Typically there’s always one. in this case it was Chief Engineer Jalil… He’d fallen in love with a barmaid at Cantley. This lead to an evening of heavy drinking – the junk box played on (and on), and things became blurred…
It was a VERY late return (or early) for those who were staying on ‘T.O.G’. The skipper showed some restraint… (!)
The Only Girl – s/N137.
Two cabins, four berths and ample space for drunkard, love-sick crew members!!
Now, the next day its worth noting that some were alert and fit for duty… Some… well. Less so.
Once again our plan was changed to suit the scale of our hang-overs… We’d head upriver to Surlingham, which gave us plenty of time to bring ourselves into the world slowly… with caffeine. Lots of caffeine.
It was light airs, so we raised the sails on both ‘Corsair’ and ‘Nulsec’ and beat up the Yare. It was even sunny! Yes, this was the life! H.B motored upriver, sweeping past.
Javelin No. 1 – sporting a fraudulent mainsail!
We sailed past Nulsec’s birthplace, at Buckenham Ferry. Here – the 1st 550 (yes, really!) Javelin’s were built. Nulsec is unusual – not least because she is S/N 1, but that she is probably the only wooden decked Javelin still in existence – by S/N 5, the boats were all fibreglass.
More information r/e the Javelin class, which celebrated it’s 50th anniversary in 2018, is available here; https://www.javelinuk.org/
‘Corsair’ moored at Brundall for victualling, and petrol. Strangely there was demand for energy drinks and paracetamol!!
Determined to rescue his reputation our Engineer leapt into action, as we walked upto the shops. His Uncle’s boat ‘Strongbow’ (aptly named) had some mechanical issues (it had a BMC1500 diesel)… ‘nuf said!
Returning from the shops, we looked longingly at the railway station, thinking about civilisation, showers, hot water!! Eventually – we all walked back to the boats!
get back to the boat!!
Jalil had managed to bring life to ancient iron – the subtle clattering and blue haze surrounding ‘Strongbow’ gave it away as we approached! ‘Strongbow’ also served as an excellent camera vessel for ‘Corsair’ as she tacked through Brundall.
Sadly – ‘S/B’ had to retire – oil pressure was scarily low. On ‘Corsair’ then amused ourselves by tacking onwards, aiming at lots of expensive boats, with a probing bowsprit!!!
‘Nulsec’ attempted the shortcut through Surlingham Broad, and ‘Corsair’ took the long way around via Brooms. We didn’t catch them – BUT we did enjoy ourselves, arriving at Surlingham last.
At Surlingham – it was the skipper’s turn. A thoroughly pleasant (for some) – and deeply amusing (for most) evening was spent attempting (and failing) to capture the attention of a barmaid…. (!)
Accepting failure, Chief Engineer Jalil & the skipper took a nightcap (or 4) aboard ‘Seabird’ – and set about getting wrecked commiserating eachother!
Day 3 started with rain. Lots of it. It drummed on the awning and slowly but persistently it revealed all of the deak-leaks. Annoyingly most are above our bunks!
It’s pointless staying in a damp bunk – so over breakfast various damp people from the fleet discussed our destination. No longer was it Geldeston, we’d motor down the Waveney and head for Cantley.
All of this was discussed over a nutritious meal of bacon rolls, and ‘hair of the dog’ Strongbow… design specifications had been exceeded last night. (!)
Following this decision, there was a flurry of activity as tents were folded, masts lowered and every inch of space used to stow gear. ‘Corsair’s’ forepeak was crammed, to the point we’d not get the mast back up ever again…
The outboard decided to break its fuel system at this point – thanks to Chief Engineer Jalil for sorting this (note promotion from Petty Officer!). As we left, we were definitely at the back of the fleet, and all of us soaked.
As ‘Corsair’ towed ‘Nulsec’ downriver a lucrative card-school was hosted in the cabin, the stakes were 2p a bet. All was well until some fool (James) lost his winnings.
Periodically these gambling, drinking swines would come to inquire as to the skippers well-being…
(It took years to find all the 2p coins in the bilges!!!)
As we motored downriver – those swines drank ALL the booze!
In the New Cut – bizarrely we realised that on our tail was ‘Herbie’ we weren’t last! Simon & Sarah were hustling along. Herbie was a 12ft Fibrocell dinghy, but was sporting an Evinrude 20hp on the back! There was nothing but a flurry of spray, a bow-wave and two soggy looking people!!
Fastest dinghy in the East… Or West…
‘Corsair’ and ‘Nulsec’ moored at Reedham Street (to replenish the booze!), and we kept an eye to see if ‘Nulsec’ would sink again. She didn’t, and we managed to get all the sails up, to head upriver for Cantley.
Even the repaired rudder behaved itself!! Both craft enjoyed some champagne sailing up the Yare, to the extent that ‘Corsair’ carried on up with the last of the flood to the Beauchamp Arms…
We moored to a fishing platform – tiptoed ashore as the water swelled the banks and had a well-earnt pint.
Our stolen pint.
Returning to Cantley kept us on our toes, but we’d drifted off (literally). Flush with success we poured ourselves some room temperature Gins and drifted back in the early evening sun.
Almost civilised!
The weather hadn’t finished with us, a ‘roger’ belted into us just upstream of Langley – shitshitshitSHIT, helm down, let go sheets, no good the booms in, HOLD ON!
Somehow – Robert in his role as official reporter coolly held his nerve (and his drink) and photographed how far we were over;
Damp bunks… Again.
Suitably chastened – with split Gins and frayed nerved we returne to Cantley
Quick phone call sorted extra beds. So 4 lucky souls will sleep aboard on ‘The Only Girl’ (S/N137) for the night.
