The Corribee Owners Association has kindly contributed much of this history of the Corribee.

Development of the Corribee

There are a number of different Corribee Mks – clinker Mk1 then fiberglass Mk1, Mk2 and Mk3. Prospective purchasers should be aware that all will be over twenty years old (some very much older), they will have had varied lives and therefore the condition of a particular boat is far more important than its age. The notes below give a sketch of the production life of the Corribee and the attributes of each Mk; where a critical opinion is given it is merely a personal opinion and should not be read as either a warranty of fitness on the one hand or a general condemnation on the other.

Clinker Mk1

In the beginning was the first Corribee, designed by Robert Tucker in 1964 as a fractionally-rigged centreboarder, clinker built in plywood on the banks of Lough Corrib, County Galway, Ireland by Mallon Boats which explains the shamrock sail insignia. A small number of sister ships were built in wood and rare and beautiful though they are, it is the series production fibre glass version that is bulk of the fleet. Corribee 1 was completely rebuilt by Yallows Yard at Cowes and relaunched in May 1998. She is shown here on the stocks and being relaunched after undergoing a refit at Clare Lallows yard (by Laurie Boarer) in Cowes on the Isle of Wight.



Built in 1965, she was first launched on the Medway. At present she is owned by Pat Hurley who has connections with the Classic Boat Museum in Newport, Isle of Wight.

About ten Corribees were built in wood. They look remarkably similar to the clinker-built Folkboats of the same period. One of the two U.K. distributors were Newbridge Boats who were then in Wolverhampton before moving to Bridport and taking over production in 1969. The original sole distributor was R.G. Hollands of Croydon who later became Mallon Boats at the same address in Croydon.

Mike Gregory found a copy of the two page clinker Corribee Mk1 brochure which he has kindly allowed to be posted below:




Fiberglass Mk1 (early 1970’s – circa 1975)

The eye frequently overlooks a Mk 1 Corribee as although the hull is similar to later boats, the topsides are very different. The side decks are virtually non-existent, the coach roof much wider and there is consequently much more room below. There is more woodwork in the cockpit area and the lazarette has a circular hatch cover. Many owners of later boats have been embarrassed by the performance of the Mk1; it is quite slippery. Sadly this model is not in great demand and it’s market value is generally lower than the Mk2 & 3.

Mk 1s that come on to the market (there are not that many) are usually fin keeled and are often a bit scruffy but can be very rewarding to own and sail.


Mike Gregory found a copy of the two page fiberglass Corribee Mk1 brochure which he has kindly allowed to be posted below:




Early Mk2 (circa 1975 – 1980)

There is some confusion as to the dividing line between the Mk2 and Mk3; these notes follow the naming originally used by Newbridge boats.

The Mk 2 is for many people the Corribee. It can be found in both fin and bilge keeled form and with standard or tall mast rig. Most are bilge keeled and standard rigged; tall mast boats are usually (but not always) fin keeled.

There are also a few junk rigged Corribees, these are not very numerous and should not be confused with the Coromandel which is a derivative with a Corribee hull but different topsides to support the unstayed junk rigged mast.

The early Mk 2 bilge keeler has symmetrical keels (see asymmetric keels below) and there is no anchor well. These boats were made between the mid 1970s and about 1980. Age can often be roughly judged by the rig; many of the earlier boats of this type had roller reefing to the mainsail, later boats usually have slab reefed mainsails. Below the waterline many earlier boats have no skeg, later boats usually have a full skeg. Sail numbers are not an infallible guide but all these boats are likely to have a sail number under 500. A very accurate judgement of the age of a Mk 2 can be made if the hull moulding number can be found; if present this will be at the top of the transom on the port side: the first two digits of the 4 or 5 digit number represent the year of moulding.

The early Mk 2 is the model most commonly encountered. The scantlings shown below for the late Mk 2/3 also apply generally to the early Mk 2 with the exception of the cabin headroom which was a mere 4 feet 2 inches on early boats.


Rhys Cox found a copy of the three page Corribee Mk2 Kit brochure when he purchased Beatrice which he has kindly allowed to be posted below:





An extract from another Mk2 brochure:


Late Mk2 (1980 – 1983)

To the casual observer there is little difference between the early and late Mk 2s and Mk 3. The illustration here is from the brochure prepared for the 1983 boat show and the boat is a Mk 3.

