ASDEC NAUTICAL HISTORICAL REGISTER – SYNOPTIC TABLE

ASDEC NAUTICAL HISTORICAL REGISTER

The ASDEC Nautical Historical Register consists of two sections:

• the first is named “Certified Boats”: all boats that have undergone certification pursuant to Section II of the Certification Regulations are enrolled in this section;
• the second, named “Surveyed Boats”, includes vintage and classic boats that have undergone Attestation pursuant to Section III of the Certification Regulations or that have been reported to ASDEC over time for their particular interest and possess characteristics deserving of enrollment; the latter are registered even without the owner’s request, but with their consent.

1. CERTIFIED BOATS
   • VINTAGE
     • Motor, sail and/or oars
       

• Classic and/or synthetic materials
  

• Upon the owner’s request, the “Vintage Hull Classification Certificate” and the silver plaque are issued
• CLASSIC
  • Motor, sail and/or oars
    
    • Classic and/or synthetic materials
      
      • Upon the owner’s request, the “Vintage Hull Classification Certificate” and the bronze plaque are issued
• SURVEYED BOATS
  • They are subdivided using the same criteria as the certified boats mentioned above
    
    • Upon the owner’s request, the “RSNA Enrollment Certificate for Vintage Hull” or “Classic Hull” is issued as applicable

 

CERTIFICATION REGULATIONS

PREAMBLE

Article 3 of the ASDEC bylaws identifies the purpose of the Association as: “the conservation of hulls of particular historical and cultural value, the encouragement of conservative restoration and maintenance according to original techniques and criteria; the recovery and conservation of historical and technical heritage, nautical culture and related traditions; the establishment and management of the Nautical Historical Register.

These regulations have been conceived and developed to give concrete implementation to these goals, in the hope that they may represent for many owners a stimulus and a tool for the most careful and conscious safeguarding of vintage boats and the historical documentation related to them, and may offer an important contribution to the dissemination of a maritime culture respectful of construction criteria and equipment—in other words, the “know-how”—of the past, and serve as a stimulus for the research and collection of any documentation useful for this purpose.

SECTION I – DEFINITIONS

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Definition of certification and attestation

1.1 – Certification (“Certification”) and attestation (“Attestation”) are issued following a positive examination, conducted on the basis of the parameters indicated in Section V of these Regulations, of the overall historical value of a vessel belonging to the following categories, as defined in the following articles:

• ► vintage vessels;
• ► classic vessels;

The purpose of ASDEC Certification and Attestation is to evaluate the historicity of a boat; both serve to provide a measure, a value to the historical importance of a vessel.

1.2 – Certification is governed by Section II of these regulations (the “Regulations”); Attestation is a simplified certification and is governed by Section III.

1.3 – The evaluation is conducted, in the case of Certification, (i) by a commission composed of three certifiers appointed by ASDEC and (ii) in the case of Attestation, by a single certifier, also appointed by ASDEC. Upon conclusion of the evaluation – and in the event of a positive outcome – the vessel is assigned a final score (the “Certification Score” or “the Attestation Score”).

1.4 – All certified or attested vessels are enrolled in the relevant section of the ASDEC Nautical Historical Register (RSNA).

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Definition of vintage boat

2.1 – The following are considered vintage boats:

(i) vessels made of classic materials (such as wood, steel, aluminum, iron, etc.) that have reached 25 years of age, built in any form (monohull or multihull) and with any production methodology;

(ii) vessels made of synthetic materials that were built, in any form (monohull or multihull) and with any production methodology, by December 31, 1969.

2.2 – The age of a vessel is determined starting from the date on which construction was completed.

2.3 – In the case of a vessel of mixed construction, its placement in the category of vessels made of classic materials or synthetic materials depends on the material with which the hull is built, which, as the main structure of the boat, is the determining element for classification purposes.

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Definition of classic boat

3.1 – Classic boats are defined as vessels – built in any form, monohull or multihull and with any production methodology – which, although not having sufficient seniority to fall into the category of vintage boats, possess characteristics of design, culture, and tradition such as to give them significant historical meaning.

