Tuesday

Using a ruler to measure off the edge of the nonskid, I made a series of marks 1-1/2″ towards the deck edge, which marks indicated the general position of the inside of the toerail.  During deck painting, I’d worked in the opposite direction to establish the nonskid edge, so now it was straightforward to transfer the marks and leave the desired 1-1/2″ wide glossy border between the nonskid and the edge of the toerail.

With these initial marks made, I masked off and covered the decks with a protective material that would help keep the nonskid clean and unmarred during the rest of construction.  I covered the large port side of the coachroof, but left the outboard edge unsecured as I’d soon be trimming the material more to install the handrails.  Afterwards, I reconnected some electrical cords and the interior lighting that I’d disconnected for the painting project.

I kept the masking tape about 1/2″ inboard of my toerail marks to secure the deck cover; once that was all taped down, I ran a line of masking tape along my pencil marks, giving me a line to which I’d align (generally speaking) the toerail during installation, notwithstanding any minor adjustments as I let the toerail fair itself into a smooth curve.

After getting myself set up with tools and supplies for the toerail installation, I began the job at the port bow.  To begin, I made a quick plywood template of the part of the original bow platform that had been secured to the deck.  Then, I used this  template to determine the eventual position of the bow platform on the foredeck, both for immediate use and for future reference.  I centered the template at the stem and made some reference marks right on the deck cover.

This gave me a general starting point for the toerail, and, more importantly, a reference point for the toerail’s first fastener.  I planned to run the toerail just a bit past the eventual bow platform line for later trimming, but wanted to locate the first fastener close to the cut line, but certainly not in the way of or past it.  From there, I chose an arbitrary length (1″) to extend the toerail past the cut line marked on the deck, and, from there, located the first fastener position and predrilled the counterbore and pilot hole through the toerail before positioning the rail and beginning to secure it with machine screws to the deck, spacing the fasteners 12″ on center.

The flexibility of the plastic lumber material worked in my favor here.  Had this been a wooden rail of similar dimension, I would have had to install it all the way to the stem to ensure that the curvature was fair and true, but here I needed only the slight overlap past my marked cutline, and the rail material had no trouble maintaining its shape.  It also helped that the bow sections on this deck were quite straight with almost no curvature.

This material cannot be glued, and will not hold glue or adhesive of any kind, so this meant I was able–and had no choice but to–install the rail in sections, rather than the normal procedure of scarfing together various lengths of wood into a continuous length to reach the full length of the boat.  This certainly made installation easier, but raised the issue of how to deal with the seams between the 12′ lengths of toerail.

To prepare for this, though I wasn’t sure how it would work just yet, I cut the aft end of the first section at a 45° angle from top to bottom, with the cut leaning aft.  I hoped I’d be able to butt the next section, cut with a corresponding angle, into this joint, but wouldn’t know how that seam would work out till I got there, so I continued working aft and securing the toerail with screws.  For each hole, I bored a 3/8″ counterbore for a bung; then a #25 pilot hole through the toerail and deck; then a 7/32″ “sloppy” pilot hole a little oversized for the #10 screws; and finally tapped the deck hole with a #10 tap.  The material was highly flexible and easy to maneuver, but to help hold it generally in place I used a temporary line secured to a cleat through the port openings to hold the aft end as needed.

With the first section successfully in place (dry), I continued with the next length.  The curvature of the boat where the seam landed wasn’t overly great, so I hoped the angle cuts would work well and that the ends wouldn’t misalign.  I used a clamp to hold the joint together once I’d secured the first screw, which was near the joint, and worked my way aft, securing the rail every 12″ as before.  The second seam ended up just aft of the winch islands.

The dry seam between the two rail sections near the chainplates worked out frankly far better than I ever hoped it would.  The flexibility of the non-wood material really worked in favor here, as such a seam design would never work with wood.  But here, the material was flexible enough even in a short distance that the seam remained basically well-aligned with no clamping pressure, so this was good news.

I finished up the dry toerail installation with the last, shorter section on the port side, running aft to the transom.  I let the rail run wild over the transom for the moment so I could mark its final end.  Again, the seam between the two sections looked good once complete.

