1.            Each yacht owner must file a DYC PHRF Rating Certificate with the DYC Race Committee in the form approved by the DYC Race Committee. Rating Certificate Forms can be found on the DYC website. Yachts for which a DYC rating has not been issued shall be ineligible to compete in DYC races until a Rating Certificate is filed. Yachts for which a DYC rating has been issued and which fail to file a Rating Certificate with the Race Committee prior to July 1, 2016 will receive a 10% elapsed time penalty in all DYC Wednesday Night Class Races and DYC Regattas, and a 3-place penalty in all DYC Offshore and Nearshore races, until a competed Rating Certificate is filed. Any changes to a boat’s equipment or configuration as documented in the yacht’s Ratings Certificate on file with the DYC Race Committee shall require submittal of an updated DYC PHRF Rating Certificate.

2.            The Chair of the Race Committee or any other interested party may protest any boat that participates in one or more DYC races in contravention of the boats’ equipment or configuration, as documented in the boat’s Ratings Certificate on file with the DYC Race Committee. No specific form of written protest is required, but the protest must set forth with specificity the facts giving rise to the protest and the date(s) of alleged violations. Upon receipt of a written protest, the Chair of the Race Committee shall appoint a Hearing Panel to hear the protest. The Panel shall be chaired by the DYC Ratings Representative and shall also include three skippers/owners of DYC PHRF rated yachts that are not usually involved in the same racing class as the protested boat. The Panel shall conduct a hearing and decide the protest by issuing a written decision determining whether, how and when the violations alleged in the written protest occurred, and also including a recommended penalty for any violations which are determined to have occurred. All interested parties shall be given an opportunity to be heard during the hearing, including the opportunity to present witnesses and give other pertinent evidence concerning the alleged violation. Based upon the written decision and recommendation of the Panel, the protested boat may be assessed a penalty by the Chair of the Race Committee which may, in the discretion of the Race Chair, include (a) disqualification in one or more races, or (b) an elapsed time penalty in one or more races, and/or (c) a place penalty in one or more races. In the case of repeated or flagrant violations, the boat in question may be disqualified in all races in all series for the racing season.

3.            DYC PHRF Handicaps display three different handicaps denoted by one of the following:

  • Base: PHRF rating without any adjustments
  • DYC PHRF Spin:PHRF number for a boat sailing in a spinnaker fleet
  • DYC PHRF NSpin: PHRF number for a boat not sailing in a spinnaker fleet

If necessary, these handicaps are then adjusted taking into account the following:

  • Prop: Adjustments per “Propeller Type Adjustments” section
  • Sail: Adjustments per “Jib / Genoa Adjustments”, “Mainsail Adjustments”, and/or “Spinnaker Adjustments” sections
  • NSpin: Ratings adjustment applied when vessel competes in the Jib & Main “cruising class” fleet per the “Jib & Main Cruising Fleet Handicap” section
  • Other:Other applicable ratings adjustments as detailed in this document

Each handicap is determined by the DYC PHRFRatings Chair and then reviewed for approval by the DYC Race Committee.

The base handicap is an estimate of the speed potential of a production or standard sailboat equipped for racing.The base handicap is determined for a boat inas-built ”or designed configuration with assumptions stated in each section below.

The handicap is used for scoring a race and determining a finish position.It is unique for each boat,and reflects modifications made to hull,rig,and sail plan which are made to enhance the boats designed speed potential. Hull,sail plan, rig and interior modifications to the standard production boat each carry a negative adjustment to the base handicap.DYC PHRF understands that modifications to the standard production boat are made so it sails faster through the race course.The DYC PHRF is therefore adjusted to eliminate an increase in speed potential of a modified boat when compared to the standard version of the boat.

The DYC Jib & Main fleet PHRF handicap is a handicap adjustment that reflects the speed potential of a boat that races without deployment of spinnakers as described in the “Jib & Main Cruising Fleet Handicap” section

For boats that differ from the standard or designed specification,the following adjustments, scaled in plus or minus 3 seconds per nautical, mile apply.

If changes are made to a boat’s standard (manufacturer) specification or class (one design) configuration, it must be reported to the DYC PHRF Ratings Chair by filing a DKC Ratings Certificate. Iftheboat differs from the baseboat, thefollowing adjustments apply:

Sail Assumptions and Adjustments

Sail Configuration Assumptions

  • IMS sail definitions apply, particularly with respect to mainsail girths for other than One Design boats.
  • Sprit boats will be handicapped in the configuration shown on the application and the applicable adjustments in the “SpinnakerAdjustments” section below.

Undersized SailPlan

Credits are not given for a reduction  the designed sail plan.

Jib / Genoa Adjustments

LP Adjustment

Base boat assumption: 155% genoa (unless only a non-overlapping sail can be carried). Otherwise LP adjustments are applied as follows:

  • 155.1-160%-3 sec/nm
  • 160.1–170%-6 sec/nm
  • Over170%-9 sec/nm
  • For a headsail to be rated as a spinnaker, the mid-girth must not be less than 75% of the foot. Any headsail with a mid-girthless than 75% of the foot shall be handicapped as a Genoa.