3.2 The following types of vessels fall into this category:

(i) reproductions, individual or mass-produced, of vintage designs. Vintage designs are considered to be:

a. designs over 25 years old intended to be realized in classic materials;

b. designs developed before December 31, 1969, for construction in synthetic materials.

Reproductions can only be considered as such if built in full compliance with the design and the binding rules dictated by the designer.

(ii) new designs that – in lines, forms, and materials – capture the traditional spirit; this latter type is commonly defined as “spirit of tradition” or “new classic”;

(iii) vessels made of synthetic materials that have reached 35 years of age and that the ASDEC Board of Directors recognizes as worthy of enhancement and protection in consideration of:

a. the importance and quality of construction characterizing the production shipyard;

b. the reputation of the designer;

c. their clear and evident historical and cultural importance (importance referable to the individual boat and/or the design).

The resolution by which the Board of Directors recognizes that a vessel in synthetic materials can be considered classic must be approved unanimously by the board members present at the meeting.

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Clarification on mass-produced boats or one-designs

Boats defined as one-designs or otherwise mass-produced – of any form (monohull or multihull) and in any material – are vintage boats if they meet the requirements of Art. 2.1 and classic boats if they fall within the parameters of Art. 3.2, provided they have been preserved in compliance with the design and the binding rules dictated by the designer.

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Definition of motorboat

A motorboat is a vessel whose propulsion occurs by mechanical means, regardless of the type of energy used: electric (including solar), external combustion (steam), and internal combustion (gasoline or diesel).

This category also includes vessels equipped with a steadying sail primarily for stabilization purposes.

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Definition of sailboat

6.1 – A sailboat is a vessel that relies on the wind for its propulsion and is considered such even if equipped with auxiliary propulsion, regardless of the latter’s power.

6.2 – “Motorsailers” also belong to this category, without prejudice to the principle that, to be considered a sailboat, the boat must have a sail plan that allows for autonomous navigation. Only in cases where doubts remain, the final choice regarding the definition of the vessel as motor or sail rests with the owner.

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Definition of rowboat

Rowboats are human-powered vessels, whether this propulsion is transmitted by oars or implemented by other means such as, for example, paddles, blades, propeller, quant pole, etc.

SECTION II – CERTIFICATION

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The Certification Commission

8.1 – The Certification process is conducted by three examiners designated by ASDEC who form a commission. At least one of the three must be enrolled in the ASDEC Register of Certifiers: two of them (not necessarily enrolled in the register of certifiers) must be competent and experts in the type of boat examined.

8.2 – Certification is conducted based on the eight parameters referred to in Section V.

8.3 – The functions of Chairperson of the commission will be assumed by the member enrolled in the register of certifiers: if more than one of the examiners is enrolled in the Register, the position of Chairperson of the Commission shall belong to the most senior member.

8.4 – The Chairperson coordinates and directs the work of the commission, collects the opinions expressed by the other experts, and guides the process of transforming the specific evaluations of the experts into a score.

8.5 – ASDEC periodically organizes courses for Certifiers. All those who have successfully participated in such courses are enrolled in the ASDEC Register of Certifiers: they will be issued the “ASDEC Certifier” license.

The “ASDEC Certifier” license may be awarded “ad honorem” by the ASDEC Board of Directors, by unanimous resolution, to persons who have acquired particular competence or gained significant experience in the field of vintage boats.

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The Certification process

9.1 – The process for obtaining certification begins with a written request submitted by the owner of the vessel to the ASDEC Secretariat; the request must be completed on the ASDEC pre-printed form, a facsimile of which is attached under 1. The request may also be submitted during regattas, competitions, and/or events: in such cases, if the final ranking is to be drawn up taking into account the ASDEC Allowance, the certification request must be submitted within the deadline set in the event notice.

9.2 – The request must be accompanied by:

(i) one or more photographs of the boat in its entirety, at least one of which in duplicate and in 10 x 15 format;

(ii) information useful for reconstructing the history of the vessel and the era in which it was built (designs, photographs, press articles), previous owners

(famous or otherwise), participation in significant events, relevant sporting results, particular technical innovations, curious and/or unpublished anecdotes;

(iii) information useful for knowledge of the shipyard that built the vessel (especially with reference to small shipyards on which there is usually little information in specific literature);

(iv) documentation relating to the restoration to which the vessel has been subjected.

