With sun pouring in through the cabin windows (expertly cleaned by Nina & Billy) at 4:30am, E & myself made a resolve to prepare some curtains before tomorrow…
Another stunning morning! Brilliant sunshine & a fair, but light breeze we slipped down the Broad, with ‘Corsair’ chuckling to herself as Nina helmed.
Hickling; the photoshoot!
Several photographs later, we exited the Broad & headed up the upper Thurne toward Somerton to inspect Martham ferry, whilst ‘F’ caught us up.
Shortly after passing ‘Clipper 1’, we moored both craft upstream of the bridges before motoring through. Our entertainment for this bridge-transit was hearing the strident advice ‘C’ gave some tourists regarding their mooring technique…
Such amusements aside, once again we slipped off on a broad reach with Bill helming, whilst I busily prepared lunch (beef/mustard sandwiches).
Heading to PH.
At the confluence of the Bure & Thurne – ‘Corsair’ spent a minute or two before ‘F’ joined us. There followed an idyllic sail up river to Horning, following wind, sunshine, bliss!
Nina & Billy were both v.impressed with St Benet’s abbey, we delighted in all the ghost stories (some just for their benefit) as we passed.
Until Horning, things were peaceful, then the usual melee of day boats, tour boats, hire boats, swans, fisherman & miscellaneous craft provided a hair-raising sail for both boats!
(Scenes of ‘The art of coarse sailing’ – aiming for a point 4ft ahead of the stem of a tour boat raises the pulse!!!)
Once moored outside HSC – we returned to the mainland for a restorative ice-cream. Honestly, we looked like a bloody postcard scene! After some more posing, it was a short, if challenging sail downwind to Salhouse Broad. This section is pretty, but very tricky to sail with such heavily wooded banks.
Exhausted by our impressive mileage today, not one of us ventured upto the ‘Fur & Feathers’ in the evening (we’re all ‘kin knackered) Instead, the playground, woods & 3-hour walk to the toilets occupied us until our respective sleeping pits were found.
I promised I would write about ‘Privateer’ – and have managed to pull together my notes. Whilst it’s a distraction from writing about ‘Corsair’ – I hope it’s interesting. This is Part 1 of 2.
It was an incredible experience, and these photographs only emphasised that if I’m honest. I believe they’re taken in 1936, and show a newly built ‘Privateer’, heeling to a fresh breeze, clearly the pride of the C&H fleet;
Privateer – A.L. Braithwaite’s photographs.
I will say, I still find it AMAZING that those photographs survived 80 odd years, before being found & rescued by me. I count myself as very lucky to have them.
‘Privateer’ is typically Braithwaite in her design, displaying the fine entry & narrow transom that’s a signature for C&H yachts he drew. Complete with characteristic chrome trim, including the corner pieces on the cockpit & cabin sides.
At 31ft on-deck, there’s a strong chance that her metacentric qualities mean the largest underwater sectional area is likely to be nearly dead-on 50% of the LWL.
Interestingly, period commentary of ‘Privateer’ from both anecdotes (more of this later) and the Blake’s catalogue suggest she was a ‘handful’. Certainly she was advertised with the stern warning;
“not available to novices”
Blakes catalogues, much like Estate Agency listings need some interpretation, ‘Lively’ means arm-breaking weather helm. “Bijou” accommodation means a pokey cabin, and ‘easily handled’ means it sails like a log whatever you do… (!)
So I suggest the warning given meant ‘Privateer’ was a powerful boat.
This was confirmed to me in an anecdote by Paul Bown – a previous owner. He recounted that a local boatbuilder – Stanley Nudd was working quietly in the rigging shed at Herbert Woods – suddenly being rudely disturbed by ‘Privateer’ bursting through the shed wall! The party of young women aboard having lost control.
I don’t think this is immediately the fault of the helm, or ‘Privateer’ if I’m honest. To capitalise on internal space, alot of hire yachts had large cabins, with comparatively small cockpits, and as a ‘work around’ – some had their rudders linked to the tiller, which could then be mounted much further aft.
This creates alot of space in the cockpit – but the mechanical linkage limits you to putting the helm over until about 45 or 50 degrees max…
‘Privateer’ originally had such a linkage, which was later removed.
My theory – is that ‘Privateer’ was running downriver – toward the bridge. Upon turning, the limits of the tiller linkage meant she couldn’t (and wouldn’t) turn. Hence the nasty thump on the shed.
No damage to ‘Privateer’ was reported!
Herbert Woods’ yard – photographed in 1938 shows a white shed, immediately adjacent to the main river – I suspect this was the unfortunate victim of ‘Privateer’s’ advances!;
Herbert Woods – Potter Heigham, 1938.
Note the white shed, next to the footbridge (and the river!)
