! All tasks are to be completed and signed off by your Captain. None of the tasks should be signed off at the same time. If you are the Captain, you can sign the tasks off yourself, but the MCA will require, with your application for OOW 3000gt, a letter from someone higher up than yourself, i.e. owner, management company or PYA, explaining why you have self-assessed. TRBs should be filled in over a one to three year period. Dates must correspond to time on vessels, with corresponding testimonials. Don’t sign off tasks all on the same date. See page 89 of the Crew Training Manual for further details.

The PYA is authorised by the MCA, through the PYA ISO quality management standards, to verify sea service using the PYA Service Record Book (SRB). Your certificates and sea time (both present and retrospective experience) will be carefully checked and approved before being stamped into the SRB by the PYA.

You may be able to get an exemption if you have had workshop skills training in the past, such as for qualifying in a mechanical trade (diesel mechanic, fitter, etc.) They are not easy to get though and do require the previous training to have some marine content. If you think you might qualify, you should contact IAMI to apply for the exemption. If you are following the Alternative Route, you will still need to contact the MCA for a Letter of Initial Assessment, outlining your qualifications and sea time/yacht time.

Unfortunately, no, even though the MCA recognises both RYA and IYT qualifications, the RYA will not accept the IYT Yachtmaster Offshore as a pre-requisite for obtaining the RYA Yachtmaster Ocean Theory course. You would have to complete the IYT equivalent.

The MCA does not accept Food Safety certificates where the course has been delivered solely by computer-based training. If in any doubt, please consult MIN689 which has a list of accepted courses.

• Active Certificates

All valid and currently active ORC certificates are available in digital format from the links below. This page and the certificate lists available in the links are constantly updated with certificates sent to the ORC by the local rating offices.

If your certificate is not present in the list please contact your local rating office.

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.

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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.

Maritime Training & Consultancy

Mca yacht rating certificate.

Large yachts especially those over 200Gt require crew to have certain minimum certification levels. The minimum usually required is the Yacht Rating Certificate.

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.

Turnaround time varies with our workload and the quality of the testimonials submitted. Generally, it takes less than 2 weeks but the process can take up to 25 working days if there are issues with your documents.

It is advisable that you do not leave the completion and verification of your testimonials to the last minute, but rather ask the responsible person to sign them before you leave the yacht and verify them asap.

Short checklist to avoid delays:

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)

The testimonial form should have both start and end dates filled in and should not have dates overlapping with other testimonials

The MCA definitions of sea service must be followed

The testimonial cannot be self-signed

Masters need to have their testimonials signed by the management company or owners

To learn everything you need to know on Sea Service

·         DECK - TIPS on testimonials

·         ENGINEERS - Tips on testimonials   Updated with latest MCA MSN 1904 requirements!

TESTIMONIAL FORMS FOR YACHT SERVICE

Deck Testimonial for Masters or Deck Officers

Digital Testimonial

Engineering Testimonial for Small Vessel Route Engineers  Updated!

Dual role Testimonial for crew signed on as Deck/Engineer role

Testimonial

Chef/Cook, Interior crew, and Dual Role Testimonial

Last Update: 10/05/2023

Verification Forms & Guidelines

Bungie's Classic Marathon Trilogy Is Coming to Steam, Thanks to a Fan Revival

Aleph one developers is bringing a bungie classic to more players..

One of Bungie’s defining first-person shooter projects is coming to Steam in the form of Classic Marathon.

It’s an unexpected revival that exists thanks to the community-driven development team at Aleph One Developers. The Steam port is said to bring the sci-fi FPS to players without tarnishing its original look and feel while still providing new features like optional widescreen HUD support, 3D filtering/perspective, positional audio, and 60+ fps interpolation.

Bungie took to X/Twitter to formally reveal the new Classic Marathon Steam page.

Somewhere in the Heavens... Thanks to the amazing Aleph One community, the Classic Marathon trilogy is coming to Steam. Wishlist today, and prepare for your journey back to Tau Ceti. 💾 https://t.co/pDtf6VWqwY pic.twitter.com/GeSO1BlyB2 — Bungie (@Bungie) March 19, 2024

“Alien forces have boarded the colony ship UESC Marathon in the Tau Ceti system, in orbit around humanity’s first interstellar colony,” the Classic Marathon Steam description says. “The situation is dire, and as a security officer assigned to the Marathon, your duty is to defend the ship and its crew from the alien threat.”

The original Marathon launched for Mac in the mid-‘90s, and while it was eventually overshadowed in the public eye by projects like Halo and Destiny, it still remains as an important milestone for Bungie . It also went on to receive two sequels in Marathon 2: Durandal and Marathon Infinity, though there’s no word on if they will get the Classic treatment, too.

Aleph One has long been considered one of the best ways to experience the Marathon trilogy on PC, with players still able to visit its website and play today . The series largely laid dormant for decades until Bungie surprise announced a new entry in the franchise in May of last year. Details on the game, simply titled Marathon, are scarce, though players have rallied to uncover clues about it before its eventual release on PC, PlayStation 5, and Xbox Series X | S.

For more, be sure to read up on how Bungie is shaking up leadership for its new sci-fi reboot.

Michael Cripe is a freelance contributor with IGN. He started writing in the industry in 2017 and is best known for his work at outlets such as The Pitch, The Escapist, OnlySP, and Gameranx.

Be sure to give him a follow on Twitter @MikeCripe.

In This Article

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• Maritime and shipping
• Seafarer management, training and certification
• Ship crew training and certification
• How to apply for a watch rating certificate
• Maritime & Coastguard Agency

Guidance on how to apply for a watch rating certificate

Updated 22 December 2023

© Crown copyright 2023

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

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

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

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

All Applications

Completed application form

Pay the appropriate fee

Sign the declaration

Countersignature

Your counter signatory must:

have known you for at least 2 years

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

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

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

• Passport photograph, cropped to 4:3 ratio

ENG1 or accepted equivalent

Must have two forms of sea service evidence:

Discharge Book or Certificates of Discharge

Sea Service Testimonials

STCW basic safety training certificates:

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

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

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

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

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

Navigational Watch Rating Certificate – II/4 (WRC)

Sea Service Evidence, as detailed below:

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

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

Complete Training Record Book

Annex A of MSN 1862 should be completed**

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

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

Applications should be emailed to [email protected]

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

Engineering Watch Rating Certificate – III/4 (EWRC)

Sea service Evidence, as detailed below:

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

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

Sea time may be reduced to two months if:

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

Completed Training Record Book

Annex A of MSN 1863 should be completed**

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

Steam Tasks

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

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

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

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

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

Applications should be emailed to [email protected]

Electro-Technical Rating – III/7

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

Sea Service Evidence

4 months seagoing service in the last 5 years

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

Education and Training

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

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

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

Yacht Rating Certificate II/4

Sea Service Evidence:

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

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

• RYA Offshore CoC 
• RYA Ocean CoC 

Potential Reduction

Yacht service reduced to 2 month actual seagoing service  

Yacht Rating TRB does not need to be completed 

Complete Training Record Book  

Annex B of MSN 1862 should be completed**  

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

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

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