classic yacht definition

What is a Yacht? History, Types of Yachts, Styles, and Sizes

In this article, we explain the definition, history and origin of the word yacht, and break down some of the more common types of yachts along with various styles and sizes.

Yacht Definition & Origin

The word yacht comes from the Dutch word “jacht”, which means to hunt, and refers to the quick and lightweight sailboats the Dutch navy used to pursue pirates and other enemies in shallow waters. Today, the word takes on a very different meaning. While there is no strict definition of the word today, a yacht is generally considered as a boat used for pleasure, whether you’re cruising open waters, racing or island-hopping for the weekend. Typically, we consider a boat to be a yacht if it has an overnight cabin onboard, is more than 33 feet long, and generally looks nicer than your average vessel.

Pleasure boats have been around for hundreds of years, which is no surprise when you consider our options for transportation around that time. Without planes, cars, bikes or scooters, humans turned to the one form of transportation they knew well for pleasure – the ship.

Sailing Yacht History

Sailing yachts have been a thing since at least the beginning of the 1660s in Europe, when King James of England commissioned a sailing yacht for his son Henry, the Prince of Wales. But it was Charles II, the Kind of Scotland, who brought the term “yacht” into the mainstream after spending time exiled in the Netherlands. Once Charles got home, he began commissioning royal yachts left and right.

Steam Yacht History

Steam Yachts also have quite the history, which started as massive and luxurious sailing yachts with steam auxiliary engines. These yachts were much larger, and carried full crews complete with a cook, captain, engineer, stewards and deck hands. By the late 1700s, screw propellers were installed and the engines became far more efficient. Eventually, compound engines came about and persisted until the internal combustion took over.

Power Yacht History

Powerboats with 4-stroke gas engines were first developed by Nicolaus Otto and Gottlieb Daimler in 1876. Then in the 1900s, diesel engines became the more popular option because of their lower cost and improved reliability.

Yacht Types

Today, yachts fall into one of two general categories – sailing yachts and motor yachts.

Sailing Yachts

A sailing yacht is a leisure craft that relies on its sails for the primary method of movement, made from natural, synthetic or carbon fibers. Sailing yachts are split into two main categories: cruisers and raisers.

Cruising Yachts

A cruising yacht is designed for comfort above anything else. These yachts are ideal for overnight and lengthy journeys, typically equipped with all the comforts of home, including full kitchens (galleys), bathrooms (heads) and beds. They’re also designed to be slightly easier to maintain.

At the smaller end, we have what’s called as a “trailer sailer”. These yachts are generally shorter than 25 feet, and can be pulled by the average car. But anything shorter than 33 feet is considered a small sailing yacht. The next level is 33-45 feet, referred to as near-shore yachts. Offshore yachts are the largest category, including vessels larger than 45 feet.

Racing Yachts

A racing yacht is designed with performance top of mind, rather than comfort. World Sailing, the governing body for the sport of international sailing, recognizes 11 different classes of sailing yachts, but each share some general characteristics.

On a racing yacht, aerodynamics is prioritized. These yachts come in a variety of shapes and weights, but performance is the underlying motivation for all. Similar to aerodynamics but underwater, hydrodynamically efficient hulls allow boats to pull through the water with minimal drag or extra motion. Finally, for peak performance, these sailing yachts typically use full-battened Kevlar or carbon fiber sails.

Motor Yachts

Motor yachts come in all shapes and sizes, built with a variety of different materials. Generally speaking, they range from 30-130 feet in length, but there are superyachts out there exceeding 500 feet (that’s over 150 metres!).

The hull of a motor yachts comes in three basic styles. A yacht with a full-displacement hull moves the water up and away, creating waves. These boats have the potential to be plenty powerful, but their speed is limited. Semi-displacement hulls are slightly faster, because they’re able to partially rise above the water. Last are the yachts with a planing hull. These yachts are the fastest, because of a flat underside and enough power to lift them onto the surface of the water.

The majority of modern motor yachts have at least one diesel engine. A boat with two engines is certainly more expensive, but well worth it when you consider the reliability and increased handling/performance.

