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Wednesday

With several factors affecting the decision on the windlass–whether to replace or postpone–I wanted to look more closely at the existing power cable runs to ensure that the wires were worthy of being reused.  Finding the unkempt and disconnected ends in the port cockpit locker a while back had made it seem prudent to inspect the entire length before committing to using them, or determining whether they should be replaced.  Regardless of the condition of the main runs, the aft end would require some attention and extensions, and the existing ends in the chainlocker, while generally serviceable, were limited in length and whether they’d be able to properly reach a new windlass configuration remained up in the air for the moment.

 

During earlier portions of the project, I’d already removed some trim and cover panels in the forward cabin and head, which gave me access to the wiring in those spaces.  Now I removed the cover panels along the port side of the saloon to expose the final length of the cables for inspection.  I didn’t see any issues with the cabling through these runs.

Checking the cable in a short span that ran through a locker at the aft end of the port settee, I discovered–unexpectedly–the solenoid control switch for the old windlass.  I suppose it was mounted here with the idea that it was a safe, dry spot for the unit, though typically one finds them mounted near the windlass motor to limit wire runs from the solenoid to the control switches.  Any new windlass would require a different solenoid control anyway, and the access to this unit would be challenging thanks to the tightness of the locker and especially because of the protruding electrical box that blocked direct access–visual and otherwise–to the solenoid.  But all that was something that could be dealt with as required.

So the core wiring looked acceptable, though not without caveats.  The ends would require work, and the cable would need to be conjoined in the center where the solenoid currently was.

Meanwhile, I removed another access panel on the starboard side, this time to give me access to the underside of the toerails.  The reason I needed this was to add extra lengths of genoa track to the toerail above, to extend the existing tracks forward.  The owner reported that the position of the existing  tracks was too far aft to properly lead the headsail he was using–I think the position of the tracks envisioned a very high-clew yankee-type sail–so in the near future I’d be adding lengths and bolting them through the toerail.   I’d extend the tracks up to just aft of the mid-rail chocks, which would give nearly five extra feet of length for better sail control.  I had the tracks on hand but would wait to give the new varnish work plenty of cure time before installing them.

I spent the bulk of the day removing the masking tape from the exterior brightwork, which I was calling complete with my habitual six base coats.    I thought it was a vast improvement over the initial appearance.

With the largest single project now behind me, I could start focusing on the laundry list of other tasks planned for this boat, most of which I’d been thinking about and considering behind the scenes throughout the past days.  The new genoa tracks were one of these projects, and another was to inspect–and, if necessary, deal with–the deck around a bronze inspection port over the rudder post in the cockpit.  There were a few cracks running through the deck emanating from the inspection port, and the owner wanted me to check whether there were any issues within.

I didn’t have a tool on hand to fit the holes in the deck plate (there was probably one on board the boat), but I had no trouble opening the nicely-greased bronze threads with a pair of Philips screwdrivers.  My initial inspection didn’t find anything of particular concern–the core seemed OK where accessible, and the deck sound– but if needed or desired I could remove the deck plate for core-edge protection and rebedding.

An old bronze vent on the transom, servicing the waste tank, was heavily corroded, and the owner requested replacement.  To gain better access, I removed one of the cowl vents on the poop deck, and with a new vent already on hand I’d take care of the replacement presently.

Total time billed on this job today:  5.75 hours

0600 Weather Report:
20°, clear.  Forecast for the day:  Sunny and windy, highs in the 20s

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Tuesday

With  a relatively short day available, I focused on the exterior varnish work once more, going through my normal routine before applying the sixth coat to all areas.

Total time billed on this job today:  5.5 hours

0600 Weather Report:
Clear, windy, 8°.  Forecast for the day:  Sun and clouds, windy, high in the mid teens.

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Monday

During the day, I went through the now-habitual routine of sanding, cleaning, and varnishing the exterior teak, this the fifth coat on all surfaces.

I spent some time  looking into options for the anchor windlass, an ongoing process with various choices available.  The limited deck space on the bow, thanks to the hardware for the inner forestay and staysail boom, and I quickly eliminated horizontal windlasses as being too large to fit in the available space, so I concentrated on various vertical windlass offerings, educating myself to the (too many) models available.  The decision on the new windlass might be tabled for now, but in any event it was important to learn about the options now.  More on this topic to come soon.