The late Mk 2/Mk 3 has a slightly altered deck with an increased rake to the side decks in way of the cockpit – this eliminates the standing puddle to be found on earlier boats. The lazarette hatch is wider and there is an anchor locker on the fore deck. Below the waterline there is a lot of difference; the hallmark of these later boats is the asymmetric bilge keel (there seem to be very few fin keeled late Mk 2s & 3s). The asymmetric keel is of aerofoil section (shaped like an aeroplane wing) and the intention is to increase lift to windward. It is difficult to judge the efficacy of this arrangement as the hull moulding is also deeper than earlier boats and there is significantly more head room inside. This is a great advantage but the increased wetted area of the hull probably cancels out the gain from the asymmetric keels. The skeg on these boats is abbreviated compared with the earlier full skeg but this does not seem to have any ill effect on directional stability. Just to confuse the issue there are a number of hybrids where early or late hulls have been mated to late or early topsides, we occasionally find a Corribee which has us scratching our heads.


Mk3 (1983 – circa 1985)

The Mk 3 is really a late Mk 2 with a rearranged interior layout. Note that the deck layout is unchanged from the late Mk2.

Despite the much advertised sail drive option she appears to have been drawn with an outboard bracket for the 1983 boat show brochure. In fact this illustration has been carried forward from the late Mk2 brochure affirming the cosmetic nature of the Mk3 classification.

Below decks all was very different from the Mk2 with a two berth arrangement, a fixed galley sink, a wet locker forward, dedicated sail stowage and for the modest a private loo.

However for those sociable souls who wanted it the old four berth layout remained an option; though we know of no examples.

Pete Mears found a copy of the six page Corribee Mk3 brochure (along with a 1985 price list) which he has kindly allowed to be posted below:


An extract showing the deck plan from the Mk3 brochure:



Which to choose?

This is of course a very personal decision and must be influenced by the examples available. However there are a few guidelines. The extra head room in the later boats is very valuable and the quarter berths are also more roomy; a night in the quarter berth of an early Mk2 is not for the restless sleeper. Unfortunately many later Corribees were factory fitted with the British Seagull sail drive. This engine was not a success, they are rarely reliable and the intrusion of the leg detracts noticeably from the sailing performance. Many owners are removing these engines and replacing them with outboards. The presence of an “inboard” sail drive is not a feature to support a higher asking price, rather the opposite.

What to look for

In general the Corribee is a robust survivor with fibre glass lay-up and ballast ratio both on the generous side. Osmosis is not unknown but neither is it common and boats that have summered in cold salt water and wintered ashore do not normally suffer. Those examples that we have seen have been slight cases.

Problems encountered have included the following:

Rudders on boats without a skeg cause most problems. If the rudder stock fitting fails, the rudder departs swiftly on a one way trip to Davey Jones! This has happened to several owners so check the integrity of the tiller/rudder stock assembly. Ideally also fit a skeg.

The bow fitting is a robust casting but relies entirely on its through deck fitting; it should be supported either by an external strap to the stem head or internally.

The mast is stepped on deck and is supported by a beam below. A small number of cases of failure of the beam have occurred almost certainly resulting from over tensioning the rig.


Do you have a story, information, brochure, manual, link or other relevant content that should be on this page? If so, we would be very grateful if you would leave it as a comment or email so we can post here – thanks!


22 Responses to “Corribee”

  1. Roy Way Says:

    I had a fin keel Mk II back in the late seventies. She regularly made the trip from Poole Harbour to Cherbourg and never gave us any cause for alarm. Basically, she was a terrific little boat, easy to handle and confidence inspiring. She had a balanced rudder rather than a skeg, which made her vary light on the helm but did give me some qualms about getting damaged. I’ve owned several larger boats since then but she remains one of my favourites.

    • Jeremy Greenaway Says:

      Glad you still have a soft spot for your Corribee! I think the balanced spade rudder, although vulnerable, was much better for the boat than the skeg version. I believe the latter were slower. I made many crossings between Poole and Cherbourg, generally single-handed, and my quickest from Cherbourg entrance to the Bar Buoy was just under 10 hours – more than 6kn average, thanks to a spanking F5 south-westerly and fair sea (white sails only).
      Yours Aye!

