There’s nothing like team-spirit. Or a team in good spirits. Which is what we were, mostly. Chief Engineer Jalil stood a round (or 2), and then became miserable for the entire evening.
The object of his affections, well she didn’t work last night, day off! (We didn’t laugh, not much).
We made an early start, on a typically cold day, fully aware we had a lot of distance to cover to get ‘Corsair’ back home.
‘HB’ arrived, neatly just as we were singled up and ready to leave, and we motored downriver in company. Unusually – the skipper was overcome by a bout of cleaning & I felt the need to clean the underside of the cabin roof (!) So much to the bemusement of my crew, I set to this task with gusto.
A tidy boat is a happy boat!
Whilst moored at Reedham Street – we were engaged in a weird conversation with Vernon the burger van man. He’d learnt of Nulsec’s sinking – and wanted to know the technicalities… he laughed!
Not much can be said of our transit of the lower Yare – the ebb ran and we motored a long stretch without many notable features.
Yarmouth reached, and it proved to be itself (!) I took full advantage of the situation, and having despatched Jalil & Chris B to Asda – I kept a viligant ‘anchor watch’ waiting for slack water.
Ever alert.
Truth be told – were we all tired by this point. I’d lived aboard ‘Corsair’ for 9 days now, having attended a regatta before the cruise. We motored from Yarmouth up the lower Bure.
At Stracey – we did decide to set sail, in frankly what were gusty conditions. This was mostly a cry for help on our part. For much of the Lower Bure Theo had kept us entertained with a theory that all wind-pumps were actually Darleks… (yes, really?!)
He wore us down.
To be fair, the first 2 miles of sailing (tacking obviously!) weren’t too bad. At one stage we even thought we might catch up with the hen-party who’d passed us on a motor cruiser!
However just upriver of Stokesby – we encountered a viscious squall, which after 10 minutes showed no signs of abating… Offering careful explanation “$%&* this” – I swung ‘Corsair’ into the weather bank and we lowered sail.
It was at this point, we learnt HB had lost their dinghy – and would be several hours later coming through Yarmouth. Perhaps sailing was finished!!
We then motored back to Oby quietely, tidying ‘Corsair’ as we went. Shortly before 4pm we arrived, moored and departed. l
Joe
Postscript
The 2009 cruise is 10 years past now. It’s made me smile, writing about it in lots of ways.
We flew by the seats of our pants a fair amount, and drank far, far too much.
Our holiday started with a near-drowning, followed closely by a sinking, several collisions (both with land & other boats), featured some broken ribs, an overall age range from 78 to 20, 5 boats, three rivers, and ALOT of tacking.
There was the full range of human emotion. Rage, anger, irritation, love, infactuation(those poor barmaids) rejection, grief & sometimes even normality!
As a comparison, I look now at the rivers in a very different way, the lower Yare HAS lots of features. You’ve just got to look for them and embrace the subtleties of the Broads landscape.
For example, I know now that the lump of Brambles on the North bank, just upriver from Raven Hall isn’t just Brambles.
It’s the remains of some ancient Lime Kilns, as part of the once extensive Berney Arms settlement. You just have to look, and explore.
Also, why spend a week tacking?! Go the other way for god’s sake…
Ouch – Lots of Ouch. Port, its lovely, but ouch. My head!!
After the skipper had gathered himself – ‘Corsair’s crew enjoyed a sumptuous breakfast and we decided there was nothing for it, but to go sailing. Certain parties were reluctant – and the Skipper had to motivate the malingerers!
Once everyone had risen – we tacked back downriver, past Brundall gardens. Both s/n83 ‘Pollywog’ and parent-craft Zandamon were moored at church fen.
S/N83 – PollyWog
‘HB’ had left early from Surlingham (6am) – with ‘Seabird’ and ‘Dragonfly’ choosing Rockland St. Mary for the overnight stop.
‘Corsair’ and ‘Nulsec’ were heading back to Cantley, and for a change we tacked! In fact, there had been far too much tacking already this week, and we’d all gotten fed up!!
Robert was unceremoniously dumped ashore at Brundall railway station – Uni and a shower proved too much temptation (he’s weak willed).
