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. The 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.
What’s new for CRF in 2020?
- A Standing Rigging Factor has been applied as an adjustment to effective sail area, to account for the competitive advantages of composite or stainless steel rod rigging over the ss wire common to most classic yachts.
- The Stability Correction that was first applied in 2019 has been refined using the ballast weight that is now required. (It was requested in 2019 as part of a data gathering process, but not used in calculating 2019 ratings).
- The rated length of yachts with canoe sterns (‘double enders’) has been reduced to account for the fact that their effective sailing length is less than what is implied by their declared waterline and overall profile lengths.
- CRF 2020 Certificate applications require declarations for shroud type, ballast weight, Bm10 (only for hull dates >1990), design and build year, and a declaration of a canoe (or double ender) stern type if applicable.
- Measurements for mainsail and spinnaker girths (luff to leech widths) will be requested in CRF 2020 applications as a data gathering effort, but not used in calculating 2020 ratings. They will likely be used in calculating ratings for 2021.
- CRF was fundamentally reworked in time for the 2017 racing season, and it has been referred to as ‘CRF MkII’ since. Going forward, it will be referred to as ‘CRF 2020’ in 2020, ‘CRF 2021’ in 2021, and so on. This change is for clarity, and to emphasize the fact that refinements and rating changes are routine and to be expected from one year to the next. CRF certificates must be renewed each year.
- Sail Material Guidelines have been updated for Vintage and Classic yachts. The guidelines, issued for Classic Regatta Organizing Authorities, encourage more uniformity from one regatta to the other. Each regatta has their own unique philosophies and traditions, so may not adopt all CRF recommendations. To review 2020 Guidelines Click HERE.
- Recommended CYOA Division Assignments will be displayed on each certificate. A list of all division assignments will be published soon.
All yachts competing in a classic regatta must have a current CRF certificate, that is valid only for the calendar year in which it was issued. The certificate fee is required to support rating rule administration and development. In addition, all owners and crew are strongly encouraged to join the Classic Yacht Owners Association (CYOA) to further support event management and owner advocacy. See directions below to register for a certificate.
How to get a CRF Certificate:
Step 1: Apply for or renew your CRF MkII certificate
To apply or renew is $50, you will need to login to create an account with the CRF database (which is separate from the Membership database.)
Members with multiple boats only need one account.
Step 2: Join CYOA or renew your membership (optional)
Membership is $100 per calendar year for an Individual Membership. Login to our portal to update your payment methods.
Members with multiple boats only need one membership.
Frequently Asked Questions:
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. Divisions are provided as guidelines to Organizing Authorities; each regatta may, based on their individual traditions or due to a lack of entrants, place competitors in different divisions, so you may not compete against the same yachts from event to event.
Q. My new rating is different than it was last year, but my data declarations are the same. Why? What caused the rating change?
A. The formulae and factors used to calculate ratings are routinely refined annually, based on a quantitative analysis of race results from the previous season, so ratings often change from one year to the next.
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. The online application/revalidation process for acquiring a CRF certificate is quite straightforward, with pop-up help available for data definitions. Most of the information required is the same from year to year, and it is resident on the site under your online CRF account. You should check all of your declarations to be sure that they accurately reflect the way that you intend to race your boat this year, but you will not have to re-enter them if they have not changed. Occasionally some new data will be required that has not been included in previous years.
For CRF 2020, the following additional information will be required:
– Standing rigging material, if not provided previously. This was requested in 2019 but not used in calculating ratings. It will be required in 2020, and will be used in calculating 2020 ratings.
– Stern type for canoe sterns (double enders) only.
– Mainsail and spinnaker girths (luff to leech widths). This data is being gathered for rule development testing in 2020, but will likely be used in calculating ratings in 2021.
– Design and build year (to help with division assignment)
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.
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, for 2020, a Standing Rigging factor will effect ratings compared to 2019, as will an improved Stability Correction. Also 2020 ratings reflect an adjustment to the effective sailing length of canoe stern (double ended) hulls. Of course, it is also possible that an error in data input has been made.
If you feel that this is the case,file an inquiry . The CRF Tech Committee will review if there is an error. If so they will notify you, correct the rating, and reissue 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 handicappers, and if there is an error, they will notify you, make the change in the data, and reissue your rating 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 will be allowed one configuration change only during any one 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).
A. A CRF certificate is valid for the calendar year in which it is issued, and must be renewed each year.
A. Once processed,
A. Although the application is processed automatically for a rating, to ensure accuracy each certificate will be manually reviewed before it is issued. Plan on at least 5-7 business days, and if applying during July and August, it may take longer due to a larger number of certificates being issued.
A. A certificate costs $50.00. The fee contributes to the expenses of rating rule administration and development.
Hull and Underbody Questions (6)
Q. Where/How do I find the weight of my keel so I can complete the ballast weight portion of the certificate?
A. For older boats, this information can be hard to find. 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 contact us.
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. Check the box corresponding to the underbody profile that most closely resembles the fixed portion of your keel. CRF MkII accounts for the effect of the centerboard via the declared value for ‘Draft Centerboard Down’.
Q. I am unsure of whether the underbody of my yacht should be declared as a ‘Type 3’ (fin keel with a separated spade rudder) or ‘Type 4’ (fin keel with a skeg rudder). Please elaborate.
A. The critical detail that would imply a ‘Type 3’ underbody would be the fact that the rudder is a
Q. The ‘Underbody Type’ declaration is new with CRF MkII. Why has this been added to the rating application?
A. Stability and wetted area are critically important performance parameters, but it is not reasonable or practical to ask owners to declare appropriate values for them. The 6 underbody types displayed on the CRF rating application work as surrogates for stability (via related keel volume, VCB and VCG), and for wetted area more directly. In addition, the various underbody type options help account for the advantages of a high aspect ratio fin with 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 CHR MkII 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.
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%. 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.
Rig and Sail Questions (10)
A. Sail material guidelines are intended to encourage the use of sails that are cost efficient and that are aesthetically appropriate for Classic racing. The 2020 recommendations remove the prior requirement for paneled construction and allow for ‘molded’ sails. This change also removes the requirement for ‘woven fabric.’ Carbon is prohibited since low stretch sails risk damaging older hulls hardware, and rigs. Only classic, light colored sails are allowed.
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 is new for CRF 2020 addresses this advantage via a rating adjustment.
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
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.
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. The declaration for the tack point of an asymmetrical spinnaker (TPS) is new. Can you explain its definition and use?
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 MkII 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 75% 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 50.4), 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 some race organizers will require that such a headsail must have its luff attached to a stay, and that it cannot be set free flying.A. This sail is by definition a headsail and not a spinnaker (See RRS 50.4), and CRF MkII 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 MkII 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 some race organizers will require that such a headsail must have its luff attached to a stay, and that it cannot be set free flying.
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. (See RRS 50.4)
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 MkII?
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.