When it comes to motor yacht styles, there are many. Here’s a brief introduction to a few different motor yacht styles:

• Sport Motor Yacht : These powerful crafts are built with a semi-displacement and planing hulls, making them fast boats great for weekend adventures and short trips.
• Trawler Motor Yacht : A trawler is known for its more traditional style with a displacement hull, designed for medium distance passage-making.
• Cruising Motor Yacht : A cruising yacht is built for comfortable longer distance travel, equipped with a displacement hull.
• Expedition Yacht : Similar to a cruising motor yacht, expedition yachts are built with a displacement hull for long distances, but these crafts specialize in passage-making in remote areas.
• Mega Luxury Yachts : The mega luxury yachts is what you see and hear about on TV and in magazines. They’re hundred of feet long, designed for dozens of family and friends, and reserved for the super-rich.
• Sports Fisherman Yacht : These yachts have semi-displacement or planing hulls for quick fishing trips where you need to be able to move well. On a sports fisherman yacht, there will also be extra space for fishing gear and large fish.
• Lobster Yacht : A lobster yacht is similar to but quicker than a trawler, built with a semi-displacement or planing hull. These yachts get their name from their unique style – looking like classic Maine lobster boats.

If you’re looking for a new yacht, browse our current listings of sailing and motor yachts at Van Isle Marina. You can also visit us in Sidney at 2320 Harbour Road to see our stock in person, and our staff will be happy to help you out.

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Top 25 classic boat types

What is a classic boat? The answer becomes ever harder to pin down, as more yachts are seen as ‘classic’ and as wooden boats themselves evolve.

Today the ‘classic’ fleet encompasses a vast range of floating marvels, from rugged Victorian work boats, to huge schooners raced by royalty 100 years ago, to the ‘everyman’ yachts of the 1950s, to pin-sharp Metre boats built for the America’s Cup.

This vintage fleet is now bolstered by a growing ‘Spirit of Tradition’ class of wooden yachts that have the look of yesteryear, but the fittings and performance of a modern boat.

If the answer to the question is that ‘you know one when you see one’, then a quick guide to some broad classic boat types surely wouldn’t go amiss. The following, of course, is a fraction of all the different types of traditional vessels out there. So, in no particular order…

Great yacht designs: the Nordic Folkboat

Great yacht designs: Jolie Brise

Affordable Classics: the Stella

Stormvogel: the first of the Maxis

The 100 club: the glory of centenarian yachts

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Classic Boat is the magazine for the world’s most beautiful boats. Packed with stunning images, we have the inside stories of the great classic yachts and motorboats afloat today, as well as fascinating tales from yesteryear and the latest from the wooden boat building scene around the world.

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What is a Classic Yacht?

We're very fortunate to see yachts in all shapes and sizes berth at lymington yacht haven.

Boating experts, boat owners and boating enthusiasts all differ on what defines a ‘Classic Yacht’.

Some say a 'Classic Yacht' has to be a wooden hull with handmade craftmanship. Others have definitions that allow steel boats into the 'Classic Yacht' category while some argue it is purely about the emotion and history related to a yacht. But should the definition include a concrete rule about what year the boat was built? Or should this category of boat be defined by the style of their sail - for example a gaff-rigged or cutter?

Here is a collection of opinions and definitions from around the sailing community. After reading this, you'll have to make up your own mind as to what the definition should be!

British Classic Yacht Club (BCYC)

"The definition of a Classic Yacht is subjective, but includes some of the most beautiful yachts ever built; Some have notable racing records, whilst others represent design milestones in the development of sailing yachts. Many have been rescued and lovingly restored."   Read their full definition

Cowes Classic Week

"There is no real definition of a classic yacht and the convention has been for a long time at classic regattas to use a cut-off date of around 1970 for boats built in wood or steel."

Antigua Classic Yacht Regatta

“Most of us in the yachting scene know a genuine Classic when we see one. She was built years ago when all yachts were things of beauty and grace with fine lines and acres of canvas. The survivors of that golden era are unmistakably classic."  Read their full definition

Classic Boat Magazine

Written by the original Editor of Classic Boat Magazine in the first issue in January 1987, Pete Greenfield takes a winding look at the definition(s) or Classic Boats and attempts to categorise certain fleets and classes of boats.   Read his full article

Classic Boat Forum

“A Classic boat has pedigree, style and is part of the heritage of boat design whilst being an outstanding example of its type.”  Join the forum discussion

Griff Rhys Jones, Owner of SY Argyll, 1948 57" Yelw

In an interview with Privatsea Magazine , comedian Griff Rhys Jones discussed why he was attracted to his classic yacht Argyll and the trials of owning her: "Beauty in classic yachts is a major factor. It is not an investment. There is no return on wooden boats... You buy these boats in order to love them"

Andrew Pearson, owner of SY Bojar, 1937 52" Cutter

“It is really a design concept. The BCYC believe it based on the design concept of original boats so there isn’t an absolutely fixed concept but it rules out modern boats made of glass fibre and similar materials. It excludes modern GRP boats but it does include modern replicas called   Spirits of Tradition ."