9.3 – ASDEC appoints the Certification Commission and provides the Chairperson of the Commission with a copy of the certification request and the documents attached to it.

9.4 – The Commission, after a careful analysis of the documentation attached to the certification request, proceeds with an on-board visit to the vessel; the on-board examination must be conducted by at least two members of the Commission, one of whom must be enrolled in the register of certifiers.

9.5 – The certification judgment will be issued by unanimous decision of the commission members: should disagreement emerge among the members and no compromise can be found despite every effort, the decision will be made by majority vote, provided that at least one certifier enrolled in the register is among those voting in favor. In such a case, the Chairperson of the Commission is required to inform the ASDEC Board of Directors of the reasons for the dissent and the arguments put forward in support of the various positions. If the dissent is caused by insufficient clarity in the Regulations, the Board will proceed with the necessary additions, modifications, or clarifications; in any other case, it will inform the members of the Register of Certifiers of the problem encountered and the solution deemed correct.

9.6 – Upon conclusion of the work, the Commission, taking into account the documents attached to the request, the findings made during the on-board visit, and finally the score proposed by the owner on the request form, determines the final certification score.

9.7 – For certification, a reimbursement of expenses is due to ASDEC, in the amount indicated in the certification application.

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The Certification Score

10.1 – The theoretical maximum certification score is 110 points for vintage boats, which is the sum of the maximum marks obtainable for each individual parameter; for the latter, the mark can vary from a minimum of zero to the maximum specified for each in Section V.

10.2 – The certification process is considered successfully concluded if the examined vessel:

(i) in the case of a vintage boat, has exceeded a total score of 55/110, provided that it has not received a mark of zero in any of the evaluation parameters;

(ii) in the case of a classic boat, has exceeded a total score of 55/110, provided that it has not received a mark of zero in any of the evaluation parameters, with the exception of the age score for boats that, pursuant to Art. 3, may be considered classic even if under 25 years of age.

10.3 – Upon conclusion of the certification process, and in the event of a positive outcome, the Chairperson of the commission communicates the certification score to the owner and delivers the certificate referred to in Art. 15.2.

10.4 – The owner may request an indication of the marks obtained for each individual parameter by delivery of the form referred to in attachments 11 and 12 and, if they believe that not all elements have been correctly considered by the commission, they may report the reasons for their disagreement to the Chairperson of the Commission, who will examine the elements highlighted by the owner with the Commission. Should the Commission not see fit to revise its position, the Chairperson will inform the ASDEC Board of Directors of the matter, which will decide on it in one of its subsequent meetings. Until a different decision is made by the Board of Directors, the certification score remains that determined by the certifiers.

SECTION III – ATTESTATION

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Purpose of Attestation

11.1 – Attestation is a leaner and faster process than Certification, as

(i) it is entrusted to a single certifier and (ii) it is conducted based on the same parameters as Certification, but excluding the one named “historical importance”. These simplifications have been provided in order to have a tool that, during rallies, regattas, competitions, and/or events sponsored by ASDEC or in which these Regulations are applied, allows for the assignment of a valid score to obtain the ASDEC Allowance (as defined in Art. 27) or to participate in the allocation of ASDEC awards (pursuant to Art. 28) even for an owner who, not having brought or not yet having collected the historical documentation relating to the vessel with which they intend to participate, could not access Certification and therefore participate in the rankings and/or awards reserved for ASDEC certified or attested boats.

11.2 – Attestation has a duration limited to three months and cannot be requested a second time: an owner whose vessel has only been attested may always request that it undergo Certification, thereby improving their ASDEC Allowance,

after having collected the elements useful for obtaining a score in the “historical importance” parameter.

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The Attestor and applicable evaluation parameters

12.2 – The Attestation process is conducted by a single examiner enrolled in the ASDEC Register of Certifiers (the “Attestor”).

12.2 – Attestation is conducted based on the parameters referred to in Section V, with the sole exclusion of the parameter defined as “historical importance”.