Pushing on, I muttered the immortal “lunch at Buckenham”, and handed control to Chief Engineer Jalil.
THREE TACKS. THREE. having handed over the tiller, after 3 tacks – we ploughed an almighty furrow in the mud and stopped.
Engineer he may be… sailor he ain’t.
All the tricks were deployed – pushing on the quant, swearing, lowering the sails, swearing some more, then hanging crew (Jalil) out on the boom, swearing more…
During this lull, ‘Nulsec’ kindly ran aground nearby – to keep us company!!
Jointly aground. HARD.
We’d run aground on the outside of a bend – where the river was cut out to a 90 degree corner, for turning coasters. 40 years later, no coasters but quite a lot of mud.
We then broke the outboard.
2 hours, 2 HOURS after we ran aground – ‘Corsair’ made her way to Buckenham Sailing Club, where we ate chips. The skipper multi-tasked and planned Jalil’s death…
The fleet decreased again, with ‘Nulsec’ leaving us, ‘Corsair’ due to head through Yarmouth tomorrow – ‘HB’ would meet us later. So we tacked downriver to Cantley, joined by the GWYC fleet. There was a lot of close quarter tacking, and we scared some bystanders!
Much of our day was hungover – and on the mud. Beer… glorious beer!
Typically there’s always one. in this case it was Chief Engineer Jalil… He’d fallen in love with a barmaid at Cantley. This lead to an evening of heavy drinking – the junk box played on (and on), and things became blurred…
It was a VERY late return (or early) for those who were staying on ‘T.O.G’. The skipper showed some restraint… (!)
The Only Girl – s/N137.
Two cabins, four berths and ample space for drunkard, love-sick crew members!!
Now, the next day its worth noting that some were alert and fit for duty… Some… well. Less so.
Once again our plan was changed to suit the scale of our hang-overs… We’d head upriver to Surlingham, which gave us plenty of time to bring ourselves into the world slowly… with caffeine. Lots of caffeine.
It was light airs, so we raised the sails on both ‘Corsair’ and ‘Nulsec’ and beat up the Yare. It was even sunny! Yes, this was the life! H.B motored upriver, sweeping past.
Javelin No. 1 – sporting a fraudulent mainsail!
We sailed past Nulsec’s birthplace, at Buckenham Ferry. Here – the 1st 550 (yes, really!) Javelin’s were built. Nulsec is unusual – not least because she is S/N 1, but that she is probably the only wooden decked Javelin still in existence – by S/N 5, the boats were all fibreglass.
More information r/e the Javelin class, which celebrated it’s 50th anniversary in 2018, is available here; https://www.javelinuk.org/
‘Corsair’ moored at Brundall for victualling, and petrol. Strangely there was demand for energy drinks and paracetamol!!
Determined to rescue his reputation our Engineer leapt into action, as we walked upto the shops. His Uncle’s boat ‘Strongbow’ (aptly named) had some mechanical issues (it had a BMC1500 diesel)… ‘nuf said!
Returning from the shops, we looked longingly at the railway station, thinking about civilisation, showers, hot water!! Eventually – we all walked back to the boats!
get back to the boat!!
Jalil had managed to bring life to ancient iron – the subtle clattering and blue haze surrounding ‘Strongbow’ gave it away as we approached! ‘Strongbow’ also served as an excellent camera vessel for ‘Corsair’ as she tacked through Brundall.
Sadly – ‘S/B’ had to retire – oil pressure was scarily low. On ‘Corsair’ then amused ourselves by tacking onwards, aiming at lots of expensive boats, with a probing bowsprit!!!
‘Nulsec’ attempted the shortcut through Surlingham Broad, and ‘Corsair’ took the long way around via Brooms. We didn’t catch them – BUT we did enjoy ourselves, arriving at Surlingham last.
At Surlingham – it was the skipper’s turn. A thoroughly pleasant (for some) – and deeply amusing (for most) evening was spent attempting (and failing) to capture the attention of a barmaid…. (!)
Accepting failure, Chief Engineer Jalil & the skipper took a nightcap (or 4) aboard ‘Seabird’ – and set about getting wrecked commiserating eachother!
Day 3 started with rain. Lots of it. It drummed on the awning and slowly but persistently it revealed all of the deak-leaks. Annoyingly most are above our bunks!
