masthead. The inner stay and mast ring plates are also well secured. (Not shown is a reinforced

welded aluminum band at the mast base.) Also notice the condition of the standing and running

rigging, which have been recently replaced with many upgraded offshore attributes.  

The masthead sailing instrument unit (Data Marine) was recently replaced. All of the mast and deck light fixtures have been recently

 replaced: anchor, foredeck, steaming, stern and bow. (There are replacement light bulbs for all light fixtures.)

These are the staysail blocks and sheet.

These are the cabin oil lamps. (There is a supply of lamp parts, including: oil, glass chimneys and wicks.)

below the V-berth cushions, propane locker, chain locker, and below the galley stove.)

with a tee that supplied water to the flush toilet that would then drain to a holding tank

(30 gallon capacity) in the V berth or overboard via another seacock. There was also a port

side deck plate for pumping out the holding tank.

We wanted to find an alternative to the conventional marine sanitation device (MSD) and

rid ourselves of the odor associated with storing onboard sewage, the continual dependency

and expense of marina pump-outs, the need for two dedicated seacocks, and the

unpredictable failure and on-going maintenance of a flush toilet. We also wanted more

interior storage space, and a system that was more environmentally sound and easier to

maintain. So we began to research alternative MSDs for our boat.

A dry composting toilet (DCT) is a viable alternative for a cruising couple. A larger vessel with

two heads, with DCTs in each, could accommodate the continuous needs of a family or two

couples. The Sun-Mar DCT (current retail price: $1,625 USD), which we chose, is a USCG certified

Type III MSD— the same classification as most conventional marine flush toilets with holding tanks.

This Sun-Mar unit was designed for marine application and has many features for that purpose,

such as a folding foot rest, a gasketed drying chamber draw with finger turn screws, a locking

compost drum that seals itself when not in use (think inverted), base and rear mounting brackets,

etc.  This model has a sloped back that conforms to hull's shape, a better fit than the straight back model

currently produced by Sun-Mar.

The way this DCT works is that solids are naturally decomposed and liquids are evaporated

through regular rotation of the drum, 12v inline vent exhaust fan, and, if needed, a 1 amp,

110v heating element at the base of the evaporation chamber.

We’ve made some modifications to our unit. Instead of the inline vent fan, we installed a Nicro

PV solar/high capacity NiMh battery fan on deck that continuously vents the DCT, which aids

the natural evaporation process without drawing on the battery bank. We also installed an

effluent overflow line, with a shut off valve, which leads to a portable 5-gallon collapsible holding bag

that is stored in the area under the cabin sole, near the forward seacock. We’ve also replaced

the plastic screws that secure the gasketed finishing draw with galvanized wing-headed screws.

Under normal use, with the continuous vent fan and the effluent overflow bag, we have found

that the DCT requires NO electricity from house batteries or shorepower, the 5 gallon (usually only

partially filled) portable container needs to be taken ashore and flushed in a toilet or otherwise safely

disposed every 5-8 days, warmer temperatures accelerates evaporation. The decomposed solids are

emptied from the small drying draw every 4-6 weeks.

The DCT would have installed much better if we had removed the pre-molded platform that

the conventional flush toilet was mounted on, but we opted not to make that alteration for

possible resale purposes. Instead, we had to attached wooden leg extensions on the base of

the foot rest to gain 6”.

(The photos below are from Carl Wood’s excellent article about the

Sun-Mar DCT he installed on his Great Lakes DE38 s/v Libertad. These photos illustrate an

improved installation with the pre-molded platform removed.)

Our own sailing webmaster Scott Carle of DE38 s/v Valkyr has also made the

conversion and continues this discussion of DCT at another forum link.

For those who wish to delve even deeper into this subject and the general discussion

of resource conservation there is an online version of  Humanure  

reinforced at all stress points. All of the spars are manufactured by http://www.lefiell.com/2marine_main.html )

and the hinged backrest swings upward and is latched into position with underside barrel bolts,

the settee is converted into a double berth, using extra cushions stored behind the backrest,

and the backrest converts into a pilot berth.

Although these provide excellent reference details, some of the information is missing (such as the

second sail slot on the mast on Gracie Emmett, which can allow a storm sail to be set on deck while the Main Sail

is hoisted, or a flex ladder hoisted to clear a fouled main sail , or a spare mast sail slot if the primary is obstructed);

or not exactly "as built" (such as the spreader bracket attachment mast plate is much more substantial and is welded on GE);

or modified (such as the goosenecks on both booms on GE).