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The Certification Process

13.1 – The process for obtaining Certification begins with a written request from the boat owner. This request may only be submitted to the ASDEC Secretariat during rallies, regattas, competitions, and/or events in which the owner is registered and participating; the request must be completed using the pre-printed ASDEC form, a facsimile of which is attached under Annex 2, and must not be accompanied by photographs, historical information, or other documentation. Where the final ranking is to be drawn up taking into account the ASDEC Rating, the request for certification must be submitted within the deadline set in the event notice.

13.2 – ASDEC designates the Certifier and provides them with a copy of the certification request.

13.3 – The Certifier, having collected and examined the Certification request, proceeds with an on-board inspection of the vessel and verifies, based on the findings, the score proposed by the owner in the Request Form, making any necessary corrections: they then determine the final certification score.

13.4 – A reimbursement of expenses is due to ASDEC for the certification, in the amount indicated in the certification application.

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The Attestation Score

14.1 – The theoretical maximum Attestation score is 90 points out of 110 for vintage boats, which is the sum of the maximum marks obtainable for each individual applicable parameter, taking into account the exclusion of the parameter defined as “historical importance” from the evaluation.

14.2 – The Attestation process is considered successfully concluded if the examined vessel has exceeded a total score of 55/110, provided that it has not received a mark of zero in any of the evaluation parameters – excluding the parameter defined as “historical importance”, which is not applicable to attestation.

14.3 – The owner may request an indication of the marks obtained for each individual parameter by delivery of the form referred to in attachments 13 and 14 and, if they believe that not all elements have been correctly considered, they may report the reasons for their disagreement to the Attestor. Should the Attestor not see fit to revise their position, they will report the matter to the ASDEC Board of Directors, which will decide on it in one of its subsequent meetings. Until a different decision is made by the Board of Directors, the attestation score remains that determined by the Attestor.

SECTION IV – ENROLLMENT IN THE ASDEC NAUTICAL HISTORICAL REGISTER – ISSUANCE OF THE CLASSIFICATION/ENROLLMENT CERTIFICATE AND THE SILVER AND BRONZE PLAQUES

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Enrollment in the ASDEC Nautical Historical Register – The classification, enrollment certificate and the plaques

15.1 – The ASDEC Nautical Historical Register consists of two sections:

• ► the first is named “Certified Boats”: all boats that have successfully concluded the certification process pursuant to Section II of the Certification Regulations are enrolled in this section;
• ► the second, named “Surveyed Boats”, includes vintage and classic boats that have successfully concluded the Attestation process pursuant to Section III of the Certification Regulations or that have been reported to ASDEC over time for their particular interest and possess characteristics deserving of enrollment; the latter are registered even without the owner’s request, but with their consent.

15.2 – Owners of boats for which the Certification or Attestation process has been successfully concluded are entitled to receive (at the cost indicated by the Secretariat):

(i) a certificate drawn up on parchment paper, called “Classification Certificate” (for Vintage Hull or Classic Boat as applicable); this certificate specifies the boat’s category, indicates the final Certification/Attestation score, and, for attested boats, notes the date on which the attestation expires; for motorboats – at the owner’s request –

the certificate will be submitted to the FIM (Italian Powerboat Federation) for ratification, which will be certified by the Federation’s stamp affixed to the certificate and the Chairperson’s signature;

(ii) the silver plaque (vintage boat) or bronze plaque (classic boat).

15.3 – The Classification Certificate is tied to the vessel: it remains valid even in the event of the vessel’s sale and thus a change of owner. The Classification Certificate and the plaque may be kept by the old owner: in such a case, the new owner is entitled to a duplicate of the Classification Certificate and a new plaque.

15.4 – Owners of boats that have been enrolled in the ASDEC Nautical Historical Register as surveyed for their particular interest and characteristics are entitled to delivery of the certificate named “ASDEC Nautical Historical Register Enrollment Certificate for Vintage Hull” or “Classic” as applicable.

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Duration of Certification and Attestation – Revision of Certification

16.1 – The Classification Certificate of a certified boat and the relative score are valid until (i) the vessel undergoes significant modifications or (ii) the owner requests a revision pursuant to Art. 16.4.