It’s pointless staying in a damp bunk – so over breakfast various damp people from the fleet discussed our destination. No longer was it Geldeston, we’d motor down the Waveney and head for Cantley.
All of this was discussed over a nutritious meal of bacon rolls, and ‘hair of the dog’ Strongbow… design specifications had been exceeded last night. (!)
Following this decision, there was a flurry of activity as tents were folded, masts lowered and every inch of space used to stow gear. ‘Corsair’s’ forepeak was crammed, to the point we’d not get the mast back up ever again…
The outboard decided to break its fuel system at this point – thanks to Chief Engineer Jalil for sorting this (note promotion from Petty Officer!). As we left, we were definitely at the back of the fleet, and all of us soaked.
As ‘Corsair’ towed ‘Nulsec’ downriver a lucrative card-school was hosted in the cabin, the stakes were 2p a bet. All was well until some fool (James) lost his winnings.
Periodically these gambling, drinking swines would come to inquire as to the skippers well-being…
(It took years to find all the 2p coins in the bilges!!!)
As we motored downriver – those swines drank ALL the booze!
In the New Cut – bizarrely we realised that on our tail was ‘Herbie’ we weren’t last! Simon & Sarah were hustling along. Herbie was a 12ft Fibrocell dinghy, but was sporting an Evinrude 20hp on the back! There was nothing but a flurry of spray, a bow-wave and two soggy looking people!!
Fastest dinghy in the East… Or West…
‘Corsair’ and ‘Nulsec’ moored at Reedham Street (to replenish the booze!), and we kept an eye to see if ‘Nulsec’ would sink again. She didn’t, and we managed to get all the sails up, to head upriver for Cantley.
Even the repaired rudder behaved itself!! Both craft enjoyed some champagne sailing up the Yare, to the extent that ‘Corsair’ carried on up with the last of the flood to the Beauchamp Arms…
We moored to a fishing platform – tiptoed ashore as the water swelled the banks and had a well-earnt pint.
Our stolen pint.
Returning to Cantley kept us on our toes, but we’d drifted off (literally). Flush with success we poured ourselves some room temperature Gins and drifted back in the early evening sun.
Almost civilised!
The weather hadn’t finished with us, a ‘roger’ belted into us just upstream of Langley – shitshitshitSHIT, helm down, let go sheets, no good the booms in, HOLD ON!
Somehow – Robert in his role as official reporter coolly held his nerve (and his drink) and photographed how far we were over;
Damp bunks… Again.
Suitably chastened – with split Gins and frayed nerved we returne to Cantley
Quick phone call sorted extra beds. So 4 lucky souls will sleep aboard on ‘The Only Girl’ (S/N137) for the night.
In the meantime though, the morning’s hangovers we discarded, who cares! the pub, the pub!!
Sorry. As ever my ambitions to write regularly get thrown aside. However – a lot of the distraction has been sailing the boat, which is no bad thing.
‘Corsair’ had her topsail set recently. It’s the only sail remaining from the 1978 suit. To be honest I’ve never set a topsail on her before. In the true spirit of all ‘well thought’ out decisions, I dug the topsail out of my loft on the Thursday evening, rigging it Friday evening (on the quant pole in lieu of a proper spar) – and then raced with it on the Saturday morning.
It’s important to spend time on well founded (funded) development… (!)
The only down-side, was that the new mainsail doesn’t set quite ‘right’ with the old topsail. I’m considering narrowing the topsail by about 3 inches, which should allow the peak to sit better.
Also – using the quant as a topsail spar – it worked, kind of… Ultimately the sail needs its own spar, as the quant did bend. In fact I’m curious to see if a better spar will allow me to peak up the required amount.
Oh, and having put the boat in the reeds to get the rig up, you know what I needed to get out? The sodding quant…
In short – James had sunk, we’d got pissed, and then some dubious sailing had occurred. Situation normal really!
Day 2 – Cruise 2009.
There was a strange sense of de ja vu about the early morning at Somerleyton… The skipper shuffled through the cockpit, en-route to get the kettle going. A cursory glance astern. BOLLOCKS!