  2. Mr R Watkins Says:

    Can anyone tell me WHAT trailer is best suited for a fin keel boat, and from a trailer is the Corribbee 21′ easy to launch.

  3. Jeremy Greenaway Says:

    Plymouth 11/04/2016

    The hull, deck and subsidiary mouldings were acquired by the proprietor of what was then The Osmosis Centre at Totnes in Devon. That company is now deunct, but osmozified into Baltic Wharf Ltd. Its founder and former owner is one Simon Ellyatt, who may still own them. His email is: [Email address removed]

    Let us know how you get on! I for one would love to see the Corribee resurrected with some modern refinements. At one time we had envisaged a half-deck day sailer based on the Mk I hull. There was a plug for this – it had resolved the unintentional assymetric construction of the original. The mark one Mk I’s were about an inch narrower at deck level on the starboard side (if I remember right) than port. The wood hull plug was, I think, flogged separately before Don Whistance sold the business to Ron Lunney. The Mk II hulls were symmetrical, with the ‘offset’ corrected by splitting the mould and putting a fillet in. The lines may well now be in the public domain copyright-wise – they were drawn up more than 50 years ago, the necessary period for copyright to lapse. I don’t know about the actual manufacturing rights in the design (a different issue). These were owned by Ronnie Holland, a businessman from Essex, who died some years ago, and it may be that they erxpired with him. Something for the legal eagles among you Corribeeers to suss out! In the meantime, I’m digging out the half-deck plans I had and hopefully will bung up a PDF to the site.

    Good sailing this season and if any of you get across the pond for this year Brest Fest, you will find me in and around Brest. I now sail an Oyster UFO31, ‘UFOMIST’ – GBR1179L – a natural successor to the Corribee. She’s based at the incredibly hospitable Marina Moulin Blanc which is cheaper than UK marinas and at the heart of one of the most wonderful sailing areas in the Western Channel.

    Jeremy Greenaway

    (Founder, Corribee Owners Association
    and Marketing Consultant to Newbridge Boats, 1970-1980)

    • Bryan Says:

      Many thanks for that information, I shall follow up on that as soon as I have sorted our BSS cert for our motor cruiser.

  4. Bryan Howe Says:

    What became of the moulds?

  5. Bryan Says:

    What happened to the plug and moulds? I would love a new set of mouldings and get one of our yards in Norfolk to fit out for me. Probably with a carbon set of spars for shooting bridges.

  6. The Jester Challenge? | Newlyn Maid Says:

    […] Hurley 22 was also a possibility, a solid boat that has crossed the Atlantic.  Then there was the Corribee a neat boat just short of 21 feet long. Finding a boat and place to keep it was taking time. Just […]

  7. Jake Says:


    You mention that the later boats had greater headroom, however from looking at the catologue’s, it seems that the Mk1 has 5′ of headroom, but the MK3 only has 4’8″.

    Is this just the highest measurement? Or do the earlier boats have the greater headroom. Also how much of a difference is the headroom on between the two MK’s?

    Thanks Jake

  8. keith lewis Says:

    Could anyone send me details of how to replace front heads toilet window, on a Mk 3 Corribee please?

    • scorribee Says:

      I think the forward window is the same as the side windows in construction. Spare parts aren’t obtainable, so be careful when dismantling. Use acrylic or polycarbonate (maybe try a local signmaker) to replace. Check the technical pages for info on refurbishing windows.

  9. Ray Says:

    Hi Mike, sorry for the long delay. I would love a copy of your brochure.
    ( I still have my Mk 1 fin keel Grp corribee. I have two other Newbridge boats which are taking up my time. I think my Corribee was a kit, when she left Wolverhampton. at the rear, she has an outboard well, which I have never seen on a corribee. and beside that is a big storage locker. The wife and I are amazed at the space inside her. we have slept on her, with plenty of room for two more people, cosy. I am over 6 foot tall. she has a brand new sea head. with other bits and bobs. she is such a beautiful looking yacht. any obne with information relating to my green Mk1 Grp corribee, with the name of Ofspray, brought from Ely

  10. Trevor Wilson Says:

    I saw a junk rigged Corribee recently with circular ports instead of the enlongated ones.This vessl also had a skeg fitted. Anyone know the model and year approx?