16.2.- The Classification Certificate of an attested boat and the relative score are valid for three months and cannot be renewed: they nevertheless retain their value for the boat’s history.

The owner of an attested boat may at any time request that the vessel undergo Certification.

The expiration of the Classification Certificate of an attested boat does not result in the removal from the RSNA.

16.3 – The owner of a certified vessel who has made significant modifications to the vessel is required to report them to ASDEC: after the report and before ASDEC’s decision regarding the relevance of the modifications in determining the Certification/Attestation Score, the owner may not use the old score for the purposes of the ASDEC Allowance.

16.4 – A revision of the Certification score may be requested:

(i) by the owner or by ASDEC, in the event of significant modifications to the vessel or its restoration, even partial;

(ii) by the owner for an update regarding age or in the event they have found new documentation, new instruments, furnishings or materials, previously unknown or inadequately documented information, etc., which they believe relevant for the purposes of the score.

SECTION V – EVALUATION PARAMETERS

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List of evaluation parameters.

17.1 – The parameters on the basis of which the Commission expresses its Certification judgment are as follows:

• ► age;
• ► originality and restoration;
• ► maintenance;
• ► size and complexity;
• ► seaworthiness;
• ► historical importance;
• ► aesthetics and decorum;
• ► patina of use.

17.2 – In the following articles, the maximum assignable score is indicated for each of these parameters: this score cannot be exceeded in any way. In order to assign the mark to the individual parameter, various elements to be considered are highlighted below, among which it is suggested to distribute the maximum mark. This distribution should be considered indicative: the commission is free to assign higher partial scores to individual elements than those suggested, provided that in any case the maximum limit indicated for the individual parameter is not exceeded.

17.3 – In both the Certification and Attestation requests, the owner is required to indicate for each individual parameter all elements necessary or otherwise useful for assigning the score, as well as the score that, based on the situation thus described, they would consider correct to be assigned.

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Age: maximum score 30 points

18.1 – Based on age, a maximum score of 30 points can be assigned. Age is given by the number of years elapsed between the year in which construction was completed and the year in which certification is carried out. Age is converted into points using the age / points diagram attached under 3.

18.2 – The score assigned using the diagram can be increased:

• ► if the age is documented, by multiplying the above score by 2;
• ► if the boat has always been in the possession of the same family or the same owner, but the age is not documented, by multiplying the score by 2;
• ► if the boat has always been in the possession of the same family or the same owner and the age is documented, by multiplying the score by 3 instead of 2;
• ► if the boat has been owned by the current owner or their family from a date later than the year of construction, but for more than 25 years, by adding a score equal to the years in which the boat has been continuously owned, determined according to the diagram above (for example, with continuous possession for 33 years, 4 is added; with continuous possession for 52 years, 7 is added).

18.3 – Proof of the year of construction can be provided not only with official documents, but with any other document that allows for determining that construction occurred prior to the date of the document (for example: a vintage photograph depicting the vessel where there is no uncertainty about the date).

In the absence of documentation, the year of completion of construction is considered to be that which, based on available elements, appears reasonably probable; the owner is required to provide the commission with their evaluation and the reasons supporting it.

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Originality and restoration: maximum score 15 points

19.1 – The assessment will examine hull, deck and interiors, engine and transmission, instrumentation, rudder and bridge instruments, equipment and accessories for motor vessels; hull, deck and interiors, mast, coachroof, rigging, rudder, instrument panel, instrumentation, sails and auxiliary engine for sailing vessels. The analysis must be conducted with philological attention, verifying the full compliance of every single component, both in terms of materials and workmanship, and aesthetics, with the construction and aesthetic standards of the era of construction. For the purposes of the parameter under examination, it does not matter if one or more parts of the boat are still composed of the same wood or materials as when it was built: even a major restoration, provided it is conducted in a philologically perfect manner, allows for the assignment of the full score.

19.2 – It is suggested to assign different partial scores to the individual elements listed above according to the type of vessel (offshore, racing, pleasure, or work vessels).