‘Nulsec’ had caught up on the quay, and as the tide fell, she had reached an unnatural angle of heel. The bugger would capsize any moment. A flurry of hungover people came busting out of various craft up and down the bank – and pyjama-clad, we proceeded to put ‘Nulsec’ back into the water.
Later, post breakfast and caffeine (plus some ‘feedback’ to James) us saily-types decided that we would sail from Somerleyton staithe, up the Waveney with the ultimate destination of Beccles. ‘Corsair’ and ‘Nulsec’ were first to depart, taking advantage of an early opening bridge to saunter in the direction of Beccles.
‘Corsair’ took a brief pit-spot at the Waveney River Centre, providing a glimpse at Sailing Barge GM. A vessel I had skippered on a delivery trip from London to the Waveney River Centre earlier in 2009. Anyway, ‘Dragonfly’ swept by majestically, being lead by ‘Seabird’, we needed to stop dawdling!
Dragonfly – S/N 6. Largest Broads yacht on the rivers.
Having set off again, ‘Corsair’ tacked her way up the Waveney. A very short interlude later, ‘Nulsec’ was sighted, firmly stuffed up the lee bank. ‘Corsair’ brought up on the weather bank, and after some encouragement – ‘Nulsec’ paddled across, enabling us to make a temporary repair to the rudder. (more of this later).
‘Nulsec’ then set off, and we took bets on how long before we’d see them again…
Inevitably – the rudder had suffered a terminal failure. Thankfully it was in eyesight! Wow. ‘Nulsec’ stormed across the river, the rudder and tiller parted ways. The adjacent hire boat stopped abruptly in an indignant cloud of diesel smoke.
They shouted. We cringed. James flinched and Alison screamed.
‘Nulsec’ however, she was still going! In a series of beautiful violent and uncontrolled gybes, twists, loops and spins she seemed reluctantly to go out quietly. (!) She did inevitably, cannon into the lee-shore with a final thumping gybe.
HB was despatched to act as salvage craft to tow ‘Nulsec’ to Beccles.
‘Corsair’ continued her gentle tack up the Waveney, now being in the tree-lined upper reaches. I manned the foredeck (read my book), or at least I tried. The skipper would like the record to state that Chris B tried to garotte me with the jib-sheets!
(I’ve never liked him).
Eventually Beccles was reached, with some weapons-grades Pimms, and a BBQ restoring everyone’s spirits. Simon was a sterling figure of ingenuity – he first fixed ‘Nulsec’s’ rudder – and then identified the cause of the leaks / sinking!
James had left the self-bailers open.
(insert descriptor here)
After berating him suitably, we sat about long after it’d got dark, everyone just chatting away (nobody could stand after the Pimms).
Jumbling the order of things (Editor’s privilege) – today I have spent a thoroughly enjoyable hour at Jeckells the sail makers. Based in Hoveton – the Jeckells family first started making sails in 1832.
Thankfully – they have kept a fantastic archive of old drawings. I am, as ever incredibly grateful that they, like many have tolerated my bumbling presence, listened to some half-baked tale about an old Blakes model, and set me loose on the archives…
It was like seeing an old family photo album if I’m honest. ‘Bonito’, ‘Pirate’, ‘Wayfarer – now ‘The Only Girl’, Breeze, Maidie, Silver Arrow, Pixie, Mystery, White Wings… all familiar names. Looking at the sail plans from the 1920/30’s was an incredible experience.
Most of the old drawings are jumbled – so it did take some detective work. However; in the album above, you’ll see Wenonah, Brown Elf, Clipper – and ‘Corsair’s sail plans.
I’ll be using the Clipper sail-plan to aid the restoration of the Blakes model. Plus it’s interesting to look closely at the large sail-plan on transparency – which I believe it what was draw for the Campbell family – then the smaller diagram which shows how Peter Olorenshaw had the rig reduced.
My heartfelt thanks to the kindness of Chris Jeckells, Richie Dugdale and Sam Goodbourn for helping me today.
Cruise 2009 – Day 1
Now – back to 2009, and of course we had planned a sailing holiday. I’m going to add a footnote to the log-entry for Sunday 9th August 2009. It’s something that never made it into the official record (as it were), and. well. You can judge for yourself.