So then, what defines a 'Classic Yacht'?

Whether your answer to this question is based on age, materials, individuality or pure passion, one thing that can't be argued is the stunning aesthetic appeal that a classic yacht possesses. Glancing through the images of a few selected yachts on this page, the overwhelming reaction, I’m sure, will be the same – “wow, she’s beautiful”.

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Classic Yacht Register

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Welcome to the cya yacht register.

The Classic Yacht Association is dedicated to the promotion, preservation, restoration, and maintenance of fine, old, power-driven pleasure craft. The Association welcomes membership for anyone with an interest in classic motor yachts -- ownership of a yacht is not a requirement.

For those who do own classic yachts, the CYA maintains a database of vessel particulars, historical information, and images. This Yacht Register site is a listing of all currently registered CYA yachts, as well as archived listings of yachts previously registered, for sale, or otherwise of special interest. 

Visit the CYA Home site for complete info about membership, events, etc.

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What is a Classic Yacht?

There is no universally agreed definition of what is a classic yacht – the organisers of each classic regatta having their own views and rules, some more restrictive and allowing only wooden boats, while others like the Classic Channel Regatta take a more ‘broad church’ view.

The age of the boat is an important factor. At the Classic Channel Regatta we say that a boat must be designed before 1975, and we also accept some designed after that date if they are in the style of a pre-1975 boat. We then divide them into two classes, one for the older pre-1969 boats which were built in the traditional way, either as a one-off or in a limited series, normally in wood, but occasionally in aluminium or steel. Then there is a second class for the later boats, most of which were built with fibreglass hulls and in higher production numbers for any one design.

Most pre-1969 boats qualify as classics on the basis of age alone and the fact they were traditionally built. But for the later post-1968 boats, the quality of design and build are important deciding factors. This reflects the sea-change in how yachts were built when fibreglass started to be used as a hull building material in the late 1960’s and took over as the major boat building material in the early 1970’s, sounding the death knell for almost all wooden yacht building until a revival in specialist wooden building, mostly using modern wood and epoxy glue techniques, started early this century.

In the early 1970’s most of the leading designers were slow to adapt to designing specifically for building in fibreglass and were still designing yachts with the fine lines they were used to drawing for building in wood. This resulted in many very fine looking yachts being built in fibreglass in this period – some still having wooden coach roofs, cockpits and decks to make them difficult to distinguish at a glance from their traditionally built brethren.

So we have age and quality of design and build as criteria to qualify as a classic. One other provenance we consider is an individual boat’s sailing history – if she has distinguished herself and so become ‘worthy of interest’ due to her achievements, then that alone could make a yacht a classic.

If you want more detailed information on this, the Classic Channel Regatta’s eligibility rules can be seen  here . That page includes a link to a list of post-1968 production yacht designs which are confirmed as eligible for the regatta.

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bernd1972 Senior Member

All of us have seen boats that are considered classic. Some of us have probably owned one. But there is always the discussion what makes a boat a classic. Is it its age? Is it the fact that it stands for a certain era? Is it aesthetical quality of the design? Does it have to be all of the above mentioned aspects? I have been asked if my boat was a classic once or twice. I never knew what to answer since it was launched last year, but the style is late 1920s. However, the building methods are more typical for our days. Your opinions please, classic or simply a fake?

Attached Files:

NYCAP123 Senior Member

Age is implied in the question, but Fake? No way. It's a classically designed vessel that pays homage to another (grand) era. Just say 'She's thoroughly modern' and leave it there. She's beautiful.

Ward Senior Member

I don't care if you built it yesterday, that IS a classic. Could you post some specs? Dimensions, builder, power, systems... and some more pics (but maximum width should be 640 pixels).

So you would call her a hommage rather than a fake? Well, I think I can live with that. Took me 6 years to build that ****ed thing, having to accept it´s just a fake would be a little annoying. It is 65ft. long, 18tons, 2x 160bhp and does 16 knots, but cruising with 10 knots and less than half a gallon per mile feels much better. And has every useless thing that might break except for air conditioning. I designed an built it myself, took me 6 years and gave me my first grey hairs. But I still want to think it was worth it. Of course the design is pretty close to some east coast commuters, I like to think of it as a hommage to John Wells.

Not at all. A fake would be like one of those car kits. Not this. But calling it a clasic is like calling a boat a yacht. It sounds better when someone else says it about your boat than when you say it yourself. When you answer ' she's thoroughly modern' add, as they scratch their heads, 'Took me 6 years to build her' and puff out your chest.

