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).
Phew. Writing this now having had a forced absence from;
A.) writing and B.) sailing.
Weather in Norfolk hasn’t been the kindest. Last Saturday instead of rowing across to ‘Corsair’, I was forced to walk a mile down the flood-bank on the opposite side of the river, and then wade through the rhond to get to her.
Mind you, I’m not complaining. You walk south from Cold Harbour and the view west is fantastic. The vista includes St. Helen’s church, whose tower juts above the tree line at Ranworth, meanwhile to the right, the remains of St. Benets squat on the marsh, with Horning Hall obscured behind.
The f7 SW had laid the reeds flat, and as we walked, we watched a determined yacht tacking up the Bure. Three reefs and a storm jib – good effort. Even from couple of miles away, you could tell she was striding along. Exhilarating conditions
(for the right boat!)
All of this played out under a magnificent, leaden sky-scape. 8/8th’s cloud cover, and all scuddying along ahead of this incessant near-gale. I tried to absorb it all, that sense of place in me taking over. I’m very lucky
to live in this part of the world, my advice is to make sure you see Norfolk in different weathers and in different seasons.
It’s hard to describe, but you’ll capture the different ‘moods’ of the days and seasons if you do. You’ll see what’s a weather bank in a Northerly, or a westerly, where the trees will shelter you, how the wind bends along the reaches –
all useful for when you’re sailing and need to find a decent mooring or take in a reef. I don’t pretend
Edward Seago managed to capture the atmosphere of St. Benets under a storm better than me;
Seago – St. Benets abbey.
Anyway. ‘Corsair’ was O.K. bilges were dry, covers still on. Duty done, we trudged back to the car. Odd isn’t it, boats are such a release in so many ways psychologically, and a constant responsibility physically. I dread to think how
many miles I’ve driven to check on her in similar situations.
Back to 2009.
2009 Cruise – Day 2
Cold. Cramped. And hungover once again. Not an unusual set of circumstances for the cruise…. Bleary eyed – I staggered through the cockpit and opened the awning.
Bollocks.
Opening the awning had focused my attention somewhat. What a bloody nuisance! James’ boat – ‘Nulsec’ had capsize itself in the night, quite unnoticed. After confirming with someone less hungover than me that in fact yes, the boat had sunk itself – we set about righting her. After I’d had a good think about what to do…
Do I need this?
What a hassle that was!! For a 17ft boat, there was a lot of water to be removed. Sterling bailing efforts by Rob, James & Chris removed most of the water, leaving ‘Nulsec’ mostly afloat.
However, a brief phone call to Julia – the wonderful Hon. Secretary of the Yare Sailing Club produced a large, petrol powers salvage pump, which quickly drained the boat, leaving us with our fleet mostly intact.
Having lost time, we then set about motoring down the New Cut. For those of you not familiar, the New Cut is the result of some fairly aggressive Victorian power-playing. Yarmouth was a successful port – Norwich was not. No matter – Samuel Morton Peto dug a cut – linking Oulton Broad with Norwich, so you wouldn’t have to go through Yarmouth…
Yes. Not quite successful, it does however provide a useful function connecting the Yare with the Waveney – where we were heading. Whilst we motored, a fry up was produced, with the skipper resorting to hair of the dog!!
More amusement was to come though, how do you lower the mast on a 17ft racing dinghy?? With a lot of ‘faff’, bad language and brute force! I was still hungover, and unable to assist.
During this, ‘Dragonfly’ (S/N 6) came swishing past heading for Somerleyton. No doubt amused by the antics – they sensible opted to finding decent moorings.
Moored against a convenient crane barge at Haddiscoe – we set about raising the big white crinkly bits (sails!!)
In the short interval that followed, James attacked a moored pontoon, ran into the reeds on a lee-shore, lured a hire craft into towing him illegally, and generally produced much material (very kindly) for me to record.
The fleet – now mostly assembled at Somerleyton consisted of ‘Seabird’, ‘Dragonfly’, ‘Corsair’ and ‘Nulsec’… Just HB & Herbie the wonder-dinghy and we’d be complete.
To pass the time, we inexplicably found ourselves in the pub – avoiding the rain, playing cards with a pint. Compared to yesterday’s excitement – this is more like it!!
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’.
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’.
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).
Well, isn’t it odd how often you find yourself in a pub to reminisce about the days’ sailing. The only huge disadvantageat present is that this particular pub has bloody Morris Dancers in it!!
Anyway, I disgress. Today has been eventful to say the least. We had a moonlit evening on our personal island, and awoke to a surprise – sunshine!
We played about on Barton with full sail for a while before heading to Stalham for provision. In the end, we sailed around the Punt Club pontoons, with a camera man snapping away. Some fantastic photos of ‘Corsair’ were got, with an exciting moment getting Chris the photographer back onboard!! (he survived, see illustration)
Our personal island
Going for it!!
It was here the day started to go awry… Whilst lowering the mainsail, the gaff capsized – striking me VERY hard on the head. After mooring in the basin at Stalham, with blood now flowing freely down my face, we sought medical attention.
Never have the volunteers at the Museum of the Broads been so startled, at the dishevelled, bloody faced lunatic who shuffled in. Thankfully Stalham Doctor’s surgery super-glued the cut closed, although I do have a large lump on my head.