Being larger than the ‘Clipper’s’ meant the ‘Privateer’ could boast being a 2-cabin, 4 berth yacht. That is with 2 berths in the forrad cabin, then a Heads compartment & companionway opposite segregating this from the aft cabin – also with 2 berths. I’ve slept on ‘Privateer’ – and can vouch that the bunks are over 6ft length, and very wide!
Even though she was built for hire, it’s clear that Braithwaite & Lejeune decided to experiment. The gaff spar is bamboo – reducing weight aloft and linking back to the aim that all C&H yachts would be rewarding to sail.
They also looked to reducing the weight of the hull through construction. ‘Privateer’s’ hull planking was reputedly 3/4 mahogany (!) – with oak frames at 9″ centres. By comparision ‘Corsair’ has 1 inch planking, and her ribs are at 6″ centres.
Use of metalwork featured in the structural members of the hull- there was an iron breasthook & quarter knees – plus a substantial iron frame around the tabernacle.
Internally – the cabin roof was raised by a primative hydraulic system, ambitious! Later removed – as the leather seals were prone to leaking & spraying holiday-makers with oil!
In 1957, ‘Privateer’ found herself hired by the Bowes-Lyon family.
Yes, that Bowes-Lyon family! Although Queen Elizabeth the Queen Mother was not aboard.
The Bowes-Lyon’s were sailing across Breydon, where they hooked a post with the mainsheet. BANG. You stop quite quickly doing this, and it was apparent they & ‘Privateer’ were going nowhere.
Unforgivably – they piled into the dinghy, and rowed to the ‘Star Hotel’ on Yarmouth quayside. Where upon they calmly telephone Chumley & Hawke – informed them where ‘Privateer’ was, and curtailed their holiday by getting on a train, pronto.
‘Privateer’ was found, lying on the mud on her side, full of water.
I’ll save my opinions on that, but ‘Privateer’ is the only R.C.C. yacht that can claim to be sunk by Royal Appointment!
Bizarrely, a very close friend of mine spent her childhood hiring ‘Privateer’. In fact, Jean & her family first sailed from Chumley & Hawke in 1951, to begin with, hiring ‘Clipper’ yachts. A bit of me hopes that Jean & her parents hired Clipper VI, especially as in 1951 she was the newly built C&H yacht…
Jean re-counted that her Father had previously hired ‘Brigand’ from Wroxham, but found it too frustrating getting through the trees from Wroxham each year. So turned to C&H in Horning for holidays.
The format of their holidays was quite simple, the Oliver family would drive from Birmingham, get aboard ‘Privateer’ & head to Hickling Broad in company with some other yachts, including 1 or 2 from Hunter’s yard at Ludham.
Again, I’m hugely fortunate in that Jean’s shared a number of photographs of ‘Privateer’ in hire, during the early 1950’s;
Oliver family – Privateer, 1950’s.
By the 1950’s – the windows in ‘Privateer’ had undergone their first change – gone were the chrome ports – replaced by sliders in external frames. Jean reports that these frequently opened when ‘Privateer’ was heeled over!
Like ‘Clipper’s’, the original chrome ports didn’t make ‘Privateer’ that light inside the cabin, so they were changed. Much like the oval hopper windows that ‘Corsair’ received in 1961 in fact.
Also note the cross-trees, and tan sails.
I’m quite taken by the scene in the cabin at mealtime. So much atmosphere – and ALOT more room than in ‘Corsair’s’ cabin!
Once on Hickling – Jean was often set adrift in the pram dinghy, learning to row quite quickly. (!) Whilst her parents roared up & down the Broad;
Oliver family – 1950’s, Privateer including the Pram dinghy
A few days spent on the upper Thurne would result in a frantic ‘sort out’ between the boats present at the end of the holiday. One at least one occasion, Percy Hunter complained that his yachts were returned with C&H cutlery in the drawer.
In 1956, C&H disposed of ‘Privateer’ to a Mr J. Brittain – who kept her for 7 years, where she passed to Paul Bown’s father. He’s kindly shared with me this photo of ‘Privateer’ at South Walsham Broad, 27th July 1963 – when they bought her;
Bown family – ‘Privateer’, South Walsham Broad 1963
Note the white painted transom, potentially a sign of an elderly yacht needing some TLC.
Paul’s family bought ‘Privateer’ from Mr Brittain, who just bought S/N117 – Anne.
I’ll stop here for Part 1, and revisit my notes about Paul’s father, Paul’s ownership & ‘Privateer’s later history for Part 2.
Returning to the intended order of writing, it was early 2010 when I started looking into the fate of ‘Corsair’s’ sisters. In part this was spurred on by the C&H connection to Upton.
Of course the Clipper’s also have a bigger sister – ‘Privateer’, who I will write about next.
Having his head turned by ‘Loyalist’ – Stephen left ‘Corsair’ at a boat auction in Potter Heigham. This period of her life I don’t have many details about, save what’s printed in the class listings within the ‘Green Book’.
1978; sold at boat auction.