All of the spars are manufactured by LeFiell.

MAST HEAD

SPREADER

INNER STAY

MAST/BOOM

MAIN BOOM

STAYSAIL BOOM

This family operated, full service marina and camp grounds provides friendly and capable assistance to those calling

Chipman Point home port, as well as, transient boats and visitors. Located on the southern end of Lake Champlain,

the marina is surrounded by the picturesque rural Vermont landscape.  The stone buildings date back to the early 1800’s

when the warehouses, hotel and post office served the bustling Lake Champlain canal and ferry traffic.  The buildings were

placed on the National Register of Historic Places in 1996. http://www.fort-ticonderoga.org/
Part 2 /archives/1826
Part 3 /archives/1858
 

Even though some of these details have been changed, through modifications and improvements, they

provide an illustration of some of the main rigging components.

MAIN SHEET

in very good condition. Clean, polish and touch-up the antifoul, and bulwark and boot top paint, and the hull is ready for launch.

 (7 Brownell boat stands are included with boat inventory.) The hull form of the DE32 a displacement type hull with a clipper bow

and bow sprit, curved hull sides with bulwarks and tumblehome, traditional sheer, and transom stern with wineglass sections.

The bottom has slack bilges forward which transition to harder after sections and a full-length keel, with cutaway forward.

These are some of the Construction Specifications from the builder, Down East Yachts, Inc.

• One piece hull, hand laid-up with mat and roving. Double laminated to top of bulwark with triple laminate to top of boot exceeding
• Lloyd’s specifications.
• Double hull laminate over inside lead ballast forming separate watertight ballast compartment.
• One piece hand-laminate deck, cockpit, and trunk cabin reinforced with traditional deck beams and carlings.
• Rudder molded of glass reinforced high density foam over a steel backbone with a heavy wall stainless steel tubular shaft.
• Upper and intermediate bearing bronze with sturdy bronze lower bearing and gudgeon combined.
• Deck core is Conolite closed cell foam with strands of glass fiber is exceptionally strong in shear, waterproof and impervious
• to heat in normal use.

       (There are several deck core samples available for inspection.)

Gracie Emmett. Some of these, such as replacing the headliner and bowsprit, and reinforcing the side decks, have been covered in

other articles.  Some highlights of a few other boat upgrades are:

The boat has a molded fiberglass battery tray, with a perimeter containment lip, in the engine compartment that is located just aft of

the engine and stuffing box. The battery tray can accommodate 4, Group 29 batteries (approximately 250 lbs). Locating the batteries

in the stern of the boat works to balance the weight of the ground tackle stored in the bow. Another advantage to storing the batteries

in the engine compartment is that off gassing associated with battery charging is kept out of the cabin area and is vented through the

cowl vents on deck. One of the disadvantages of storing the batteries in the engine compartment is that battery access is a real problem.

To solve this problem, an access hatch was installed in the cockpit sole, just above the battery tray. In addition, battery tie-down straps

were also installed.

When the bowsprit was redesigned and installed, one of the advantages was that the anchor rollers were repositioned from the end of

the bowsprit, thereby shifting the weight of the stored primary and secondary anchors (70 lbs.) more inboard.  To reduce chafing of

the anchor road, a tang was welded to the underside of the bowsprit that receives a shackle from which two snatch blocks are attached.

These snatch blocks work as fairleads for either anchor roads or lines of a deployed sea anchor. (Snatch blocks are Ronstan 6741 Trunnion

Head; MWL: 3,310 lbs, BL: 6,610 lbs, Max Cable diameter:5/8’ line. Cost: $220 per block.)

In the photo below, notice how the anchor riding sail is working to turn the bow with the fairlead smoothly guiding the anchor road. 

Also, in addition to the masthead LED anchor riding light, there is an extra precautionary portable LED anchor riding light (encircled red

in the photo below) that is plugged into a DC outlet and can be positioned at deck level and can be attached to either the fore or back stay,

depending on the direction of boat traffic.

There are other attachment points that were incorporated into the new bowsprit design. For example, a tang near

the forestay to attach a jib downhaul block and a pad eye at the inboard end of the bowsprit for attaching a boom preventer

or jack lines. The 1” jack line webbing run from the bowsprit along both side decks and connect to back plated pad eyes on

either side of the cockpit. This provides secure attachment points for tethering from the cockpit to the bow pulpit.