In the meantime though, the morning’s hangovers we discarded, who cares! the pub, the pub!!
Sorry. As ever my ambitions to write regularly get thrown aside. However – a lot of the distraction has been sailing the boat, which is no bad thing.
‘Corsair’ had her topsail set recently. It’s the only sail remaining from the 1978 suit. To be honest I’ve never set a topsail on her before. In the true spirit of all ‘well thought’ out decisions, I dug the topsail out of my loft on the Thursday evening, rigging it Friday evening (on the quant pole in lieu of a proper spar) – and then raced with it on the Saturday morning.
It’s important to spend time on well founded (funded) development… (!)
The only down-side, was that the new mainsail doesn’t set quite ‘right’ with the old topsail. I’m considering narrowing the topsail by about 3 inches, which should allow the peak to sit better.
Also – using the quant as a topsail spar – it worked, kind of… Ultimately the sail needs its own spar, as the quant did bend. In fact I’m curious to see if a better spar will allow me to peak up the required amount.
Oh, and having put the boat in the reeds to get the rig up, you know what I needed to get out? The sodding quant…
In short – James had sunk, we’d got pissed, and then some dubious sailing had occurred. Situation normal really!
Day 2 – Cruise 2009.
There was a strange sense of de ja vu about the early morning at Somerleyton… The skipper shuffled through the cockpit, en-route to get the kettle going. A cursory glance astern. BOLLOCKS!
‘Nulsec’ had caught up on the quay, and as the tide fell, she had reached an unnatural angle of heel. The bugger would capsize any moment. A flurry of hungover people came busting out of various craft up and down the bank – and pyjama-clad, we proceeded to put ‘Nulsec’ back into the water.
Later, post breakfast and caffeine (plus some ‘feedback’ to James) us saily-types decided that we would sail from Somerleyton staithe, up the Waveney with the ultimate destination of Beccles. ‘Corsair’ and ‘Nulsec’ were first to depart, taking advantage of an early opening bridge to saunter in the direction of Beccles.
‘Corsair’ took a brief pit-spot at the Waveney River Centre, providing a glimpse at Sailing Barge GM. A vessel I had skippered on a delivery trip from London to the Waveney River Centre earlier in 2009. Anyway, ‘Dragonfly’ swept by majestically, being lead by ‘Seabird’, we needed to stop dawdling!
Dragonfly – S/N 6. Largest Broads yacht on the rivers.
Having set off again, ‘Corsair’ tacked her way up the Waveney. A very short interlude later, ‘Nulsec’ was sighted, firmly stuffed up the lee bank. ‘Corsair’ brought up on the weather bank, and after some encouragement – ‘Nulsec’ paddled across, enabling us to make a temporary repair to the rudder. (more of this later).
‘Nulsec’ then set off, and we took bets on how long before we’d see them again…
Inevitably – the rudder had suffered a terminal failure. Thankfully it was in eyesight! Wow. ‘Nulsec’ stormed across the river, the rudder and tiller parted ways. The adjacent hire boat stopped abruptly in an indignant cloud of diesel smoke.
They shouted. We cringed. James flinched and Alison screamed.
‘Nulsec’ however, she was still going! In a series of beautiful violent and uncontrolled gybes, twists, loops and spins she seemed reluctantly to go out quietly. (!) She did inevitably, cannon into the lee-shore with a final thumping gybe.
HB was despatched to act as salvage craft to tow ‘Nulsec’ to Beccles.
‘Corsair’ continued her gentle tack up the Waveney, now being in the tree-lined upper reaches. I manned the foredeck (read my book), or at least I tried. The skipper would like the record to state that Chris B tried to garotte me with the jib-sheets!
(I’ve never liked him).
Eventually Beccles was reached, with some weapons-grades Pimms, and a BBQ restoring everyone’s spirits. Simon was a sterling figure of ingenuity – he first fixed ‘Nulsec’s’ rudder – and then identified the cause of the leaks / sinking!
James had left the self-bailers open.
(insert descriptor here)
After berating him suitably, we sat about long after it’d got dark, everyone just chatting away (nobody could stand after the Pimms).
Jumbling the order of things (Editor’s privilege) – today I have spent a thoroughly enjoyable hour at Jeckells the sail makers. Based in Hoveton – the Jeckells family first started making sails in 1832.
Thankfully – they have kept a fantastic archive of old drawings. I am, as ever incredibly grateful that they, like many have tolerated my bumbling presence, listened to some half-baked tale about an old Blakes model, and set me loose on the archives…
It was like seeing an old family photo album if I’m honest. ‘Bonito’, ‘Pirate’, ‘Wayfarer – now ‘The Only Girl’, Breeze, Maidie, Silver Arrow, Pixie, Mystery, White Wings… all familiar names. Looking at the sail plans from the 1920/30’s was an incredible experience.
Most of the old drawings are jumbled – so it did take some detective work. However; in the album above, you’ll see Wenonah, Brown Elf, Clipper – and ‘Corsair’s sail plans.
I’ll be using the Clipper sail-plan to aid the restoration of the Blakes model. Plus it’s interesting to look closely at the large sail-plan on transparency – which I believe it what was draw for the Campbell family – then the smaller diagram which shows how Peter Olorenshaw had the rig reduced.
My heartfelt thanks to the kindness of Chris Jeckells, Richie Dugdale and Sam Goodbourn for helping me today.
Cruise 2009 – Day 1
Now – back to 2009, and of course we had planned a sailing holiday. I’m going to add a footnote to the log-entry for Sunday 9th August 2009. It’s something that never made it into the official record (as it were), and. well. You can judge for yourself.