    • scorribee Says:

      Trevor – as far as I know all the junk rigged Corribees had the circular portlights. There may be some boats that have been converted to junk, having originally been supplied as bermudan, and they will obviously have the larger windows. Happy to be proved wrong though!

  11. Ray Says:

    any information on my corribee 1968/69 GRP. love to hear from you

  12. alan Says:

    Hi, we would like to know what the official name is and where we can buy the windbreak type sheets which you can connect to the harness / side rails and have the boats name added to? Also where we can get the cockpit canopies that go over the hatch?

    Many thanks

    Alan Thurlow

    • scorribee Says:

      Most people seem to call them ‘cockpit dodgers’. Any sail maker can make them up for you and put the name on. The same probably applies to the cockpit canopy, though most sailmakers would pass you on to someone else to make up the frame.
      If you want to make up a frame yourself there are a few suppliers of stainless tubing and fittings eg
      If you want to make up your own dodgers etc have a look at the Boom Tent page for some information on what’s needed. Dodgers would be a very easy first project if you fancy a go at some canvas work.

  13. Ray Says:

    see my other notice. my corribee Mk1 (Grp) was built 1968/69. are there any older corribees out there?

  14. Ray Says:

    I have a corribee Mk 1 GRP. it says on it that it was made by “newbridge in Wolverhampton”. does that make her built around 1968-69?

  15. Mike Gregory Says:

    If you forward me an Email address – I will try and scan a copy of the brochure for the wooden clinker built Corribee which were built in Ireland on the banks of Lough Corrib by Mallon Boats – one of the two U.K. Distributors were Newbridge Boats who were then in Wolverhampton.

    The original sole Distributor for these boat was R.G Hollands, in Croydon who later became Mallon Boats at the same address in Croydon

    A Fibre glass version was also available ex Wolverhampton.


    • Jeremy Greenaway Says:

      Regarding your Corribee history, R.G. (Ronnie) Hollands wasn’t just ‘sole distributor’ of the Irish boats – he actually commissioned the design from Bob Tucker. Ronnie was a very wealthy man who, apart from owning and racing (very successfully) both a Dragon and an SS34 (sister ship to Ted Heath’s Morning Cloud) on the East Coast, had a fishing lodge on Corrib.
      Tommy Mallon was a local boatbuilder5 and, I recall, Ronnie’s ghillie. Ronnie had a small fishing boar built by Mallon but then got the idea of having a little weekender built for he and his wife for the lough.
      He knew Bob Tucker, and asked him to draw up a fairly simply built weekender which had to be reminiscent of a Dragon in profile. Eventually they settled on a clinker built boat with a centreplate keel which was just under 20ft overall.
      As well as the dozen or so Mallon boats, a company called Bridge Boats on the Thames built three or four carvel/strip plank boats.
      Don Whistance, who had started a GRP boatbuilding yard at Newbridge in Wolverhampton (hence the name!) was already moulding under licence a pleasant little American 20ft cruiser designed by Ray Kaufman called the Signet.
      Don and Ronnie met at a London Boat Show and according to Ronnie, they discussed the concept of translating the Corribee into a GRP production boat and split the cost of building a strip plank wooden plug and adapting the superstructure lines. The result was the Mk I, of which around 150 were produced. Mine, moulded and launched in 1969/70, had a ‘tall’ rig, and a slightly heavier layup than standard in the bilges.
      The Mk I was very labour-intensive in fitting out, with an extensive amount of timber to be worked. To try and remain competitive in the small yacht market, Don looked towards the Signet – still in production after the move to Bridport alongside the Corribee, the Cracksman catamaran, and other sidelines.
      The all-moulded interior pan and coachroof with integral cockpit and side decks was adapted from the Signet by way of some cunning filleting and filling to make a perfect lid to complement the Mark II hull, which was stretched out by an inch or so at the gunwhale to marry up with the new lid.
      By the way, all Mk I and Mk II hulls were slightly assymetric – a miscalculation in the construction of the original plugs left them an inch or so narrower on the starboard side!
      As far as I recall, this was corrected with the later Mk III’s with a new hull plug to provide for the revised deck moulding which increased headroom by two inches by the simple expedient of adding camber to the side decks.
      Hope you will find space to incorporate the above and correct the boat’s history!!

      Best wishes
      Jeremy Greenaway

      (Founder, Corribee Owners Association
      & marketing consultant, Newbridge Boats, 1970-1980

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