Although our DE32 had the deck mounts for staysail blocks and the staysail boom, it was a sloop rig when we purchased her, with an

enormous 150% Genoa on a roller furler.  We restored the cutter rig by purchasing a complete set of head sails (Jib, Stay and Yankee–

all high cut, with reef points, large bronze hanks, triple stitched 10 oz Dacron), and installed all new blocks, sheets, halyard, and toping lift.

We also had to fabricate and install a new ring bolt at the bowsprit for the inner stay, an inner stay with fittings, staysail boom goose neck,

link plate, turnbuck le, and stacked shackles to allow four way movement.

One issue that our marine surveyors and rigger noted was that the back chain plate had deformed, probably due to stress loads placed on the

backstay from carrying the 150% Genoa. The Gelcoat around the upper portion of the backstay was distressed, but a thorough inspection of

the transom fiberglass indicated that all was structurally sound.  A new backstay chain plate was custom fabricated from 1/4” SS stock. Because

interior access is severely restricted in the interior transom area at the bulwark, the top two bolt holes of this chain plate were threaded, adding

additional strength to this high stress point.

For those of you who have rebedded the mast step bracket on deck, it wouldn’t be a revelation to learn that there

are only machine screws (not bolts) securing this to the deck.  Not much there to counteract shear loads. And for compression loads

the only material between the mast step bracket on deck and the interior compression post, is the thin layer of fiberglass.  Although there

is no evidence of deck deflection or deterioration in this area of our boat (affirmed by two separate marine surveyors), as a prevention measure

(and for peace of mind)  a custom aluminum backing plate was fabricated and installed to spread the mast compression loads atop the compression

post and to enable thru-bolting the mast step bracket.

Tiller steering is our preference. Compared with a wheel a tiller occupies less cockpit space, has less moving parts to fail/replace and

 windvane steering is easier to install.  The sailing qualities of a DE32 also makes boat handling with a tiller a joy.  There are three tillers

aboard. The tiller that came with the boat was re-laminated and is stored for emergencies, along with a tiller of solid white oak. The primary

 tiller is both strong and esthetically pleasing and is constructed of laminated mahogany.

Ash shroud rollers, hatch screens, and large stainless steel cockpit drains are other examples of small, high quality upgrades that contribute to the

overall seaworthiness and cruising comfort of this boat.

self-tacking, along with the stay sail, while beating windward. When the boat is running or on a broad reach the leeward sheet acts as a

boom preventer. There is another bail attachment point on the boom 18” forward where 4:1 boom preventer/vang blocks are set on

both starboard and port side rails. These act in tandem with the main sheet to adjust sail shape and spread the load on the boom and

are set as wind conditions dictate.

The main sheet is served by two Harken 32.2 two speed, self-tailing winches that are backplated with 1/8” aluminum plates. The main

sheet lines are each 50’ of ½” StaSet X. The ½” line is easier on the hands. All of the blocks and winches were recommended by a

professional rigger and are oversized for offshore sailing. The estimate cost for the main sheet gear (not including preventer) is

approximately $3,000 – $4,000, depending on winch style and finish.

Main Sheet Specs

• (2)  ½” Sta-Set lines, 50’  (9,600# breaking strength) ($1.99/ 100 LF = $200)
•  (2)  Schaefer Fiddle Block with becket (Model 705-55)  2 3/8” sheave (2,250 safe working load) takes up to a 9/16” line. ($115/each = $330)
• 7 Series Fiddle Block with Becket Fiddle Block with Stainless Steel Cheeks and Becket.

 Features: Universal Head design may be locked in place or allowed to swivel. Delrin sheave maintains strength and low-friction. For boats to 34'.

Combine with 705-45 for a 4:1Purchase.

Specifications: Sheave Dia. 2-3/8" (60mm) Thickness 1-3/32" (28mm) Width 3-31/32" (101mm)

Length 8-25/32" (223mm) SWL 2250 lbs. (1020kg) Weight 1lb 5oz (595g) Max Line: 1/2" (13mm

•  (2) Schaefer Double Block  with univ. head(Model 504-25) 2” sheave (1,750 safe working load) takes up to a ½” line. ($92/each = $184)

Double aluminum block with high strength head. High-strength head retains three-way locking feature. Use with #747-08 duraratchet for complete

mainsheet or vang control. Use with 5 series adapters for custom applications. Length: 5 1/16" Width: 2 1/8" T: 1 21/32" Weight: 8.3 oz.