This year’s cruise started in an unorthodox fashion, with most of the fleet scattered across the Southern Rivers. ‘Corsair’ was slogging up the Yare against a persistant ebb-tide, towing a particularly heavy and unwieldy rescue boat. Honestly, there’s nothing as soul-destroying as motoring against the ebb.
However, with an excellent sense of timing – Chris B. stepped out of his Dad’s car, just as ‘Corsair’ was less than 30ft from Reedham Quay! It was a case of quickly mooring, and then about 1/2 hour later – Robert arrived.
But no, the motoring wasn’t done with, no. We had to continue upriver to collect ‘Nulsec’ with James & Alison. They had sustained some damage to the tiller/rudder stock and although launched, were stranded.
It took about 3 1/2 hours to get upriver to them, and then back to Reedham. In preparation for the inevitable tedium (!) of repair – I managed to cook a curry for everyone on the downriver leg… Oh. Yes! ‘Corsair’ now boasts a two burner Primus 535 stove.
I had found this beauty in the veritable treasure trove that is Andy Seedhouse’s chandlery at Woodbridge. An errant piece of Oak block-board kitchen counter ‘fell’ into my Volvo from the skip outside ‘Owl Kitchens’ in Bungay, and avoila! A galley unit and cooker installed. (it was about time – breakfasts were a chore on several elderly Primus stoves) all cooking was being done in the cockpit, and the disconnected gas cooker was purely ornamental.
Out with the old! New galley – 2009.
Plus – there was this new legislation called the Boat Safety Scheme – I knew I couldn’t afford to pay to have the respective safety measures put in for a gas installation… By some astonishing loophole – paraffin stoves aren’t included in the inspection!! (I’m not tight, just careful)
Typically the rest of our evening passed quietly (!) in a time honoured fashion outside the Nelson P.H. in Reedham. Although some design specifications were thoroughly exceeded by the skipper. (you can judge for yourselves…)
‘Now, lishun, lishun to me…’
Added excitement came from being subject to some drive-by eggings (no, really!) from local yobs.
At about midnight, we retired.
Epilogue
Back to 2009, from 2019. That day’s entry was short. Deliberately so. We moored at Reedham at about 7pm, just down river from two large, ‘Caribbean’ type holiday boats. These were moored stern to stern, about 3 feet apart. Two families were staying on them.
We were sat, outside the Nelson P.H. – when suddenly there was a lot of screaming. Robert & I both jumped up and ran to the source.
Worst case scenario really – two adults in the water, a man and a woman – both screaming, the father thrashing wildly screaming a name, over, and over.
This gives me goosebumps now. We knew that a child was in the river, the ebb was pouring out to sea. It’s funny I’m typing this, and there’s a cold clarity in me. I remember running about halfway down the motor cruiser (down tide), before thudding into the cabinside like a rugby player – forcing it from the quayside.
Looking down – I could only see a child’s hand and wrist above the water, getting lower. I can remember how white they looked, against the inky black of the water in the shadow of the quay.
Next thing I know, I’ve thrown myself down on my belly and I’ve grabbed this hand. And then a VERY wet and frightened children is stood on the quayside by me. Thank god he was breathing – albeit clearly in shock.
In slow motion I’m running back to the stern – and with adrenalin pulsing Robert and I lift the Mother out of the river, before similar hoicking the Dad out.
None of them were wearing lifejackets.
At the time, I didn’t realise the significance of what’d happened. I take no pride from it, it could have easily ended so differently, and the juxtaposition was between being carefree on holiday, or being adjacent to a drowning.
Quietly, the family returned to the boat, and agreed that lifejackets would be worn from now on.
There is no bravado in this, I never wrote it down at the time – it wasn’t really absorbed. I wrote it now, simply because it’s part of the experience I’ve had, owning ‘Corsair’.
Sorry – the delay in writing has been for the best reasons. I have been out sailing, a very enjoyable 4 day cruise to the head of navigation at Dilham.
‘Corsair’ at Dilham.
I’m always struck by how different the landscape is on the Broads when I go to Dilham, you are in gently undulating North Norfolk country-side, in a genuine canal setting. Very different from the rest of the rivers.
If you are lucky enough to sail on the Broads, do take yourself to the extremities in the navigation. You’ll see tremendous scenery. Moor at Horsey, and you look on at the Dunes of the North Sea, the next day you can be in a canal basin, and the day after on a huge tidal lagoon (as was) faced with a Roman Fort looking down on you.
One day I hope the North Walsham & Dilham canal trust https://www.facebook.com/NWDCT/ achieve their goal of connecting the canal back to the system.
The canal itself, was authorised by parliament in 1812. Unfortunately it was finally abandoned in 1934. Don’t think the canal wasn’t useful though. In 1898 – 6,386 tons was received at wharves on the canal and shipped away. The wherries on the canal carried about 15-20 tons… So that’s nearly 319 wherry loads in a year!!
The last wherry to navigate it was the ‘Ella’. And in tribute, the canal trust have recently launched Ella II – a launch which will take you on the re-watered sections of the canal.
Wherry at Swaffield Bridge – NW & D canal
In its heyday, the canal boasted a small fleet of these very pretty, small wherries. About 2/3 the size of a typical trading wherry, sadly none have survived. If you visit the canal these days, well it’s very eery – dereliction has left pieces of it beautifully stagnant, like the lock chamber at Honing, just waiting.
Honing Lock
Anyway. I digress. But it’s worth going to look at the canal, if you ever get the chance. Running alongside it is the trackbed of the Midland & Great Northern Railway, the Stalham – North Walsham section of their network.
Such direct competition no doubt proved to be the undoing of the canal. But again, the old railway has been left in splendid isolation, and is full of hidden relics as you walk the trackbed.