1979-1983; owned by K.T. Henson
1984-1987; owned by P. Willen
Bizarrely – during one change of ownership – the spelling of ‘Corsair’ was corrupted to ‘Coresair’ – which wasn’t corrected until 1986!
What I do know, is that for these 9 years, ‘Corsair’ lived on the Northern Rivers, with a prolong spell moored at South Walsham Broad. Given the proximity of S.W. Broad to Martham, it’s likely that she often saw her sisters, still hard at work in the business of hire.
The other C&H yachts went to a variety of owners, but sticking to the ‘Clipper’s’ – these found their way to Martham, where they became part of the Martham Boatbuilding & Dev. Co fleet.
Known locally as ‘Martham Boats’ – they still retain an extensive fleet of wooden sailing boats, and certainly they were the only yard who saved many beautiful yachts by keeping them working long enough that private owners could be found. More info on their fleet is available here; https://www.marthamboats.com/
In 1961, Martham bought I – V, bolstering their existing fleet of yachts with these small pre-war yachts. Clipper’s I-III were still engineless (!), credit to their reputation as immortalised by ‘Blakes’ the hire agency;
“a design giving distinctly superior sailing qualities”
Perhaps more objectively, this is an insight into the post-war attitudes at Chumley & Hawke. Knowing they intended to dispose of the fleet, it may well have been economic to limit the investment in R3M Stuart Turner engines to the newer (just) yachts.
During 2010, I went and spoke with Gordon Curtis, one of the founders of the Martham fleet, to learn more about how the ‘Clipper’s’ had turned out in their ownership.
By 1965 Clipper’s I-V all had inboard engines, but had had their rigs adapted slightly. Gone were the self-tacking jibs, and in their place a smart tan suit of sails changed their appearance considerably. Also, gone the pre-war varnished top-sides replaced with white gloss.
Clipper’s – MBBD Co.
Credibly, Martham kept these pre-war yachts active for a number of years. If it hadn’t been for their intervention, I am not sure that all 6 would have survived.
They did however remain very basic with optional extras limited to a wireless radio & a rowing dinghy!
Digressing slightly, it would have been an exhilerating time for any wooden boat enthusiast to walk the bank at Martham. Woods, Powles, Chumley & Hawke, Press, Pegg & numerous other pre-war pedigree craft lined the Upper Thurne. Gordon even bought a wherry (or two)!
In fact, as a complete aside – Gordon bought the wherry ‘Hathor’ from infamous Broads navigator – ‘Claud Hamilton’. His previous wherry – ‘Claudian’ had sadly broken her back during the 1953 floods. Seen here in 1950 at Barton Regatta looking quite spritely, sailed by ‘Claud’;
Claudian – 1950 Barton Regatta
Whilst chatting, Gordon recounted how he quickly learnt how to sail ‘Hathor’ using the original pre-war cotton mainsail, until this disintegrated. She then became a houseboat, until saved by Peter Bower – founder of the current Wherry Yacht Charter Charitable Trust.
Hathor – Martham. pic; M. Gravener.
Anyway, yes. This is writing about Clipper’s not wherries. Sorry.
Over the years, Clipper II, IV & V gradually left Martham’s fleet, with Clipper I being the last to formally retire from hire, being sold in 1998.
1998? That’s 63 years work of hire, being sailed week in, week out from Easter through to October. I’m amazed at the resilience of these dainty yachts.
Clipper III remained in Martham’s ownership, and to my knowledge was withdrawn from hire at some point in the early 1990’s. I wasn’t allowed to photograph her, but by a bizarre turn of fate – my good friends Vince & Linda had hired her in the 1970’s!
Clipper III – Vince & Linda Perry aboard.
I’m confident in saying that Clipper III is the most original to how the Clipper’s would have been in hire, having now been sojourned at rest for 30 years in her barn.
However, what’s astonishing to me, is the way in which the ‘Clipper’s’ seemingly brushed past me closely, without me knowing about them. Clipper V was bought and owned by my primary school Headteacher for example!
Both Clipper IV & V are perhaps the most significantly altered from original. Both have had their cabin’s cut-down, cockpits extended and some very neat integral topsail rigs fitted. This has made them both extremely competitive!
As an aside, the modifications carried out also haven’t spoilt the aesthetic of the Clipper’s. They retain a very sleek look, as you can see here;
Clipper IV – racing rig!
Clipper V (S/N 290) – Barton Broad
Clipper II still lives close to Martham, in fact she spends much of her time in a wet boatshed at Potter Heigham. She was reverted to varnished topsides – and although she is seen here sailing with an outboard motor mounted (sacrilege), she provides the closest aesthetic to the pre-war Clipper’s. I suspect if given a self-tacking jib, she’d be a facsimile of a 1930’s Blakes photograph.
Clipper II – Horsey Mere
Finally – Clipper I. After her exhaustive career in hire – she was owned by Robert Harris as a private yacht, and then bought back into Martham’s fleet, circa 2015. They immediately treated her to a new suit of sails, giving her a VERY similar appearance to ‘Corsair’, early 1960’s.