5 Series blocks offer small to medium sized racing and cruising yachts an extremely high strength to weight ratio and oversized sheet capacity.

They are true workhorse blocks and will provide years of trouble-free service. Versatile head design has a three-way, built-in locking feature and

accepts multiple universal adapters for custom mounting Choose between brilliant stainless steel or tough, hardcoat anodized aluminum cheeks with

UV protected Delrin sheaves or Delrin ball bearing sheaves  Sheave diameter: 2 Pin diameter: 1/4  SWL: 1,750 lbs.; ball bearing: 1,500 lbs.

•  (2) Harken winches 32.2 self tailing, two speed, with 1/8” aluminum backing plates with 1” overlap from winch base. ($1,755/each = $3,500)

 Features:  Unique self-tailing device permits adjustment to varying line sizes by depressing a spring-loaded flange on the device and turning for

proper sheet diameter. Ball bearing feeder greatly decreases friction, protects sheets and increases efficiency. Roller bearings on the interior

center shaft. 17-4 PH stainless primary gears.

Specifications:

#1 Gear ratio: 2.4:1

#2 Gear ratio: 4.7:1

#1 Power ratio: 16.4:1

#2 Power ratio: 32.2:1

Fastener circle: 4-1/8"

Fasteners (FH): 5" x 1/4"

Drum diameter: 2-5/16"

Base diameter: 5-7/16"

Height: 6-7/16"

Weight: 11.2 lbs

Line diameter: Minimum – 5/16"

Line diameter: Maximum – 1/2"

Line entry height: 2-3/4"

which provides over 50% more power than the factory installed 24 hp diesel engine typically found in DE32s.  This increased

power allows the boat to motor effortlessly at 7 knots, at mid throttle, for extended periods without over working the engine;

however, the essential advantage of this extra engine capacity becomes very evident in difficult conditions when you need to

rely on extra horsepower. There are less than 1,400 (original) engine hours on the engine and the conventional rule of thumb

is that marine diesels are due for rebuild after 5,000 hours of use, so there is plenty of useful life left, without major engine expenses.

We’ve experienced an average fuel consumption of approximately a half gallon per hour and, with the 70 gallon

capacity of the primary aluminum fuel tank, a conservative estimated motoring range is 700 – 800 miles (actual

rated fuel consumption for this engine is .42 US gph running at 2500 rpm). In addition to the primary fuel tank,

there is a 6 gallon auxiliary backup fuel tank, and two, 5 gallon portable fuel storage tanks, which are stored in the

 cockpit locker.

The engine has a 50-amp, 12-volt belt-driven DC charging alternator with 14 volts DC+/- internal regulator. The

engine instrument control panel, installed in the cockpit area, includes a tachometer, hour meter, voltmeter, water

temperature, and oil pressure gauges.

Access for routine engine maintenace is reasonable, with no difficulty reaching engine components. 

 
 Impeller access has been greatly improved with the  installation of a “speedseal” cover (http://www.speedseal.com/speedseal.html).

The engine cooling system is fresh water cooled block, thermostatically-controlled with sea water exchanger,

with 170° – 190° F (77° – 88° C) operating temperature. 

No cruiser would be complete without a full inventory of spare engine parts. There are over $1,000 worth

of spare engine parts, including zinc anode, secondary and primary fuel filters, fuel lift pump, belts, oil filters,

impellers, seals, etc. There is also a detailed engine maintenance log and a complete set of engine manuals and

diagrams (installation, parts, operating, service, and wiring), in paper and pdf versions. The primary fuel/water separator

is a Racor 225 RMAM model that has a metal sediment bowl, which seems to please marine surveyors and insurance underwriters.

environmentally friendly products/systems. For those who may be chemically sensitive, we use lemon oil for the interior finish. The

interior lights above the navigation station and galley are LED red/white. In addition to the interior AC outlets throughout the boat,

we have installed DC outlets at the chart table, galley, vee berth, and on deck.

The conventional flush toilet was replaced with a USCG approved SunMar dry composting head. The water pressure is a manual foot

pump. (For those wanting conventional plumbing, re-conversion will not be difficult. All of the seacocks, bulkhead cutouts, pumps,

deck plates, etc. are still in place. Even the molded platform for the marine head has not been altered, in the event that a future owner

may want to convert back to a flush head. However, the dry composting toilet’s installation would be improved if the molded head

platform were removed.)