Back in 2009, I was in the final throes of preparing ‘Corsair’ for launching. This would be my first run at it ‘solo’, I was nervous. Throughout the winter I’d done what I thought was best. I’d applied a liberal amount of Dulux gloss on the hull, and one whole tin of Screwfix ‘no nonsense’ yacht varnish on the toerails (! – horrible stuff). I was set!
Barton Turf – January 2009 – ‘Corsair’ is hidden behind S/N242 ‘Freedom’. Luxurious conditions!!
Or so I thought. ‘Corsair’ was launched on the allotted day, and surprisingly the ancient and defunct car battery worked adequately to keep the bilge pump humming and she floated (mostly) after a few hours. Eager to sail this year, I had aimed for an Easter weekend launch.
After work, there I was… Heave-ho, hauling away on the heel rope there was the usual strain as the mast rises the first few feet. Then a shroud snagged (cabin roof corner, the usual spot). I made fast, and then walked aft to un-snag.
CRUNCH.
Bollocks. As I had walked down the sidedeck, the mast had swayed about, not being fully in the tabernacle, it was free to pivot. The snagged shroud was snatching, arresting this oscillation. The crosstrees fell victim to this, and neatly folded themselves either side of the mast, snapped cleanly in half
Bollocks, bollocks, bollocks! I was filled with despair, then anger. I’d worked, I’d slaved! I’d gone hungry, through sodding winter. I’d dug a trench! All for this bloody boat, and now this!! Feeling very dejected, I lowered the mast, removed the detritus and left.
I’d planned a weekend away on the boat, what would I do? After a couple of hours, I realised that I wasn’t going to be bloody beaten by this bloody boat.
I eyed up an unsuspecting refectory-style Oak table…
Once again the conservatory was functioning as a workshop quite late into the night, and my housemate quietly despaired. It could have been noisy desperation in all honesty. I couldn’t hear above the noise of my jig-saw.
By midnight I had crosstrees again. They were rough – but they’d do! I was able to re-rig ‘Corsair’ the following day, and returned to Oby Dyke. Bizarrely, S/N 242 ‘Freedom’ who had acquired my old bowsprit, also picked up the second hand rig off ‘Clipper I’ – which suited her nicely. Whatever echelon of yachting I was in, it definitely was the ‘grass roots’ end of things!! We all loved wooden boats, just necessarily didn’t have the finance to keep them.
S/N242 – ‘Freedom’ at Oby, with Corsair’s bowsprit, and Clipper’s mainsail.
Remnants of the French-Polish stayed on those cross-trees for YEARS afterwards. They survive to this day, and somewhere the remains of that table lurk in the workshop.
Having overcome this difficulty, and starting to realise that wooden boats are tricky things I decided to venture south onto the Waveney in May 2009 – for my first Yare Sailing Club race, the Ray Perryman memorial passage race. This runs from Somerleyton to Beccles each year. It also would be my first navigation through Yarmouth with ‘Corsair’.
I survived Great Yarmouth, which is always tricky to get the tidal gate correct, and even arrived at Somerleyton in time for a few drinks at the Dukes Head before last orders.
The trouble with rushing to the pub of course is that when you come back to the boat, you’re too drunk to raise the cabin roof, or put the awning on. Something which you need to remember at 4am when you get up to pee… That cabin roof is solid, and low!!
The course of the Perryman race takes you upstream from Somerleyton, starting adjacent to the railway bridge. Smart thinking is to get course-side of the bridge before the thing shuts and traps you the wrong side!! Every year the fleet gets split pre-start, to the great amusement of those who are the correct side…
The fleet, divided!!
I did provide some amusement pre-start, as my flag of choice is, somewhat oversize!
Big flags. ‘That’ bridge in the background…
The race itself suits me, its a passage race, and presents as a mixed bag. You start in the open marshes with clear air, and a wide river. Soon after Burgh St. Peter and its unique church, you find yourself in a very pretty albeit tree-lined river. That’s when you use the tide, and every last puff of air to your advantage. The last section (2 miles ish) from Aldeby to Boaters Hill is very tricky, you need every bit of momentum to keep going!
‘Corsair’ didn’t set a world record, I believe she placed 7th out of 9th entries. We did start a mere 19 seconds after the gun, which I thought wasn’t too bad. These days if I’m much over 5 seconds off, I chastise myself!
However, we completed the course and nothing was broken. Success! We tussled throughout with a much larger, and heavier yacht S/N 149 ‘Stella Genesta’. I think we finished only 24 seconds apart after an 8 mile race. She is a beauty, and is credited with being sailed to Holland sometime in the pre-war years. A fine craft, but I’m not sure I’d take her across to Flushing!
Line honours that year went to S/N 123 ‘Puck’, an ex Fine Lady from Herbert Woods. Albeit with a much more adventurous rig than her days in hire!
We celebrated the next day by sailing in company to Geldeston – another part of the rivers where you are faced with derelict lock chambers…. I wonder if it’s a condition??
Anyway – I’ll finish with some photographs of that weekend. Halcyon days again, after a somewhat frustrating winter.
The next prominent sailing event of 2009 of course, would be our annual sailing holiday! We’d already done it once on ‘Corsair’, what could go wrong!?
So, back to the 1960’s – Peter Olorenshaw had disposed of ‘Corsair’ quite soon after acquiring her, and she was on the bank at Brundall. In truth, she was having an ignominious time of it.
Peter Olorenshaw is credited however with reducing the sail gear by lowering the peak slightly, and fitting an inboard engine. A Vire 6hp, with a hotch-potch arrangement of different height cockpit seats to accommodate this.