I planned to leave a scupper opening between the toerails and the taffrail at the transom, so I made some reference marks on the rail to align it with the angle of the transom and other considerations as needed, then removed the rail and made the cut.

Before I removed the toerails to prepare for final installation, I had to determine and lay out some drain openings at the sheer’s low point to allow water drainage.  To begin, I referred to some old pictures of the boat, to see where these openings had been placed originally.  These photos may also provide a useful reminder of how far we’ve come since this odyssey began, lest we forget.  (The old deck close-ups are even more revealing.)

The original toerails had two drains:  one each forward and aft of the winch islands, which made sense based on the sheerline and the fact that the winch islands, while not completely closing off the channels, at least impeded the free passage of water thereunto.    So, armed with this information, I studied the new toerail and its fastener positions, and eventually marked off three drain locations, using the winch island’s after and forward edges as reference points so I could repeat this process on the starboard side later.  I added a third drain location forward because it seemed like the extra capacity could be helpful rather than relying on just the single pair of drains.  I spaced the three openings 21-1/2″ apart, since this measurement worked between the pair near the winch islands (and avoiding fasteners).

With the drains thusly marked, I removed all three rail sections, and milled small countersinks at each fastener location on deck to better supply sealant to the fastener holes themselves.  Afterwards, I cleaned the decks and the faying surfaces as needed to prepare for final installation.

Finally, I cut the three drain openings in the rail section down on the bench.  I made them 1/2″ high and 2″ long, with rounded corners.  After cleaning the rail sections, all was ready for final installation next time.

Total time billed on this job today:  8.25 hours

0600 Weather Observation:  34°, cloudy. Forecast for the day:  Cloudy, chance of rain or snow, 37°

Monday

I thought the fresh deck paint would benefit from another day’s cure time before I started covering it up with protective material that would allow me to walk and work on and around the decks for the rest of the project, so I decided to finish up the bottom work now.  The boat in her as-arrived form had had a barrier coat applied to the bottom fairly recently, and with minimal bottom paint above the epoxy coating we decided long ago to leave the bottom as is, and with barrier coat already in place over the bulk of the bottom all that remained was to apply some where needed.

After masking off the bottom edge of the boottop, and cleaning the bottom as needed, I started the first of several coats of epoxy barrier coating on the untreated area above the old waterline, and on various patches and repairs elsewhere on the bottom.

While the first barrier coat cured for a while, I started work on the toerails.  I chose to work on the toerails now because I needed to have them in place sooner than later, as much or most of the other deck hardware depended on the toerails’ placement.  The owner chose a plastic teak-replacement for the exterior trim, and starting with several larger pieces (nominal 2×4), I prepared to mill the 1″ square blanks required for the new rail.  I started with a sample piece to test the material’s mill-ability for the various processes it needed to undergo for this purpose, including routing the two top corners to create a rounded profile, and sanding away any tool marks.

Satisfied with the process, I continued and milled enough blanks for the rest of the toerail.  I found that my dust collector wouldn’t pull through the wiry spoils from the table saw as I milled the blanks, which forced a work stoppage so I could empty out the completely-full table saw base.  I thought that the initial clogging was a result of some pre-existing condition  that I’d been unaware of, but even after cleaning out the base, further milling revealed that the base was filling up again, and that clearly the vacuum system couldn’t manage the heavier plastic spoils.

Meanwhile, the epoxy barrier coat had cured enough so I could continue with the second coat.

With all the toerail blanks milled to their overall dimensions, I ran them through a small router table to round over the two top edges.  During my test piece early in the day, I found that the plastic toerail material was hard to control  through the cutter since it was heavy and slippery yet highly flexible, so I clamped on some wooden supports to pin the square blanks in place while they passed over the table, and the process went smoothly from there.

By lunchtime, I would apply the third and final coat of the epoxy barrier coating to the hull.

I spent most of the afternoon sanding the 12′ toerail blanks to remove tool marks and otherwise prepare the blanks for installation.  The second photo shows the flexibility of the material, which I thought ought to make it fairly easy to bend into place along the deck edge.