A recent marine surveyor’s remarks: “GRACIE EMMETT was an attractive example of a cruising classic, a mixture of significant upgrades,

and relatively Spartan cruising amenities by owner choice. Her sail inventory, rig including bowsprit, ground tackle, and dewatering capacity

were of a high order…The rig was well-cared for and the beneficiary of significant maintenance and upgrades…The vessel was in above-average

condition for her type and vintage…The accommodation space wood work and upholstery was in excellent condition, reflecting significant

recent work.”

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time under winter cover. She has not been hard cruised (but is cruise-ready!), and only used for family sailing during long

weekends and occasional extended holidays.

She is well maintained, has many professionally designed custom features with extensive upgrades (standing and running

rigging, sails, diesel engine, ground tackle/anchor platform/bowsprit, plumbing and electrical, hatches/ports, etc.) Combined

with tiller steering, cutter rig, heavy displacement, high bulwark, strong sail inventory (10 oz. Dacron, extra reinforced triple stitched,

oversized bronze hanks, multiple reef points, Dutchman flaking) she is uncomplicated and extremely seaworthy capable of offshore

and coastal cruising. Below deck she is comfortable and roomy, with 6’6” headroom, an uncluttered traditional layout, beautiful

teak interior, ideal for those seeking simplicity and safety.

DIMENSIONS:

LOA: 35’ LOD: 32' LWL: 25'10″ Beam: 11'

Displacement: 17,000 Draft: 4'9″ Ballast: 5,500 lead

Sail Area: 593 sq. ft.

Mast: 46’ vertical clearance.

Cabin Headroom: 6'6″

Engine: 1992 Westerbeke diesel, 37 HP Model: 38B Four with only 1,400 Original Hours (Fuel consumption ~ .5 gallons/hour)

Fuel Capacitity: 70 – gallon aluminum tank, plus 6-gallon auxiliary tank, and (2) 5-gallon portable.

Water Capacity: (2) 50 gallon SS tanks.

Holding Tank Capacity: USCG Approved, SunMar Dry Composting Head with 5-gallon effluent overflow, portable.

ACCOMMODATIONS:

Fore to aft:

• Private forward cabin with large double berth, drawers and hanging locker.
• Head next aft with USCG approved Sun-Mar (new '04) composting toilet with small effluent overflow
• container that is taken ashore to empty. (The marine head, holding tank and sink have been removed
• but (3) seacocks remain as does the vanity for the sink and the deck plate pumpout. There is also teak floor
• grating and sump tray to accommodate an interior shower.)
• The main cabin has two settee berths, pilot berth and quarter berth with total sleeping accommodations for six.
• Large dining table folds to bulkhead when not in use.
• Navigation station with chart table, chart storage, equipment storage and electronics console.
• Solid teak doors, drawers, pin rails and sea rail .
• (2) Gimballed oil lamps replaced in 2005,
• 6'6″ headroom,
• teak cabin bulkheads throughout,
• large cabin dead lights replaced in 2002 and reglazed in 2010,
• teak companionway hatch replaced 2007,
• cabin sole replaced in 2002.
• All hatches have custom, easy stow, screens,
• Nicro Solar day/night vents (2) 2004
• Enitre interior head liner replaced with "Spectropile" a highly marine tolerant fabric made from 100% post recycled material 2005.

GALLEY:

The galley is wrap-around with two iceboxes, one large and one small, insulatedwith 4″ of poured-in-place polyurethane foam.

Optionally, the larger icebox could be used as a wet locker. Counter and s/s sink w/foot pump Manual (cold) water system.

Hillerange 3 burner LPG stove w/oven, (2) LPG tanks '05, separate, in vented cockpit locker.

GROUND TACKLE:

Primary anchor CQR 35 lbs w/30' of 5/16 HT chain, 300' 5/8″ 3 strand nylon with swivel all new 2004.

Secondary anchor Bruce 32 lbs w/30' of 5/16″ HT chain and 300' 5/8″ 3 strand nylon with swivel all new 2004.

Danforth stern anchor 30' chain and 300' of 5/8″ braided nylon with locking line chock.

Bowsprit and anchor rollers/platform completely redesigned and custom fabricated in 2005.

