seafarer 30 sailboat data

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seafarers 30

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other than being slow(what is fast on a sailboat)what''s the opinion of all out there I went through their website and found jeff couldn''t get the dingy but other than that a couple reviews that were at best uninformative. what are the problems with this boat it.s not a huntabenalina but neither is it a oyster or swan,what do the experts say. there does not seem to be a lot on the market,they do have nice lines but then I thought that formosas and choylee have nice lines.  

Hello Ken, I am going to assume that you are looking at one of the later McCurdy and Rhodes designed Seafarer 30''s. Although it wasn''t popular there was a Bill Tripp 30 as well. For what it''s worth you can still call and get Ian McCurdy on the phone and plans are still available on this particular model. In my opinion Seafarer made a pretty good boat. While not blue water by any stretch of the imagination they were pretty solidly built. Some of them were sold as hull only, you can usually spot these quickly as they are typically not a very well finished boat. The factory finished boat that I have seen are much better. There are no inherent problems that I have heard of on this particular model. I was on the Seafarer email list for about five years and I have yet to hear any owner say anything bad about the thirty. Most of the Seafarer owners I know are head over heels in love with there boats. I would suggest that you join the Seafarer email list available here through Sailnet and ask the owners your self. There are a lot of honest and knowledgable owners that will give you straight answers. Best of luck to you. Dirt  

Ken, I''m sorry, after I posted I remembered that there was one problem that seemed to be common on the thirty footers. The attachment on the bottom of the rudder was not he best design and almost invariably get''s loose. Not terribly hard to fix but expensive if you have a yard do it. Dirt  

A friend and I are purchasing a 30 foot cruiser IN HAWAII hopfully. That is where we want to sail around first. We are looking for a boat around 25 g''s and must have a hot shower. My question is is there anyone out there that can take us to Hawaii and sail us to a couple of marinas to search for a boat. We can pay a grand or so. Air fare and hotels and car rental seems like a waiste while there are sailors out there that need to pick up some extra cash anyways. I just had this idea dawn on me yesterday. Keith  

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Seafarer 30

• Thread starter Mike Conlon
• Start date Aug 4, 2014
• Brand-Specific Forums

Mike Conlon

I'm the new owner of a Seafarer 30 --- looking for some fun sailing the South Florida Waters. Mike  

jhnewsome17

Mike Conlon said: I'm the new owner of a Seafarer 30 --- looking for some fun sailing the South Florida Waters. Mike Click to expand

jhnewsome17 said: Mike, There are limited online resources for the Seafarer brand since the company went out of business in the late 1980s. This is a good forum for specific discussions on topics, and there is also a very active group on Facebook. Here's the link if you are interested. https://www.facebook.com/groups/seafareryachts/ Look forward to hearing from you. James[/QUOT Hi James--- thanks for the welcome note and I will check out the Facebook link as well. Mike Click to expand

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Trauma From Red Sea Attacks Adds to Seafarer Shortage

FILE PHOTO: Greek second-class marine engineer and member of Greece's marine engineers' union PEMEN Costas Rassias, 34, poses for a portrait in Athens, Greece April 3, 2024. REUTERS/Louiza Vradi/File Photo

By Renee Maltezou and Jonathan Saul

ATHENS (Reuters) -When a missile fired by Yemen's Houthi Islamists landed near his ship in the Red Sea, Costas Rassias vowed to stop sailing through the perilous waters.

    "I froze," said the Greek 34-year-old second class marine engineer, describing the close call. "I weighed what was more important - my life, or a better income?"

As attacks on merchant ships by the Iran-backed Houthis persist, traumatised seafarers are refusing to sail through the Red Sea, according to interviews with more than 15 crew members and shipping industry officials.

That's another staffing headache for an industry already facing a shortage of seafarers worldwide, with ranks having shrunk after COVID kept seafarers on board for months and the war in Ukraine posed dangers in the Black Sea.

    "Seafarers are less and less keen to willingly sail through that region and it is becoming a bigger challenge now," an industry source with knowledge of the crisis said.

Houthis first launched drone and missile strikes in the key waterway in November in what they say is solidarity with Palestinian militants in Gaza. In over 70 attacks, they have sunk two vessels, seized another and killed at least three seafarers.