This year’s cruise started in an unorthodox fashion, with most of the fleet scattered across the Southern Rivers. ‘Corsair’ was slogging up the Yare against a persistant ebb-tide, towing a particularly heavy and unwieldy rescue boat. Honestly, there’s nothing as soul-destroying as motoring against the ebb.
However, with an excellent sense of timing – Chris B. stepped out of his Dad’s car, just as ‘Corsair’ was less than 30ft from Reedham Quay! It was a case of quickly mooring, and then about 1/2 hour later – Robert arrived.
But no, the motoring wasn’t done with, no. We had to continue upriver to collect ‘Nulsec’ with James & Alison. They had sustained some damage to the tiller/rudder stock and although launched, were stranded.
It took about 3 1/2 hours to get upriver to them, and then back to Reedham. In preparation for the inevitable tedium (!) of repair – I managed to cook a curry for everyone on the downriver leg… Oh. Yes! ‘Corsair’ now boasts a two burner Primus 535 stove.
I had found this beauty in the veritable treasure trove that is Andy Seedhouse’s chandlery at Woodbridge. An errant piece of Oak block-board kitchen counter ‘fell’ into my Volvo from the skip outside ‘Owl Kitchens’ in Bungay, and avoila! A galley unit and cooker installed. (it was about time – breakfasts were a chore on several elderly Primus stoves) all cooking was being done in the cockpit, and the disconnected gas cooker was purely ornamental.
Out with the old! New galley – 2009.
Plus – there was this new legislation called the Boat Safety Scheme – I knew I couldn’t afford to pay to have the respective safety measures put in for a gas installation… By some astonishing loophole – paraffin stoves aren’t included in the inspection!! (I’m not tight, just careful)
Typically the rest of our evening passed quietly (!) in a time honoured fashion outside the Nelson P.H. in Reedham. Although some design specifications were thoroughly exceeded by the skipper. (you can judge for yourselves…)
‘Now, lishun, lishun to me…’
Added excitement came from being subject to some drive-by eggings (no, really!) from local yobs.
At about midnight, we retired.
Epilogue
Back to 2009, from 2019. That day’s entry was short. Deliberately so. We moored at Reedham at about 7pm, just down river from two large, ‘Caribbean’ type holiday boats. These were moored stern to stern, about 3 feet apart. Two families were staying on them.
We were sat, outside the Nelson P.H. – when suddenly there was a lot of screaming. Robert & I both jumped up and ran to the source.
Worst case scenario really – two adults in the water, a man and a woman – both screaming, the father thrashing wildly screaming a name, over, and over.
This gives me goosebumps now. We knew that a child was in the river, the ebb was pouring out to sea. It’s funny I’m typing this, and there’s a cold clarity in me. I remember running about halfway down the motor cruiser (down tide), before thudding into the cabinside like a rugby player – forcing it from the quayside.
Looking down – I could only see a child’s hand and wrist above the water, getting lower. I can remember how white they looked, against the inky black of the water in the shadow of the quay.
Next thing I know, I’ve thrown myself down on my belly and I’ve grabbed this hand. And then a VERY wet and frightened children is stood on the quayside by me. Thank god he was breathing – albeit clearly in shock.
In slow motion I’m running back to the stern – and with adrenalin pulsing Robert and I lift the Mother out of the river, before similar hoicking the Dad out.
None of them were wearing lifejackets.
At the time, I didn’t realise the significance of what’d happened. I take no pride from it, it could have easily ended so differently, and the juxtaposition was between being carefree on holiday, or being adjacent to a drowning.
Quietly, the family returned to the boat, and agreed that lifejackets would be worn from now on.
There is no bravado in this, I never wrote it down at the time – it wasn’t really absorbed. I wrote it now, simply because it’s part of the experience I’ve had, owning ‘Corsair’.
Sorry – the delay in writing has been for the best reasons. I have been out sailing, a very enjoyable 4 day cruise to the head of navigation at Dilham.
‘Corsair’ at Dilham.
I’m always struck by how different the landscape is on the Broads when I go to Dilham, you are in gently undulating North Norfolk country-side, in a genuine canal setting. Very different from the rest of the rivers.