Whilst the engine itself is long gone, there is a remaining legacy, namely the ‘slot’ for the gear change lever in one of the cockpit lids.
The Campbells had swapped her for a fairly new White Boat (No. 79 – The Old Lady), seen here in 2010;
Photo – G.C. Slawson.
In 1964 – brothers John & Peter Olorenshaw registered as a owners of Norfolk dinghy, essentially each time ‘Corsair’ found herself moved on, for a smaller boat!
The Norfolk Dinghy was originally conceived by Herbert Woods, legendary Broadsman and boatbuilder from Potter Heigham. The prototype is actually No. 2, that’s another story!! The first Norfolk dinghies were built in 1931, costing approximately £65. It’s rumoured they were an alternative to the International 14, which at that time cost 150 guineas. The Norfolks were mostly built pre-war.
For the Olorenshaws, their dinghy was built in a period where that class was slowing down. In fact from 1951 to 1968, only 9 new boats were built. In the pre-war days, averages of 6 or 7 new dinghies a year wasn’t uncommon! The Olorenshaw brothers only kept their Norfolk from 1964 until 1977.
Prior to the Olorenshaw’s passing ‘Corsair’ on to her next owner, (she was sold in 1969). Her next owner was in fact, across the Atlantic!
As a young man, Stephen Hinde had taken 6 months’ work in a department store in Detroit, Michigan, which lead to him being in a position to purchase ‘Corsair’. Although he first covered approximately 12,000 miles on Greyhound buses, travelling around America.
Once back in the UK, Stephen was mulling over which river cruiser to purchase – prospective craft being either ‘Corsair’ or ‘White Wings’ (S/N 1)
So yes. ‘Corsair’ was purchased at Brundall (Brooms Boats) there being a family connection between the Brooms, and the Olorenshaws. Her new owner Stephen Hinde. His family interestingly, also were business owners in Norwich. His great grandfather founded ‘Bonds’ department store, now part of the John Lewis chain.
His grandfather Ernest Bond also owned the wherry ‘Lorna Doon’;
Wherry Lorna Doon – presumed onboard, Robert Bond & possibly his sons Ernest & William.
Again – ‘Corsair’ had secured the attentions of a devoted owner, thankfully with the means to keep her well. Stephen’s first impression was that a lovely boat, but in the wrong place!!
I have been lucky enough to correspond with Stephen, and having met both he and his wife Janice at their home – and as such I was able to piece together more of ‘Corsair’s’ history.
At this time, Stephen was a member of the river cruiser class committee, so it made sense for ‘Corsair’ to be kept at Wroxham broad, with her own buoy near the public beach. Hence on the 29th June, 1969 he undertook his maiden cruise, sailing ‘Corsair’ from Brundall to the northern rivers.
I am fortunate enough to have in my possession several photographs of Stephen’s ownership. He not only sailed ‘Corsair’ actively within the river cruiser class, but also achieved some success, winning the ‘Rogue Tankard’ one Barton regatta. He also competed in the 1970 3 rivers race, with the Bakelite plaque now kept in my desk drawer.
L-R; Rogue, Corsair (in the lead) Swallow & Barracuda – Wroxham c.1965
During this time, ‘Corsair’ was over-wintered at John Clabburn’s yard; ‘Dawncraft, where it was necessary to replace some of the original sapele planking, even at this comparatively early stage in her life.
Also in 1970, he took ‘Corsair’ down Yarmouth harbour, just so she could sniff at the salt water – something to my knowledge which wasn’t repeated for her until 2012, where she was berthed at the Royal Norfolk & Suffolk Yacht Club for their regatta on Lake Lothing.
Stephen had fitted an accessory which I understand is entirely bespoke to ‘Corsair’, and I’m not aware this has not been repeated by another Broads yacht before or since!
On the cabin roof, in the aftermost port corner, there is a shaped wooden holder, which receives a chromed spotlight. This was to enable night-time sailing! It too, is retained and lives in the forward cabin drawer under the starboard bunk.
Given the context of Stephen’s work (he was part of the family business, Bonds department store) it is evident that the search light was actively used, particularly as Saturday was a working day for him. He specifically recounted its’ use on a midnight navigation of Meadow Dyke, one summers’ evening – eventually mooring under the familiar silhouette of Horsey Mill.
During 1974, after Stephen had married – another Broads yacht caught his eye – s/n 101 ‘Loyalist’, a larger fully varnished Broads yacht that had been built for estuary/coastal work in addition to Broads sailing. He’d bought ‘Loyalist’ whilst still owning ‘Corsair’, and no doubt needed to focus his energies on the new…
RCC S/N101 – Loyalist. Built by Ernest Woods, as an estuary / inland cruiser. A beautiful and powerful boat.
As such, after a busy 6 years of racing and cruising, which included taking ‘Corsair’ to every single head of navigation on the Broads, Stephen put her into a boat auction at Potter Heigham. He recounted to me that the price achieved was somewhat lower than he’d hoped, and as such he removed certain equipment from her itinerary. Much later (42 years in fact) I was able to reunite ‘Corsair’ with certain items, including a fitted winter cover, still bearing the legend “Jeckells Sailmakers, Wroxham).
I’m going to finish now, with two my my favourite photographs of Stephen’s ownership. They show a young man, with his dog – enjoying the boat.
Which is exactly what me and the dogs are now going to do now.
Broads boats rarely take you to the M25. Yet, here I am. My ancient Land Rover rattles and drones away as I’m buffeted by passing lorries.
I hate the M25. Neither me or the Land Rover are designed for the M25.
Put yourself in a skip. Fill it with some wasps, a strong smell of burning Oil and a diesel generator. That’s life in a Series on a motorway. Oh, and kick the skip off a cliff, whilst inside for authenticity.