Clipper I & VI
What is apparent when you compare Clipper’s I-V to ‘Corsair’ is the difference that extra plank makes in terms of internal volume. I’m VERY grateful that when ‘Corsair’ was built as Clipper VI, that extra plank was added!
In 2010, Clipper’s I & VI found themselves at rest, Horsey Dyke, which started this whole process.
Clipper I & Clipper VI at rest.
So yes, in a round about way that’s the fate of all the Clippers. One day I might be lucky to get all 6 in the same place.
Returning to writing, after a long absence. At the end of last season, my head was full, and I needed to focus on wrapping ‘Corsair’ up. As you can see its taken a few weeks for me to feel like writing. Anyway.
End of the 2019 season, 11th December.
I’ve previously stored ‘Corsair’ at Upton, during the 2009/2010 winter.
That year, I sailed ‘Corsair’ to Upton from her Oby mooring in late December, she was due to be lifted just before Christmas. It proved to be the only time I’ve sailed her in the SNOW, and to be honest it felt very intrepid (bl&%dy cold) when I’d reached Upton.
A few days after she’d been craned – Upton froze rather spectacularly!
Cold!
In 2009 – when I worked on the boat, I’d live on ‘Corsair’ at weekends. Luxury it wasn’t! Sleeping inside 2 sleeping bags, having first made the boat utterly disgusting by filling it with dust, etc!
It embarrasses me now, but looking back through notebooks I can see that during that winter a repair (!) was inflicted to the port side-deck which leaked.
It involved removing the cant-rail, and then carefully peeling back the trac-mark. I hadn’t money to buy new! Then, very carefully I dug out the rot, and the soggy bits… being VERY careful not to go through the boards completely. Then I sprayed everything with cuprinol wood hardener, before literally trowling epoxy in and smoothing it out.
Inside the boat, a mixture of masking tape and playing cards were sacrificed to stop the epoxy from leaking through… (!!!)
I also had to complete my 1st replacement plank. I made about every mistake I could have made. The plank was short (about 4ft), was butt-jointed to the adjacent timber with some good old ‘prayer books’ on the inside, and I think I used a linseed based frame sealant to caulk up.
Also – in view of my ‘ahem’ limited budget – that plank was fashioned from a 5ft length of 7 inch wide skirting board… If you cut the moulding off, you can just about get a short plank out of it (!)
I can’t defend these repairs today, as they were short-lived. But at a time when I was struggling financially, they meant I kept the boat afloat and sailing.
Thankfully no pictures exist…
And, having suitably disgraced myself, I will try and explain the connection between Upton and Chumley & Hawke…
One of the post-war owners of Chumley & Hawke, Vic Harrison evidently supported Tim & Annie’s endeavour to run their own hire fleet. When they moved to Upton in 1958, it was in the midst of changes at Chumley & Hawke.
I understand that Vic was instrumental in Tim & Annie taking a number of the C & H yacht fleet with them;
– Reveries 1 – 6 (Press built)
– Brown Elf, Imp and Sprite (C&H built – ALB designed)
– Pixie (Press built)
R/e the builder’s notes above… I know they’re accurate in terms of ALB designs.
I’m not clear when the Reverie’s joined C&H, but given they are Press built boats, and Alfred Yaxley (the post-war foreman at C&H) came from the Press yard, I suspect the boats came with him post WW2, so to speak.
In fact, all these yachts were 2 berth, small yachts. Leading to the nickname that EW was the ‘honeymoon’ fleet!!
Design- wise, the Brown Elf class was the most interesting in the EW fleet at that time. They really show A.L Braithwaite’s tendency to experiment.
Originally these were ‘Una’ rigged, in the same way a ‘catboat’ is in the US. It certainly wouldn’t be the first instance of US design influencing boats on the Broads, its rumoured a local boatbuilder (from up Wroxham way!) used the ‘Rudder’ magazine as a source of inspiration!
Brown Elf, Imp & Sprite
They are diminutive – vital statistics; 20 LOA, 17ft 3″ LWL, 7ft 6″ beam, with 3ft draft and 223sq. ft of sail & 580lb of external ballast.
Interestingly, Braithwaite wrote to Yachting Monthly in 1949 about the Brown Elf class – they were designed by him in 1930, and must have been one of his 1st designs for C&H.
Their rig differed from a typical gaff Broads yacht, not just with the lack of jib, but also that they carried jaws on the boom, and a down-haul to tension the luff. Much like a lugsail dinghy, although you could argue given their size, Brown Elf, Imp & Sprite were little more than half-deckers (in the nicest possible way).
The Una rig would have made alot of sense for a Broads hire-boat, it locates the mast well out of the way of any accomodation. There’s minimal standing & running rigging. and of course in a moment of panic, if the helm is abandoned they should luff & come to a halt.