If you are lucky enough to sail on the Broads, do take yourself to the extremities in the navigation. You’ll see tremendous scenery. Moor at Horsey, and you look on at the Dunes of the North Sea, the next day you can be in a canal basin, and the day after on a huge tidal lagoon (as was) faced with a Roman Fort looking down on you.
One day I hope the North Walsham & Dilham canal trust https://www.facebook.com/NWDCT/ achieve their goal of connecting the canal back to the system.
The canal itself, was authorised by parliament in 1812. Unfortunately it was finally abandoned in 1934. Don’t think the canal wasn’t useful though. In 1898 – 6,386 tons was received at wharves on the canal and shipped away. The wherries on the canal carried about 15-20 tons… So that’s nearly 319 wherry loads in a year!!
The last wherry to navigate it was the ‘Ella’. And in tribute, the canal trust have recently launched Ella II – a launch which will take you on the re-watered sections of the canal.
Wherry at Swaffield Bridge – NW & D canal
In its heyday, the canal boasted a small fleet of these very pretty, small wherries. About 2/3 the size of a typical trading wherry, sadly none have survived. If you visit the canal these days, well it’s very eery – dereliction has left pieces of it beautifully stagnant, like the lock chamber at Honing, just waiting.
Honing Lock
Anyway. I digress. But it’s worth going to look at the canal, if you ever get the chance. Running alongside it is the trackbed of the Midland & Great Northern Railway, the Stalham – North Walsham section of their network.
Such direct competition no doubt proved to be the undoing of the canal. But again, the old railway has been left in splendid isolation, and is full of hidden relics as you walk the trackbed.
Back in 2009, I was in the final throes of preparing ‘Corsair’ for launching. This would be my first run at it ‘solo’, I was nervous. Throughout the winter I’d done what I thought was best. I’d applied a liberal amount of Dulux gloss on the hull, and one whole tin of Screwfix ‘no nonsense’ yacht varnish on the toerails (! – horrible stuff). I was set!
Barton Turf – January 2009 – ‘Corsair’ is hidden behind S/N242 ‘Freedom’. Luxurious conditions!!
Or so I thought. ‘Corsair’ was launched on the allotted day, and surprisingly the ancient and defunct car battery worked adequately to keep the bilge pump humming and she floated (mostly) after a few hours. Eager to sail this year, I had aimed for an Easter weekend launch.
After work, there I was… Heave-ho, hauling away on the heel rope there was the usual strain as the mast rises the first few feet. Then a shroud snagged (cabin roof corner, the usual spot). I made fast, and then walked aft to un-snag.
CRUNCH.
Bollocks. As I had walked down the sidedeck, the mast had swayed about, not being fully in the tabernacle, it was free to pivot. The snagged shroud was snatching, arresting this oscillation. The crosstrees fell victim to this, and neatly folded themselves either side of the mast, snapped cleanly in half
Bollocks, bollocks, bollocks! I was filled with despair, then anger. I’d worked, I’d slaved! I’d gone hungry, through sodding winter. I’d dug a trench! All for this bloody boat, and now this!! Feeling very dejected, I lowered the mast, removed the detritus and left.
I’d planned a weekend away on the boat, what would I do? After a couple of hours, I realised that I wasn’t going to be bloody beaten by this bloody boat.
I eyed up an unsuspecting refectory-style Oak table…
Once again the conservatory was functioning as a workshop quite late into the night, and my housemate quietly despaired. It could have been noisy desperation in all honesty. I couldn’t hear above the noise of my jig-saw.
By midnight I had crosstrees again. They were rough – but they’d do! I was able to re-rig ‘Corsair’ the following day, and returned to Oby Dyke. Bizarrely, S/N 242 ‘Freedom’ who had acquired my old bowsprit, also picked up the second hand rig off ‘Clipper I’ – which suited her nicely. Whatever echelon of yachting I was in, it definitely was the ‘grass roots’ end of things!! We all loved wooden boats, just necessarily didn’t have the finance to keep them.
S/N242 – ‘Freedom’ at Oby, with Corsair’s bowsprit, and Clipper’s mainsail.
Remnants of the French-Polish stayed on those cross-trees for YEARS afterwards. They survive to this day, and somewhere the remains of that table lurk in the workshop.