The Land Rover – outside the church of St. Christopher – ‘Go your way and go in safety’
(you need divine intervention in an elderly Land Rover!!)
I’m heading to Hampshire, and I’m about 100 miles away. My destination will be a small village tucked away just outside the western end of the Solent. It’s here, at Milford on Sea that A.L. Braithwaite, designer at Chumley & Hawke spent his final years.
He came to Horning in 1930, and set up at C&H. His designs for the hire-fleet were mostly drawn in the 1930’s and included ‘Clippers’, The Brown Elf & Imp classes, Viking and Privateer. All corresponded with the metacentric shelf principle, and to my knowledge most survive. Certainly all 6 Clippers made it, which is unusual, I only know of one other hire boat class which has survived extant, the legendary ‘Sabrina’s’.
From tracing A.L Braithwaites ancestry – I had learnt that his grave is located at ‘All Saints’ in Milford. I also knew his probate had revealed his final estate, in Milford on Sea.
So – I arrive at Milford, it’s hot. I’m hot. It’s been loud, at a steady 50mph.
But. I’m here to collect a series of artifacts that belonged to A.L Braithwaite. Yes. Somehow two weeks ago, having arrived here, I found the grave, which I photographed. Then to be honest I just contemplated things.
A.L. Braithwaite & J.M Braithwaite – at rest.
I thanked him. I thanked him for having the insight to draw such pretty boats, and I hoped that he knew how much pleasure his boats had given people. Not just me, but the previous owners of ‘Corsair’ as well. She was, and is held very dear in the hearts of those lucky enough to own her.
But. Enough. Whilst mulling over everything I decided to head toward A.L. Braithwaites last known address, in Milford. I knew it had been derelict for some time, and I knew that I might, might just get a photograph.
Pulling up, I noticed a phone-number for delivery, so I took a chance and rung it. Within seconds I was speaking with Simon. Simon owns A.L. Braithwaites house now, and somewhat bemused invited me down to meet him.
About an hour later, having had the thorough tour of the house and the grounds – I’d explained myself, and why I was here. Simon was thrilled. I was thrilled. Somehow a collective interest had put us in the same place at the same time.
Over 200 miles from home, I’d genuinely thought that the grave side would be the finality of my research. Somewhat grounding really. Suddenly there’s the end, and I had felt very mixed.
But. Having spoken with Simon for about 1 ½ hours now. I commented on how it was such a shame that in 2009 Joan Braithwaite had moved out of the house, and if I had been quicker, I’dve met her.
Then came a ‘source of the Nile’ moment… Simon paused, and asked me if I wanted to see inside of the Old Mill. Which we opened up.
The Old Mill.
Almost immediately I began to sift through some of A.L. Braithwaites old reference books… Some of his paintings, and incredibly a photograph of Khala Nag! To my knowledge, this is the only photograph of her left in the world.
I also found some lines drawings, and the most breath-taking of all. I found his design notebook! Including notes of his response to an R.I.N.A paper on metacentric hull theory, and some of his calculations for at least two designs. ‘Khala Nag’ and ‘Redwings’.
Here was something real, something that definitively linked me with the thought processes that lead to my boat.
The design notes of A.L. Braithwaite.
There was so much! It was dumb-founding. Here I was, holding belongings of the designer of my boat. I couldn’t believe it. I still can’t to be honest.
Now, I will write fully about this. I promise. I can’t not, not really. But I’m going to finish by saying I give my heartfelt thanks to Simon and Amy Davies, without whom none of this would be possible.
Simon & Amy
It’s not often I use this word. But what I’ve found is irreplaceable. Especially given that in amongst the wreckage (literally) was the remnants of a Blakes Model.
For those of you not familiar with this. Blakes the hire boat agency used to use large scale models as advertising material in the 1930’s and 1940’s. You could report to their offices, and see a miniature version of whatever boat you’d hire.
Now, call me a lucky S.O.B. – I certainly have. The wreckage I found, which Amy had miraculously saved… It’s the Blakes model, or Builders model of a ‘Clipper’. ‘Corsair’ was built as ‘Clipper Vi’.
In 1961, there was a lot of upheaval at Chumley & Hawke. For reasons I didn’t know at the time I was in correspondence with Jamie Campbell and learning when ‘Clipper VI’ was sold off.
However I know now – and will write about in the future. I’m trying to explain my ownership, and how I learnt what I did.
C&H – Horning
Wenonah & possibly Viking
Chumley and Hawke were selling off their hire fleet of yachts. Rangers, Clippers, Privateer, Wenonah I & II, The Elfs, and Viking all up for grabs. To be fair, by the 1960’s the fleet would have been predominantly pre-war. The only yacht built post-war was ‘Corsair’, although she was built as ‘Clipper VI’;
Clipper VI – the hire boat.
Several local boatyards moved decisively – Martham Boats snatched up the Rangers, the Clippers and the Wenonahs. Tim Whelpton (her builder) bought the Elfs and the Imps from Chumley & Hawke, to start his own hire fleet at Upton.
The clippers certainly had enjoyed a fine history of being an exhilarating yacht to hire – featuring as the ‘cover’ boat in the yachts section of Blakes catalogues for several years. Although to be fair – all of Chumley & Hawkes fleet had been described as boats where ‘good sailing was the principle concern’. Even in 1960, Clippers were described as;
“a distinguished class of craft giving first class performance with a high degree of comfort”
‘Corsair’ is actually built slightly differently to her sisters, with an extra plank in the hull. Certainly when she was in hire, this would have given her a ‘dumpy’ appearance when compared to her sister ships.
