seafarer 24 sailboat

Seafarer 24

Specifications: L.O.A. 24'0" L.W.L. 20'9" Beam 7'10" Draft 1'9" (c/b), 3'9" (keel) Headroom 4'9" (Classic deck), 5'10" (Futura deck) Displacement 3,920 lbs (c/b), 3,910 lbs (keel) Ballast 1,407 lbs (c/b), 1,400 lbs (keel) Sail Area 257 sq. ft. Vertical Clearance 30'5" Berths 5 M.O.R.C. rating 17.7 (est.) (keel) I.O.R. rating 19.6 (est.) (keel) Hull Laminate Alternating layers of 1.5 oz. matt and 24 oz. woven roving hand laid up fiberglass, maximum layers on centerline, .5" thickness.

Keel Hull. The high performance, modern Seafarer 24 keel hull is simple, strong and efficient. Upwind sailing is faster than with the centerboard hull- because the keel shape has superior fairing and no open centerboard slot. Handling is easier because there is a full skeg ahead of the rudder to promote easy tracking. Both M.O.R.C. and I.O.R. rules favor the keel hull for racing.

Centerboard Hull. The Seafarer 24 centerboard hull has positive self-righting ability regardless of centerboard position. This is because 85% of the ballast is fixed, only 15% is in the centerboard. With the centerboard up it is possible to sail in shallow areas where deep keel boats just can't go. Shoal draft also facilitates launching from a trailer. Downwind performance is superior to the keel model because with the centerboard retracted wetted surface is minimized.

Classic Deck. The Seafarer 24 Classic deck presents an attractive low profile which is especially popular for day sailing and racing. Halyards and downhaul can be adjusted from a standing position within the large main hatch. The cockpit is low, yet visibility is excellent. Headroom throughout the sole area of the main cabin is unlimited with the hatch open and a dodger can be added to provide a weather-tight enclosure if desired.

Futura Deck. The Futura deck provides a spacious interior with full headroom in the main cabin. The enhanced interior space makes possible a more divided layout with increased privacy in the toilet room and forward cabin sections. The side decks are wide and the smooth transition at the forward end of the cabin trunk provides extra deck space forward. Either deck is available with either hull.

McCurdy & Rhodes. The most important requirement of any sailboat is sailing performance- ease of handling, safety, seaworthiness, speed. Other considerations should come second. Top sailing performance is a result of design. McCurdy and Rhodes, designers of the Seafarer 24, are world famous naval architects having produced such famous race winners as CARINA, KAHILI, ZEST, and SITZMARK. Their proven record of success is your assurance of sailing satisfaction and long-term value.

Unit-Bonded Fiberglass Structure . Seafarer was one of the first producers of fiberglass sailboats and has 15 years experience with fiberglass construction. The lay-up specification of each major part of the Seafarer fiberglass structure is appropriate to the stress requirements of that part of the structure. All Seafarer hulls are hand lay-up using alternating layers of 1.5 oz. mat and 24 oz. woven roving fiberglass. Interiors are one-piece fiberglass designed to provide an element of give when a major impact occurs yet with the strength necessary to maintain hull deflection. The unique Seafarer hull-deck joint is made by building a box section fiberglass girder around the entire sheer line integral with both the hull and deck moldings. A teak cap is fastened to the top of the girder. The result is a good looking toe rail which accentuates the beautiful lines of the boat, yet is extremely strong, completely leak-proof and requires absolutely no maintenance-ever.

Sea-Lux Interior Finish. All surfaces in Seafarer interiors are smooth, beautiful and easy to maintain. Wood trim is solid teak. Wood panels are finished using a sophisticated vacuum form vinyl clad process using 240 degrees of heat and 38 lbs per square inch of pressure. This modern process results in panel surfaces which have three times the abrasion resistance of Formica, yet retains the texture and grain colors of natural teak. The interiors of all lockers are smooth fiberglass lined to stay dry and clean, permanently free of condensation and dirt. This is Sea-Lux, beautiful to look at and even better to live with!

Seafarer Kits. Seafarer invites you to participate in the building of your yacht. Seacraft Kits are available either to leave some of the basic building work on a new boat to you- or as optional equipment so you can add equipment as your requirements change after you own your Seafarer.

There are four interior options available for the Seafarer 24 which work with almost any hull and deck configuration.

The dinette is the athawartships type with plenty of headroom and elbowroom. The toilet is semi-enclosed forward of a divider. A hanging locker is opposite. The forward cabin features a berth 5' wide at its aft end and 6'2" long to provide comfortable sleeping space for two adults or three children. There is an optional built-in wash-basin in the toilet room. The main cabin is well laid out for efficient cruising with a dinette/double berth to port and a settee/single berth to starboard. Two more can sleep under an awning in the cockpit if the popularity of your boat demands! The huge port cockpit locker provides ample storage for all sails, while the outboard fuel tank and battery are safely located in a special sealed compartment under the starboard cockpit seat. The big cockpit has high, wide comings built at the correct angle for comfortable sailing. Provision for Dorade ventilators is built into the cabin top.

Same as above, except: the dinette in this interior is the popular U-shaped configuration, which allows fullest use of cabin interior for family get-togethers or entertaining friends. A two-way table top is available as an option to increase table size, if required. Bulkheads and a divider door are available to enclose the toilet.

Same as above, except: the dinette seats face each other and the table is larger. The toilet/dressing room compartment is separated from both forward and aft cabins by handsome teak grain bulkheads.