Total time billed on this job today:  6.5 hours

0600 Weather Report:
20°, cloudy, snow shower.  Forecast for the day:  Occasional snow snowers and light snow, up to an inch or so, high in the 20s

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Friday

After my  usual round of light sanding, vacuuming, and cleaning the exterior woodwork, I turned to the final section of the cabin sole, at the aft end in the galley.  Reserving the small hatches (along with several other small pieces from other parts of the cabin) for later attention down on the bench, I stripped the old varnish from this last section, completing the raw stripping task.  The next step would be to sand the surface, but I’d await that till I completed the exterior varnish work.

Afterwards, I applied the fourth coat of varnish to the exterior teak, which was now starting to look pretty good.

Total time billed on this job today:  5.5 hours

0600 Weather Report:
-2°, Clear.  Forecast for the day:  Sun, then becoming cloudy, highs near 30

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Thursday

As usual, I began the day by sanding the brightwork with 320 grit paper, then cleaned up the wood and surrounding decks to prepare for the next coat of varnish later in the day.

Meanwhile, I continued work on the cabin sole.  This time, I stripped the largest section, located in the main cabin.

Afterwards, I applied the third coat of varnish to the exterior brightwork.

Total time billed on this job today:  6.75 hours

0600 Weather Report;
Partly cloudy.  Forecast for the day:  Partly sunny, highs in the 20s

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Wednesday

After cleaning up some overnight snow, I got to work on the brightwork, and sanded all the new varnish lightly to prepare for the next coat.  Afterwards, I vacuumed and solvent-washed as needed.

This all took a little longer than I’d hoped, and with the need to set aside a couple hours at the end of the day for the next coat of varnish, my time for other tasks on board was limited.  I decided to work on the cabin sole, dividing the work up over the next few days as time allowed.  The existing sole was heavily varnished, and in several places the varnish had lifted, creating a yellowish appearance.  The remaining areas were in fair condition but well worn, and it was time to strip the sole and start fresh.

Starting in the forward cabin, I used a heat gun and scraper to remove the old finish from the sole.  The finish itself wasn’t that difficult to remove, but access was tight in this area.  I removed the folding doors to allow better access to the aft corner of the space.

I’d continue with the cabin sole work as time allowed over the next few days, but now it was time to start the next coat of varnish on the exterior teak, which wrapped up the day’s work.

Total time billed on this job today:  6.25 hours

0600 Weather Report:
8″ of snow overnight, 25°.  Forecast for the day:  clearing,  windy, highs in the 20s

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Tuesday

After finishing up the last of the masking, and other final preparations, I applied a sealer coat of varnish to all the newly-bare wood.  With an afternoon commitment, and not knowing how long the varnish work would take, I started earlier than later to ensure completion and to better gauge future days’ varnishing timing.

Total time billed on this job today:  3 hours

0600 Weather Report:
10°, clear.  Forecast for the day:  Increasing clouds, snow by evening, high around 30

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Monday

To begin, I finished up the final bits of sanding and prep, taking care of a few tight hand spots and the anchor platform.

Afterwards, I cleaned up the boat and shop, and vacuumed and solvent-washed the deck and trim as necessary to prepare for the day’s main focus, which was to start masking off the newly-bare trim for varnishing.  By the end of the day, I’d  completed most of the masking, with just a little remaining to complete next time.

Total time billed on this job today:  6.5 hours

0600 Weather Report:
34°, partly cloudy.  Forecast for the day:  growing colder, mainly sunny.

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Friday

During the day, I finished up most of the remaining sanding work, starting with the starboard eyebrow trim and coaming, then working around the taffrail before moving on deck to hand-sand the handrails and various coachroof trim.  Later, I sanded the cockpit coamings and surrounding trim, leaving only the hard-to-reach pockets at the forward ends of the coamings for later attention–my hands couldn’t face any more just then.  I’d also have to finish up the anchor platform, which I’d not yet touched.  But the bulk of the prep was complete, for which I was grateful.

Total time billed on this job today:  5.75 hours

0600 Weather Report:
10°, clear.  Forecast for the day:  Sun, then increasing clouds, high in the low 30s