Most sailing yachts in hire operated on that same principle. A large mainsail with weather-helm was considered safer with inexperienced sailors.
Happily, unlike the ‘Clippers’ there are lines plans which have been replicated for the Brown Elf class, and you can really see the metacentric theory being applied, look at the area curves, and how uniform they are.
It certainly looks like the maximum underwater sectional area is absolutely 50% along the DWL.
Brown Elf – lines plan
Once the Brown Elves were rehomed at Upton, it wasn’t long before Tim also took to altering them. The cabin’s were extended forward, and the Una rig abandoned for a Bermudian sloop configuration.
As a nice circuitous touch, here’s a photo of Brown Elf in 1962, outside Horning Ferry, whose link to C&H was the tragic demise of Joseph Lejeune, foreman.
Brown Elf, Imp or Sprite – outside Horning Ferry 1962
I’ve no doubt that Lejeune oversaw the building of the Elf’s, at what must have been an exciting period in C&H’s history – a new owner, new designs and minor publicity in yachting press of time.
Anyway, I hope I’ve managed to narrate the link between Chumley & Hawke, Tim & Annie, Upton, and ‘Corsair’s’ history.
Yesterday I enjoyed what is likely to be my penultimate sail of 2019. I know, I know yet again I’m deviating from the intended order of writing. That’s the joy of being the Editor though.
Yesterday was glorious. Bitterly cold, clear, sunny and calm. Very calm. We rigged whilst tied to our mooring, and headed off upriver to Surlingham Ferry, for the Turkey Race – next weekend.
I found myself checking and double checking the rigging again – I’m not sure if I need to re-order and change the cleats on the tabernacle, now the topsail is there. Currently the peak halyard is lead onto the port face, with the throat on the starboard face. The topsail spar has a neat trick of capturing the peak – at the lower end of the spar, which can make lowering the mainsail tricky.
This definitely needs looking at, for two reasons. One – the rig should work, and this is dangerous. Two – when you sail on/off moorings, I find the best way is to keep the way on as much as possible, and to be able to drop the sail – bloody quickly if needed.
Gorgeous!
The rig did present a more amusing quirk – if you tension the topsail forestay just right, it ‘thrums’ and buzzes… Took me ages to work that out, including removing the floorboards and checking on the bilge-pump to see if that was running!
Heading upriver, we were lucky enough to be photographed by a friend, whose currently building a house for his family. The scaffolding made an excellent platform, although if I’m critical – that peak is about 1 or 2 inches ‘out’ by the look of the creases.
I’m struggling to find superlatives to describe the day if I’m honest, it was perfect.
Typical of the season, a North wind with no warmth, a clear sky and a medley of colour in the riverbank, reds, browns, yellow and oranges all competing in the remnants of summer foliage. We sailed every inch of the way, and we knew we’d taken the best of the day for ourselves.
But. I wanted to talk about the starfish.
This links with the subtly of the Broads rivers – and the villages which surround them. There are features worth exploring, and a hidden history. There is a tenuous link to Chumley & Hawke as well…
Surlingham has a starfish. Something which shows the far-reach of war, into the boring fields of Norfolk. In truth both Norfolk & Suffolk were riddled with military action during WW2, and you’re never far from it.
Starfish sites were large decoys – developed in WW2 to act as a distraction to enemy bombers. Norwich took a pasting, in what’s known as the Baedeker raids, with the railway station/yard & nearby engineering works of Bolton & Paul being prime targets.
The solution was to create a decoy – which could emulate (from afar) what bomb damage might look like, including fires. The deception went further – it had to look realistic. There was a network of lights rigged, which could replicate the cadence of lit railway carriage passing by at night. Or a red glow to simulate a fire-box door being opened on a railway locomotive.
For reference – here’s a 1946 aerial photograph of Norwich railway station;
Norwich Thorpe railway station, including motive power depot, Crown Pint depot, Bolton & Paul engineering works. All very lucrative targets. The River Wensum snakes around the lefthand side of the image.
Interestingly – the 1946 aerial photographs also show the deception required. Outside of Norwich, you can just see a crude attempt at censoring the existence of what is either a fuel installation, or the present-day sewage station at Whitlingham;
Nothing to see here!!!
Surlingham was chosen to host a ‘starfish’. Local firms such as the Rockland Reed & Rush company would supply bundles of reeds to act as ‘wicks’ for the fires – whilst the pyrotechnics were handled through a series of heath robinson-esque contraptions – mixing oil & water to make dramatic explosions.
Interestingly – the knowledge & expertise behind the starfish sites is credited to expertise within the theatric industry – being able to use lights, smoke & explosions to good effect on stage can enable a mimic on a much larger scale.
It’s no exaggeration that these sites were vital. Norwich became so battered and bruised, you would see families walking out on the Drayton & Dereham roads on a nightly basis – preferring to sleep out in the open than risk another night of bombs.