Same as above, except: The dinette is the U-shaped configuration and bulkheads and a door divide the interior into three separate areas- main cabin, toilet room and forwards cabin -made possible by the increased interior space of the cruise deck (Futura deck)

CONSTRUCTION SPECIFICATIONS AND EQUIPMENT

Construction. Solid, one piece fiberglass construction using high tensile woven roving engineered for stress distribution, impact resistance and flexural strength. Entire hull, deck, and complete interior accommodation structure of reinforced fiberglass Unit-Bonded into a monocoque structure of immense permanent strength. Hull molded with an integral fiberglass "backbone" to resist bending loads of race-taut head/back stays. Sandwich construction deck using end-grain balsa core for lightness and maximum stiffness. Deck structurally laminated to hull. Seafarer easy clean non-skid pattern on all walked-on surfaces. Dorade vent boxes, full cockpit length, competition-size sheet winch base/coamings and Sea-Flair wraparound spray rail molded integrally with deck. Recessed cove stripe. ColorSpectrum unlimited optional choice of hull, cove stripe and boot top colors.

Ballast. Fixed lead ballast, total weight 1,200 lbs (c/b), 1,400 lbs (keel). Hydro-dynamically streamlined fiberglass centerboard on centerboard model weight 342 lbs. incorporates 207 lbs. additional lead ballast and is worm gear winch operated to provide positive continuous position control at all times. Centerboard swings up if it hits an obstruction and can be removed for painting from the outside the boat without any risk of leaks. Lead ballast custom cast and weighed by Seafarer, structurally laminated to hull and centerboard.

Rig. Modern, powerful masthead rig. Large foretriangle, high aspect ratio. Easy to handle.

Chainplates and Tracks. Chainplates 5/16" polished 18-8 stainless steel through bolted to hull. Genoa and traveler tracks, if installed, hard anodized aluminum with stainless steel fastenings.

Deck Fittings. Solid bronze and stainless steel throughout. Two 8" bow cleats, two 6" jib sheet cleats, cam action main sheet cleat, two working jib fairleaders. Provision for two Dorade ventilators is built into cabin top. All hardware through-bolted. All fastenings stainless steel.

Joinerwork. Yacht quality joinerwork in selected Burma teak and teak grain finish throughout. Teak toe-rails, taffrail and entry trim. All exterior parts joined to deck with stainless steel fastenings. Sea-Lux interior with bulkheads, counter tops, locker doors, trim etc., in teak grain with wood surfaces protected by vinly fused to wood with heat and pressure. Interiors of all lockers insulated from hull and isolated from dirt and damp by mirror smooth fiberglass liners. Dish stowage rack out-board of galley counter.

Hatches and Ports. Huge reinforced one, two or four part fiberglass main hatch, opens up cabin interior. Optional folding seahood provides 6'3" cabin headroom on centerboard model. Hatches port and starboard in cockpit. Teak grain closure boards on entry. Modern ABS rim plexiglass ports. Four lockers inside coamings optional. Cabin hatches lockable. Hatch tracts and entry sill aluminum. Main hatch is sliding or sectional-lift-off, according to owner choice.

Spars and Rigging. Mast, boom and spreaders 6061-T6 aluminum- the strongest, most weather resistant alloy available -custom made in our own shops. All mast fittings including masthead, type 304 stainless steel. Roller reefing on boom. Standing rigging 3/16" 1x19 stainless steel, custom swaged by Seafarer. Turnbuckles 3/8" forged bronze or stainless steel type with positive lock. Divided backstay to provide rapid tension adjustment for racing. Halyards 1/8" 7x19 stainless steel, with Dacron tails. Dacron mainsheet, jib sheet, outhaul and downhaul with all necessary blocks. Dacron boom lift. Blocks maintenance-free light weight black anodized aluminum or stainless. Spars anodized.

Rudder and Tiller. Fiberglass rudder is carefully faired to minimize drag. Stainless steel rudder post and heel fitting. Tiller beautifully laminated in woods of contrasting color. On centerboard model, exclusive Vari-Rudder lifts vertically to reduce wetted surface and increase boat speed according to changing wind conditions. On keel model a skeg is ahead of the rudder for sailing efficiency and easy tracking.

Plumbing. Quick-action bronze seacocks on below water line openings. All hose clamps stainless steel. Fresh water piping, if installed, clear plastic throughout. Cockpit self-bailing. Optional installed marine or self-contained toilet. Top opening 50 lb. icebox, and fresh water system with 20 gallon tank, rocker action galley pump and galley sink. Level of water in tank can be visually checked at all times.

Auxiliary Power. A stainless steel removable bracket for an outboard motor is provided on the transom, allowing motor to tilt when not in use. A safe, scuppered locker for the remote fuel tank is located under the starboard cockpit seat, with hinged hatch cover. Inboard power available at extra cost.

Federal Documentation. The keel model can be federally documented and a Master Carpenter certificate will be provided on request at no extra charge.

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Seafarer 24

The seafarer 24 is a 24.08ft masthead sloop designed by mccurdy & rhodes and built in fiberglass by seafarer yachts since 1974..

The Seafarer 24 is a light sailboat which is a reasonably good performer. It is reasonably stable / stiff and has a good righting capability if capsized. It is best suited as a day-boat.

Seafarer 24 for sale elsewhere on the web:

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SEAFARER 24 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of SEAFARER 24. Built by Seafarer Yachts and designed by McCurdy & Rhodes, the boat was first built in 1974. It has a hull type of Fin with rudder on skeg and LOA is 7.34. Its sail area/displacement ratio 16.68. Its auxiliary power tank, manufactured by undefined, runs on undefined.