Having overcome this difficulty, and starting to realise that wooden boats are tricky things I decided to venture south onto the Waveney in May 2009 – for my first Yare Sailing Club race, the Ray Perryman memorial passage race. This runs from Somerleyton to Beccles each year. It also would be my first navigation through Yarmouth with ‘Corsair’.
I survived Great Yarmouth, which is always tricky to get the tidal gate correct, and even arrived at Somerleyton in time for a few drinks at the Dukes Head before last orders.
The trouble with rushing to the pub of course is that when you come back to the boat, you’re too drunk to raise the cabin roof, or put the awning on. Something which you need to remember at 4am when you get up to pee… That cabin roof is solid, and low!!
The course of the Perryman race takes you upstream from Somerleyton, starting adjacent to the railway bridge. Smart thinking is to get course-side of the bridge before the thing shuts and traps you the wrong side!! Every year the fleet gets split pre-start, to the great amusement of those who are the correct side…
The fleet, divided!!
I did provide some amusement pre-start, as my flag of choice is, somewhat oversize!
Big flags. ‘That’ bridge in the background…
The race itself suits me, its a passage race, and presents as a mixed bag. You start in the open marshes with clear air, and a wide river. Soon after Burgh St. Peter and its unique church, you find yourself in a very pretty albeit tree-lined river. That’s when you use the tide, and every last puff of air to your advantage. The last section (2 miles ish) from Aldeby to Boaters Hill is very tricky, you need every bit of momentum to keep going!
‘Corsair’ didn’t set a world record, I believe she placed 7th out of 9th entries. We did start a mere 19 seconds after the gun, which I thought wasn’t too bad. These days if I’m much over 5 seconds off, I chastise myself!
However, we completed the course and nothing was broken. Success! We tussled throughout with a much larger, and heavier yacht S/N 149 ‘Stella Genesta’. I think we finished only 24 seconds apart after an 8 mile race. She is a beauty, and is credited with being sailed to Holland sometime in the pre-war years. A fine craft, but I’m not sure I’d take her across to Flushing!
Line honours that year went to S/N 123 ‘Puck’, an ex Fine Lady from Herbert Woods. Albeit with a much more adventurous rig than her days in hire!
We celebrated the next day by sailing in company to Geldeston – another part of the rivers where you are faced with derelict lock chambers…. I wonder if it’s a condition??
Anyway – I’ll finish with some photographs of that weekend. Halcyon days again, after a somewhat frustrating winter.
The next prominent sailing event of 2009 of course, would be our annual sailing holiday! We’d already done it once on ‘Corsair’, what could go wrong!?
So, back to the 1960’s – Peter Olorenshaw had disposed of ‘Corsair’ quite soon after acquiring her, and she was on the bank at Brundall. In truth, she was having an ignominious time of it.
Peter Olorenshaw is credited however with reducing the sail gear by lowering the peak slightly, and fitting an inboard engine. A Vire 6hp, with a hotch-potch arrangement of different height cockpit seats to accommodate this.
Whilst the engine itself is long gone, there is a remaining legacy, namely the ‘slot’ for the gear change lever in one of the cockpit lids.
The Campbells had swapped her for a fairly new White Boat (No. 79 – The Old Lady), seen here in 2010;
Photo – G.C. Slawson.
In 1964 – brothers John & Peter Olorenshaw registered as a owners of Norfolk dinghy, essentially each time ‘Corsair’ found herself moved on, for a smaller boat!
The Norfolk Dinghy was originally conceived by Herbert Woods, legendary Broadsman and boatbuilder from Potter Heigham. The prototype is actually No. 2, that’s another story!! The first Norfolk dinghies were built in 1931, costing approximately £65. It’s rumoured they were an alternative to the International 14, which at that time cost 150 guineas. The Norfolks were mostly built pre-war.
For the Olorenshaws, their dinghy was built in a period where that class was slowing down. In fact from 1951 to 1968, only 9 new boats were built. In the pre-war days, averages of 6 or 7 new dinghies a year wasn’t uncommon! The Olorenshaw brothers only kept their Norfolk from 1964 until 1977.
Prior to the Olorenshaw’s passing ‘Corsair’ on to her next owner, (she was sold in 1969). Her next owner was in fact, across the Atlantic!