19.3 – In the evaluation, it must be considered that if the vessel is used not only for occasional rallies but also for normal pleasure boating, maintaining the vessel’s efficiency entails the need for regular maintenance and periodic restoration of parts deteriorated by time. In particular:

• ► regarding engines, a vintage boat equipped with its original engine certainly has a plus compared to those where it has been replaced (and indeed, in particular cases of very important vessels or unique examples or for racing boats, the absence of the original engine diminishes the historical value of the hull and consequently its score). It should however be emphasized that in boats used for pleasure boating, fitting a more modern and reliable engine (as similar as possible to the original and perhaps keeping the original engine, preferably in working order, well-serviced and stored under cover on cradles), does not invalidate the intrinsic historical value of the boat nor its score and, moreover, guarantees safer and more reliable use and reduced consumption and pollution.
• ► regarding sails, it is necessary to evaluate whether the construction, cut, and aesthetics of the sails correspond to the standards of the era. The fact of using old original sails does not lead to any improvement in the judgment, because old sails should be considered a historical piece (often being composed of material that is no longer replaceable) and therefore not used: they are in fact very delicate and use accelerates their deterioration significantly. The same principle applies to cordage: original antique sails and ropes, once destroyed, are no longer restorable or reconstructible. The important thing for the evaluation is that the new sails have the appearance and cut of the original sails and that running rigging, accessories, and finishes are also philologically correct. Any presentation of the original sails during the certification examination, on land or in port, will positively influence the evaluation.

19.4 – In carrying out certification operations, the tables in attachment 4 are used.

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Maintenance: maximum score 15 points

20.1 – The assessment will examine the general state of maintenance of the vessel and will be conducted by examining varnishes, paints, engines, transmissions, hardware, equipment, interiors, and bilge cleanliness.

20.2 – In consideration of the great difference in the effort required for the maintenance of a fiberglass boat or one made of other synthetic materials compared to those built with traditional materials, particular rigor is required in assigning the score to a boat entirely or partially made of fiberglass or other materials that simplify its maintenance.

20.3 – In carrying out certification operations, the use of the tables in attachment 5 is recommended.

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Size and complexity: maximum score 10 points

21.1 – The assessment requires a fair evaluation of the significant difference between the effort required in the maintenance and restoration of a large and complex boat (such as a large sailing or motor cruiser) and that necessary to maintain and restore a small boat such as a racing dinghy or a small outboard: to provide the

certification commission members with useful indications in assigning the score for this parameter, the average score of 5 refers, in the “sails” category, to a 5.5 SI and for “motorboats” to a large open runabout, such as a Riva Aquarama or similar. A tugboat or a ketch of about twenty meters may reach the maximum score, while a 12’ dinghy or a small outboard with 40 HP will have 2 points.

21.2 – Since size and complexity are identical characteristics for all examples of a series, mass-produced boats or one-designs will be assigned an identical score for this parameter.

21.3 – In carrying out certification operations, the use of the tables in attachment 6 is recommended.

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Seaworthiness: maximum score 5 points

22.1.- The state of efficiency and seaworthiness is judged within the scope of and in relation to the purposes for which the vessel was designed and built (the ability to perform all types of navigation intended by the designer). This efficiency is evaluated from zero to five, where zero represents complete inefficiency (such as a boat unable to float) and five represents a boat perfectly capable of handling all types of navigation for which it was designed.

22.2 – During certification procedures, the use of the tables in Annex 7 is recommended.

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Historical importance: maximum score 20 points

23.1 – The importance of a vintage boat depends primarily on what it represents for maritime history in general.

23.2 – The assessment must take into account the quantity and quality of the documentation submitted by the owner, any famous or well-known previous owners, participation and results in races and events, the importance and rarity of the vessel’s history, and the technical significance of the shipyard and the designer.

23.3 – Only written or recorded information will be evaluated and, if written, it must be countersigned by the person who issued it or by witnesses. No value is attributed to unrecorded oral communications.

23.4 – Where written documents, photos, or excerpts from newspapers and magazines are cited, only those provided in copy will be considered for scoring purposes.

23.5 – During certification procedures, the use of the tables in Annex 8 is recommended.