Anyway. Yes, in 1961 both ‘Clipper VI’ and ‘Privateer were sold privately. I can write about ‘Privateer’ another time, and will do I promise!
The Campbell family purchased ‘Clipper VI’, as they were warned off ‘Privateer’, which I understand was something they regretted, in terms of size. Meanwhile, ‘Corsair’ was whisked to Wroxham, where Leslie Landamore and Raymond Jeckells were tasked with making her ‘suitable for racing in private ownership’.
The budget was £500, which I understand those two nearly doubled! But, here she is, newly ‘yachted’ at Landamore’s shed in Wroxham;
‘Corsair’ the yacht.
At that time, her condition was mixed. Her original planking is Sapele, a poor substitute for Mahogany, and apparently even in the 1960’s there were problems with rot. Broken timbers also featured. Being in hire clearly came with lots of bumps and bashes! Chumley and Hawke had actually fitted some galvanised steel frames as sisters… (!) These hung around until 2018, where they were cut out by my irate boatbuilder – during the rebuild. (I’ll write about that later).
Her original round cabin ports had been cut and changed to ovals with hopper windows. This echos the arrangement on ‘Evening Flight’, a much larger river cruiser – which incidentally is now owned by Jamie Campbell.
The porthole surrounds were fabricated and chromed courtesy of a local Rolls Royce dealership!
67 years on, all the chrome still looks fantastic.
The conversion was obviously looked on favourably, as the Campbells were asked if she was glassfibre as they took her downriver for the first time. I have some photographs of their first sail, and some others.
First sail ‘a yacht’
Black Horse Broad
BH broad II
The Campbell family
‘Corsair’ & ‘Rogue’ – Wroxham Broad 1960’s
Tea with RCC ‘Bryony’ & ‘Goldfish’
‘Corsair’ then moved to the Norfolk Broads Yacht Club – where she lived for some years during the 1960’s. It’s clear that during this time, she was a family boat. Just look at her condition from the photo with the riverside picnic!
Although, I have heard a rumour that the bodywork apprentices at Mann Egerton (a large coachbuilders) where often tasked with the painting and varnishing of ‘Corsair’, so no surprises that she looked gleaming.
Jamie Campbell actually won the first cruiser race he ever sailed in ‘Corsair’ in 1962. Although he does claim that as a 12 year old he had ‘no clue what I was doing’ – and was instructed to steer a straight course!!
You’ll also see a nice Lapstrake dinghy astern of ‘Corsair’ in the family portrait, this is still Jamie’s today.
Her racing career with the Campbells was… chequered! In 1964, at Oulton week regatta they over-cooked it slightly, as Jamie recounted; “We moored at Leo Robinson’s yard for Oulton weeks, and I can remember seeing the mast ‘snowdropping’ – it was inevitable it was going to break for at least 100yards. Lowering the stump wasn’t easy against the lead counterweight!!”
In the end, the stump was cut short, and ‘Corsair’ was motored back to Wroxham with a venerable Seagull outboard. She got a new mast and a set of runners.
‘Corsair’ – 1964 with broken mast & Seagull outboard – Leo Robinson’s boatyard, Oulton Broad.
The Campbell family kept her for a comparatively short duration, compared to later owners. They swapped ‘Corsair’ for a nearly new ‘White Boat’ (Yare & Bure One Design) halfdecker with Peter Olorenshaw. Peter and his brother John were directors of the Norwich Motor Company, based on Prince of Wales road, so doubtless competitors of Mr Campbell at Mann Egerton (albeit friendly).
Sadly – Peter Olorenshaw died in 1990, and a conversation with his widow Elizabeth just elicited the information that they didn’t own the boat for very long at all. ‘Corsair’ was ignominiously placed on the bank at Brundall – in a boat auction.
So still a yacht – but as yet her future was uncertain.
I’ve written quite alot, so I’ll leave the stem repair for next time, when I’m able to introduce her next owner.
As you’ve read – that first season I relished all that’s good about wooden boat ownership. It was halcyon days, but my ignorance would soon come galloping to catch me up.
Artist’s impression of that 1st season.
First off – I know that this first winter I needed to address the rudder. It was extremely worrying, how little control I had under certain conditions. From talking with the previous owner – I learnt that it had already been modified/enlarged once!
Okay. So I studied boat design at University, this won’t be too tricky (oh ho ho ho!). Most Broads yachts have freestanding, rather than keel-hung rudders. But there are two main types. Teardrop shaped, and ‘spades’. ‘Corsair’ had a spade, with one corner lobbed off. The tricky bit, is to ensure that the blade and the shaft never part company.
n.b. in a scene worthy of Green’s ‘The Art of Coarse Sailing’, I have once attacked a Bungalow due to a rudder disintegrating… (different boat)
‘Corsair’ was lifted out at Coxes boatyard, at Barton Turf. I knew nothing about them at the time, just that their storage was cheap, their cranage cheap, and it was as close as Thurne had been.
Oh. Yes derigging. My halfdecker was simple. Sails could be folded, and most items placed in the boot of my ancient Volvo. Not so with a River Cruiser! The matresses, the cookers, the Tilley Lamp, the standing rigging, the cordage, the blocks, the sails (X3 jibs), the awning it was all… BIG! Plus it all needed storing.
These days, I’m quite good at folding everything, emptying the boat and storing it all. Not so in the early days.
My housemate at the time was quite shell-shocked. Our garden shed, attic and conservatory soon disappeared, the visual aesthetic was not dissimilar to an olde-world chandlery. The awning being natural canvas smelt lovely, if a little damp for the first few days.