Roller Furling Headsail Adjustment

An adjustment for roller furling is only applicable to a boat with an optional or aftermarket roller furling headsail. Other than a storm jib and spinnaker, no other headsail may be used for any race or within a DYC race series. Owners must supply data about their furled headsail in the boat’s DKC PHRF Certificate. The standard Roller Furling Headsail Adjustment for DYC is:

  • Standard production feature+0 sec/nm
  • Below deck furling drum+3 sec/nm
  • Above deck furling drum+6 sec/nm

A boat with a roller furling headsail can elect to utilize more than one sail during a race or race series by declaring their intent to do so on the DYC Rating Certificate. If a roller furling boat elects to have the ability to change their sail during a race or series, the Roller Furling Headsail Adjustment shall be modified:

  • Standard production feature+0 sec/nm
  • Below deck furling drum+0 sec/nm
  • Above deck furling drum+3 sec/nm

Once declared on the rating certificate, the modified roller furling adjustment shall remain in effect for the entire race season including all races and race series.

On a downwind leg, a roller furling boat shall roll rather than drop their headsail except when:

  • the sail is changed to a different sail for the next upwind leg of the course; or
  • the sail must be dropped to make a repair, fix a malfunction or clear a fouled line or halyard.

Mainsail Adjustments

Mainsail Roller Furling Adjustments

  • Credit is not awarded to boats that have roller furled mainsails as a standard feature of the production design.
  • Luff (In-the-Mast) furled mainsail with no roach or battens+6 sec/nm
  • Luff (In-the-Mast) furled mainsail with positive roach or battens+3 sec/nm
  • In-the-Boom furled mainsail+3 sec/nm

Mainsail Girths and Area Adjustments

  • Oversized mainsail measured area is adjusted -3sec/nm for each 3% increaseovermaximum allowed
  • Measured mainsail area shall be calculated using the greater of the actual girthsor the fllowing standard girths:
    • Headboard (HB) 4% of E
    • Top 1/8 Girth (MGT) 22% of E
    • Upper ¼ Girth (MGU) 65% of E
    • Mid Girth (MGM) 65% of E
    • Lower ¼ Girth (MGL) 90% of E
  • Note that under-sizing one o rmore girths will not be cmpensated for by oversizing sizing others.


Spinnaker assumptions:

  • Spinnaker/whisker pole length equal to J
  • Spinnaker width (mid-girth) equal to or less than 1.8 x spinnakerpelength (SPL)
  • Spinnaker hoist height no higher than 0.95 x square root of (I squared + J squared)
  • Spinnaker luff length (SL) equal to .95 times the sum of the square root of the spinnaker hoist (ISP) squared plus spinnaker pe length (SPL) squared

Boats shall be handicapped based on the largest spinnaker carried. If the boat carries a spinnaker pole, it will be assumed that the largest spinnaker is tacked to the pole

Spinnaker Rig Adjustments

  • Spinnaker pole length greater than the base configuration (2” tolerance): -3 sec/nm per 10% increase
  • Spinnaker halyard height (ISP) greater than I measurement: -3 sec/nm for each 8% ofthe sum of hoist plus tack point increases over base

Jib & Main CruisingFleet Handicap

  • No free flying sails (includes no mizzen staysails of any kind)
  • A staysail is allowed on a normal cutter rig. The cutter rig staysail must be used upwind.
  • As only one headsail at a time may be flown by a sloop, a staysail shall not be flown by a sloop.
Rig Type Adjustment (sec/nm)
Normal   masthead rig +12
Fractional   rig 15/16 or more +12
Fractional   rig 7/8 to 15/16 +9
Fractional   rig less than 7/8 +6

Spinnaker Size

  • No credit for an undersized spinnaker width (mid-girth)
  • Spinnaker Area greater than designed standard: -3 sec/nm per each 8% over designed standard
    • Symmetrical Spinnaker Area = 5/6 x SL x SMG.
    • Asymmetrical Spinnakers Area = (ALU+ALE) x (4xAMG+ASF)/12.
  • For bOats where the maximum area of the spinnaker is not defined by the manufacturer or class rules, the maximum area allowed without rating adjustment is defined by the formula
    • Max Area=1.425 xTPS x Square Root of (ISP squared+ TPS squared).
  • Maximum girth (width) measured at the mid-girth, the maximum is 1.8 x J + sprit (JC).
    • If wider than the maximum, there will be an additional rating adjustment
  • Minimum spinnaker width, measured at the mid-girth (mid-point of leech to mid-point of luff), is .75 x max width.
  • For boats with a Spinnaker Rig Adjustment due to oversized ISP orTPS, the spinnaker size adjustment shall be based on the maximum spinnaker area determined by the declared rig dimensions and not the design standard.
  • For a headsail to be rated as a spinnaker, the mid-girth must not be less than 75% of the foot. Any headsail with a mid-girth less than 75% of the foot shall be handicapped as a Genoa.