SEAFARER 24 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about SEAFARER 24 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, contributions, who designed the seafarer 24.

SEAFARER 24 was designed by McCurdy & Rhodes.

Who builds SEAFARER 24?

SEAFARER 24 is built by Seafarer Yachts.

When was SEAFARER 24 first built?

SEAFARER 24 was first built in 1974.

How long is SEAFARER 24?

SEAFARER 24 is 6.32 m in length.

What is mast height on SEAFARER 24?

SEAFARER 24 has a mast height of 7.32 m.

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Seafarer 24 swing keel, keel pivot? Sailing qualities?

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i have a santana 23 with a swing keel, you will not regret it . There is maybe one place that i cannot go in the area i sail. otherwise with keel and rudder up, i can operate in 12 inches of water.  

We love our swing keel, we can go almost anywhere we want! I'd get a "will do" trailer at first unless you plan on dry sailing, we use our trailer only a couple times a year and thats only for seasonal transition and we did pull out for Irene. We will be in a larger boat within a few years but there are many things I'll miss about out current boat...one is the swing keel and rudder.  

lillia28 said: Now I have a depth sounder, and worry more Lou Mariner 28 Fair Haven NJ Click to expand...

Congratulations on the S24 purchase Skygazer, I think you'll be pleasantly surprised by the quality and performance of the Seafarer 24. The boat and manufacturer has quite a history. She was built in Huntington, NY and was designed by Philip Rhodes & James McCurdy. Sailboat Designs of *McCurdy & Rhodes I wouldn't be too concerned about the Stainless Steel pin for the swing keel. It is (if it's the same as the Seafarer 29) permanently embedded in the fiberglass trunk. I'm not aware of any issues with the pin. The keel cable is another matter. If it is stainless steel I highly advise replacing it with a synthetic line like Kevlar. Stainless steel cable will deteriorate in salt water within a matter of weeks. The last thing you want is a weighted keel crashing down when the cable breaks. There are documented occurrences of this happening and severe damage to the fiberglass hull, loss of the keel completely, and near sinking has resulted. I also have a swing keel (Seafarer 29) and I do not raise the keel unless I've hit bottom or grounding is eminent. As soon as I have sufficient water under the keel, it goes back down. I switched to a Kevlar cable and it's been on my boat for 10 years, and I'm in salt water. There is some information on the S24 available at SailboatData.com. SEAFARER 24 sailboat on sailboatdata.com I also suggest joining two online resources for Seafarer owners. Sailnet Seafarer Forum Seafarer - SailNet Community Seafarer Yacht Group on Facebook. Log In | Facebook You may also find some helpful information at the Seafarer Research Center. Unfortunately, the owner hasn't updated the web site in some time, but there is still a lot of good info available. Seafarer Research Center I hope this is helpful.  

jamesnewsome said: I hope this is helpful. Click to expand...

Congrats to purchasing the Seafarer. I have owned a similar one for many years and was very pleased with it. I would be happy to share with you photos etc - things i have done on my boat - if you are interested. You can contact me directly at [email protected] cheers Zoran, Montreal  

Thank you Mornar, I may take you up on that. Do you have a photo of the skylight over the galley? My boat has a few solid fiberglass panels that slide in a long track from the companionway entrance to almost the mast. The last section near the mast is a skylight, it looks old but looks like it's not original or no longer has the original flashing or weather proofing. I need to do something to tighten it up against the weather. It is screwed down by perhaps five very long stainless screws along the forward edge. It is shimmed up so high that the mast could not be rotated down on the tabernacle hinge to a low position. It seems to me that the original skylight (if it was a light) would also be able to slide in the track.  

Good boat...nice looking boat too if it's traditional deck...Mine was a racer for most of it's life and was rigged custom by original owner who knew what he wanted,,split adjustable backstays,all lines to cockpit,etc....some were kits where the owner added rigging.... I owned one for a year before moving onto a C-29 as I needed more headroom. I had the traditional deck...which only had 4'11 headroom...the "futura" deck version gives you almost 6-foot headroom I hear...Congrats and enjoy...those boats can take a beating for their size...just have a drop board or three in and the hatch closed when it gets to blowin as the companionway thresh-hold is fairly low...I still miss her a bit I'll say and here's a few pics i have of her..  

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Wow, your boat is a lot nicer inside than mine. Actually, the other Seafarers I've seen were also impressively nice, mine must have had the cheap interior. Nevertheless, the overall boat seems solid and well thought out. I have your picture of the rigged boat as my desktop, glad you mentioned the split adjustable backstays, I wondered about that. I have the traditional look, but would probably be glad to have the headroom in the uglier "Futura" model.  

as a pipefitter I see some nasty chemicals run in ss pipe at some high temps. What grade or type of SS is used in marine practice? When you mix metal or let them have contact with each other I will buy into the idea of rapid failure. I am new to this salt water eats SS like candy. I know Divers are told to wash the dive knife. I would like to know more about how fast and what is the life span of SS in marine use But this is off subject So I hope you have a good time with your new boat keep us in the know on how well she preforms  

oysterman23, good point about cutting and abrasion resistance of steel versus synthetic line for the centerboard pennant. Also, a good point about the electrical potentials in marinas. The abrasion/cutting idea makes me think I'll just keep what I have for awhile.  