Leaving Stalham in the company of steam launch ‘Falcon’ we motored/sailed and double quanted down the Ant. Using 2 quants to propel a vessel is a fantastic way of covering ground easily in the calm.
Double-quanting.
Eventually we motored through Ludham Bridge, and turned upstream toward Horning on the Bure.
It was here that ‘Zoe’ (hire yacht) collided with a moored motor boat who unfortunately had a VERY bad-tempered skipper (enjoy your holiday!). ‘Dorothy’ (S/N331), one of our neighbours from Oby Dyke was also seen.
This evening (Day 3) sees us tucked up in Salhouse Broad, we’ve selected an idyllic spot, nestled amongst a tree. Other local highlights include the tree-seat island, and how I managed to procure a mudweight (and rope) for £5!! It had been lost by a hire boat, recovered by an enterprising local and sold to another!
Very much in the spirit of Arthur Ransome, there is ‘Hustler 3’ tucked up onto the ‘beach’ at Salhouse tonight. All that remains is for us to drink a fair selection of Woodforde’s Ale.
Falcon
Falcon
Lucent
Tree-seat Island
Hustler beached
Goodnight!
The photographer’s leap!
Our route
As a postscript, re-reading the log book (2019) is making me realise how much I was learning at the time. Being aboard ‘Corsair’ was very different, being able to accommodate 4 crew and their bags, which stayed dry when it rained! Luxury!
Also – the sailing was so different, having a full crew means you can pretty much dispense with the engine, everything takes so little time. Getting the boat ready for sail or putting the awning on would take less than 10 minutes! Very different to my singled-handed sailing.
Although, the lack of a proper cooker, and certain other domestic equipment did mean it was ‘rough and ready’ accommodation. (!) Plus there is a certain element of Editor’s discretion, some memories remain unpublished!!
I have always written about my sailing holidays. At the time, I think I didn’t know why I was doing it. However, now when I look back at the various log-books, I am so glad that I did. As teenagers, we would assemble a motley fleet of dinghies, and my halfdecker before disappearing on the rivers for a fortnight. It was bliss… and it was cheap! Plus of course there was fire, sailing, and illicit drinking…
But. It has taken me 2 hours just to locate this particular log-book, as I appear to suffer from Captain Flint’s trunk syndrome…
The trunk.
The logbook.
So, I can’t put the entire week into one entry. I will transcribe exactly what I find.
Day 1 Well, today was the first day of what would (I except) to prove to be a difficult/interesting trip. Firstly, we have different craft entirely this year as we are using my broads yacht ‘Corsair’.
And, as most of the usual crew are either in India, or working hard, the numbers have also shrunk noticeably. Anyways this year we have James, Theo, Chris and myself.
Anyway, today! We set off in characteristic rain, and drove to Oby through relentless rain. By some fluke it did in fact ease off (what’s going on?) And at last though we did motor from Oby Dyke, and hoist a double reefed main & small jib. This proved very sensible as we stormed upriver to Potter Heigham. There we actually executed a smart mooring, and then quanted through the Arch.
After the boring procedure of mast lowering/raising was… well in truth this time is was not boring, the mast stuck in the hatch carling, and was forceably ‘persuaded’ to move, and nearly killed Chris (next time).
After Potter Heigham we roared upriver to Meadow Dyke and reached onto Horsey, that moment when you reach it, winding down Meadow Dyke is still one of the most dramatic moments of Broads sailing.
One very good thrash later we came to rest before motoring back up Meadow Dyke. During that time, we picked up a Martham halfdecker helmed by an exceedingly grumpy man. (n.b. they were paddling head to wind, we towed them out the dyke, much to the relief of their crew).
Once we’d left them, we chuffed upto Hickling where much to my surprise we saw ‘Mandi’ (commissioned by a lesbian school teacher and named to spell “M and I”) and also helped a ‘Japonica’ to move, re-moor and then sensibly decide to stay for the night.
Goodnight.
p.s. During this period, my good friend Theo was kind enough to illustrate the logbook, with my fountain pen. For this I am very grateful.
Our route.
Theo’s first illustration- Horsey Mere
Day 2
Well, this morning proved quite challenging. It was tremendously windy (F6-7) conversation between us and the ‘Japonica’ moored opposite was entirely based on how many reefs we would require!
In the ended, we opted for three & the storm jib and blasted across Hickling. Even with our stem-set jib and tiny mainsail we have the cabin-sides under!!!
Potter Heigham proved as ever quite forgettable, although some basic victualling in Lathams did occur. We sensibly motored from Potter, for two reasons;
A.) the wind had increased once more.
B.) in our furious sail across Hickling, I had shredded the storm jib and now had copious amounts of sewing to attend to.
On our way to Ludham Bridge we did an excellent piece of salvage, which results in a new acquired boathook. All credit to Chris for going wrist-deep in water to recover it.
After Ludham bridge we sailed with the freshly repaired storm jib setting wonderfully, it almost became civilised and briefly was sunny! Some nifty quanting past Irstead saw us out onto Barton.
Quant, sail & motor saw us into Stalham where an agreeable pint in the ‘Harnser’ left us brave… Hence via Tesco strode back to ‘Corsair’ and making a night passage to NBPC HQ on Barton, we’ve pitched camp inside a shed (no really!) set some fireworks and now are musing on inhabiting an island.
A Broadsman 