• Bow and stern pulpits;
• Lifelines and side deck Life Netting 2005;
• jack lines webbing full boat length with backplated cockpit padeyes 2005;
• (2) safety harnesses and tether;
• (3) flare kits;
• manual fog horn; air horn;
• radar reflector;
• scupper and bilge hoses replaced '2010;
• Simpson Lawrence Model Seatiger 555 Anchor windlass, manual;
• Bow sprit w/ 2 anchor rollers new '05;
• (5) Fenders w/ covers and (3) anchor bouys;
• (2) Life rings commercial grade '05;
• Bimini top (removable);
• (8) Dock lines '05;
• Custom cockpit cushions (3) are like new and cover the entire cockpit area ; also, (2) adjustable back deck cushions '05.
• Solar shower;
• Fins, mask, snorkel (you would regret not having these aboard in certain situations);
• Hinged deck pipes;
• Teak swim ladder;
• Dodger; (4) Life jackets;
• Life sling;
• (7) Brownell boat stands '06;
• (2) Mooring pennants (York) w/shackles '06;
• Three hatches. The teak companion way hatch replaced 2007
• 3,200 GMH capacity Rule internal automatic bilge pumps '2010
• Wooden plugs (assorted) at all seacocks 2010

 

• Autohelm 2000 Auto Pilot;
• Depth Sounder Corinthian II S400DL;
• Ritchie Navigator Compass, bulkhead mount;
• Weems & Plath Chartkit Plotter in 2006;
• West Marine VHF 200 Handheld in 2006;
• Speed/Log Corinthian II S100KL II;
• Wind speed/dir Corinthian LX360 II (masthead instrument replaced in 2006);
• VHF Radio 25 watt;
• Submersible Handheld compass in 2006.

ELECTRICAL: Much of the DC electrical wiring was replaced since 2004.

• Blue Sea 10 Circuit breaker panel installed '04.
• (2) Nicro solar/battery vents in head '04;
• solar panel (64watt/16.5 volt, amorphous) and (2) Phocos 10 amp charge controllers for (2) separate battery banks all new '04;
• 12 volt DC electrical system with 400 watt Seavolt DC/AC inverter;
• (4) Group 27, deep cycle marine batteries- May 2010;
• AC shore cord with outlet adapters '04 (there are six AC outlets below deck);
• Battery parallel switch '04;
• LED (red/white)dome lights in galley and nav station '04;
• DC outlets installed above and below deck '04;
• Backup LED Anchor light '04;
• Spare light bulbs. circuit breakers and fuses carefully stored and labeled, and product spec sheets and manuals for
• every component and fixture aboard.
• LED fore deck & steaming mast lights ’07;
• LED masthead anchor light ’07.
• AC/DC handheld searchlights.

Electrical Systems

SHIP’S SERVICE GENERATOR: 50-amp 12-volt belt-driven engine alternator.

Circa-2005 64 watt solar panel with dual 10-amp Phocos charge controllers for battery

banks, with LED monitors.

AC SYSTEMS:

30-amp 120-volt covered entrance at starboard forward cockpit, with

floating ground, feeding metal control box in starboard quarter berth locker, with singlepole

20-amp GFI breaker with test/reset button feeding approx. 6 conventional 15-amp

dual outlets in accommodation spaces. 400 watt West Marine ‘SeaVolt’ 12v-120v inverter at

nav station with two 15-amp sockets.

DC SYSTEMS:

Batteries: 4 circa-2010, Group 27 flooded 12-volt batteries strapped to fiberglass tray

beneath cockpit hatch, with engine blower evacuation, with adjacent 4-position rotary

master switch. Circa-2004, Blue Sea main panel at nav station side, with digital voltmeter for 3-bank

selection switch, and 13 labeled breakers with pilot lamps.

• Manuals, maintenance records and boat plans are included.
• Misc engine parts, electrical,
• extra prop and (2) emergency tillers,
• rigging hardware and extensive inventory of boat supplies and tools.
• Automatic bilgepumps (2) 3,200 gph capacity Rule 2010;
• Manual bilge pumps (3) '06;
• Bilge blower
• (4) Fire extinguishers ‘05.
• Fuel gauge w/sender; Bilge and C02 alarms ‘06;
• Tiller steering (laminated mahogany) new '05;
• (2) laminated wood emergency tillers; Fuel filter Raycor fuel separator '04.
• AC & DC electric pumps for transfer of water to tanks and in-line water filter, galley sink ‘06.
• Oversized (37 HP) diesel engine maintains hull speed (7 knots) at mid-throttle (< 1,400 original hours).
• Speedy access panel for water pump impeller '05.
• Cockpit access hatch for battery tray'05.