Yeah she had some nice features inside.., I added a wood floor of sorts made from wooden venetian blinds encapsulated in epoxy...the one photo was taken before I finished painting the cabin sole forward...I loved the sturdy old compression post they put in her and the bronze winch and pedestal arrangement worked well...she also surfs downwind very well with that aerodynamic ballasted swing keel. Enjoy that boat...and toast one to McCurdy/Rhodes...  

I second Oysterman's recommendation. If you weigh the ease of doing it when the boat is out of the water, vs in the water, a routine replacement every 3-5 years seems logical, regardless of stainless or synthetic. My keel pendant broke,the unrestrained keel punched a hole in the trunk, and I ended up getting the boat hauled, as I couldn't get it back on the trailer. Comparing that to the 20 minutes or so it takes while on the trailer makes preventive maintenance preferable. I am told that the "blue steel" synthetic line is "chafe proof", but have not used it. I am planning on experimenting with a synthetic mooring cable this season. lou  

From a couple previous posts there seems to be some skepticism concerning my comment about the SS cable "parting," apparently due to electrolysis. This was not a second-hand report. It happened to me in 2000 when I launched my Seafarer 29.' ROMA had been in the water about a month when I noticed the loose SS cable on the winch in the cockpit. When I pulled it up the cable appeared to be "parted" about mid-length as if I had pulled from each end until it broke. Imagine a cheap cotton rope that you can pull apart. Since this cable was installed by the previous owner prior to my purchase I assumed it was just a bad cable or not a good quality SS. I had a diver coming the same day to clean the bottom so he disconnected the other end and I took the broken SS cable to West Marine and had it send to their rigging shop to make another one. I also made sure they knew how it was going to be used. After installing the new cable I thought I was home free until about a month later the same thing happened. I started reading and asking questions and the consensus was that the fine strands of the SS cable were subject to natural electrolysis since Stainless Steel is actually an alloy and thus contains metals of different nobility. The fine strands of the SS cable apparently allow the electrolysis process to accelerate. I was also concerned about stray electricity around my boat so I reported the issue to the marina management and they promptly had their electrician check out the area and found no problem. When I took the second SS cable back to W. Marine their rigging shop suggested Kevlar, which is actually stronger than SS for the same size line. 11 years later the Kevlar cable is still on ROMA and performing well. I have the bottom cleaned every month to 6 weeks, and I've cleaned it many times myself. Yes, barnacles and slim sometimes do grow on the Kevlar cable but can be removed by rubbing with my glove. There is no sign of any abrasive wear on the Kevlar cable. Interestingly, try to cut a piece of Kevlar with a knife or wire cutters. You will find it difficult to cut even a small stand. After all, this is the material used to make bullet proof vest so the fibers are extremely strong and do not easily cut. Wonder what would happen to a bullet proof jacket made of SS cables? When I had ROMA pulled a couple years ago I had asked the boatyard to replace the Kevlar cable, but they forgot. So that original Kevlar is still on the boat. I do occasionally have to winch up the keel, and I have a chance to inspect the line on the drum. Other than being a little stained it still looks fine. The bottom line is that I do not completely understand the science or the exact nature of the issue that took place with the two SS cables. I do, however, completely understand the reality of the situation as it occurred on my boat, and I try to share this experience any time the subject come up. Unfortunately, there have been several documented cases of weighted keels tearing the bottom out of sailboats because the keel cable broke. Your guess is as good as mine about whether electrolysis was the cause or there was another issue. Since I had my original Kevlar cable made by West Marine, the newer Amsteel Blue Synthetic lines have come to market. And they have superior ratings over SS or Kevlar, so next time I'll probably switch to this material. I hope this was helpful to anyone interested.  

jamesnewsome said: After installing the new cable I thought I was home free until about a month later the same thing happened. I started reading and asking questions and the consensus was that the fine strands of the SS cable were subject to natural electrolysis since Stainless Steel is actually an alloy and thus contains metals of different nobility. The fine strands of the SS cable apparently allow the electrolysis process to accelerate. Since I had my original Kevlar cable made by West Marine, the newer Amsteel Blue Synthetic lines have come to market. And they have superior ratings over SS or Kevlar, so next time I'll probably switch to this material. I hope this was helpful to anyone interested. Click to expand...

jamesnewsome said: I was also concerned about stray electricity around my boat so I reported the issue to the marina management and they promptly had their electrician check out the area and found no problem. Click to expand...

james, I hope my post was not one you deemed doubting. I am cautiously experimenting with replacing a lot of steel products with synthetic, and I appreciate your comments. My point was that replacing a cable when the boat is out of the water is so much easier and cheaper than changing in the water that it "pays" to be conservative. With the haul out and trunk repair, it was several hundred $$ vs. $30.00 or so for the cable. I've outlived enough lifetime warranties to be skeptical of of pretty much everything. That is more in line with Mark Twain's comments on learning from experience, that a character judgement. Sorry if I expressed myself badly. Lou  

james. Please excuse did not intend any personal slight and do understand that the ss cable issue is not simple. I was reading up on it last night actually...I almost went with the new line as well and may do so this spring if I see any trouble down there at all. The notion that the small diameter steel strands are prone to the pitting effect corrosion that is often noted with the ss underwater makes plenty of sense to me so forgive any unintended slight and lets use my boat as another lab rat since we already have your valid and kind of alarming example let me tell you I dont want to be around for another centerboard letting go! Once is enough thanks anyway pax and best sailing in the Seafarer! Cod  

I may be the one that is deemed doubting and that is ok because I have little experience with salt water and cable. This is a great fourm for learning and it may save me a lot of $. Someplace along the way I may learn a thing or two. The world needs less yes men and more civil expressions ! Now I would like to know more about the grade of SS cable in use and more about Synthetics  

I am looking at a Seafarer 24 with the swing keel. Any idea how much of the keel is exposed when fully retracted? I am trying to determine if the trailer I am looking at would have sufficient clearance.  