Bow Sprits for Asymmetrical Spinnakers

  • The standard boat definition and assumption for boats with bow sprits or prods is defined by the manufacturer or class rules.
  • The following adjustments are for boats that retrofit Asymmetrical Spinnakers and/or bow sprits in lieu of the standard spinnaker pole. These adjustments do not apply to boats that have a bow sprit as standard equipment unless the boat is modified from the standard configuration. Boats that have an asymmetrical spinnaker as standard will be handicapped in the class configuration and Variations from the class standard will have a handicap adjustment
   Asym    spinnaker configuration      Adjustment    (sec/nm)  
Part of   the standard boat 0
Asymmetrical   tacked to the bow or spinnaker pole 0
Bow Sprit   Length extends standard J length between 12” and J+10% -3
Bow Sprit   Length extends standard J length by 20% -6
Bow Sprit   Length extends standard J length by   30% -9


  • Close reaching/Code 0 spinnakers are designed to fill a hollow in the polar diagram. Since there is no common definition of what a Code 0 spinnaker is, DYC PHRF has adopted the term “close reaching spinnaker” for these. These sails are characterized as being made of a laminate or aramid material and have a substantial luff rope for the large luff tensions that these sails require.
  • Code 0/close reaching spinnakers are evaluated just like any other spinnaker.
  • Code 0/close reaching spinnakers no longer incur a penalty charge.
  • For a headsail to be rated as a spinnaker, the mid-girth must not be less than 75% of the foot. Anyheadsail with a mid-girth less than 75% of the foot shall be handicapped as a Genoa.

Mast and Boom Adjustments

Rig Height Adjustment(Iand P changed)

Rig Height Increase Adjustment (sec/nm)
0.5 - 3% -3
3.01 – 5% -6
5.01 – 7% -9
7.01 – 9% -12
9.01 – 11% -15
11.01 –   13% -18
13.01 –   15% -21

Reduction inRigMeasurements

  • Credits are not given for a reduction from the designed sail plan. Therefore credit will not be given unless a significant reduction is made. An example would be that you would have to reduce the boom length (mainsail foot) by at least 5% to get a credit.

Carbon RigAdjustment

  • In cases where the base or standard boat has an aluminum mast, changing to a carbon mast will result in a handicap charge of between -3 and -6 seconds per nautical mile depending on the relative section of the aluminum mast. There is no adjustment for changing to a carbon boom.

ExoticStandingRiggingAdjustment(new December 52005)

  • A boat with shrouds and/or head stay made of something other than wire or stainless steel rod, such as PDO, will normally incur a handicap adjustment unless all boats of that class have such exotic rigging by design. Backstays are excluded from this adjustment. The adjustment is considered on a case-by-case basis.

Boom LengthAdjustment

Rig Length Increase Adjustment (sec/nm)
0.5 - 10% -3
10.01 – 20% -6



Engine/Motor and Propeller Adjustments

  • Propeller Assumptions: The boat has one of the following:

o   Inboard engine

§  Exposed shaft: either a folding or feathering prop; or

§  In aperture: two bladed solid prop

  • Outboard motor

o   motor sufficient to drive the boat at the square root of the waterline length in knots

  • Inboard Engine/Motor and Propeller Adjustments
  • Outboard fixed in a well with two blade solid prop+6 sec/nm
  • Two blade solid prop +3 sec/nm
  • Three blade solid prop +6 sec/nm

Sport Boats

The following four criteria are guidelines to define a sport boat.There can be exceptions, one way or the other, from these criteria. In summary “if it looks like a duck and quacks likea duck, it might be a duck.”

  • Displacement-Length Ratio less than 100
  • Upwind Sail Area-Displacement Ratio greater than 30
  • Downwind Sail Area-Displacement Ratiogreater than 75
  • A sprit length greater than 35 percent of J

Sportboats do not follow many of the guidelines used to performance handicap boats.Sportboats are handicapped with reference to an “as presented” configuration, whatever it is. This includes mainsail, jib/genoa, and spinnaker dimensions and areas. The base handicap for sportboats references the class spinnaker. If a change is made to the boats standard or class specifications,it must be reported to the DKC PHRF Ratings Chair by filing a DKC Ratings Certificate.

Sport boats do not follow many of the guidelines used to handicap boats. Sport boats are handicapped in their "as presented" configuration, on a case by case basis. This includes spinnaker and jib sizes as well as mainsail girths. The base handicaps will be with the class spinnaker. However, classes like the J/105 and the J/130 have a "jumbo"
spinnaker for the base spinnaker for PHRF configuration (which is not the J105 One Design specification).

Hull/Ballast Changes

  • Adjustment will be made on a case by case basis. It is assumed that the modification was made to improve speed.

Interior Modifications

If tables,doors or stoves are removed, it depends on what is removed and the effect on the vessel displacement.