Today – the site of Surlingham’s starfish is much quieter. I stopped by, and knowing where to find the bunker – managed to capture it in its slumber;
Again – the hidden detail, and history of Norfolk’s rivers & surroundings amazes me. You can walk quite easily from Surlingham Ferry, and walk past this 100 times without knowing what it’s about.
I can’t imagine what it would have been like, orchestrating a site like this in the war – knowing it’d lure enemy bombs to drop adjacent to you instead of on an already burning city.
The link between this starfish and ‘Corsair’ is tenuous – but there. It links to Joseph Lejeune – foreman at Chumley & Hawke in the pre-war years, and the heyday of Alfred Lloyd Braithwaite’s design experiments. Lejeune’s & Braithwaite’s most extreme experiment was undoubtedly Khala Nag;
Khala Nag – sometime in the 1930’s, somewhere on the Broads near Horning.
I’m fortunate enough to own that photograph, which is to my knowledge the only extant photograph of Khala Nag – it was part of the treasure trove of ALB’s possessions which I found earlier this year, in Milford on Sea. See here for the highlights of that; https://broadssailing.blog/2019/07/18/on-the-trail-of-a-l-braithwaite/
‘KN’ was a flier. 27ft long, with only 4ft 6” (yes) beam and 3ft 6” draft she carried 2 separate rigs, one for the Broads, one for coastal waters. The extent of his commitment to balance, weight, sails & hullform is evident in this design & build.
Whilst Joseph Lejeune built the yacht, Braithwaite assisted throughout. Notably he weighed and recorded each and every component of ‘KN’. This eventually lead him not only to knowing the exact required weight of the ballast keel, but also how to trim the vessel, so that her centre of gravity could be altered to 1” in advance of the centre of buoyancy, calculated to counteract the weight of any crew. This simple calculation is often overlooked by designers, and pays dividends when sailing.
At the time of the outbreak of WW2 Joseph Lejeune was the foreman at Chumley & Hawke, and unquestionably there must have been a close working partnership between him, and Lt Cdr Braithwaite. They were close in age – and clearly shared a passion for experimenting with the limits of design at that time, to create some unique, and exciting craft.
For example, the noted cost of JL’s time during ‘KN’s’ build was £117, 4s 10d (!) The lead for KN’s keel only cost £7 9s 0d. ALB must have valued his input as a designer.
Sadly, this evidently close partnership wasn’t long lived. Whilst Lt Cdr Braithwaite went back into active service, Joseph Lejeune stayed in Horning.
I know that Alfred Lloyd Braithwaite felt very strongly about returning to active service. His age would have discriminated against him at the outbreak of war, and in fact I notice on the 1939 return there is a note which reads; ‘RNVR in Great War, but refused for present war’. ALB was not to be deterred, and was posted in 1940.
In Horning, during the evening of April 26th 1941, Horning village was subject to a stray bomb attack – which disastrous consequences.
(I actually sit, reading notes I first wrote – April 26th 2016).
It isn’t clear exactly, but it’s likely a Luftwaffe bomber was jettisoning bombs on the way back to the coast. And their attention was sufficiently drawn to drop their remaining payload of 15 bombs around Horning.
I wonder if they were aiming for the ferry itself – which may have been silhouetted. Else perhaps it was a chink of light as someone slipped into the pub?
Whatever the circumstances, the most unfortunate target was the Horning Ferry pub, and amongst the 22 fatalities that night was Joseph Lejeune, aged 50.
The devastation was instantaneous;
The link between Surlingham’s starfish and this, is that sites like that, their flashing lights and theatrical pyrotechnics were desperately trying to stop destruction and loss of life like this. Sadly it’s reckoned that Starfish sites only drew 5% of the intended bombs away from the actual targets.
This accounts for how ‘Corsair’ came to be built post-war by the apprentice at Chumley & Hawke – Tim Whelpton, directed by the then yard foreman Alfred Yaxley.
Anyway – In a roundabout way, I hope I’ve explained another bit of Norfolk’s hidden history, and some more of ‘Corsair’s’ story.
Returning desperately to my original concept of trying to write in the order in which I’ve learnt about ‘Corsair’ forces a return to 2009.
The 2009 season passed relatively smoothly. ‘Corsair’ stayed on the Northern Rivers aside from the Perryman memorial race that May, and I was in the enviable position of being able to sail with Joe & Julia aboard ‘The Only Girl’ when on the southern rivers, and on the north rivers with ‘Corsair’.
At the end of the season – I finished my sailing as I do now, with the YSC’s Turkey Race. Essentially we keep the boats in the water until December, and you race with 3rd prize being a brace of pheasant, 2nd Duck, and 1st prize is a Christmas Turkey.
As you can see, 2009 saw me aboard ‘TOG’ – on a particularly cold & calm day!
The Only Girl – 2009 Turkey Race.
