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LOA
36' 11"
LWL 27' 9" Beam 10' 10" Draft 5' 10" Displacement (lbs) 16,200 Ballast (lbs) 6,200 Fuel 60 gal. (approx.) Water 40 gal. (approx.) Cockpit and Deck Layout This Crealock 37 is tiller-steered, leaving an unencumbered cockpit while at anchor or while underway with the below-decks autopilot steering. Under sail, she is well balanced and very easy to handle. The tiller, unlike a pedestal mounted wheel, can extend under the dodger so she can be sailed in inclement weather without the need to stand out in the open. Likewise, the removable cockpit sole can be fully removed since there is no steering gear to interfere, giving much improved access to the engine, shaft, batteries, and other below-deck equipment. The mizzen mast is mounted in the aft-center of the cockpit with lockers port and starboard in addition to the large cockpit locker on the starboard side. This locker contains the drive unit for the Alpha Spectra autopilot which is protected from locker contents by a plywood/epoxy enclosure. Aft of the cockpit coaming is the lazarette which is sealed from the interior of the vessel, is self-draining, and contains the propane bottle, propane shutoff solenoid (controlled by a switch/indicator light in the galley), as well as the stern anchor rode and other gear. There is a stern anchor bracket and roller on the aft pulpit and caprail. The Monitor windvane mounts to four brackets, two on the stern caprail and two on the stern. The tiller control lines from the Monitor are led through two 3/8” blocks on the stainless-steel pulpit to a bracket on the tiller. The steering trim lines are led to a small block mounted on the aft side of the mizzen mast. Using the windvane requires lowering the mizzen sail and lashing the mizzen boom to one of the shrouds to allow the windvane paddle to move freely. The forward bulkhead of the cockpit contains the steering compass, autopilot control, depth/speed indicators, and wind angle/speed indicators. The cabin-top under the dodger contains, on the starboard side, the main halyard, main sheet, and main topping lift lines, all run through Lewmar clutches to a shared Lewmar self-tailing winch. The port side holds the 1st and 2nd reefing lines which are run through cam cleats. The main boom traveler control lines are also led under the dodger so that all mainsail control can be managed from the cockpit. Cockpit coamings port and starboard contain the primary jib sheet winches and are Barient self-tailing. Farther aft are jam cleats and another set of winches to handle the spinnaker sheets. Inside the cockpit are the engine controls, manual diaphragm bilge pump, and the cable control that locks/unlocks the autopilot drive to the rudder shaft. On deck going forward, turning blocks for the jib sheets are mounted on a continuous outboard T-track which is through-bolted to a continuous threaded backing plate (not individual nuts and washers beneath). Lifeline stanchions are heavy-gage aluminum, bolted to the bulwarks with glassed-in threaded backing plates making removal and re-installation a simple, leak free process. The T-track also supports a stainless-steel swimming ladder which folds against the lifelines for storage. On the cabin-top there are heavy stainless steel pulpits on each side of the main mast. The main mast (made by Lefiell in California) is mounted on deck in a tabernacle. The mast has a separate track for a storm trysail (which is generally not necessary due to the mizzen). On the forward side of the main mast is a track for the spinnaker pole which is controlled with continuous lines, making handling easy and safe in rough weather. On the cabin-top are two Lewmar “Ocean” hatches with locking handles and locking “vent” positions to allow air circulation even in moderate precipitation. Moving forward, there are four folding “D” rings on the cabin top and forward deck to facilitate lashing down a dinghy or other gear. There are four cleats on the forward deck, two bronze 10” cleats on the bulwarks, and two 12” bronze mooring cleats on the deck just aft of the anchor windlass. The anchor windlass is an electric Lofrans windlass with a deck-mounted foot-switch. It is wired to the electrical system through a 150amp circuit breaker in the main cabin and is connected with Ancor marine-grade 00-gage battery cable via a 12-volt solenoid. Rigging The is a very conservatively rigged vessel. The main mast standing rigging is 5/16” 1x9 stainless steel, all new in about 1994. The main backstay has an insulated section for use as a HAM/SSB antenna. The mizzen mast is 1/4” 1x19 stainless. All rigging terminals are Sta-Lok© terminals, including the insulators and the turnbuckle on the solent stay (see below). The 120% genoa is mounted on a ProFurl roller furling system, with the furling control line led to the cockpit. Just aft of the ProFurl is a removable “Solent” stay which serves to allow the use of hanked-on headsails such as the 90% working jib and storm jib. The working jib is particularly useful in winds that overpower the 120% genoa, which can be used partially furled, but like all roller-furled sails suffers from loss of shape when going to weather partially furled. The hanked-on jib has a flatter more efficient shape under such conditions. Note that the Solent stay is attached to the top of the mast, using the same attachment points as the upper shrouds, and so does not require the running backstays that the cutter rigs normally need. The Solent stay attaches to the deck via a custom-cast bronze fitting which is through-bolted to the bow and the jib-stay chainplate. It is released with a ball-bearing Avibank© Ball-Lok© quick-release pin and is adjusted with a stainless-steel Sta-Lok© turnbuckle. The mainsail can be reefed from the cockpit to two reef points. Reefing lines are led through the clew-rings, through blocks inside the boom forward to blocks leading up to ball-bearing blocks on the tack points of each reef, then down to the cabin-top and aft to the port side of the dodger. By lowering the main sheet to the appropriate place and winching in the corresponding reef line, the mainsail can be completely reefed without leaving the cockpit. The external chainplates for the main upper and lower shrouds, headstay, and backstay are 3/8” stainless steel – the mizzen chainplates are 1/4” stainless steel - compare their size and thickness with those used on the newer models of this design. The mainsail, mizzen sail, 120% genoa, storm jib, and asymmetrical cruising spinnaker were all made by Port Townsend Sails and are of the highest quality available. Anchoring system There is a dual bow-roller with a divided chain locker belowdecks. The primary anchor is a Bruce 20Kg (44 lb.) on 200' of 5/16” high-tensile chain, backed up by an additional 100' of 5/8” nylon rode. The secondary anchor is a 35lb. CQR with 30' of 5/16” high-tensile chain and 200' of 5/8” nylon. Both are handled by a 12V Lofrans electric windlass operated by foot switch. There is a stern anchor on the aft pulpit with 20' of 5/16” chain and 150' of 5/8” nylon rode (rode is led into the lazarette). Interior Accommodations Note: These vessels differ from the newer production Pacific Seacraft models in the there is no fiberglass "pan" liner inside the hull. All interior features are attached directly to the hull, thus making customizing much easier, eliminating dead space, and increasing storage space. Galley: Starboard side galley has dual stainless-steel sinks, pressurized fresh water, foot-pump fresh water, foot-pump seawater, 12-volt cold-plate refrigeration, fully gimballed 3-burner Hillerange propane stove with oven, safety grab-rail at the base of the companionway steps. Unlike the newer Crealock 37's, the galley is L-shaped (rather than U-shaped) and so offers much more room to move around while providing ample handholds while at sea. Chart Table: The port-side chart table has a flat opening surface with storage beneath. There is a laptop-computer cupboard at the forward edge of the chart table which has 110v power supplied and which closes to protect electronics. Above the chart table is a closed-back shelving unit which houses the GPS, Furuno radar display, Pactor (SailMail) modem, and book storage. Below the chart table are 3 deep, locking drawers that provide a large amount of easily accessible storage. Aft of the chart table is a quarterberth with shelving above, storage below, and paper chart storage on the overhead. Electronic controls for the SSB radio and autopilot are located above the quarterberth. Main Salon: Settees port and starboard with storage under and behind, three lockers for additional storage, and deep, ample book storage port and starboard. A 12V radio/CD player is located on the port side with 2 waterproof Bose speakers. There is a mahogany drop-leaf table on the starboard side of the passageway that will comfortably seat 4-6. On the forward bulkhead is a Sigmar 120 diesel heater fed by a 12V fuel pump located in the engine space. Forward: Forward of the main bulkhead, on the port side is a hanging locker with shelf storage above, on the starboard side is the head with a manually operated “Lavac” head which can be pumped into the holding tank (polyethylene) or overboard via 2 “Y” valves located behind the locker door. These heads are almost maintenance free and are extremely simple to operate and very difficult to clog. There is a stainless-steel sink with pressurized water as well as foot-pumped water. Forward of the head is an ample “V” berth with storage beneath, shelving port and starboard for books, and reading lamps. The chain locker access is forward of the “V” berth. The cabin sole is very heavy, solid teak and holly with 3/4" plywood underneath. Overall thickness is approximately 1 1/4". Mechanical and Electrical Systems Engine: Power is provided by a Yanmar 3HM35F 3-cylinder diesel engine which was installed in about 1990 and currently has about 3600 hours. The original sail drive unit which was installed in these early Crealock's was replaced with a standard stuffing box and prop shaft into a cutout in the skeg as the boat was originally conceived (and currently produced), providing protection for the 16x9” 3-blade propeller and eliminating the problems associated with Sail Drive mechanisms. Fuel consumption is a consistent .6 gallons per hour and the hull will cruise at 6+ knots under favorable conditions. Fuel is filtered through a dual Racor 500 system which allows the filter to be switched for maintenance while under way if necessary. Also, the 12v fuel pump which supplies the Sigmar diesel heater can be switched via a valve system to pressurize the fuel to the engine, thus making the task of bleeding air from the engine extremely simple and quick. Fuel tanks are located port and starboard, one below the quarterberth (aluminum), and another below the starboard cockpit locker (fiberglass). Total capacity is about 60 gallons. “Tank Tender” pneumatic gauges are installed for each tank. There are four group-27 gel-cell batteries forming the 'house' bank, plus a separate engine starting battery which is isolated from the house bank. A 120-amp Ample Power alternator is controlled by an external Ample Power regulator for battery charging. The house bank can be used as 2 separate banks of 2 batteries each, or as one. An Ample Power electrical system monitor displays battery voltage (for 3 separate banks), current, amp hours used, and alternator output current. Shoreide battery charging is via a Trace 2012 inverter/charger, which also supplies 110VAC power from the house battery bank. There is an emergency 'parallel' switch which can be engaged to start the engine from the house bank if necessary. A large selection of engine spare parts and gaskets is included. AutoPilot: An Alpha Spectra digital autopilot is installed below the (removable) cockpit sole and engages via an articulated arm attached to the rudder shaft. When disengaged, it offers little or no resistance, but is very powerful and accurate when operating. It is engaged with a mechanical cable led to the cockpit for quick disengagement. The autopilot is not connected to any navigation system (i.e. GPS). It also features a wired remote control for adjusting the vessel's heading while away from the cockpit. When engaged, the tiller can be raised to a vertical position to make the cockpit clear. Windvane: An all-stainless Monitor windvane is included which mounts to four brackets at the stern. Steering lines are lead from the wind vane to the tiller via blocks mounted to the stern rails. The Monitor is very powerful and steers easily due to the sensitive nature of the tiller. There is a complete spare parts kit for the Monitor included. |