Mine is just over 6 inches from the belly of the hull. I think I allowed 10 inches, and when the boat was tipped going onto the trailer it rubbed, then was free and clear after it cleared the end of the trailer. I was dry loading on land, not floating it on.  

James, thank you for that link. "Satori" is my boat now, purchased her last fall. I didn't know about these pictures, which should be very helpful when I try to rig it for the first time. Needs some work first. First thing I did was measure the drop of the fully raised keel so I could fit it onto my heavy equipment trailer. It was very close to exactly 6 inches, just a bit over at one point on one end. One picture on that site shows a separate forestay and roller furling headsail. I have zero experience with a roller furler, and actually hate the idea. I like to change jibs according to the wind conditions (hank on). If however one could furl the Genoa and hank on a working jib to the forestay, that might be OK. Do you (or anyone) have any experience with this?  

I have a Shaffer wire furler which does allow for easily dropping the furled sail and replacing with a hank-on while under way. The wire furlers were some of the earliest furling system, and fell out of favor but are making a comeback because of sail-changing while underway. I'll try to find some links and post.  

I enlarged the photo and see that the furled Genoa is quite large in the center, and would likely disrupt airflow with a hanked on jib. Would this matter much if I was only doing it because there was too much wind?  

Hey, I am new and have a question for you guys. I bought a Seafarer 34 a few months ago and am tackling the task of getting the original centerboard out. It is completely rotten and not much is left but if I can get it off the pin it should all come out. That's the question, how do you get these things off the pin? The pin is not removable so there must have been something that bolts up over a slot it fit into? Please any help would be appreciated!  

I've posted your question about the swing keel pin on the Seafarer's group on Facebook and asked someone with knowledge of this model to come over and answer your question. Do you have a Seafarer 24 or Seafarer 34? You state "24" in the subject line, but "34" in the message body?  

Thank you! My vessel is a 34cb. I posted it here because there is literally no information on this boat anywhere on the net. I thought anyone with a seafarer might know something. I should join up with the Facebook group. Hopefully someone out there has one of these.  

We have a Seafarer 34 with a swing keel. We just finished fixing up our keel a couple of weeks ago as it had become quite pitted: Swingin' Sailing Chance | Sailing through the Caribbean | Sailing Chance | Sailing through the Caribbean The facebook group that was previously posted has been EXTREMELY helpful when working on our boat, and we've been pretty much rebuilding her completely. Here's the link again. https://www.facebook.com/groups/seafareryachts/ Kelley Sailing Chance | Sailing through the Caribbean | Sailing Chance | Sailing through the Caribbean facebook.com/sailingchance  

Thank you very much for the response and link to your site. I found your site a few months ago when my girlfriend and I first purchased our boat but did not see the extensive section you had up documenting your construction. You confirmed what I already guessed (and dreaded) about the centerboard, what were they thinking?! Thanks again for the help!  

I found this information about the centerboard being removable on the Seafarer 24: " Centerboard swings up if it hits an obstruction and can be removed for painting from the outside of the boat without any risk of leaks." This implies that there is a certain way to swing/lift, push forward or whatever puzzling move to unhook the board, even though the pin is fixed. Of course, pins wear out also, but perhaps the idea is to prevent the need for leaky old gaskets around a removable pin. I have not tried to remove mine so I have no idea what the "secret" moves are that allow the board to come out "from the outside". If anyone knows the moves please share with us! This information comes from the site at this link, scroll down almost to the end: The Seafarer 24 I just checked, a similar statement is made for the Seafarer 34. "since the centerboard on the Seafarer 34 can be removed from outside the boat with no risk of a leak, maintenance is no problem." The Seafarer 34  

Some Seafarer centerboards/swing keels can be removed from underneath the boat, but other cannot. One of our Seafarer 34 members on the Seafarer Yacht Group on Facebook just commented on this a couple weeks ago. Here's a link to their blog - Sailing Chance | Sailing through the Caribbean | Sailing Chance | Sailing through the Caribbean We believe that there are more than one generation of the Seafarer 34 because several owners have noted the differences in their boats. Jason & Kelly will be very helpful. Just reach out to them through their blog or through the Facebook group. I tipped them off this morning about your post so they may have already tried to contact you. I'll also be glad to send you any pdf file I have that lists the S34. Just let me know. James  

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Considering Buying a 1974 Seafarer 24

• Thread starter Christian Sailing
• Start date Feb 24, 2013
• Brand-Specific Forums