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Aesthetics and decorum: maximum score 10 points

24.1 – The assessment must cover both the vessel as a whole and the construction details (fixed furnishings, supplies, accessories):

(i) regarding the vessel as a whole, the parameter takes into account that, while all vintage boats have an intrinsic charm, some are more beautiful than others, sometimes significantly so: to facilitate this difficult judgment, five levels of beauty can be hypothesized, adjusting the score to the level attributed to the vessel being evaluated;

(ii) regarding construction details, elements that appear particularly charming and appreciable will be taken into account, such as, for example, a Turk’s head on the tiller, aesthetically pleasing lights, etc.

24.3 – For pleasure craft, it is important that the owner prepares and maintains the vessel in a way that highlights its elegance, which must be consistent with the era of construction: elegance will also be duly considered when assigning the score for this item.

24.4 – This item also includes elements such as order, cleanliness, and method: for example, the choice of how objects are kept in order both inside and outside the vessel (correct coiling of lines, etc.).

24.5 – During certification procedures, the use of the table in Annex 97 is recommended.

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Patina of use: maximum score 5 points

25.1 – It is the difference, the “plus”, that can be found between a boat fresh from the shipyard and the same boat after being used with competence, professionalism, and passion; the latter acquires something extra, and it is precisely that “something extra” that is recognized.

25.2 – This item also includes elements such as, for example, the amber color of varnish that is not brand new; well-greased leather, even if slightly worn, etc.

25.3 – During certification procedures, the use of the table in Annex 10 is recommended.

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Clarifications on scoring

An example can help clarify possible doubts on how to assign the score. Let us examine, for instance, the item “mast, deckhouse, rigging” under the “originality” parameter for sailing boats. This sub-parameter has a maximum score of 4.

First, the details to be judged in that specific item are identified.

For example, in a 12-foot dinghy, the equipment consists of: mast, boom and gaff, shrouds, sheets and halyards, internal blocks, the block on the stern horse, and finally the special bow block.

These various elements are grouped into categories, and a percentage value is assigned to each.

Continuing with the dinghy example, the mast, boom, and gaff can be assigned a value of 50% of the total (i.e., two points), while the remaining two points (the other 50%) are to be assigned to the rest of the equipment.

Where the mast, boom, and gaff are perfect, the maximum score of 50% of the total, i.e., 2 points, will be awarded.

As for the rest of the equipment, assuming that half is original and half is not, the percentage of non-original equipment would represent 25% (half of the 50% attributable to the “rest of the equipment” category), which, out of a theoretical total score of 4, translates to 1 point out of the two available for the category.

The resulting score will be 3.

SECTION VI – USE OF CERTIFICATION AND ATTESTATION SCORES IN RANKINGS

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The ASDEC Allowance

27.1. The Certification/Attestation score represents the allowance value (ASDEC Allowance) to be used, together with the Technical Allowance (defined below), in preparing the final rankings of regattas, sailing and motorboat events, and competitions in which vintage or classic boats participate.

27.2. The ASDEC allowance constitutes an additional compensation method compared to those adopted by other racing or competition regulations based on the technical and/or structural characteristics of the participating vessels (Technical Allowances): it therefore adds to—and does not replace—them, supplementing them with reference to the historical characteristics valued by these regulations.

27.3 – The allowance consists of the assignment of a time bonus in seconds, quantified by the event organizer, to each certified or attested vessel.

The ASDEC allowance is applied to the ranking already recalculated based on the applicable Technical Allowance criteria: this will yield the final corrected time and thus the definitive ranking.

27.4 – The method for calculating the allowance suggested by ASDEC based on experience gained “in the field” is as follows:

• ► for sailing boats, once the time taken by the ASDEC-certified vessel to complete the course has been determined and the compensation based on the applicable Technical Allowances has been made, 3 (three) seconds (or the different time measure determined by the Organizing or Race Committee) are deducted:
  
  • for each point awarded by the certification score;
  • for each hour of racing of the first finisher: for fractions of a racing hour, a proportional bonus is awarded;
• ► for motorboats, once the time taken by the ASDEC-certified vessel to complete the course has been determined and the compensation based on the applicable Technical Allowances has been made, one second (or the different time measure determined by the Organizing or Race Committee) is deducted for every 5 points awarded by the ASDEC score.

27.5- In regularity rallies, the ASDEC allowance does not apply.