AMG YF Moderator

Since you brought it up, classic can be different from person to person, depending on their own age, taste and knowledge. To me a Classic yacht is a timeless beauty. She is often old, as this is a proof that the design has survived, but she can also be a brand new design. If you start a hundred years ago, perhaps 20 percent of the yachts became classics and it remains about this figure until the end of the century. After this there has been a lot of new designs coming out, but in my opinion just 5 percent have the qualities of a classic design. Your boat has a nice design, inspired from some classic boats.

Hi AMG, I think I am perfectly with you on that 20 to 5 % shift. Even in the 1970´s they did boats that were so extremely typical for their era that we have to see them as perfect classics now since they represent the spirit and aesthetical ideals of their days. Think of old Leopards, Benettis, Ghiblis, but also of Coronets. From that point of view my boat is definitely misplaced by some 80 years. Thinking of modern boats with the potential to become classics, there would be few. But these Norman Foster arched designs that consist by 30 percent of that weird giant stairs at the stern will belong on that list, just like "A", because they polarize and they perfectly represent the early 21st Century. Even though some of us would seen them on the rogues list. But that might have been the same with Anthony Fokker´s Q.E.D. back in the early thirties if they would have had internet forums back then.

bernd1972 said: Thinking of modern boats with the potential to become classics, there would be few. But these Norman Foster arched designs that consist by 30 percent of that weird giant stairs at the stern will belong on that list, just like "A", because they polarize and they perfectly represent the early 21st Century. Click to expand...

maldwin Senior Member

Yesterday I saw a Midnight Lace 44 in a friend's shed which I used to dismiss as I would a replicar, but those boats have grown on me. I don't know if my taste is slipping, I am suffering from 70s nostalgia, or early dementia, but I have recently been looking at a variety of fiberglass boats from that era as classics. Of course I am still not sure the sound of waves lapping fiberglass will ever grab me the same way a wood hull sounds, yet... Best, Maldwin

Laurence Senior Member

For Sure Beautiful instant Classic. Congratulations and thanks for sharing (with photos)!

YachtForums Administrator

Hi Berndt and welcome to YachtForums! While your boat might conjure up visions of an era long past, some of us look upon these lines and find ourselves transported to a simpler, sweeter place. And to discover this sweeter place has all the comforts of modern day life, it's all the better. I have downloaded and attached your images to our server. We don't allow hot-linked images for security reasons (the host can replace the files with less tasteful images). I have also reduced the size of your pictures to fit our requirements of 640 pixels or less.

Thank you for your welcoming words. I apologize for my mistake concerning using external links for my pictures. (I will have to find out how to post pictures correctly here ) @AMG: Concerning the artifical reef comment: I can agree but still have to contradict you. On the one side I agree that architecture elements from land don´t allways prove to be at home on the water. But on the other side these designs are a strong statement. If you compare these extreme new design experiments to the paradigm change in the old days, talking about Art Deco vs Bauhaus you might see what I mean. On the one hand the heavy, higly artistic craftsmanship and on the other hand aesthetical products that were reproduceable industrialy in consistent quality. While both design schools were present at the same time one line became desireable antiques, but the other one initiated a trend that lasts into our days. I guess we will have to see if there is something with a trend quality about these extreme yacht designs or if they remain a footnote, something like a "PopArt" statement (dont get me wrong here, it was an important art era, but did not define a lasting trend that influenced the further developement for ever). However, we´ve seen some excellent extreme modern to modernistic designs that could well become a style of its own. Think of "Hedonist" by Art of Kinetik, for example. Or the things luca Barsani did for Wally. At least these modernisms break with the contradiction many yachts had during the last 20 years had. You know, things like a Late Empire or an extreme Art Deco interiour in a pronouncedly modern outer appearance. (nothing wrong with Art Deco style elements, they work quite well with modern designs)

bernd1972 said: @AMG: Concerning the artifical reef comment: I can agree but still have to contradict you. Click to expand...

O.K. , we have similar ideas. Let´s just say these things are polarizing. These yachts definitely cause emotions, even if the neither touch your hart nor mine. But they do have an aesthetic quality of their own and I don´t mind respecting the engineering and craftsmanship that went into them. But I have no problems to agree with you that they can´t make me jealous. No matter that they are out of reach for me anyway. But I might have done something different with that budget.

SeaEric YF Historian

I am a Past Commodore of the Classic Yacht Club of America. A few years back I was tasked with chairing a committee to discuss the definition of "what is a classic yacht". The discussions were endless and mostly circular. There was no clear answer. All I can say is this: Similar to defining "what is pornography?", As to a Classic Yacht, I know one when I see it.

