I hope I can remember how to put her together again!

Esliina is now free of fibreglass (although I am still trying to dispose of the horrible stuff) and stage 2 has started. I am rather hoping that my stage 2 is the right one. Before replacing any of the planking or framing I have decided that the keel and floors should be tackled. To get to the Keelson I need to remove the internal bulkheads. To remove the bulkheads I need to remove the cabin and the decks.

I have now removed the roof from the saloon and doghouse (tongue and groove softwood) and have numbered all of the beams so that I will have at least some idea how to put her back together. The cabin sides will need replacing but I am intent on keeping as much of the teak deck as possible.

Nearly plucked

Is there no end to this fibreglass

The battle continues against the sheathing. The decks are not as straight forward as the hull as to strip the GRP it is necessary to remove the numerous fittings. The rule with the fittings is that one bolt or screw to each fitting is impossible to remove. This slows things down but I am getting there. Having stripped the glass from where the chain planks exit the deck, it became apparent that the deck has rotted as well. Not just rotted but the mahogany has reduced to mud. Unfortunately the GRP adheres better to the deck than the hull and it is very difficult not to damage the teak decking. I hope to be able to salvage as much as possible.

Fibreglass removal

Who built her and what is she?

Whilst the work continues on Esliina, I have been trying to investigate her history. I bought her as a 6.4 kr 50 sq metre Seefahrtkreuzer and not being an expert on German yachts (or any other for that matter), that's what I assumed she was. First indications that she might not be a 50sq metre came from Michael Cudmore's book, 'The Windfall Yachts: A legacy of Good Will'. From what he was saying it was apparent that Esliina's dimensions are all wrong for a 50.

I have now received some old papers relating to Esliina from the former owner. Amongst these papers is a technical drawing of a yacht which would seem to be Esliina but with a different coach roof. This is labeled 'Bavaria'. Having asked some questions on the German Classic Boat site http://www.fky.org/ I have had some interesting replies. If indeed Esliina is Bavaria, she has an interesting provenance. A Dr Rudolf Hell was her former owner. Now I have to confess that I had never knowingly heard of him but I had used his invention on a regualr basis. Dr Hell invented the forerunner of the fax machine. Went on to build his own company based in Berlin. The factory was destroyed during the war but he started anew, moving to Kiel setting up a new company. It would seem that Linotype Hell still bears his name. He lived to a ripe old age, 101 only dying in 2001.

If I do have 'Bavaria' she was built not in Kiel as was suggested when I purchased her, nor was she built in 1936. Bavaria was built in Berlin by Berliner Werft in 1938. It would seem that Dr Hell was a member of the Kieler Y.C. (Kiel Yacht Club), so my hope is that they may have some old photographs that would confirm whether or not Esliina is indeed Bavaria.

Also in the documentation was a receipt for the purchase of Esliina in 1992 when she would seem to have been known as Pirol.

Bloody Fibreglass

Apparently in 1974, someone decided that that it would expeditious to sheath Esliina's hull and deck with fibreglass or GRP. The first job I set myself was to remove this horrible stuff and see what lay beneath. Over the last 3 weekends I have been stripping this off. Starting from a point on the Port side where the sheathing had been repaired. The tools I selected for the job on the first day were a small chisel and a wall paper scraper. These were rapidly discarded in favour of a cold chisel, lump hammer and crow bar. Perhaps unsurprisingly the GRP has been hiding a multitude of sins. The dead wood is soft, the garboard and most of the lower planking are saturated and the mahogany planks around the chain plates are rotten through. On the starboard side there is an area about a metre square with about 200 screws set in: Likely an attempt to get the GRP to stick back down after lifting. As the sheating was removed from the keel, the bilges emptied.

The only area remaining now is the bow area. Will the rot extend to the stem post?

The Best Laid Plans.....

The weekend is planned. The van is hired. The first use for which is a tip run. To empty the garage of cardboard and other accumulated junk to make way for the contents of Esliina. An uneventful day. The plan for Sunday is to head to Canterbury where a pile of Mahogany purchased on ebay awaits me. Although we head off later than anticipated, we make Canterbury by mid-day. I think the last time I was in Canterbury was in 1974. Although we don't venture into the walled area of the City, the immediate periphery looks very much like anywhere else in the UK now, with its hideous out of town warehouse shopping and the traffic at a standstill. All no doubt on a very different pilgrimage than those for which the City gained its fame.





Finding the cottage where the wood is to be collected was much easier than expected and we were off and loaded within a few minutes.





Next stop is Newhaven where Esliina and her mast await. A Romanian truck seems to have the same plan and we follow it into Hastings. Unfortunately Hastings is holding a half-marathon. The traffic is at a stand still along the sea front into St Leonards. The view ahead is obliterated by the back of the Romanian. The only entertainment being the passing contestants and their quirky costumes. Some of the contestants were of great maturity and it was a little worrying to see the obvious state of exhaustion. Eventually we creep out of St Leonards and the roads clear a little.