Finally, with the barrier coat cured enough to continue, I applied one coat of the owner’s choice of blue antifouling paint.  Although overcoating the barrier coat is required in this way (at least to avoid re-coating or sanding the barrier coat), this coat of bottom paint was really a vanity coat to pull together the final appearance of the refinished boat. Since this hard type of bottom paint requires reactivation (through recoating) if it’s been a certain length time before launching, I planned to apply a second (and even third) coat at the end of the project, but for now the first coat cleaned up the appearance of the bottom and provided the required bond with the fresh barrier coat beneath.

Total time billed on this job today:  8.25 hours

0600 Weather Observation:  25°, cloudy. Forecast for the day:  Freezing rain to rain, 36°

Saturday

Over the weekend, I applied the second coat of nonskid paint to the deck areas.  Later, once the paint had cured sufficiently, I removed all the masking tape to reveal the finished decks.

Total time billed on this job today:  2.25 hours

0600 Weather Observation:  12°, clear. Forecast for the day:  Sunny, 31°

Friday

With the major painting behind me, I was happy to remove all the masking tape, paper, and plastic from the boat, and start getting the shop back to normal.

It would have been nice to address the bottom while the boat was clear of staging and other impediments, but it was too soon to tape the new boottop, and I needed to continue the work rolling along on deck, so the bottom could wait for now.  Eventually (soon), I planned to patch in the barrier coat below the boottop and over the various hull patches, then apply a first coat of bottom paint as a base and to complete the new appearance of the boat.

For now, though, I set up staging at deck height once more, to allow access for nonskid painting and some of the other upcoming work on deck.

I set to work masking off the new glossy deck paint so I could paint the nonskid field areas.

After final preparations, I applied the first coat of off-white nonskid paint, a color subtly darker than the gloss white areas but light enough to avoid the heat of the Florida sun, where the boat was eventually headed once complete.

Total time billed on this job today:  8 hours

0600 Weather Observation:  28°, mainly cloudy.  Forecast for the day:  Decreasing clouds, 44°

Thursday

Now that the topsides paint had had adequate cure time, I worked to mask off the hull so I could spray the boottop.  I started with a narrow strip of vinyl fine-line tape to define the top edge of the stripe, then covered nearly all the vinyl tape with a strip of regular masking tape.

Afterwards, I covered the hull in plastic and masking paper above the boottop to protect against overspray.

After final preparations, including solvent-washing and tacking off the boottop, I applied three coats of Alexseal Toreador red to the stripe, leaving things to cure overnight.

Total time billed on this job today:  4.5 hours

0600 Weather Observation:  6°, mainly clear (high clouds).  Forecast for the day:  Mainly cloudy, chance of snow showers, 33°

Wednesday

With the topsides paint complete, now I could remove the masking tape defining the boottop.  I also chose to remove the old tape marking the waterline (bottom edge of the boottop), as this tape had been on there for quite a while, and had been sanded and primed over, and while it was in good condition I didn’t want to risk a problem removing it once the boottop had been painted, so it made sense to replace it.

I needed to give the fresh hull paint some cure time before I could mask off the topsides in preparation for the boottop painting, so, having done what I could on the boat herself for now, I spent the rest of the day’s time working on an assortment of tasks to get ready for the work to come once the paint was all complete, including sourcing and ordering teak to build the new bowsprit and tiller, and preparing some measurements for a new boom vang we hoped to order.

I’d earlier pulled out of storage some of the original hardware–ports and stanchions–to prepare them for eventual reinstallation, and now I cleaned up the bonding surfaces on the bronze ports (three small round and the large rectangular galley port), plus the bronze trim rings for the six elliptical deadlights in the cabin.  I had new lens material on hand for the cabin deadlights.

The stanchion bases required some sealant removal and basic polishing to prepare them for re-use.

Total time billed on this job today:  6.25 hours

0600 Weather Observation:  12°, clear.  Forecast for the day:  Sunny, 26°

Tuesday

After final preparations, I applied three coats of Alexseal snow white topcoat to the hull.