Anyway, the rudder. This was drawn, in a scene reminiscent of the Somme. A rudder tube is about 31/2ft through the hull, and then there’s another 3ft through the blade. That’s a sodding great hole, which was dug with a pick and spade by me. UNDERNEATH the boat, by myself. I also learnt that boatyards are often made up of discarded rubble, which creates fine hard-standing. (oh my arms!).
The new rudder was based on the ‘barn-door’ principles of hydrodynamics. It’s about 40% bigger than the old rudder. It’s balanced, and achieved my desire. I can push it across in a tack, let go – tend the jib sheets/backstays and the tiller stays where I left it.
However, it wasn’t a piece of fine woodworking! I used whatever ply, softwood and cheap epoxy-esque glue I could get my hands on. 11 years later it has survived. Possibly I got lucky. I know that it cost less than £40 in materials, and has some ferrous screws hidden within it. (!)
The old rudder had been designed by a glider pilot. It worked beautifully at hull-speed. That’s about all I can say nicely. My ever-patient housemate watched with on aghast, as I built the new rudder in the conservatory after work, over a week. The use of an electric plane indoors created some excitement.
I was so bloody naïve, I even told people at the time ‘oh no, there’s nothing major this year. Just paint and varnish. Oh and this little job’. Yup. You’ve guessed it.
Rot.
The stem was rotten!!! There had been a deck leak, which had tracked down the stem, and now needed my attention. I was volubly upset. This wasn’t in the plan! How could I afford it. How could I repair it!
I am not a confident woodworker. Certainly not back then. I remember cutting off the offending rotten stem, having first removed the gammon iron, and the bobstay fitting. It was horrible! I cut back as far as I dared, and almost certainly into the apron. I was VERY close to some hood-ends, and had made the front of ‘Corsair’ very, very blunt.
Overall – I was quite dejected. I walked away from the boat with my head spinning. This has happened many times throughout my ownership. At the time, I didn’t realise it, but if you love old boats, owning them gets into your head and your heart much more than you’d believe.
At this time though, I had started the research project which I hope to write about from now on, (whilst re-counting other pitfalls and sailing holidays).
It all started with me being told that ‘Corsair’ had at one time, been the smartest little boat on the broads. She’d been owned by a Mr Campbell. The MD of Mann Egerton* – A large motor engineers in Norwich. Long-closed there are still some signs of its presence. Such as the ‘ghost sign’ still on Constitution Hill.
I had written to his son, Jamie Campbell, who replied. It was the first of many ‘wow’ moments. His first communication confirmed that ‘Corsair’ had been owned by his family, and that they’d bought her out of hire in 1961.
Just think – in the early 1950’s, you could buy a lovely Broads Yacht, or you could go to Mann Egerton’s…
Jamie kindly proceeded to give me several photographs, and some personal memories of ‘Corsair’, which I’ll write about next time. Along with how I fixed the stem!!
So – Monday 25th. The final day of our 1st cruise…
We started with minor hangovers (compared to yesterday!). Also, similarly to yesterday we were forced to make some further adjustments to the bobstay. We wanted chain, but also a rigging screw to tension said chain!
This was achieved by beaching ‘Corsair’ bows-on at the edge of Salhouse broad. The water came just over the skipper’s neatly folded trousers legs (!) But. The task was completed with far less shouting, splashing and conflicting ‘advice’ than at Gay’s Staithe the previous day.
It was almost like being sober improved our motor-skills. Weird.
We then motored to Black Horse Broad, and positioned ourselves alongside MH, to steel ourselves for a quick blast around the broad itself. Sailing on Black Horse would be a first for me, little did I know it was where ‘Corsair’ had her first sail under new ownership, back in 1961.
It was a fantastic sail! We’d reefed, and set the repaired jib. Theo managed to take some photographs of us as well;
One thing I had learnt, was that to get the best out of ‘Corsair’ was not to be shy of reefing. If you keep her rig balanced, she’ll sail in almost anything.
During our sail, we spotted RCC S/N 72 – ‘Brit’, a very beautiful clinker river cruiser. Her increased size, and beam meant she was handling the weather slightly better than us.
RCC ‘Brit’
However, more importantly, by sailing on Black Horse, it had meant that on this cruise, bar Bridge Broad (Belaugh Broad), we had sailed on every navigable broad on the Northern Rivers!! Quite pleased with that.
However, the need to return to civil life forced us to motor back to Oby Dyke, and to put ‘Corsair’ away for a few days.
So yes. The first cruise of ‘Corsair’ was brilliant, if at times somewhat ‘full on’ – we stayed out late, we drank too much, we generally enjoyed ourselves.
Success!
And what does the cabin look like, after 4 blokes have lived onboard for over a week…
Christ…
Theo provided one final illustration, and then we were back to the car. I’d given up on drawing the maps, because frankly they were crap compared to his efforts.
Black Horse broad – spot the jib repair & chain bobstay!
Postscript – 2008.
To write a summary of the cruise is always difficult. Mainly because lots of things happen, and once it’s all over, you are left with too much to choose from. Overall I am tinged with regret that the cruise is over, but once again really elated (exhausted) to have done it.
However. This year, if I were to point out my worst moment, I would say it was when the bobstay broke on Saturday afternoon, when we attempted to race ‘Corsair’ for the first time in my ownership. My disappointment came more to with how pleased I was, with everything. Then BANG. Rig failure.
The best moment however, well. Where do I start?
There is the thoroughly stormy sail across Hickling Broad where with a triple reefed main and storm jib I suspected I had reached the limits of ‘Corsair’. I was wrong.
or
I could choose the delightful light air sail we had Sunday evening, on Salhouse broad where we were relaxed and happy doing what every bunch of friends should be;
A Broadsman 