SeaEric said: I am a Past Commodore of the Classic Yacht Club of America. A few years back I was tasked with chairing a committee to discuss the definition of "what is a classic yacht". The discussions were endless and mostly circular. There was no clear answer. All I can say is this: Similar to defining "what is pornography?", As to a Classic Yacht, I know one when I see it. Click to expand...

Yacht News YF News Editor

I have two books regarding classic yachts and design and you are correct SeaEric, there are no real CLEAR and definite answers. I have one called "The Great Classic Yacht Revival" by Nic Compton...it begins to tease you as to what classic is all about but you still run into that circular problem.

Well, I believe that some people within the classic yacht community have a pretty elitist approach. While I really appreciate if someone decides to spent a respectable sum on restoring and maintaining a classic yacht without altering its character I must confess that I also have the deepest respect for that geek from scandinavia who did the project of building a Britania-Replica in Russia. After all I believe for such things you must be in love with your idea. And if the love and work of changing owners over a a number of decades brought a boat far beyond its natural lifetime then there is obviously little doubt about the classic status. But what about boats that were built in the spirit of the old times? Let´s say someone builds a new Britania, or a 40ft. Aktin motorboat, perhaps even with great sense for detail and authenticity?

PropBet Senior Member

I don't know that I'm qualified to answer your question on what makes a boat "classic" as each person is and or will view this differently. But I do know that the boat you have is truly stunning! And a wonderful example of classic, yester-years lines, styling, elegance, and timelessness.... whatever that may be.

Capt J Senior Member

bernd1972 said: All of us have seen boats that are considered classic. Some of us have probably owned one. But there is always the discussion what makes a boat a classic. Is it its age? Is it the fact that it stands for a certain era? Is it aesthetical quality of the design? Does it have to be all of the above mentioned aspects? I have been asked if my boat was a classic once or twice. I never knew what to answer since it was launched last year, but the style is late 1920s. However, the building methods are more typical for our days. Your opinions please, classic or simply a fake? Click to expand...

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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

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CERTIFICATE DATABASE

Classic Rating Divisions

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

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

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

Modern Classic

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

Spirit of Tradition

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

Contemporary

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

Keel Types and Descriptions

Rig Types and Descriptions

Frequently Asked Questions

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

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

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

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

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

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

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

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

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

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

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

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

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

Q. What is new for 2023 CRF?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Q. How do I send my certificate to regattas?

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

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

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

Q. How much will it cost?

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

Hull and Underbody Questions

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

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

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

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

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

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

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

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

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

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

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

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

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

New for 2024

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

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

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

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

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

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

Rig and Sail Questions

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Why Charter a Classic Yacht?

Classic yacht charters are very versatile when it comes to guest requirements and are well suited to everyone from families eager to take part in watersports, regatta enthusiasts looking for adventure or even businesses in need of an innovative twist to their next corporate yacht charter. From gentle cruising to regatta racing, search our range classic yachts and begin planning an unforgettable luxury yacht charter vacation.

Looking for a luxury Classic or Neo Classic Yacht?

Search the Classic charter fleet to find the perfect yacht for your luxury vacation

Charter Yacht Types

• Motor Yacht Charter
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Featured Luxury Yachts for Charter

This is a small selection of the global luxury yacht charter fleet, with 3713 motor yachts, sail yachts, explorer yachts and catamarans to choose from including superyachts and megayachts, the world is your oyster. Why search for your ideal yacht charter vacation anywhere else?

136m | Lurssen

from $3,328,000 p/week ♦︎

115m | Lurssen

from $2,874,000 p/week ♦︎

85m | Golden Yachts

from $1,001,000 p/week ♦︎

88m | Golden Yachts

from $1,222,000 p/week ♦︎

83m | Feadship

from $1,113,000 p/week ♦︎

93m | Feadship

from $1,554,000 p/week ♦︎

Maltese Falcon

88m | Perini Navi

from $490,000 p/week

122m | Lurssen

from $3,000,000 p/week

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The YachtCharterFleet Difference

YachtCharterFleet makes it easy to find the yacht charter vacation that is right for you. We combine thousands of yacht listings with local destination information, sample itineraries and experiences to deliver the world's most comprehensive yacht charter website.

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Classic Yachts For Sale

While new, radically designed superyachts are always guaranteed to catch the public's attention, there are many owners dedicated to the preservation, restoration and maintenance of fine old pleasure crafts. Although the term classic yacht is a relatively elastic one, here are a selection of timeless classic yachts for sale currently with BOAT International. 

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