During that winter – I was staying with friends in West Norfolk, and once ensconced in the spare room, I exercised one of my character traits… I just have to look at the books on other people’s bookshelves!! You will learn a lot that way, I recommend it, when you next get the chance.
Cruise of the Clipper – A. M. Derham
I don’t know what singled this book out to me, I assume it was that latent tie to that word ‘Clipper’. I know it was late, cold, and VERY quiet, so I didn’t waste time getting back into bed with the book. Within pages I was hooked.
This WAS a book about the Broads… More significantly – it WAS about Chumley & Hawke in Horning, and it featured three young men, who’d hired Clipper.
The book centres on 3 young men, who decide upon a September sailing holiday, and in the early pages even references the discomfort of the 3rd person sleeping on the cabin floor (some things never change!)
By page 21, I’d realised that Derham has used Broads landscapes and features – aside from ‘Brackley Hall’, which if the illustration is anything to go by, I’d say is ‘Burefields’ – the house adjacent to Horning vicarage;
Sleep forgotten, I read on – it’s a reasonably cheerful little book, until I reached page 54. Where I must admit I had to stop! Roman numerals had never been my strong point… I knew what I was reading.
Clipper IV or VI?
Clipper VI. CLIPPER VI! THAT’S MY BOAT! Even now, writing this I’m smiling. It forms one of many ‘awe struck’ moments that have happened to me in my ownership of ‘Corsair’.
I mean – I didn’t own this book, I routinely wouldn’t have access to this book – it’s not even in my house! Here I am, with 100’s of choices, and I select this book. The centre of the story, well it’s my little boat!
Needless to say – I now own 2 copies of ‘Cruise of the Clipper’, which coincidently was published in 1952. I can only guess that Arthur Morgan Derham was a very early hirer of ‘Clipper VI’, given her built completed in 1951.
Interestingly – A.M. Derham must have had some close links with Chumley & Hawke, as he also hired their yacht ‘Viking’. She is the star of his book ‘On the Trail of the Windward’ (circa 1949/1950).
The ‘Windward’ is I believe a substitute name for a large Broads ex-hire yacht, the ‘Westwards’ – which were built by Jack Powles in Wroxham.
From what I can tell – Arthur Morgan Derham was born in 1915, in Hertfordshire. By age 14 he had converted to an Evangelist, something which he later embraced quite fully.
As a young man, he was given warrant number 123990 in the Metropolitan police force, serving as a Constable between 1935 & 1938. It was during 1938 that he took on the role of Pastor, at the West Ham Baptist Tabernacle – which itself is a quite imposing 1903 chapel; https://www.geograph.org.uk/photo/3104634
West Ham was (is?) – a densely populated part of London, which took some awful damage in WW2. It’s noted that Derham continued his services, but underground until 1944. At this point, his writing increased and he was known to travel to churches in England.
Potentially, this may be the link to Horning… I know there’s a Baptist church in Neatishead, potentially Derham spent some time there. There is no doubt that he had sailed on the Broads, and definitely knew the area. He captures details sufficiently well to have been there himself.
A.M. Derham later rose to the position of General Secretary of the Evangelist Alliance. I’m not sure if they found out about his other published works… including “Love, Sex & Marriage (A Christian Guide)”…… !!!!!!!!!!
His earlier book, ‘On the trail of the Windward” I didn’t actually own until 2017. Although inside the cover of that book, I notice that it was presented to Peter Hamment, of Tunstead Chapel – so maybe Derham was there?
The publishers are C.S.S.M – the Children’s Special Service Mission, so maybe that’s just co-incidence it was awarded as a church prize (46 attendances in 1949)
I’m delighted to have found both books – as for my friends Damien & Julian who own ‘Viking’, it was lovely to introduce them to their boat, in print so to speak. Like ‘Cruise of the Clipper’ – “On the trail of the Westward’ has some excellent cover artwork.
Isn’t it great? Very much of the 1950’s, and if you can overlook the strong Christian subtexts with the stories – they are cracking little books about 2 very cherished C&H boats!
So yes. ‘Corsair’ is in a book. A book I only found, by chance, over 40 miles from where I live, in someone else’s house. Still amazes me, 10 years later.
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’.
Sorry – I haven’t written for a few days. Not least that I have made a break-through in my research. Think ‘source of the Nile’ moment… I am going to break my rule of writing chronologically – and give you an update. Then I will write fully about what I’ve found later.
But. Back to Chumley & Hawke. Their fleet differed from most hire-fleets, in so much that they were mostly designed properly. This sounds harsh, but its unrelenting honest I’m afraid. Most broads yachts were build ‘by eye’, from half models… And, AND! They were badly built!! It’s easy to look at a river cruiser today, and get misty eyed, but in the ‘heyday’ – these boats were built to do a job, and to be disposable.
Look at ‘Corsair’ – she lasted 10 years in hire, then was sold off as redundant. Now, admittedly her first private ownership was a lavish environment, with all the right elements for a wooden boat. Money, dedication, money, enthusiasm and money. Oh, and Rolls Royce chrome.