Total time billed on this job today:  3.75 hours

0600 Weather Observation:  28°, cloudy, about an inch of snow, sleet, and frozen rain down overnight.  Forecast for the day:  Cloudy, freezing drizzle, snow, and general unpleasantness, 37°

Monday

I got started up on deck, where I masked off the new paint edge along the perimeter of the deck and covered the decks with plastic to protect them during the hull painting.

I removed the staging to clear the work area, then set about striking and marking the top edge of the new boottop.  I began setting up my level beams at the transom and stem (I’d leveled the boat previously), choosing a point at each end to provide a 2-1/2″ visual height to the new stripe, then struck and marked the boundary in my usual manner.

I masked beneath the newly-made tick marks, then at the bow masked a new, sheered line, starting well back on the hull (about 10′) and  eventually extending 2″ higher than the marks at the stem, in keeping with the boat’s original striping and the specific characteristics of the boat’s bow sections.  Afterwards, I covered the area below the tape with paper to protect against overspray.  (Sorry, I forgot to take pictures of the bootstripe from all angles just after I taped it.)

During the remainder of the day, I set up staging at the appropriate height, added additional lighting around the shop to illuminate the hull, cleaned the floor and staging, solvent-washed and tacked off the hull, and finished all the other paint and equipment preparations required to be ready for paint in the morning.

Total time billed on this job today:  7.25 hours

0600 Weather Observation:  34°, cloudy.  Forecast for the day:  Cloudy, with a chance of rain and snow, 37°

Friday

I spent the first part of the day removing all the masking tape, paper, and plastic from the decks, hull, and loose parts.

I planned to continue the painting with the topsides next, but final preparations for that would have to wait just a little while so the fresh deck paint could cure enough to be masked over, so I couldn’t work on that today.  I wanted to leave the staging at its current height till I covered the decks with tape and plastic, so for the moment there wasn’t much I could do conveniently to move forward on the hull.

One thing I could do now was to double-check the level of the boat from side to side, which was important for laying out the new boottop, so I set up a level and made some minor adjustments to the boat stands till I was satisfied.

With little more I could do to advance the painting project for now, I decided to go ahead and install the new prop shaft and propeller.  On this boat, the shaft needed to be installed from inside, since the rudder blocked access from without, so I could install the shaft coupling down on the bench first.  Then, I installed new graphite packing in the stuffing box nut and pre-installed that on the shaft before inserting the shaft from inside the boat.  I’d intended to mouse the coupling setscrew while I had the shaft on the bench, but forgot about it and didn’t notice till I’d proceeded far past the point of re-removing the shaft, so I’d complete that in place later.

With the shaft in place but still free within the boat, I installed the new propeller (3-blade 10RH8, as calculated to match the requirements of the boat, aperture limitations, and electric motor combo), since the only way it could fit (again thanks to the tight aperture and rudder) was to have room to move the shaft forward a bit to make room for the prop hub.

This was as far as I’d originally planned to take the task for now, but I couldn’t resist continuing and installing the electric motor and finishing up the shaft connection now.  This was quite straightforward since I’d already more or less completed the alignment and engine mounts installation earlier, when I measured for the new shaft, so it was a pretty simple matter of placing the motor on the mounts, completing some minor adjustments, and securing the shaft couplings and engine mounting bolts.  Note that the cover housing for the electric motor assembly is not installed in these photos, pending final connections and electrical work that would happen soon once the painting project was done with.

That was about all I could do now without disrupting the “clean room” condition of the shop pending the final paint, so I called it quits on this project for the day and worked on a couple micro-jobs I had on hand for other, unrelated projects at the shop.

Total time billed on this job today:  4.75 hours

0600 Weather Observation:  25°, clear. Forecast for the day:  Mostly sunny, 35°

Thursday

After final preparations, I spray-applied three coats of Alexseal snow white topcoat to all deck areas, working as usual in two stages and over the course of several elapsed hours:  First the inboard areas of the coachroof and cockpit, including the cockpit well; and then all the remaining areas, including cabin trunk, channels, coamings, and the outer areas of the cockpit.

Total time billed on this job today:  5 hours

0600 Weather Observation:  32°, cloudy. Forecast for the day:  Cloudy with rain likely in the afternoon, 45°