As a young man, Stephen Hinde had taken 6 months’ work in a department store in Detroit, Michigan, which lead to him being in a position to purchase ‘Corsair’. Although he first covered approximately 12,000 miles on Greyhound buses, travelling around America.
Once back in the UK, Stephen was mulling over which river cruiser to purchase – prospective craft being either ‘Corsair’ or ‘White Wings’ (S/N 1)
So yes. ‘Corsair’ was purchased at Brundall (Brooms Boats) there being a family connection between the Brooms, and the Olorenshaws. Her new owner Stephen Hinde. His family interestingly, also were business owners in Norwich. His great grandfather founded ‘Bonds’ department store, now part of the John Lewis chain.
His grandfather Ernest Bond also owned the wherry ‘Lorna Doon’;
Wherry Lorna Doon – presumed onboard, Robert Bond & possibly his sons Ernest & William.
Again – ‘Corsair’ had secured the attentions of a devoted owner, thankfully with the means to keep her well. Stephen’s first impression was that a lovely boat, but in the wrong place!!
I have been lucky enough to correspond with Stephen, and having met both he and his wife Janice at their home – and as such I was able to piece together more of ‘Corsair’s’ history.
At this time, Stephen was a member of the river cruiser class committee, so it made sense for ‘Corsair’ to be kept at Wroxham broad, with her own buoy near the public beach. Hence on the 29th June, 1969 he undertook his maiden cruise, sailing ‘Corsair’ from Brundall to the northern rivers.
I am fortunate enough to have in my possession several photographs of Stephen’s ownership. He not only sailed ‘Corsair’ actively within the river cruiser class, but also achieved some success, winning the ‘Rogue Tankard’ one Barton regatta. He also competed in the 1970 3 rivers race, with the Bakelite plaque now kept in my desk drawer.
L-R; Rogue, Corsair (in the lead) Swallow & Barracuda – Wroxham c.1965
During this time, ‘Corsair’ was over-wintered at John Clabburn’s yard; ‘Dawncraft, where it was necessary to replace some of the original sapele planking, even at this comparatively early stage in her life.
Also in 1970, he took ‘Corsair’ down Yarmouth harbour, just so she could sniff at the salt water – something to my knowledge which wasn’t repeated for her until 2012, where she was berthed at the Royal Norfolk & Suffolk Yacht Club for their regatta on Lake Lothing.
Stephen had fitted an accessory which I understand is entirely bespoke to ‘Corsair’, and I’m not aware this has not been repeated by another Broads yacht before or since!
On the cabin roof, in the aftermost port corner, there is a shaped wooden holder, which receives a chromed spotlight. This was to enable night-time sailing! It too, is retained and lives in the forward cabin drawer under the starboard bunk.
Given the context of Stephen’s work (he was part of the family business, Bonds department store) it is evident that the search light was actively used, particularly as Saturday was a working day for him. He specifically recounted its’ use on a midnight navigation of Meadow Dyke, one summers’ evening – eventually mooring under the familiar silhouette of Horsey Mill.
During 1974, after Stephen had married – another Broads yacht caught his eye – s/n 101 ‘Loyalist’, a larger fully varnished Broads yacht that had been built for estuary/coastal work in addition to Broads sailing. He’d bought ‘Loyalist’ whilst still owning ‘Corsair’, and no doubt needed to focus his energies on the new…
RCC S/N101 – Loyalist. Built by Ernest Woods, as an estuary / inland cruiser. A beautiful and powerful boat.
As such, after a busy 6 years of racing and cruising, which included taking ‘Corsair’ to every single head of navigation on the Broads, Stephen put her into a boat auction at Potter Heigham. He recounted to me that the price achieved was somewhat lower than he’d hoped, and as such he removed certain equipment from her itinerary. Much later (42 years in fact) I was able to reunite ‘Corsair’ with certain items, including a fitted winter cover, still bearing the legend “Jeckells Sailmakers, Wroxham).
I’m going to finish now, with two my my favourite photographs of Stephen’s ownership. They show a young man, with his dog – enjoying the boat.
Which is exactly what me and the dogs are now going to do now.
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 