Chumley & Hawke was run pre-war by Roland Hawke, and Alfred Lloyd Braithwaite (A.I.N.A.). Braithwaite had bought into the yard in 1930, moving to Horning. His first few designs but the emphasis on sailing qualities, with accommodation coming second. Proof of this, washis ‘Clipper’ class which won the challenge cup for small yachts, Horning 1935.
Clipper – 1939, showing the fine sailing they were capable of.
Aside from ‘Khala Nag’ – the best example I can think of this is ‘Viking’, built circa 1937. She is now a beautifully restored member of the River Cruiser class, however originally built as a 26ft halfdecker, and described as;
“Dayboat, mahogany built and designed for those who appreciate a really fine sailing boat, which compares favourably with a half-decker and has the advantage of a low cabin shelter…”
Nowadays, ‘Viking’ is a stunning vessel, having been modified to a canoe stern. Perhaps this is the biggest compliment to a devotee of metacentric hull theory – Viking was ably transformed to a canoe-stern yacht without major disfiguration. Here’s a picture of that indecently pretty hull;
RCC 113 – ‘Viking’, post rebuild at Broadland Boatbuilders.
Now, I can hear you ask ‘what’s metacentric hull theory’? No? Well I’ll tell you anyway. It was popular in the 1930’s. Mind you, so were airships and facism. So we’ll tread carefully.
A.L. Braithwaite was a supporter of the ‘metacentric shelf formula’, which aims to achieve good balance and handling under sail. Other notable followers include Harrison Butler.
The theory is based on the principle that as a yacht heels over under sail, the balance of the rig forces and the hydro-dynamics will be influenced by the changes in the immersed form of the hull.
Succinctly, a different shape underwater is presented as she heels and sails. The shape of the hull is defined at each ‘section’, and those different sections exert difference amounts of buoyancy. Aft sections may possibly being more buoyant than forward sections, interestingly the faster boats sit ‘bows down’ without the crew in the cockpit so are level fore/aft when sailing…
Metacentric shelf analysis plots the shifts in the varying buoyancies at each cross section of a boat, and defines a net value to windward or leeward and serves as a guide to achieving equal buoyancy in the dissimilar ends of a design. For a designer, the key is to draw and build a boat which has its greatest cross section area, within a close tolerance of the mid-point in the waterline.
The challenge then is to couple that principle with a hull drawing that decreases its cross sectional surface area in a union manner – both fore & aft of the mid-section. Further refinements can be made by accommodating the weight within a yacht into these calculations during design & build to ensure that the forces of hull buoyancy, rig power & centre of gravity all complement each other.
A.L Braithwaite designed boats which corresponded to this metacentric theory, both ‘Viking’ & ‘Privateer’ being good examples. Theoretically, their hulls change uniformly both fore & aft of the mid-section (usually within a small tolerance +/- 7-10%).
The ultimate test of course, being that a truly 100% metacentric hull should look almost identify from either direction. This has been demonstrated with ‘Viking’
Typically, the application of metacentric formula gives a sweet handling boat that is aesthetically pleasing, and has a good sailing performance without arm-breaking cases of ‘weather helm-shoulder syndrome’(™).
It should also be noted that nowadays, these calculations are done at the click of a mouse button, for Braithwaite to have applied this theory whilst it was relatively uncommon, in limited numbers whilst working in a Horning boatshed for a fleet of hire craft is quite extraordinary.
All Chumley & Hawke yachts have a distinct ‘look’ about them, with low slung cabins and sweet sheerlines. Don’t believe me? Here’s a family album;
RCC Privateer – photo Margaret Kilner
Clipper I
RCC Viking – photo Trish Barnes
RCC ‘Corsair’ – photo Sue Hines
Finally – the stem repair I made during that first winter.
Having rough-planed the bows quite blunt, I made sure everything was square (ish) before cutting and laminating a series of oak laminates in place. These were screwed and glued, and clamped into place with large baulks of timber helping me bend them right down the hull.
I had no way of knowing if it’d work. I remember cutting the excess off each side, to preserve the ‘scallops’ where the stem is faired into the planking. Judicous use of primer and sandpaper faired it all in nicely.
12 years later, it’s still there, and it’s been not de-laminated or ‘sprung’, so I think I got it right. Evidently my nervous approach was paying off, I hadn’t done anything massively stupid (yet).
During that winter, I also donated the original 1951 short bowsprit to S/N 242 ‘Freedom, who also gained a Clipper mainsail from another. Seemingly I was surrounded by people with old wooden boats, and a perchant to recycling! Or else we were all broke. I know I was.
That winter I often had to choose to walk/cycle to work during the week. I couldn’t afford the diesel to commute AND get to the boatyard at weekends.
Next time I write, I’ll give you an update on why I’ve been so quiet. I promise it’s exciting (to me at least).
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.
A Broadsman 