Christian Sailing

I'm considering the purchase of a 1974 Seafarer trailer sailor but I'm not familiar with the seaworthiness or other associated concerns. It's listed on Craigslist in Knoxville for $1900. The cost is good and the story is "laid off from work and needs the boat gone". The owner was very nice but has never sailed the boat. Any advice is appreciated. Bryan www.christiansailing.com  

jhnewsome17

Bryan, I am owner of a 1974 Seafarer 29, and I'm administrator of the Seafarer Yacht Group on Facebook. The Seafarers were made in Huntington NY and were designed by the most notable naval architects of the time. They were solid made boats. Here's a few links that will be of help. SEAFARERS on SAILBOATDATA.COM http://sailboatdata.com/view_builder.asp?builder_id=8 SEAFARERS on SAILBOATJOY.COM http://www.sailingjoy.com/sailboat_specs SEAFARER RESEARCH CENTER http://www.seafarer-research-center.com/ Unfortunately, this web site is not maintained on a regular basis. There is a forum available and the information on the site is very good. SEAFARER YACHTS GROUP on FACEBOOK http://www.facebook.com/groups/seafareryachts/ SEAFARER FORUM ON SAILNET http://www.sailnet.com/boatchk/showcat.php?cat=all&stype=1&si=Seafarer SAILBOAT RATIO CALCULATOR http://www.image-ination.com/sailcalc.html SEAFARERS FOR SALE on YACHTWORLD.COM http://www.yachtworld.com/boats/category/type/Seafarer GOOGLE IMAGES for SEAFARER 24 https://www.google.com/search?hl=en...1041.4j6.10.0...0.0...1ac.1.4.img.qXehEUug7B0 Obviously, you need to do your own due diligence pertaining to boat condition, but you don't have to be concerned about the quality or reliability of the Seafarer brand. They were a production boat from a company that aspired to bring an affordable well designed boat to their customers. Like most manufacturers of that period they just couldn't survive the economic time. If you have any other questions just let me know. BTW, here's a link to my blog which has a lot of good info on web links as well as upgrade projects on my boat. ROMA - SEAFARER 29 Coastal Cruising with Hugh & Suze http://www.sailblogs.com/member/hugh17/ James  

James, Many thanks for your response. I'll check out the info you sent and hope to make a decision later thus week. Bryan  

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Seafarer Meridian 25

Seafarer Meridian 25 is a 24 ′ 8 ″ / 7.5 m monohull sailboat designed by Philip Rhodes and built by Amsterdam Shipyard G. de Vries Lentsch and Seafarer Yachts starting in 1960.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Rhodes Design: #719 The first MERIDIAN’S were imported by Seafarer from G. de Vries Lentch Jr., a well established Dutch yard just making a transition to fiberglass construction. At this stage, 3 models were available: BERMUDA, MACKINAC and VINYARD. Later, a modified version was built at the Seafarer plant on Long Island, NY USA. As a result, one MERIDIAN often looks very different from another. An inboard was offered as an option on all models.

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Seaway 24 Seafarer

Traditional new england bass boat.

Seaway’s 24 Seafarer follows the traditional look of the New England “bass boat” with a cuddy cabin, large protective windshield and a canvas “Navy top” all built on a seaworthy, efficient workboat hull with a proud bow, low sides aft and a self-bailing cockpit. The bass boats were originally built for guides carrying anglers to fish the legendary tide rips around Martha’s Vineyard, Nantucket, and Cuttyhunk, but people soon realized how useful their layout is for day-cruising and overnights. The 24 Seafarer performs well too, with an efficient but powerful 150-hp outboard, offering easy cruising speeds of 18-25 mph with a top speed in the low 30's.

Specification highlights

Versatile And Able Package

This bass boat can fish if asked, with under-gunwale rod holders standard and gunwale-mounted vertical holders optional. Another virtue of the 24 Seafarer is trailerability. Her 8’6” beam fits the regulations for all states, without necessitating wide-load permits. Thus if there’s a tidal river/sound system that begs for exploring, just hitch up, pull her out, and go.

Recommended Power: Single 150 hp Outboard

Key Features

• L-Shaped Lounge
• Cuddy Cabin
• Self-Bailing Cockpit
• Freshwater System
• Versatile Design
• Loads Of Options

Some configurations, options, accessories, and/or colors may not be shown. Confirm availability of all accessories, options and equipment with our sales team.

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Equipment List

• Hand Laid Fiberglass Hull
• Self Bailing Cockpit w/ Scuppers
• One Piece Stringer Grip w/ Foam Floatation
• Composite Fixed Windshield
• SS Bow Rail
• SS Coaming Board Caps
• Black Rub Rail
• Spray Rails (Black or White)
• Quarter Guards (Black or White)
• Composite Trim & Handrails
• Inspection Deck Plates
• SS Pop Up Rear Cleats
• 10" Fixed SS Bow Cleats
• SS Bow Chocks
• SS Rod Holders (Pair)
• Anchor Roller & Deck Pipe
• Hinged Helm
• Boot Stripe
• Color Matched Cove Stripe
• Synthetic Marine Foam Flooring
• Standard Hull & Deck Colors (White or Black)
• Bi-Fold Cabin Door
• Marine Head w/ Holding Tank & Pumpout
• 19 x 19 Cabin Hatch w/ Screen
• Opening Cabin Ports w/ Screen (4)
• Teak Interior Trim
• 64 Gallon Fuel Tank
• 13 Gallon Fresh Water Tank
• Water Separating Fuel Filter
• 12v LED Navigation Lights
• 6 Gang Electrical Switch Panel
• 12v/USB Accessory Plug
• V-Berth LED Dome Light (White)
• Classic Analog Fuel Gauge
• Hydraulic Steering
• Electric Bilge Pump & Auto Float
• Dual Batteries & Switch
• Electric Horn
• Upholstered Helm Seat
• L-Shaped Lounge Seating w/ Sink
• V-Berth Seating w/ Cushions
• Sunbrella Upholstery
• Dark Hull Color Upgrade
• Pastel Hull Color Upgrade
• Anti Fouling Bottom Paint
• Outboard Full Width Engine Bracket
• Color Matched Full Width Swim Platform
• Bow Thruster
• 3 Step Bracket Mounted Ladder
• Transom Mounted Boarding Ladder
• Oiled Teak Package
• Varnished Teak Package (Gloss Finish)
• Dockside Pumpout
• Raw Water Washdown
• Spray Rails Color Matched to Hull
• Additional SS Rod Holders (Pair)
• Shore Power w/ Battery Charger
• Anchor Windlass W/ 15' Chain & 200' Rode
• Dual Batteries w/ Switch
• 12v/110v Refrigerator
• Additional 6 Gang Switch Panel
• Additional 12v/USB Accessory Plug
• Windshield Wiper (Each)
• Macerating Overboard Discharge
• Rear Box Seat w/ Backrest & Cushions
• Cockpit Table
• V-Berth Filler w/ Cushions
• Offshore Hardtop Package
• Bimini Top w/ Boot
• Side & Aft Curtains
• NMEA 2000 Connectivity
• Electronics Packages
• Stereo Packages
• Load Rite Trailer Option