The Greek-owned Tutor coal carrier attacked in the Red Sea on June 12 has sunk, salvagers confirmed on Wednesday. The UK-owned Rubymar sank on March 2.

Container ship sailings through the Red Sea dropped 78% in May compared with a year ago, analysis from logistics platform project44 shows, as companies choose to go around Africa, raising costs and extending voyages.

    "My answer is very clear: No," said Rassias, when asked if he would go back again. He is a member of Greece's marine engineers' union PEMEN.

    "We urge our members not to give in to pressure, to put their safety and lives first and demand not to work in war zones at any cost."

ROCKETS FLY

Charles Watkins, CEO and clinical psychologist at Mental Health Support Solutions, has met 40 seafarers from two ships that sailed through the Red Sea. Many have experienced trauma and some are considering leaving the trade.

    "There can be sleep disturbances, nightmares, they can be easily startled, they can be stressed, they can develop a sudden urge not to eat anything anymore," Watkins said.

Most ships have deployed armed guards on board to help defend crew during potential attacks, but crew themselves are rarely trained or equipped for conflict.

"The majority of merchant ship crews have no military training whatsoever," said John Pavlopoulos, head of Sea Guardian, whose armed guards have made thousands of crossings through the area. "The slightest explosion disconcerts them, stresses them out."

Boris Basenko, Ukrainian captain of the Greek-owned bulk carrier Zografia which was struck by a rocket this year near Yemen, said he doubts he will sail again through the region.

    "Rockets fly into my home city every day but I was caught by a rocket a few hundred miles away" from Ukraine, he said. "Almost everyone from my crew at that time did not want to return to the Red Sea."

Johnrhez Balboa, a 26-year-old engine cadet from the Philippines on his first nine-month stint at sea, was aboard the first vessel to pass through the Red Sea last December after another ship, the Galaxy Leader, was hijacked. His crew maintained a "pirate watch", scanning the water for hijackers.

"We were afraid and anxious," he said "Guarding our ship was scary."

Mariners have support if they choose not to go, said John Canias, head of maritime operations with the International Transport Workers' Federation (ITF), the leading seafarer's union.

The nearly 360,000 seafarers covered by an ITF agreement worldwide have the contractual right to refuse to sail in designated war zones and demand repatriation at the shipowner's expense. In April, one such zone in the Red Sea, known as a "warlike operations area", was expanded at ITF's request, Canias said.

"Many shipowners are now more reluctant to sail through the area as they simply don’t want to put seafarers’ lives on the line," he said.

GROWING DEMAND

    Over 80% of global trade is shipped by sea and an estimated 1.8 million seafarers service ships, with growing shortages of qualified mariners.

Some 18,000 additional officers would need to join each year to meet demand, according to the most recent seafarer workforce report published in 2021. Thousands of higher level officers are needed to service the 80,000-strong ocean-going fleet.

Some Greek captains have already requested to be transferred to other vessels to avoid the Red Sea, a union official said. At least four Greek companies have in recent months decided not to cross the area, company officials said.

"We don't like to profit off the pain of others. We won't send our ships there," said George Logothetis, executive chairman of privately owned U.S.-headquartered Libra Group.

Other companies are reviewing each case separately, weighing the risks for crews and vessels.

    Rene Kofod-Olsen, CEO of V.Group, one of the world’s biggest ship management and crewing companies, said their managed fleet's crossings have declined since the beginning of the conflict.

    He said in the instances where their ship owner clients have opted to sail through, "we give our seafarers the opportunity to not proceed and we can change crew."

(Reporting by Renee Maltezou and Jonathan Saul; Additional reporting by Neil Jerome Morales in Manila and Yannis Souliotis in Athens Editing by Edward McAllister and Peter Graff)

Copyright 2024 Thomson Reuters .

Photos You Should See - June 2024

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Tags: Greece , Yemen , Israel , Transportation , Middle East , Europe , Philippines

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• Sailboat Guide

Seafarer Swiftsure 30

Seafarer Swiftsure 30 is a 29 ′ 11 ″ / 9.1 m monohull sailboat designed by McCurdy & Rhodes and built by Seafarer Yachts starting in 1978.

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)

See SEAFARER 30 for more details.

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