• Cutter rigged with clipper bow and self-tending staysail.
• Mainsail has (2) reef points, is fully battened, and has a Dutchman flaking system.
• All headsails are heavily reinforced, hanked on.
• Cruising sails are triple stitched with reef points.
• All sails have covers and bags,
• Staysail and jib covers were new in '05.
• Sail Area 593 square ft: Mainsail (1997) North,
• Jib (2004) Somerset,
• Yankee (2004) Somerset (only fitted, never used),
• Staysail (2004) Somerset,
• Spinnaker/Drifter (2001) North,
• Riding/Anchor (2004) Somerset.
• All with reef points, triple stitched, 10 oz Dacron.
• Ash shroud rollers (2006);
• (2) Barient #22 Primary winches;
• (2) Harken 32.2 Self-Tailing main sheet winches (2007);
• (3) Lewmar #8 Halyard Winches;
• (7) winch handles- (3 floating).
• Winch covers.
• Standing rigging, new '02;
• Bow sprit and anchor platform replaced with customize design '05 ;
• custom inner stay connection and reinforced backstay chainplate '05.
• Running rigging, '04-'06:
• Mainsheet blocks '05,
• Staysail blocks '04,
• Boom vang/preventer '05,
• Jib deck track remounted/bedded with new fasteners and backplating '05.
• Whisker pole,
• Deck stepped mast reinforced 2005. Mast has two sail tracks, one dedicated for main the other for a storm trysail.
•  The base of the mast has a reinforced band added for additional reinforcing '05.
• The back chain plate has been replaced with a custom plate that is thicker and wider than original spec and is threaded '05
• Stay sail connection is custom (see photo) '05.
• Much of the rigging hardware has been upgraded and replaced, and inspected and serviced by one of the
• northeast's best professional rigger.

Miscellaneous:

• Side deck fiberglass reinforced '2010
• Interior curtains '2010
• Cabin deadlights reglazed/caulked '2010
• Deck brightwork restored with marine varnish or "Teaqua" oil '2010

Articles Featuring Maintenance Projects on This Boat

HEADLINER REPLACEMENT /archives/1432

BOW SPRIT REPLACEMENT /archives/1399

SIDE DECK REINFORCEMENT /archives/1961

Propulsion System(s)

MACHINERY: circa-1992, Westerbeke model 38B 4-cylinder diesel auxiliary

Engine hours: 01392.0 hours on 10/23/10

Stuffing Boxes: flexible hose/threaded bronze collar

Struts/Shafts: 1” stainless steel shaft in bronze shaft log with rubber Cutlass bearing

Props: 15D X 11P 3-blade right-hand bronze prop, with reported 2-blade spare

COOLING SYSTEM: raw water supply from engine compartment seacock and strainer,

with raw water pump distributing to exhaust, oil cooler and closed coolant reservoir in

exhaust manifold served by engine circulation pump, with expansion bottle on bulkhead.

ENGINE EXHAUST SYSTEM: cast iron “U” discharge elbow at aft exhaust manifold

with raw water injection, with reinforced hose to horizontal fiberglass water-lift canister

aft of engine, with reinforced hose in above waterline loop to starboard counter fitting.

FUEL SYSTEM: 70 gallon aluminum tank beneath salon sole, with deck fill, electric

level gauge and transom vent, with top tank feed through ninety degree shut-off valve

and reinforced hose to engine 12-volt pump, to bulkhead-mounted Racor fuel/water

separator primary filter with metal sediment bowl, to engine secondary filter with injector

return union.

VENTILATION SYSTEM: 12-volt blower with main panel switch with pilot for 3”

aspiration and discharge cowls at stern sheet corners.

ALARM SYSTEMS: low oil pressure and over temp audible alarms.

Steering System

Keel-hung rudder with bronze heel bearing strap and fiberglass tube port for laminated

mahogany tiller, with two spares, nominal 1 15/16” stainless steel shaft.

12-volt Autohelm ST 2000 linear drive autopilot, serial no. 470480, with starboard

quarter berth fluxgate/control box.