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Posted 2024-03-12 10:18

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Seafarer 24 Sailboat Merc 6HP Long Shaft - $2,495 (vallejo / benicia)

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Seafarer 24 Sailboat Merc 6HP Long Shaft - boats - by owner - marine...

Seafarer 24 Foot ‘74 Sailboat and Nissan 6HP Extra Long Shaft McCurdy & Rhodes Design Fin Keel with Standing Headroom Cabin Complete with Main and Jib Has been in Berkeley 45 years Nissan 6HP...

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26’ Seafarer sailboat with trailer - $12,000 (Grandview)

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26’ Seafarer sailboat with trailer - boats - by owner - marine sale...

1978 26’ Seafarer sailboat with trailer. Currently in dry storage. Westerbeke inboard diesel engine, 12 hp. New main and headsail, new furler, new standing rigging, new running rigging, self-tailing...

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Freight and Logistics News and Market Update

Week of March 13, 2024

Top Takeaways

Air cargo demand showing strong recover to start 2024; Red Sea disruption masks looming over-capacity concerns.

• After recording strong double-digit growth in January, the air cargo market has again shown a strong increase in February, with 11% growth in demand from the same month in 2023. The large increases are likely fueled primarily by e-commerce shipments out of Asia but also likely some modality shifting due to the ongoing crisis in Red Sea impacting trade through the Suez Canal.

Carriers are deploying greater capacity to handle volume traditionally routed for the Suez Canal. The longer travel times of sailing around the Cape of Good Hope requires more ships to ensure schedule continuity.  However, once the issue is resolved, a surge in new-build ships may aggravate overcapacity concerns, creating downward rate pressure and prompting carriers to impose fleet management initiatives.

Strikes are expected to impact much of Europe of the coming months and into the summer travel season. There are expected to be issues in Germany, France and Italy among others, as it is a busy election year across the region. Delays and disruptions can be expected as normal operations are impacted.