Arriving at Newhaven the search commences for Esliina. She has been moved by the Marina. She is now in a locked compound. The revised plan for the lowering of the mast is to anchor the block and tackle to the tow eye of the hired van. Unfortunately, whilst gaining pedestrian access to the compound we can't get the van in. This is however the least of my worries for the wind is gusting to good force 7. Standing on Esliinas deck is a challenge, let alone attempting to lower her mast in this wind.





Having spent the last couple of weeks trawling boating forums for advice on un-stepping masts, the plan that I had formulated involved the use of a scaffold pole to give some height so that when the mast was half way down the lowering point would be higher and it all seemed to make lots of sense. However, the van was not big enough for a scaffolding pole.





Standing on Esliinas deck with the wind howling and the cacophony of cordage hitting masts all around the task at hand had suddenly become very daunting. I am convinced that Esliinas wooden mast had grown a good ten feet since I last saw her. I should at least make a start and managed to remove her heavy boom from the Goose Neck and the sheet. That was enough for today. Retire to the local Travel Inn was the only sensible recourse. The wind would hopefully subside by the morning, although the inshore waters forecast provided by the marina suggested otherwise.





As the haulage contractor was arriving 'first thing' we would have to have the mast down by 'first thing'. Thus the need to प्रे-एम्प्त ing' and to get up before the birds. This was achieved. Walking out of Premier Travel Inn at about 4.50am into a chilly dark morning. The wind had dropped and was now just a light breeze but arriving at the Marina the task somehow didn't seem any the less daunting. There still remained the question as to how to anchor the block and tackle.





The rope with its sturdy iron blocks had not been unravelled and the question as to whether it would be long enough for the job had not been addressed. Unfolding its loops in a straight line along the large compound it became obvious that it was plenty long enough. Probably 300 feet or more.





Securing one block to the forestay and for extra measure the fore-sail halyards and another rope to the aft stay everything was ready for the off. The shrouds loosened slightly, these according to my forum sources would ensure that the mast didn't take a sideways dive. The problem remained however as to the anchor point for the tackle.





A very large truck would of course provide a very good anchor point. Thus the decision is made to await the arrival of a very large truck. The only problem with this plan is that the driver of the expected very large truck is expecting to be able to load Esliina.





Fortunately the driver does not take exception to the use of his trailer in this way and has seemingly been forewarned by the Marina staff that Esliina was still with mast. A suitable hitching point is found and the stays removed from their deck anchorages and the strain taken. The tension is placed on the aft and gently the rope is fed through the blocks. The mast is on the way down. Slowly, inch at a time, the mast makes its way through to 80 degrees, 70 degrees Slowly making it way down when at at about 50 degrees I hear, stop its going sideways. The internet gurus of mast lowering had assured that if tension was kept to the aft and the shrouds kept in place that this shouldn't. Securing my end, I raced to the aft position and the mast was most definitely going off to Port. I went to take control of the rope to move it to the right and ... crash, chink. The mast had slipped from a now bent steel tabernacle.

The last four foot is damaged but not I believe beyond repair.

The loading process was now very delayed and the advice was that it would not be possible to deliver Esliina to her new home today. She would have to sit on the trailer in Bristol and be dropped off first thing in the morning.

The voyage commences

Wooden boats are money pits, they leak and seem to decompose if you turn your attention away for more than a few moments. When I sold my 1957 Folkboat a couple of years ago, it was with mixed emotion. However, I can recall that certainly one of those emotions was relief. I also recall saying to myself and for that matter, others, that my next boat would be a plastic tub, characterless but dry and relatively worry free. What possessed then to give in to temptation and not only buy another wooden boat but a 72 year old one, a bigger one and one which is seriously in need of time, money and skills that I don't yet possess?

Esliina II has been ashore for at least 3 years. She was surveyed in 2006 and many serious problems were revealed. It is very likely that she will need new Keel bolts, without a doubt a new Keelson.

Unlike her sisters who sail these waters, she was not a 'windfall' yacht, that is one of those yachts purloined by the services as part of the reparation arrangements at the end of World War II. Esliina was a willing visitor to UK shores. From what I can gather she has a sad recent past. Her owners sailed from the Baltic and during the course of their travels, the husband became ill and alas died. Esliina was put ashore and the 'For Sale' sign went up. It has taken a few years for Esliina to find someone willing to take the risk.

On February 26th 2008 title passed to me. Since which time I have been frantically trying to find a new home for her rebuild. She is in Newhaven and I am in Gloucester. The first major expense being her haulage and the cranage. I have also been busying myself purchasing shipwrights tools, sand paper and even perhaps prematurely some seasoned mahogany. Thank heavens for EBay.

The big day now approaches. March 17th she makes the 150 mile journey to her new, temporary home. Provided of course that the current spell of gales subsides in time. The 5 day forecast looks promising. Everything's booked, including the day off of work (no thanks to some).

On Sunday her mast must come down. To save £200 I have decided to un-step her myself. The block and tackle is ready.... what can go wrong.