• US carriers American Airlines, Delta and United Airlines have announced they will be delaying the resumption of additional China routes that were removed early in the Covid-19 pandemic, citing lower demand. The delays cover over 90 frequencies that were operated previously by the three airlines. The current passenger capacity is down nearly 80% from March of 2019.
• 28 drones were destroyed in a five-hour span, pointing to a continued increase of Houthi attacks, as reported by the US military. Not only commercial vessels are being targeted, but US warships as well.
• Last month, the Biden administration issued an executive order on the potential cyber security threat of the reliance on Chinese manufacturers for US port equipment. The administration is looking to invest $20 Billion USD into US port infrastructure over the next five years with the intention of bringing back crane and equipment manufacturing to the US. Major Chinese manufacturer, Shanghai Zhenhua, has pushed back against these assertions, stating that the reports are misleading and their equipment poses no cyber security threat to the US.
• LATAM group has announced an expansion of their carbon reduction program through a partnership with cargo clients in Brazil. The group is aiming to reduce 50% of its domestic CO2 emissions by 2030, and net zero by 2050. The offset is part of the group’s “1+1: Offset to Conserve” program where LATAM matches offset purchases by cargo clients.
• An agreement to liberalize air cargo services across Latin America has been made permanent. The agreement was first established in 2021 and allows for multinational cooperation and less restrictions for providing cargo services between two member states. The agreement includes many major South American states and allows for those not involved to join at a later date. The increased freedom hopes to continue the development of air freight throughout the region.
• The Argentina government has announced plans for the construction of a new port in the Rosario region. The surrounding region is a heavy agricultural producer, supplying corn and soybean harvest to export globally.
• The Panama Canal authority has announced they will increase the number of available transit slots by 12% later this month. The proposed increase will allow for 27 transits per day, approximately half of peak levels. The rainy season typically begins in May in Panama, hopefully allowing for the recovery of reservoir water levels and allow for further reduction of ongoing restrictions.
• China Southern Airlines is launching their longest direct flight route, from Shenzhen to Mexico City. The flight will operate twice weekly and is intended to help service the growing trade demand between the two countries, particularly in the electric vehicle market. Additionally, China Airlines is resuming a direct route from Taipei to Seattle with five weekly flights beginning in July this year.
• Australian investment group IFM has announced plans to invest more than $650 Million USD to ramp up production of sustainable aviation fuel (SAF). The investment could double within five years and aims to bring the use of SAF up to 10% of the total used by Australia by 2030. The industry is struggling to keep up with the demand for SAF as carriers look to reduce their carbon emissions.
• The emergence of the Gemini Cooperation early next year, causing MSC and Maersk to part ways, has prompted consultants to suggest a possible container vessel sharing agreement between MSC and THE Alliance’s remaining members, ONE, HMM and Yang Ming.
• A recent report from the Baltic Exchange indicates that ocean carrier rates have most likely peaked and should start experiencing downward pressure. Asia to North Europe rates declined in February while Asia to North America increases slowed over the same period.
• Germany's GDL union, representing train drivers, plans another strike starting March 12 over work and pay conditions with the state-owned railway operator, while Lufthansa cabin crew announces walkouts at Frankfurt and Munich airports on March 12 and 13, affecting all departures. Disruptions in freight operations can be expected.
• Italy faces widespread travel disruption as nationwide strikes hit airlines, trains, ferries and public transport on March 8. Milan expects to face further disruption on March 22 due to a 24-hour strike by public transport workers affecting the metro, buses and trams. Verona's Villafranca airport will be affected by air traffic controllers' strike on March 22, coinciding with a strike by Air Dolomiti cabin staff. Disruption in freight operations can be expected in the mentioned areas.
• The European Union reached a provisional agreement to reform the Single European Sky, aiming to enhance capacity, reduce costs and improve adaptability in air traffic control systems while addressing environmental impacts. The agreement is expected to make progress in reducing CO2 emissions from aviation and give member states tools to manage aeronautical activity's impact.
• Renfe train drivers, represented by the Spanish Union of Railway Drivers (SEMAF), have canceled planned strikes in March after reaching an agreement. The strikes were initially called due to issues regarding working hours and the freezing of employment plans, with the potential to disrupt Renfe train services across Spain.
• Italy's state-owned railway company, Ferrovie dello Stato (FS), faces strikes on March 23-24, impacting local, regional and long-distance trains, while an additional nationwide railway strike is set for March 13, affecting track maintenance staff.
• CGT-RATP's announcement of a seven-month strike notice from February 5 to September 9 raises concerns about potential disruptions to the Ile-de-France bus and metro network. Employees of the state-owned public transport company cite pay grievances as the reason for the strike, with the possibility of strikes coinciding with the Paris 2024 Olympics if an agreement is not reached.
• Hong Kong Air Cargo launched a new e-commerce route to Riyadh, Saudi Arabia, operating two weekly cargo flights with an Airbus A330-200 freighter. This expansion, the carrier's third in the Middle East, aims to enhance economic ties with Saudi Arabia.
• Swissport Tanzania's IATA CEIV Fresh certification at Julius Nyerere International Airport in Dar es Salaam bolsters its perishables handling, meeting the growing global demand for Tanzanian goods. This accomplishment underscores Swissport's commitment to advancing aviation logistics in Africa.
• Emirates' new daily service between Bogota, Colombia and Miami, US, using Fifth Freedom of the Air traffic rights, tests the market and optimizes aircraft usage before considering a direct route. The Dubai carrier aims to attract passengers with its product and leverage cargo growth opportunities in Colombia's perishable products market on the Miami-Bogota route.
• Abu Dhabi aims to diversify from oil by expanding its liquefied natural gas (LNG) market presence through the Ruwais LNG terminal. The project, with two 4.8 mtpa LNG trains, will elevate Abu Dhabi's capacity from 5.7 mtpa to 15 mtpa, positioning it as the second-largest LNG supplier in the Middle East, strengthening its global energy market standing in Asia and the Atlantic basin.
• Despite deteriorating ship conditions, Bangladeshi breakers are leading the market, closely followed by Pakistani recyclers, bidding on low-quality vessels. Prices remain steady, particularly in Bangladesh where the lifting of credit restrictions enabled recyclers to secure deals; while in Pakistan, the focus is on upgrading standards to comply with the Hong Kong Convention, set to take effect in 16 months.
• The Houthi rebels fired an anti-ship ballistic missile at the Liberian-owned bulker, True Confidence, in Yemen, causing three fatalities, at least four injuries, and significant vessel damage, marking the first seafarer casualties in the ongoing Houthi assaults on shipping since November 2023. The incident has prompted calls for improved seafarer safety from the International Maritime Organization (IMO) and condemnation from the US Department of State.
• Negotiators from the European Parliament and Council have reached an agreement on a regulation that will prohibit products made with forced labor from entering the EU market. This regulation applies to all products, including imports and goods manufactured in the EU for domestic use or export. National authorities in EU will investigate allegations of forced labor in companies' supply chains.
• The Biden administration is intensifying the enforcement of existing trade laws and regulations, requiring importers to ensure compliance while facing challenges like tariff increases and supply chain disruptions. Importers must exercise care in classifying goods, determining dutiable value and complying with trade agreements. They must also verify country of origin, avoid antidumping/countervailing duties and ensure supply chains are free of forced labor. Compliance helps avoid problems and can lead to faster clearance, duty savings and fewer penalties.
• US Customs and Border Protection has extended the import restrictions on certain categories of archaeological and ecclesiastical ethnological material originating in Honduras through March 12, 2029. The list of goods covered by these import restrictions can be found on CBP’s website.

This document is for informational purposes only. It does not constitute legal advice. Information herein was obtained from government, industry, and other public sources. It has not been independently verified by UPS and is subject to change. Recipient has sole responsibility for determining the usability of any information provided herein. Before recipient acts on the information, recipient should seek professional advice regarding its applicability to the recipient's specific circumstances.

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